Technical Manual ZX 48 U

PART NO.
TAEA-EN-00
ZX48U-5A HYDRAULIC EXCAVATOR TECHNICAL MANUAL

Technical Manual
ZX
48U-5A
Hydraulic Excavator
URL:http://www.hitachi-c-m.com
Service Manual consists of the following separate Part No.

TAEA-EN-00
Technical Manual : Vol. No.TAEA-EN

Workshop Manual : Vol. No.WAEA-EN
PRINTED IN JAPAN (K) 2012, 12 Engine Manual : Vol. No.ETADB-EN, EWADB-EN
INTRODUCTION
To The Reader
This manual is written for an experienced technician to  If you have any questions or comments, at if you found
provide technical information needed to maintain and any errors regarding the contents of this manual,
repair this machine. please contact using “Service Manual Revision Request
Form” at the end of this manual. (Note: Do not tear off
 Be sure to thoroughly read this manual for correct the form. Copy it for usage.):
product information and service procedures.  Publications Marketing & Product Support Hitachi
Construction Machinery Co. Ltd.
 TEL: 81-29-832-7084
 FAX: 81-29-831-1162
 E-mail: dc@hitachi-kenki.com
Additional References
Please refer to the other materials (operator’s manual,
parts catalog, engine technical material and Hitachi
training material etc.) in addition to this manual.
Manual Composition
This manual consists the Technical Manual, the Workshop  Information included in the Workshop Manual:
Manual and the Engine Manual. Technical information needed for maintenance and
repair of the machine, tools and devices needed for
 Information included in the Technical Manual: maintenance and repair, maintenance standards, and
Technical information needed for redelivery and delivery, removal / installation and assemble / disassemble
operation and activation of all devices and systems, procedures.
operational performance tests, and troubleshooting
procedures.  Information included in the Engine Manual:
Technical information needed for redelivery and delivery
and maintenance and repair of the machine, operation
and activation of all devices and systems, troubleshooting
and assemble / disassemble procedures.
Page Number
Each page has a number, located on the center lower part
of the page, and each number contains the following
information:
Example:
 Technical Manual: T 1-3-5  Workshop Manual: W 1-3-2-5
T Technical Manual W Workshop Manual
1 Section Number 1 Section Number
3 Group Number 3 Group Number
5 Consecutive Page Number for Each Group 2 Sub Group Number
5 Consecutive Page Number for Each Group
IN-01
INTRODUCTION
Safety Alert Symbol and Headline Notations
In this manual, the following safety alert symbol and
signal words are used to alert the reader to the potential dCAUTION:
for personal injury of machine damage. Indicates potentially hazardous situation which could, if
not avoided, result in personal injury or death.
d This is the safety alert symbol. When you see this IMPORTANT:
symbol, be alert to the potential for personal injury.
Never fail to follow the safety instructions prescribed Indicates a situation which, if not conformed to the
along with the safety alert symbol. instructions, could result in damage to the machine.
The safety alert symbol is also used to draw attention to
component/part weights.
To avoid injury and damage, be sure to use appropriate
fNOTE:
Indicates supplementary technical information or know-
lifting techniques and equipment when lifting heavy
how.
parts.
Units Used
SI Units (International System of Units) are used in this Example: 24.5 MPa (250 kgf/cm2, 3560 psi)
manual. MKSA system units and English units are also
indicated in parentheses just behind SI units. A table for conversion from SI units to other system units
is shown below for reference purposes.
Quantity To Convert From Into Multiply By

Length mm in 0.03937
mm ft 0.003281
Volume L US gal 0.2642
L US qt 1.057
m3 yd3 1.308
Weight kg lb 2.205
Force N kgf 0.10197
N lbf 0.2248
Torque N·m kgf·m 0.10197
Pressure MPa kgf/cm 2
10.197
MPa psi 145.0
Power kW PS 1.360
kW HP 1.341
Temperature °C °F °C×1.8+32
Velocity km/h mph 0.6214
min -1
rpm 1.0
Flow rate L/min US gpm 0.2642
mL/rev cc/rev 1.0
fNOTE: The numerical value in this manual might be
different from the above-mentioned table.
IN-02
SYMBOL AND ABBREVIATION
Symbol / Name Explanation

Abbreviation
TO Technical manual (Operational principle)Technical manual (Operational Principle).
TT Technical manual (Troubleshooting) Technical manual (Troubleshooting).
T/M Technical manual Technical manual.
W, W/M Workshop manual Workshop manual (Removal and Installation, Disassembly
and Assembly).
E-ECU Engine Controller Engine controller. E-ECU controls fuel injection amount
according to the machine operating condition.
GSM Global System for Mobile communications Communication controller. GSM is a type of wireless
controller communication system, is used in more than on 100
countries around Europe and Asia, and becomes the factual
global standards of the mobile telephone.
GPS Global Positioning System Global positioning system.
CAN Controller Area Network CAN communication. CAN is a serial communications
protocol internationally-standardized by ISO (International
Organization for Standardization).
A/C Air Conditioner Air conditioner.
OP, OPT Option Optional component.
MPDr. Maintenance Pro Dr. MPDr. is software that troubleshooting, monitoring, and
adjustment.
A/I Auto-Idle Auto-idle.
WU Warming-Up Warming-up.
Li Low (Slow) Idle Slow idle engine speed.
ATT Attachment Attachment. Attachment is optional parts such as breaker,
crusher, and pulverizer in this manual.
HI, Hi High Travel fast position.
LO, Lo Low Travel slow position.
EGR Exhaust Gas Recirculation The EGR control re-circulates a part of exhaust gas in the
intake manifold and combines it with intake-air. Therefore,
combustion temperature is lowered and generation of oxide
of nitrogen (NOx) is controlled.
CSD Cold Start Device Engine start device at low temperature. It increasingly
advances the fuel injection timing and increases the fuel
injection amount a little when coolant temperature is less
than 5 °C. Therefore, the engine starting is improved.
SY-1
SYMBOL AND ABBREVIATION
(Blank)
SY-2
SAFETY
Recognize Safety Information

 These are the SAFETY ALERT SYMBOLS.
 When you see these symbols on your machine or in this
manual, be alert to the potential for personal injury.
 Follow recommended precautions and safe operating
practices.
SA-688
Understand Signal Words

 On machine safety signs, signal words designating the
degree or level of hazard - DANGER, WARNING, or CAUTION
- are used with the safety alert symbol.
 DANGER indicates an imminently hazardous situation
which, if not avoided, will result in death or serious injury.
 WARNING indicates a potentially hazardous situation
which, if not avoided, could result in death or serious
injury.
 CAUTION indicates a potentially hazardous situation
which, if not avoided, may result in minor or moderate
injury.
 DANGER or WARNING safety signs are located near
specific hazards. General precautions are listed on
CAUTION safety signs.
 Some safety signs do not use any of the designated signal
words above after the safety alert symbol are occasionally
used on this machine.
 CAUTION also calls attention to safety message in this

manual.
SA-1223
 To avoid confusing machine protection with personal
safety messages, a signal word IMPORTANT indicates a
situation which, if not avoided, could result in damage to
the machine.
fNOTE: indicates an additional explanation for an element of

information.
SA-1
SAFETY
Follow Safety Instructions

 Carefully read and follow all safety signs on the machine as
well as all safety messages in operator's manual.
 Safety signs must be installed, maintained and replaced if
damaged.
 If a safety sign or operator's manual is damaged or
missing, order a replacement from your authorized dealer
in the same way you order other replacement parts (be
sure to state machine model and serial number when
ordering).
 Allow only properly trained, qualified, authorized personnel
to operate the machine.
 Learn how to correctly operate and service the machine.
 Keep your machine in proper working condition. SA-003
 Unauthorized modifications of the machine may impair
its function and/or safety and affect machine life.
 Do not modify any machine parts without authorization.
Failure to do so may deteriorate the part safety, function,
and/or service life. In addition, personal accident,
machine trouble, and/or damage to material caused by
unauthorized modifications will void Hitachi Warranty
Policy.
 Do not use attachments and/or optional parts or
equipment not authorized by Hitachi. Failure to do so
may deteriorate the safety, function, and/or service life
of the machine. In addition, personal accident, machine
trouble, and/or damage to material caused by using
unauthorized attachments and/or optional parts or
equipment will void Hitachi Warranty Policy.
 The safety messages in this SAFETY chapter are intended
to illustrate basic safety procedures of machines. However
it is impossible for these safety messages to cover every
possible hazardous situation you may encounter. If you
have any questions concerning safety, you should first
consult your supervisor and/or your authorized dealer
before operating or performing maintenance work on the
machine.
SA-2
SAFETY
Prepare For Emergencies

 Be prepared if a fire starts or if an accident occurs.
 Keep a first aid kit and fire extinguisher on hand.
 Thoroughly read and understand the label attached on
the fire extinguisher and use it properly.
 To ensure that a fire extinguisher can be always used
when necessary, check and service the fire extinguisher
at the recommended intervals as specified in the fire-
extinguisher manual.
 Establish emergency procedure guidelines to cope with
any fire or accidents which may occur.
 Keep emergency numbers for doctors, ambulance
service, hospitals, and fire department posted near your
telephone. SA-437
Wear Protective Clothing

 Wear close fitting clothing and safety equipment
appropriate to the job.
You may need:
A hard hat
Safety belt
Safety shoes
Safety glasses, goggles, or face shield
Heavy gloves
Hearing protection
Reflective clothing
Wet weather gear
Respirator or filter mask
Be sure to wear the correct equipment and clothing for the SA-438
job. Do not take any chances.
 Avoid wearing loose clothing, jewelry, or other items that
can catch on control levers or other parts of the machine.
 Operating equipment safely requires the full attention of
the operator. Do not wear radio or music headphones while
operating the machine.
SA-3
SAFETY
Protect Against Noise

 Prolonged exposure to loud noise can cause impairment or
loss of hearing.
 Wear a suitable hearing protective device such as
earmuffs or earplugs to protect against objectionable or
uncomfortably loud noises.
SA-434
Inspect Machine
 If any abnormality is found, be sure to repair it immediately
before operating the machine.
 In the walk-around inspection, be sure to cover all
points described in the “Daily Inspection” section in the
operator’s manual.
SA-435
SA-4
SAFETY
General Precautions for Cab

 Always keep inside the cab clean by observing instructions
below, to prevent any personal accidents from occurring.
 Before entering the cab, thoroughly remove all dirt
and/or oil such as mud, grease, soil or stones that may
mess up the cab from the soles of your work boots. If
any controls such as a pedal is operated while with dirt
and/or oil on the soles of the operator’s work boots, the
operator’s foot may slip off the pedal, possibly resulting
in a personal accident.
 Do not mess up around the operator’s seat with parts,
tools, soil, stones, obstacles that may fold up or turn
over, cans or lunch box. The levers or pedals become
inoperable if obstacle jams in operation stroke of the
travel levers/pedals, pilot control shut-off lever or control
levers, which may result in serious injury or death.
 Avoid storing transparent bottles in the cab. Do not
attach any transparent type window decorations on
the windowpanes as they may focus sunlight, possibly
starting a fire.
 Refrain from listening to the radio, or using music
headphones or mobile telephones in the cab while
 Keep all flammable objects and/or explosives away from
the machine.
 After using the ashtray, always cover it to extinguish the
match and/or tobacco.
 Do not leave cigarette lighters in the cab. If the
temperature in the cab increases, the lighter may
explode.
 Use proper floor mat dedicated to the machine. If another
floor mat is used, it may be displaced and contact with
the travel pedals during operation, resulting in serious
injury or death.
Use Handrails and Steps

 Falling is one of the major causes of personal injury.
 When you get on and off the machine, always use the
crawler instead of the step for safety. Also get on and off
from the position of the crawler that can secure your feet
space enough.
 When you get on and off the machine, always face the
machine.
 Maintain a three-point contact with the steps and
handrails.
 Do not use any controls as handholds.
 Never jump on or off the machine. Never mount or
dismount a moving machine.
 In case adhered slippery material such as oil, grease, SA-439
or mud is present on steps, handrails, or platforms,
thoroughly remove such material.
SA-5
SAFETY
Adjust the Operator’s Seat

 A poorly adjusted seat for either the operator or the work
at hand may quickly fatigue the operator leading to mis-
operation of the machine.
 The seat should be adjusted whenever the operator for
the machine changes.
 The operator should be able to fully depress the pedals
and to correctly operate the control levers with his back
firmly against the seat back.
 If not, readjust the seat forward or backward, and check
again.
SA-378
Ensure Safety Before Rising From or Leaving

Operator’s Seat
 Before rising from the operator’s seat to open/close cab
front window or to adjust the seat position, be sure to first
lower the front attachment to the ground and then move
the pilot control shut-off lever to the LOCK position. Failure
to do so may allow the machine to unexpectedly move
when a body part unintentionally comes in contact with a
control lever, possibly resulting in serious personal injury or
death.
 Before leaving the machine, be sure to first lower the front
attachment to the ground and then move the pilot control
shut-off lever to the LOCK position. Turn the key switch OFF
to stop the engine.
 Before leaving the machine, close all windows, doors, and
access covers and lock them up.
SA-6
SAFETY
Fasten Your Seat Belt

 If the machine should overturn, the operator may become
injured and/or thrown from the cab. Additionally the
operator may be crushed by the overturning machine,
resulting in serious injury or death.
 Be sure to remain seated with the seat belt securely
fastened whenever operating the machine.
 Prior to operating the machine, thoroughly examine
webbing, buckle and attaching hardware. If any item is
damaged or worn, replace the seat belt or component
before operating the machine. Replace the seat belt at
least once every 3 years regardless of appearance.
SA-237
Move and Operate Machine Safely

 Always be aware that there is a potential danger around the
machine while operating the machine.
 Take extra care not to run over bystanders. Confirm the
location of bystanders before moving, swinging, or
 Always keep the travel alarm and horn in working
condition (if equipped).
 Before starting to move or operate the machine, sound
the travel alarm and horn to alert bystanders.
 Use a signal person when moving, swinging, or operating
the machine in congested areas. Locate the signal person
so that the operator can always witness the signal person.
 Coordinate the meanings of all safety signs, hand signals
and marks before starting the machine. Appoint a person SA-1291
who is responsible to make a signal and/or guidance.
 Never allow any persons or obstacles to enter the
machine operation areas.
 Use appropriate illumination.
SA-7
SAFETY
Operate Only From Operator’s Seat

 Inappropriate engine starting procedures may cause the
machine to runaway, possibly resulting in serious injury or
death.
 Start the engine only when seated in the operator’s seat.
 NEVER start the engine while standing on the tracks or on
ground.
 Do not start engine by shorting across starter terminals.
A hazardous situation may be created and/or possible
damage to the machine may result.
 Before starting the engine, confirm that all control levers
are in neutral.
SA-444
Jump Starting
 Failure to follow correct jump starting procedures could
result in a battery explosion or a runaway machine.
 If the engine must be jump started, be sure to follow the
instructions shown in the “OPERATING ENGINE” chapter.
 The operator must be seated in the operator’s seat so
that the machine will be under control when the engine
starts. Jump starting is a two-person operation.
 Never use a frozen battery.
 Failure to follow correct jump starting procedures could
result in a battery explosion or a runaway machine.
SA-032
Keep Riders Off Machine

 Riders on machine are subject to injury such as being struck
by foreign objects and being thrown off the machine.
 Riders also obstruct the operator’s view, resulting in the
machine being operated in an unsafe manner.
 Only the operator is allowed on the machine. Keep riders
off.
SA-1292
SA-8
SAFETY
Precautions for Operations

 Thoroughly make certain safety at the work site before
starting operations. Especially always observe the following
points.
 Be sure to wear close fitting clothing and required safety
items, such as a hard hat, when operating the machine.
 Keep all bystanders and unnecessary objects out of and
away from the machine working areas. Always beware of
the surroundings while operating the machine. Take care
not to allow the rear part of the upperstructure to come
in contact with objects when swinging the machine in a
small area.
 When loading a dump truck, bring the bucket from the
rear side of the dump truck to avoid moving the bucket
over the dump truck cab or over any co-workers.
M586-12-012
SA-9
SAFETY
Investigate Job Site Beforehand

 When working at the edge of an excavation or on a road
shoulder, the machine could tip over due to collapse of the
ground, possibly resulting in serious injury or death.
 Investigate the configuration and ground conditions of
the job site beforehand to prevent the machine from
falling and to prevent the ground, stockpiles, or banks
from collapsing.
 Make a work plan. Use machines appropriate to the work
and job site.
 Reinforce ground, edges, and road shoulders as
necessary. Keep the machine well back from the edges of
excavations and road shoulders.
 When working on an incline or on a road shoulder,
employ a signal person as required.
 Never allow bystanders to enter the working area such as SA-1293
swing radius or traveling range.
 When the footing is weak, reinforce the ground before
starting work.
 When working on frozen ground, be extremely alert. As
ambient temperatures rise, footing may become loose
and slippery.
 When operating the machine near open flame, sparks,
and/or dead grass, a fire may easily break out. Use special
care not to cause a fire.
 Make sure the work site ground has sufficient strength
to firmly support the machine. When working close to an
excavation or on road shoulders, operate the machine with
the tracks positioned perpendicular to the cliff face with
travel motors at the rear and with the blade at the front, so
that the machine can more easily evacuate if the cliff face
collapses.
 If working at the bottom of a cliff or on a high bank is
required, be sure to investigate the area first and confirm
that no danger of the cliff or bank collapsing exists. If any
possibility of cliff or bank collapsing exists, do not work in
that area.
 Soft ground may collapse when operating the machine on
it, possibly causing the machine to tip over. When working
on a soft ground is required, be sure to reinforce the ground
first using large pieces of steel plates strong enough and
firm to easily support the machine.
 Note that there is always a possibility of machine tipping M586-05-021
over when working on rough terrain or on slopes. Prevent
machine tipping over from occurring. Operate the machine
slowly to ensure safe operation.
SA-10
SAFETY
Equipment of OPG
 In case the machine is operated in areas where the
possibility of falling stones or debris exists, equip genuine
Hitachi OPG guard. Contact your nearest Hitachi dealer for
installation method of the OPG guard. Depending on the
specifications applied to your machine, modification of the
machine to meet ROPS standards will be possible.
 To maintain unimpaired operator protection and
manufacture’s protective structure.
 Damaged ROPS, OPG guard must be replaced, not
repaired or revised.
 Any alternation to the ROPS or OPG guard must be
approved by the manufacturer.
ROPS : Roll Over Protective Structure
OPG : Operator Protective Guard
SA-490
Provide Signals for Jobs Involving Multiple

Machines
 In case more than one machine is operated in the same
job site, accidental collision between machines may cause
serious injury or death.
 For jobs involving multiple machines, provide signals
commonly known by all personnel involved. Also, appoint
a signal person to coordinate the job site. Make sure that all
personnel obey the signal person’s directions.
SA-481
Confirm Direction of Machine to be Driven

 Incorrect travel pedal/lever operation may result in serious
injury or death.
 Before driving the machine, confirm the position of the
undercarriage in relation to the operator’s position.
 If the travel motors are located towards the front of the
cab, the machine will move in the reverse direction when
travel pedals/levers are operated.
SA-1294
SA-11
SAFETY
Drive Machine Safely

 Use a signal person when traveling the machine along road
shoulders or in congested areas.
 Driving the machine in the incorrect direction may result in
serious injury or death and/or severe damage to property. A
 Before driving the machine, always confirm that the travel
pedals/levers direction corresponds to the direction you
wish to drive.
 Be sure to detour around any obstructions.
 Avoid traveling over obstructions. Soil, fragments of rocks,
and/or metal pieces may scatter around the machine. Do SA-1295
not allow personnel to stay around the machine while
traveling.
 Driving on a slope may cause the machine to slip or
overturn, possibly resulting in serious injury or death.
 Never attempt to ascend or descend 30 degrees or
steeper slopes.
 Be sure to fasten the seat belt.
 When driving up or down a slope, keep the bucket facing
the direction of travel, approximately 200 to 300 mm (8 to
12 in) (A) above the ground.
 If machine starts to skid or becomes unstable,
immediately lower the bucket to the ground and stop.
 Driving across the face of a slope or steering on a
slope may cause the machine to skid or turnover. If A
the direction must be changed, move the machine to SA-1296
level ground, then, change the direction to ensure safe
operation.
 Avoid swinging the upperstructure on slopes. Never
attempt to swing the upperstructure downhill. The
machine may tip over. If swinging uphill is unavoidable,
carefully operate the upperstructure and boom at slow
speed.
 If the engine stalls on a slope, immediately lower the
bucket to the ground. Return the control levers to neutral.
Then, restart the engine.
 Be sure to thoroughly warm up the machine before
ascending steep slopes. If hydraulic oil has not warmed
up sufficiently, sufficient performance may not be
obtained. SA-441
WRONG
SA-589
SA-12
SAFETY
 When the machine descends a slope at high speed,
machine weight accelerates descending speed. It may
cause collision accident due to misjudging of braking 1
distance or machine turnover due to running on an
unexpected obstacle.
Always ensure that travel mode display (1) on the monitor
is , and then reduce the engine speed before
descending a slope.
 Select a travel route that is as flat as possible. Steer the
machine as straight as possible, making small gradual
changes repeatedly in direction.
 Check the strengths of bridges and road shoulders before
traveling on them, and reinforce if necessary.
 When the machine is equipped with steel shoes, cover
the road surface with wood plates in order not to damage
the road surface. Be careful of steering when operating MADB-00-007
on asphalt roads in summer.
 When crossing train tracks, lay wood plates over the
tracks not to allow the machine to ride on only the rails.
 Check that the machine can pass under a bridge and
electric lines before driving the machine.
 When crossing a river, drive the machine slowly while
measuring the depth of the river using the bucket. Do not
cross the river when the depth of the river is deeper than
the upper track shoe surface.
 Reduce the engine speed when traveling on rough
Travel Motor
terrains. Select a slow travel speed. Slower speed will
reduce possible damage to the machine.
 Drive the machine so that the travel motors do not come M104-05-008
in contact with loose rocks. If the machine crosses over
an obstruction, abnormally large loads may be loaded
on the machine. Avoid contact with an obstruction while
traveling the machine.
 During freezing weather, always clean snow and ice from
track shoes before driving the machine on snowy and/or
frozen roads, or loading and unloading the machine for
transportation, to prevent the machine from slipping.
SA-673
M586-05-002
SA-13
SAFETY
Avoid Injury From Rollaway Accidents

 Death or serious injury may result if you attempt to mount
or try to bodily stop a moving machine.
 Park the machine in compliance with the safe parking
procedures described in operator's manual to prevent the
machine from running away.
 Block both tracks and lower the bucket to the ground,
thrust the bucket teeth into the ground if you must park
on a grade.
 Park at a reasonable distance from other machines.
SA-1297
SA-14
SAFETY
Avoid Injury From Back-over and Swing

Accidents
 If any person is present near the machine when backing or
swinging the upperstructure, the machine may hit or run
over that person, resulting in serious injury or death.
To avoid back-over and swing accidents:
 Always look around BEFORE YOU BACK UP AND SWING
THE MACHINE. BE SURE THAT ALL BYSTANDERS ARE
CLEAR.
 Keep the travel alarm in working condition (if equipped).
ALWAYS BE ALERT FOR BYSTANDERS MOVING INTO THE
WORK AREA. USE THE HORN OR OTHER SIGNAL TO WARN
BYSTANDERS BEFORE MOVING MACHINE.
 USE A SIGNAL PERSON WHEN BACKING UP IF YOUR VIEW
IS OBSTRUCTED. ALWAYS KEEP THE SIGNAL PERSON IN SA-383
VIEW.
Use hand signals, which conform to your local regulations,
when work conditions require a signal person.
 No machine motions shall be made unless signals are
clearly understood by both signal person and operator.
 Learn the meanings of all flags, signs, and markings used
on the job and confirm who has the responsibility for
signaling.
 Keep windows, mirrors, and lights clean and in good
condition.
 Dust, heavy rain, fog, etc., can reduce visibility. As visibility
decreases, reduce speed and use proper lighting.
 Read and understand all operating instructions in the
operator’s manual.
SA-384
SA-15
SAFETY
Keep Person Clear From Working Area

 If a person is present near the operating machine, the
person may come in contact with the swinging front
attachment or counterweight and/or may be crushed
against an other object, resulting in serious injury or death.
 Before operating the machine, set up barriers to the
sides and rear area of the bucket swing radius to prevent
anyone from entering the work area.
 Make sure that no personnel other than the signal person
or no obstacles are present in the working area before
SA-667
Never Position Bucket Over Anyone

 Never lift, move, or swing bucket above anyone or a truck
cab.
Serious injury or machine damage may result due to bucket
load spill or due to collision with the bucket.
 Never allow the bucket to pass over anyone to avoid
personal injury or death.
SA-668
Avoid Undercutting
 In order to retreat from the edge of an excavation if the
footing should collapse, always position the undercarriage
perpendicular to the edge of the excavation with the travel
motors at the rear.
 If the footing starts to collapse and if retreat is not
possible, do not raise the front attachment in a panic.
Lowering the front attachment may be safer in most
cases.
SA-1300
SA-16
SAFETY
Avoid Tipping
 The danger of tipping is always present when operating on
a grade, possibly resulting in serious injury or death.
To avoid tipping:
 Be extra careful before operating on a grade.
 Prepare machine operating area flat.
 Keep the bucket low to the ground and close to the
machine.
 Reduce operating speeds to avoid tipping or slipping.
 Avoid changing direction when traveling on grades.
 NEVER attempt to travel across a grade steeper than 15
degrees if crossing the grade is unavoidable.
 Reduce swing speed as necessary when swinging loads.
 Be careful when working on frozen ground.

 Temperature increases will cause the ground to become SA-1301
soft and make ground travel unstable.
Never Undercut a High Bank

 The edges could collapse or a land slide could occur causing
SA-1302
SA-17
SAFETY
Dig With Caution

 Accidental severing of underground cables or gas lines may
cause an explosion and/or fire, possibly resulting in serious
injury or death.
 Before digging check the location of cables, gas lines, and
water lines.
 Keep the minimum distance required, by law, from cables,
gas lines, and water lines.
 If a fiber optic cable should be accidentally severed, do
not look into the end. Doing so may result in serious eye
injury.
 Contact your local “diggers hot line” if available in your
area, and/or the utility companies directly.
Have them mark all underground utilities. SA-672
Operate With Caution

 If the front attachment or any other part of the machine hits
against an overhead obstacle, such as a bridge, both the
machine and the overhead obstacle will be damaged, and
personal injury may result as well.
 Take care to avoid hitting overhead obstacles with the
boom or arm.
SA-673
Avoid Power Lines

 Serious injury or death can result if the machine or front
attachments are not kept a safe distance from electric lines.
 When operating near an electric line, NEVER move any
part of the machine or load closer than 3 m (10 ft) plus
twice the line insulator length.
 Check and comply with any local regulations that may
apply.
 Wet ground will expand the area that could cause any
person on it to be affected by electric shock. Keep all
bystanders or co-workers away from the site.
SA-1305
SA-18
SAFETY
Precautions For Lightning

 The machine is vulnerable to lightning strikes.
 In the event of an electrical storm, immediately stop
operation, and lower the bucket to the ground. Evacuate
to a safe place far away from the machine.
 After the electrical storm has passed, check all of the
machine safety devices for any failure. If any failed
safety devices are found, operate the machine only after
repairing them.
SA-1805
Object Handling
 If a lifted load should fall, any person nearby may be
struck by the falling load or may be crushed underneath it,
resulting in serious injury or death.
 When using the machine for craning operations, be sure
to comply with all local regulations.
 Do not use damaged chains or frayed cables, sables,
slings, or ropes.
 Before craning, position the upperstructure with the
travel motors at the rear.
 When using the machine for craning operations, always
park the machine on a solid and level ground.
 Move the load slowly and carefully. Never move it
suddenly.
 Keep all persons well away from the load.
 Never move a load over a person’s head. SA-014
 Do not allow anyone to approach the load until it is safely
and securely situated on supporting blocks or on the
ground.
 Never attach a sling or chain to the bucket teeth. They
may come off, causing the load to fall.
SA-19
SAFETY
Protect Against Flying Debris

 If flying debris such as soil, rock fragments or metal pieces
hit eyes or any other part of the body, serious injury may
result.
 Guard against such injuries when working in a job site
where possibility of flying pieces of metal or debris exist,
or when removing or installing pins using a hammer;
wear goggles or safety glasses.
 Keep bystanders away from the working area before
striking any object.
SA-432
Park Machine Safely

 Unless the machine is correctly parked, any hazardous
situations such as running away of the machine or damage
by vandalism may result, causing the machine to operate
unsafely when the engine is restarted. Follow instructions
described below when parking the machine.
 Park the machine on solid level surface to prevent the
machine from running away.
 Lower the bucket and/or blade to the ground.
 Pull the pilot control shut-off lever to the LOCK position.
 Turn the auto-idle switch OFF. Failure to do so may SA-1306
create a hazardous condition as the engine speed may
unexpectedly increase.
 Run the engine at slow idle speed without load for 5
minutes.
 Turn key switch to OFF to stop engine. Remove the key
from the key switch.
 Before leaving the machine, close all windows, roof vent,
and cab door. Lock all access doors and compartments.
SA-20
SAFETY
Handle Fluids Safely --- Avoid Fires

 Handle fuel with care; it is highly flammable. If fuel ignites,
an explosion and/or a fire may occur, possibly resulting in
 Do not refuel the machine while smoking or when near
open flame or sparks.
 Always stop the engine before refueling the machine.
 Fill the fuel tank outdoors.
 All fuels, most lubricants, and some coolants are flammable.
 Store flammable fluids well away from fire hazards.
 Do not incinerate or puncture pressurized containers.
 Do not store oily rags; they can ignite and burn
spontaneously. SA-018
 Securely tighten the fuel and oil filler caps.
SA-019
SA-21
SAFETY
Transport Safely
 The danger of tipping is present when loading/unloading
the machine onto/from a truck or trailer bed.
 Be sure to observe local regulations when transporting
the machine on public roads.
 Provide an appropriate truck or trailer for transporting the
machine. SA-1307
 Be sure to have a signal person.
 Take the following precautions when loading/unloading
the machine.
1. Select firm level ground.
2. Be sure to use a loading dock or ramp strong enough to
support the machine weight.
3. Ramps must be sufficient in width, length, and strength. 3
Be sure that the incline of the ramp is less than 15
degrees.
4. Loading docks must be sufficient in width and strength
to support the machine and have a gradient of less than
15 degrees. 2
5. Push auto-idle switch (1) to turn A/I display (2) OFF.

6. Select the slow travel mode for loading or unloading the
machine. 1
MADB-00-007
Always ensure that travel mode display (3) on the
monitor is , before traveling the machine.
7. Avoid steering while driving up or down the ramp as it
is extremely dangerous. If steering is unavoidable, first
move back to the ground or flatbed, modify traveling
direction, and begin to drive again.
8. The top end of the ramp where it meets the flatbed is a
sudden bump. Take care when traveling over it.
9. Wedge the front and rear of the tracks. Securely fasten
the machine to the trailer bed with chains or cables.
10. Do not operate any levers besides the travel levers when
driving up or down the ramp.
11. Prevent possible injury from machine tipping while the
upperstructure is rotating.
12. Keep the arm tucked under and rotate the
upperstructure slowly for best stability.
Refer to “transporting” chapter in operator's manual for

details.
SA-22
SAFETY
Practice Safe Maintenance

 Inspection/maintenance work may produce hazardous
situations by contacting and/or accessing a part of body
to a moving, high pressure, and/or high temperature part
of the machine. To avoid serious personal injury or death,
follow the instructions described below.
 Thoroughly coordinate the working procedures to be
taken hereafter with the co-workers before beginning
work such as inspecting/servicing the machine, or
replacing the attachment.
 Safely park the machine in accordance with the
instructions for “Park Machine Safely.”
 Keep the work area clean and orderly.
 Attach a “DO NOT OPERATE” tag in an easy-to-see location
such as on a door or a control lever. SA-028
 If moisture permeates into the electrical system,
malfunction and/or erroneous movement of the machine
may result. Do not clean sensors, cable connectors, and
the cab inside using water and/or steam.
 Wait to begin to work until the engine and hydraulic oil
temperatures have cooled down to the safety range.
 In case inspection/maintenance must be performed with
the engine running, be sure to appoint an overseer.
 Never lubricate or service the machine while moving it. 90 to 110°
 Repair the cracked windowpane before servicing the
machine. Failure to do so may cause personal injury.
 When raising the machine above the ground using the
front attachment function, maintain the angle between
the boom and the arm in the range of 90 to 110°. Never M1M7-04-006
allow anyone to enter under the machine raised with the
front attachment function.
 In case working under the machine raised above the
ground is unavoidably required, securely hold the
machine with stays or blocks strong enough to support
the machine weight.
 Never work under the raised bucket.
 Keep all parts in good condition and properly installed.
 Always use the specified tools correctly.
 Always use a clean tool.
 Fix any damage found immediately. Replace worn or
broken parts.
 Remove any buildup of grease, oil, or debris.
 When cleaning parts, use a non-combustible cleaning
solvent. Never use an inflammable fluid such as diesel
fuel, or gasoline. SA-527
SA-23
SAFETY
 Disconnect battery ground cable (−) before making
adjustments to electrical systems or before welding on
the machine.
 Sufficiently illuminate the work site. Use a maintenance
work light when working under or inside the machine.
 Always use a work light protected with a guard. In case
the light bulb is broken, spilled fuel, oil, antifreeze fluid,
or window washer fluid may catch fire.
 When the floor tilt mechanism check and/or maintenance
is conducted, the operator’s station is tilted upward.
SA-037
Before conducting maintenance work, refer to page
7-76 in operator's manual for the detailed operation
procedures and correctly operate the machine.
 When required to work under the floor, support the
raised operator’s station with the fall prevention bars (red
color) to ensure safety.
 When the inspection/maintenance work is complete, tilt
the operator’s station downward after housing the fall
prevention bars. Be sure to slowly lower the operator’s
station at the time.
 Be careful not to allow the operator’s station to tilt down
without first stowing the fall prevention bars. Damage to
the tilt mechanism may result.
M1MW-07-031
Warn Others of Service Work

 Unexpected machine movement can cause serious injury.
 Before performing any work on the machine, attach a “Do
Not Operate” tag in an easy-to-see place such as on the
cab door or control lever.
 Never attempt to operate the machine with a “Do Not
Operate” tag attached.
 Make it a rule for the inspection/service person to hold
the engine start key during inspection/service work.
SS2045102
SA-24
SAFETY
Support Machine Properly

 Never attempt to work on the machine without securing
the machine first.
 Always lower the attachment to the ground before you
work on the machine.
 If you must work on a lifted machine or attachment,
securely support the machine or attachment with stays
or blocks strong enough to support the machine and/or
attachment weight.
SA-527
Stay Clear of Moving Parts

 Contact with moving parts can cause serious injury or death
due to amputation or entanglement.
 To prevent accidents, care should be taken to ensure that
hands, feet, clothing, jewelry and hair do not become
entangled when working around rotating parts.
SA-026
SA-2294
SA-25
SAFETY
Prevent Parts From Flying

 Grease in the track adjuster is under high pressure.
Failure to follow the precautions below may result in serious
injury, blindness, or death.
 Do not attempt to remove GREASE FITTINGS or VALVE
ASSEMBLIES.
 As pieces of parts may fly off, be sure to keep body and
face away from the valve.
 Travel reduction gears are under pressure.

 As pieces of parts may fly off, be sure to keep body and
face away from AIR RELEASE PLUG to avoid injury.
 GEAR OIL is hot. Wait for gear oil to cool, then gradually
loosen the air release plug to release pressure. SA-344
Store Attachments Safely

 Stored attachments such as buckets, hydraulic hammers,
and blades can fall and cause serious injury or death.
 Securely store attachments and implements to prevent
falling accidents.
 Keep children and bystanders away from storage areas.
SA-034
SA-26
SAFETY
Prevent Burns
Hot spraying fluids:
 After operation, engine coolant is hot and under pressure.
Hot water or steam is contained in the engine, radiator and
heater lines.
Skin contact with escaping hot water or steam can cause
severe burns.
 To prevent possible injury from hot spraying water, stop
the engine. Begin to work after the engine and radiator
are sufficiently cooled
 DO NOT remove the radiator cap until the engine is cool.
When opening, turn the cap slowly to the stop. Allow all
pressure to be released before removing the cap.
 The hydraulic oil tank is pressurized. Again, be sure to
release all pressure by slowly removing the cap. SA-039
Hot fluids and surfaces:

 Engine oil, gear oil and hydraulic oil also becomes hot
during operation.
The engine, hoses, lines and other parts become hot as well.
 Wait for the oil and components to cool before starting
any maintenance or inspection work.
SA-225
SA-27
SAFETY
Replace Rubber Hoses Periodically

 Rubber hoses that contain flammable fluids such as
hydraulic oil or fuel under pressure may break due to aging,
fatigue, and abrasion. It is very difficult to gauge the extent
of deterioration due to aging, fatigue, and abrasion of
rubber hoses by visual inspection alone.
 Periodically replace the rubber hoses. (Refer to the
Periodical Replacement Parts section in operator's
manual.)
 Failure to periodically replace rubber hoses may cause a fire,
fluid injection into skin, or the front attachment to fall on a
person nearby, which may result in severe burns, gangrene, SA-019
or otherwise serious injury or death.
Avoid High-Pressure Fluids

 Fluids such as diesel fuel or hydraulic oil under pressure can
penetrate the skin or eyes causing serious injury, blindness
or death.
 Avoid this hazard by relieving pressure before
disconnecting hydraulic or other lines. Make sure that all
connectors are completely connected before applying
pressure.
 Search for leaks with a piece of cardboard; take care to
protect hands and body from high-pressure fluids. Wear a
SA-031
face shield or goggles for eye protection.
 If an accident occurs, see a doctor familiar with this
type of injury immediately. Any fluid injected into the
skin must be surgically removed within a few hours, or
gangrene may result.
SA-292
SA-044
SA-28
SAFETY
Prevent Fires
Check for Oil Leaks:
 Fuel, hydraulic oil and lubricant leaks can lead to fires,
possibly resulting in personal injury or death.
 Check for missing or loose clamps, kinked hoses, lines or
hoses that rub against each other, damage to the oil-
cooler, and loose oil-cooler flange bolts, for oil leaks.
 Tighten, repair or replace any missing, loose or damaged
clamps, lines, hoses, oil-cooler and oil-cooler flange bolts.
 Do not bend or strike high-pressure lines.
 Never install bent or damaged lines, pipes or hoses.
Check for Shorts: SA-019
 Short circuits can cause fires.

 Clean and tighten all electrical connections.
 Check before each shift or after eight (8) to ten (10) hours
operation for loose, kinked, hardened or frayed electrical
cables and wires.
 Check before each shift or after eight (8) to ten (10) hours
operation for missing or damaged terminal caps.
 DO NOT OPERATE MACHINE if cable or wires are loose,
kinked, etc.
Precautions for Handling Flammables

 Spilled fuel and oil, and trash, grease, debris, accumulated
coal dust, and other flammables may cause fires.
 Prevent fires by inspecting and cleaning the machine
daily, and by removing spilled or accumulated
flammables immediately.
 Do not store flammable fluid near open flames.
 Do not burn or crush a pressurized container.
 Do not store oily cloths. They are liable to catch fire.
 Do not wind easy-to-absorb-oil material around high-
temperature parts such as a muffler or exhaust pipe.
SA-29
SAFETY
Clean up Flammables:
 Spilled fuel and oil, and trash, grease, debris, accumulated
coal dust, and other flammables may cause fires.
 Prevent fires by inspecting and cleaning the machine
daily, and by removing adhered oil or accumulated
flammables immediately. Check and clean high
temperature parts such as the exhaust outlet and
mufflers earlier than the normal interval.
 Do not wrap high temperature parts such as a muffler or
exhaust pipe with oil absorbents.
 Do not store oily cloths as they are vulnerable to catching
fire.
 Keep flammables away from open flames.
 Do not ignite or crush a pressurized or sealed container.
 Wire screens may be provided on openings on the engine
compartment covers to prevent flammables such as
dead leaves from entering. However, flammables which
have passed through the wire screen may cause fires.
Check and clean the machine every day and immediately
remove accumulated flammables.
Check Heat Shield Covers around Engine Compartment

 If the engine compartment heat shield cover becomes
broken or lost, fire may break out.
 If the engine compartment heat shield cover becomes
broken or lost, repair or replace it before operating the
machine.
Check Key Switch:

 If fire breaks out, failure to stop the engine will escalate the
fire, hampering fire fighting.
 Always check key switch function before operating the
machine every day:
1) Start the engine and run it at slow idle.
2) Turn the key switch to the OFF position to confirm that
the engine has stopped.
 If any abnormalities are found, be sure to repair them
before operating the machine.
SA-30
SAFETY
Evacuating in Case of Fire

 If fire breaks out during machine operation, evacuate the
machine in the following way:
 Stop the engine by turning the key switch to the OFF
position.
 Use a fire extinguisher if there is time.
 Exit the machine using handrails and/or steps.
 In an emergency, if the cab door or front or rear window
can not be opened, break the front or rear window panes
with the emergency evacuation hammer to escape from
the cab.
Refer to the explanation pages on the Emergency Exit.
SA-393
SS-1510
Beware of Exhaust Fumes

 Prevent asphyxiation. Engine exhaust fumes can cause
sickness or death.
 If you must operate the machine in a building, be sure
there is adequate ventilation. Either use an exhaust pipe
extension to remove the exhaust fumes or open doors
and windows to bring enough outside air into the area.
SA-016
SA-31
SAFETY
Precautions for Welding and Grinding

 Welding may generate gas and/or small fires.
 Be sure to perform welding in a well ventilated and
prepared area. Store flammable objects in a safe place
before starting welding.
 Only qualified personnel should perform welding. Never
allow an unqualified person to perform welding.
 Grinding on the machine may create a fire hazard. Store
flammable objects in a safe place before starting grinding.
 After finishing welding and grinding, recheck that there are
no abnormalities such as the area surrounding the welded
area still smoldering. SA-818
Avoid Heating Near Pressurized Fluid Lines

 Flammable spray can be generated by heating near
pressurized fluid lines, resulting in severe burns to yourself
and bystanders.
 Do not heat by welding, soldering, or using a torch near
pressurized fluid lines or other flammable materials.
 Pressurized lines can be accidentally cut when heat goes
beyond the immediate flame area. Install temporary
fire resistant guards to protect hoses or other materials
before engaging in welding, soldering, etc.
Avoid Applying Heat to Lines Containing

Flammable Fluids
SA-030
 Do not weld or flame cut pipes or tubes that contain
flammable fluids.
 Remove flammable fluids thoroughly with nonflammable
solvent before welding or flame cutting pipes or tubes
that contained flammable fluids.
Precautions for Handling Accumulator and Gas

Damper
High-pressure nitrogen gas is sealed in the accumulator and
the gas damper. Inappropriate handling may cause explosion,
possibly resulting in serious injury or death.
Strictly comply with the following items: Do not disassemble
the unit.
 Keep the units away from open flames and fire.
 Do not bore a hole, do not cut by torch.
 Avoid giving shocks by hitting or rolling the unit.
 Before disposing the unit, sealed gas must be released.
Consult your nearest Hitachi dealer.
SA-32
SAFETY
Remove Paint Before Welding or Heating

 Hazardous fumes can be generated when paint is heated by
welding, soldering, or using a torch. If inhaled, these fumes
may cause sickness.
 Remove paint before welding or heating.
 Avoid potentially toxic fumes and dust.
 Do all such work outside or in a well-ventilated area.
Dispose of paint and solvent properly.
 Allow fumes to disperse at least 15 minutes after welding
or heating.
 Use attention to the following points when removing
paint.
1. If you sand or grind paint, avoid breathing the dust SA-029
which is created.
Wear an approved respirator.
2. If you use solvent or paint stripper, remove stripper with
soap and water before welding.
3. Remove solvent or paint stripper containers and other
flammable material from area.
Beware of Asbestos and Silicon Dust and Other

Contamination
 Take care not to inhale dust produced in the work site.
Inhalation of asbestos fibers may be the cause of lung
cancer.
Inhalation of silicon dust and other contamination may
cause sickness.
 Depending on the work site conditions, the risk
of inhaling asbestos fiber, silicon dust or other
contamination may exist.
Spray water to prevent asbestos, silicon dust or other
contamination from airborne. Do not use compressed air.
 When operating the machine in a work site where
asbestos, silicon dust or other contamination might be
SA-029
present, be sure to operate the machine from the upwind
side and wear a mask rated to prevent the inhalation of
asbestos, silicon dust or other contamination.
 Keep bystanders out of the work site during operation.
 Asbestos might be present in imitation parts. Use only
genuine Hitachi Parts.
SA-33
SAFETY
Prevent Battery Explosions

 Battery gas can explode.
 Keep sparks, lighted matches, and flame away from the
top of battery.
 Never check battery charge by placing a metal object
across the posts. Use a voltmeter or hydrometer.
 Do not charge a frozen battery; it may explode. Warm the
battery to 16 °C (60 °F) first.
 Do not continue to use or charge the battery when the
electrolyte level is lower than specified. Explosion of the
battery may result.
 When a terminal becomes loose, it may induce sparks.
Securely tighten all terminals.
 Connect terminals to the correct electrical poles. Failure
SA-032
to do so may cause damage to the electrical parts or fire.
 Battery electrolyte is poisonous. If the battery should
explode battery electrolyte may be splashed into eyes,
possibly resulting in blindness. If electrolyte is splashed into
eyes, flush your eyes continuously with water for about 15
minutes. Seek medical attention immediately.
 Be sure to wear eye protection when checking electrolyte
specific gravity.
Precautions for Handling Refrigerant

 If refrigerant is splashed into eyes or spilled onto skin,
blindness or a cold contact burn may result.
 Refer to the precautions described on the refrigerant
container for handling refrigerant.
 Use a recovery and recycling system to avoid venting
refrigerant into the atmosphere.
 Never allow the skin to directly come in contact with
refrigerant.
SA-405
SA-34
SAFETY
Handle Chemical Products Safely

 Direct exposure to hazardous chemicals can cause serious
injury. Potentially hazardous chemicals used with your
machine include such items as lubricants, electrolyte,
coolants, paints, and adhesives.
 A Material Safety Data Sheet (MSDS) provides specific
details on chemical products: physical and health
hazards, safety procedures, and emergency response
techniques.
 Check the MSDS before you start any job using a
hazardous chemical. Then follow the correct procedures
and use recommended equipment.
 See your authorized dealer for MSDS.
SA-309
Dispose of Waste Properly

 Improperly disposing of waste can threaten the
environment and ecology. Potentially harmful waste used
with HITACHI equipment includes such items as oil, fuel,
coolant, brake fluid, filters, and battery.
 When draining fluid, use a leakproof container with a
capacity larger than the drained fluid volume to receive it.
 Do not pour waste onto the ground, down a drain, or into
any water source.
 Inquire on the proper way to dispose of harmful waste
such as oil, fuel, coolant, brake fluid, filters, and battery
from your local environmental or recycling center.
SA-226
SA-35
SAFETY
Never Ride Attachment

 Never allow anyone to ride attachments or the load. This is
an extremely dangerous practice.
Precautions for Communication Terminal

Electrical wave transmitted from the communication terminal
may cause malfunction of other electronic devices.
Inquire the device manufacturer for electrical wave
disturbance upon using an electronic device near the
communication terminal.
SA-36
SAFETY
Precaution for Communication Terminal

Equipment
A mobile communication terminal which transmits radio wave
is located in the monitor cover at front right of the operator's
seat. There is a possibility that a medical device, including
an implantable device such as a cardiac pacemaker, would
be affected and would malfunction by the electrical waves
emitted from the communication terminal equipment.
A person who is using a medical device should adjust the

operator's seat before operating the machine so that the
distance from the monitor cover with the communication
terminal mentioned above to the medical device is 22
centimeters (8.662 inches) or longer. If such condition cannot
be met, please contact our company's nearest dealer and
have the person in charge stop the communication terminal
equipment from functioning completely and confirm that it is
not emitting electrical waves. MADB-00-008
Specific Absorption Rate ("SAR") (measured by 10 g per unit) of

communication terminal equipments:
E-GSM900 0.573 W/Kg (914.80 MHz)
DCS-1800 0.130 W/Kg (1710.20 MHz)
WCDMA Band I 0.271 W/Kg (1950.00 MHz)
*This data was measured by having each type of

communication terminal equipment, such as the
communication terminal equipment used with this machine,
and a human body set apart by 3 cm (1.18 inches).
* SAR is a measure of the amount of radio frequency energy
absorbed by the body when using a wireless application such
as a mobile phone.
In Japan: *Under the Japanese Radio Act and other relevant

Japanese regulations, the maximum SAR value is 2 W/kg (as of
March 2012).
In EU Member nation: *Under the "Council Recommendation

1999/519/EC 12 July 1999"; the maximum SAR value is 2 W/kg
(as of March 2010).
SA-37
SAFETY
 Never attempt to disassemble, repair, modify or displace the
communication terminal, antennas or cables. Failure to do
so may result in damage and/or fire to the base machine or
to the communication terminal. (When required to remove
or install the communication terminal, consult your nearest
Hitachi dealer.)
 Do not pinch or forcibly pull cables, cords or connectors.
Failure to do so may cause short circuit or broke circuit that
may result in damage and/or fire to the base machine or to
the communication terminal.
Before Returning the Machine to the Customer

 After maintenance or repair work is complete, confirm that:
 The machine is functioning properly, especially the safety
systems.
 Worn or damaged parts have been repaired or replaced.
SA-435
SA-38
SECTION AND GROUP SECTION 1 GENERAL
CONTENTS Group 1 Specification
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Control System
TECHNICAL MANUAL Group 2 Hydraulic System
Group 3 Electrical System
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Revolution Sensing Valve
Group 3 Swing Device
Group 4 Control Valve
Group 5 Pilot Valve
Group 6 Travel Device
Group 7 Others (Upperstructure)
Group 8 Others (Undercarriage)
SECTION 4 OPERATIONAL PERFORMANCE TEST
Group 1 Introduction
Group 2 Standard
Group 3 Engine Test
Group 4 Machine Performance Test
All information, illustrations and
specifications in this manual are based on
Group 5 Component Test
the latest product information available
at the time of publication. The right is SECTION 5 TROUBLESHOOTING
reserved to make changes at any time Group 1 Diagrosing Procedure
without notice.
Group 2 Monitor
Group 3 Troubleshooting A
Group 4 Troubleshooting B
COPYRIGHT(C)2012
Hitachi Construction Machinery Co., Ltd.
Tokyo, Japan
All rights reserved
WORKSHOP MANUAL
SECTION 1 GENERAL INFORMATION
Group 1 Precautions for Disassembling and Assembling
Group 2 Tightening Torque
Group 3 Painting
Group 4 Bleeding Air from Hydraulic Oil Tank
Group 5 Hydraulic Circuit Pressure Release Procedure
Group 6 Preparation
Group 7 Floor-Tilting Device
SECTION 2 MAINTENANCE STANDARD
Group 1 Upperstructure
Group 2 Undercarriage
Group 3 Front Attachment
SECTION 3 UPPERSTRUCTURE
Group 1 Canopy/Cab
Group 2 Counterweight
Group 3 Main Frame
Group 4 Engine
Group 5 Pump Device
Group 8 Pilot Valve
Group 9 Solenoid Valve
SECTION 4 UNDERCARRIAGE
Group 1 Swing Bearing
Group 3 Center Joint
Group 4 Track Adjuster
Group 5 Front Idler
Group 6 Upper and Lower Roller
Group 7 Track
SECTION 5 ATTACHMENT
Group 1 Front Attachment
Group 2 Cylinder
Group 3 Hose Rupture Valve
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Std. Specification................................................................. T1-1-1
Working Ranges................................................................... T1-1-2
Main Component................................................................. T1-2-1
Electrical System (Overview)........................................... T1-2-2
Electrical System (Relays).................................................. T1-2-3
Electrical System (Relays) (Cab Spec. Machine)........ T1-2-4
Electrical System (Monitor, Switches)........................... T1-2-5
Electrical System (Battery Room)................................... T1-2-6
Engine...................................................................................... T1-2-7
Swing Device......................................................................... T1-2-8
Revolution Sensing Valve/Pilot Filter............................ T1-2-8
Travel Device......................................................................... T1-2-8
Auxiliary Flow Rate Selector Valve (Optional)............ T1-2-8
Control Valve......................................................................... T1-2-9
2-Spool Solenoid Valve...................................................... T1-2-9
Engine...................................................................................... T1-3-1
Engine Accessories.............................................................. T1-3-5
Hydraulic Component........................................................ T1-3-6
Electrical Component.......................................................T1-3-10
AEAT-1-1
(Blank)
AEAT-1-2
SECTION 1 GENERAL
Std. Specification
ZX48U-5A
A C
E
D
J
I
H
G
MADG-12-003
Model ZX48U-5A
Specification Canopy Cab
Type of Front-End
- Boom Swing Type, 1.69 m (5 ft 7 in) Arm
Attachment
Bucket Capacity (Heaped) m (yd )
3 3
0.11 (0.14)
Operating Weight kg (lb) 4760 (10490) 4890 (10780)
Base Machine Weight kg (lb) 3540 (7800) 3670 (8090)
YANMAR EDM-4TNV88
Engine kW/min-1 28.2/2400
(PS/rpm) (38.3/2400)
A: Overall Width mm (ft·in) 1850 (6' 1'')
B: Overall Height mm (ft·in) 2530 (8' 4'')
C: Rear End Swing Radius mm (ft·in) 1080 (3' 7")
D: Minimum Ground
mm (ft·in) 340 (1' 1'')
Clearance
E: Counterweight
mm (ft·in) 610 (2')
Clearance
F: Engine Cover Height mm (ft·in) 1590 (5' 3'')
G: Undercarriage Length mm (ft·in) 2500 (8' 2'')
H: Undercarriage Width mm (ft·in) 1960 (6' 5'')
I: Sprocket Center to Idler
mm (ft·in) 2000 (6' 7'')
Center
J: Track Shoe Width mm (ft·in) 400 (1' 4'')
kPa 27 28
Ground Pressure
(kgf/cm2, psi) (0.27, 3.9) (0.28, 4.1)
Swing Speed min-1 (rpm) 9.0 (9.0)
Travel Speed (fast/slow) km/h (mph) 4.2/2.5 (2.6/1.6)
Gradeability 30° (tan θ = 0.58)
fNOTE:
 The dimensions do not include the height of the shoe lug. The dimensions of the machine equipped with rubber crawlers are shown.
 The specifications include additional counterweight and extra attachment lines.
T1-1-1
SECTION 1 GENERAL
Working Ranges
ZX48U-5A
G
K (Left) K (Right)
F J
MADC-12-005
ZX48U-5A
Category
Canopy Cab
Item
1.38 m Arm 1.69 m Arm 1.38 m Arm 1.69 m Arm
A: Maximum Digging Reach mm (ft·in) 5760 (18' 11") 6060 (19' 11") 5760 (18' 11") 6060 (19' 11")
B: Maximum Digging Depth mm (ft·in) 3320 (10' 11") 3630 (11' 11") 3320 (10' 11") 3630 (11' 11")
C: Maximum Cutting Height mm (ft·in) 5590 (18' 4") 5820 (19' 1") 5590 (18' 4") 5820 (19' 1")
D: Maximum Dumping Height mm (ft·in) 3910 (12' 10") 4140 (13' 7") 3910 (12' 10") 4140 (13' 7")
E: Overall Height mm (ft·in) 2530 (8' 2")
F: Overall Length mm (ft·in) 5350 (17' 7") 5390 (17' 8") 5350 (17' 7") 5390 (17' 8")
G: Minimum Swing Radius mm (ft·in) 2240 (7' 4") 2370 (7' 10") 2240 (7' 4") 2370 (7' 10")
H: Boom Swing Pivot Offset Distance mm (ft·in) 100 (4")
I: Blade Bottom Highest Position mm (ft·in) 460 (1' 6")
J: Blade Bottom Lowest Position mm (ft·in) 365 (1' 2")
K: Offset Distance mm (ft·in) L690 (2' 3")
R850 (2' 10")
Maximum Boom-Swing Angle L80° R60°
fNOTE:
 The dimensions do not include the height of the shoe lug. The dimensions of the machine equipped with rubber crawlers
are shown.
 L: Left R: Right
T1-1-2
SECTION 1 GENERAL
Main Component
1 2 3 4
30 31
29 6
28
27
23
26
24
25
7
22
32
8
9
10
11
13 12
14
15
21 20 19 18 17 16
TAEA-01-02-019
1- Air Cleaner 9- Travel Device 17- Center Joint 25- Swing Bearing
2- Coolant Reservoir 10- Lower Roller 18- Travel Pilot Valve 26- Swing Device
3- Radiator/Oil Cooler 11- Pilot Filter 19- Blade Cylinder 27- Fuel Tank
4- Water Separator Filter 12- Upper Roller 20- Boom Cylinder 28- Boom Swing Pilot Valve
5- Engine 13- Control Valve 21- Bucket Cylinder 29- Hydraulic Oil Tank
6- Front Pilot Valve 14- 2-Spool Solenoid Valve 22- Arm Cylinder 30- Battery
7- Pump Device 15- Track Adjuster 23- Work Light 31- Blade Pilot Valve
8- Revolution Sensing Valve 16- Front Idler 24- Boom Swing Cylinder 32- Accumulator (Optional)
T1-2-1
SECTION 1 GENERAL
Electrical System (Overview)
10 3
6 5
TAEA-01-02-020
1- Electrical System (Monitor, 4- Horn 7- Fuel Sensor 10- Components Related with
Switches) (Refer to T1-2-5.) 5- 2-Spool Solenoid Valve 8- Battery Engine (Refer to T1-2-7.)
2- Electrical System (Relays) 6- Components Related with 9- Electrical System (Battery
(Refer to T1-2-3, 4.) Control Valve (Refer to T1- Room) (Refer to T1-2-6.)
3- Pilot Shut-Off Switch 2-9.)
T1-2-2
SECTION 1 GENERAL
Electrical System (Relays)
TAEA-01-02-003
9
View A
1 2 3
13 12 10
6 5 4
TAEA-01-02-004 TAEA-01-02-005
1- Travel Mode Selector Relay 5- R2 Cut Relay (Optional) 9- Travel Mode Selector Relay 12- Main Relay
2- Pilot Shut-Off Relay 6- ACC Cut Relay (Optional) Unit 13- Rack Actuator Relay
3- Travel Alarm Relay (Optional) 7- Light Relay 10- Auto Shut-Down Relay
4- Fuse Box 8- Horn Relay (Optional)
T1-2-3
SECTION 1 GENERAL
Electrical System (Relays) (Cab Spec.

Machine)
TAEA-01-02-003
Machine with Heater 1 3 4 Machine with Air Conditioner 1 2 3 4 5
TAEA-01-02-018
TAEA-01-02-010
1- Blower Motor Relay (Mid) 3- Blower Motor Relay (Low) 5- Displacement Angle
2- Compressor Relay 4- Blower Motor Relay (High) Selection Relay
T1-2-4
SECTION 1 GENERAL
Electrical System (Monitor, Switches)

10 11 12 13 14
30
1
27 15
26 16
25 17
24
18
19
MADB-01-002
2 3
9 4
8
28
23 22 21 20
7
TAEA-01-02-015EN
TAEA-01-02-014
1- Horn Switch 7- Auxiliary Flow Rate Selector 16- Security State Indicator 22- Auto-Idle/Selection Switch
2- Engine Control Dial Switch (Optional) (Optional) 23- Menu/Back Switch
3- Travel Mode Switch 8- *Wiper Switch 17- Auto Shut-Down Indicator 24- Coolant Temperature Gauge
(Optional) 9- Work Light Switch (Optional) 25- Travel Mode Indicator
4- Numerical Keypad Lock 10- Overheat Indicator 18- Fuel Gauge 26- Work Light Indicator
System (Optional) 11- Engine Oil Pressure Indicator 19- Hour Meter 27- Auxiliary
5- Key Switch 12- Alternator Indicator 20- Overload Alarm (Optional)/ 28- Travel Mode Switch
6- * Heater/Air Conditioner 13- Fuel Level Indicator Set Switch 30- Travel Alarm Deactivation
Control Panel 14- Preheat Indicator 21- ECO/PWR Mode/Selection Switch (Optional)
15- Clock Switch
fNOTE: The item with mark * is equipped for only the

cab spec. machine.
T1-2-5
SECTION 1 GENERAL
Electrical System (Battery Room)
3 4 5
TAEA-01-02-017 TAEA-01-02-016
1 2
1- Slow Blow Fuse 3- Glow Plug Relay 5- Starter Relay 1

2- Travel Alarm (Optional) 4- E-ECU
T1-2-6
SECTION 1 GENERAL
Engine
A
3 9
1
10
2
4
TAEA-01-02-011 TAEA-01-02-013
View A
6 7
8
TAEA-01-02-012
1- Alternator 4- Engine Speed Sensor 7- Glow Plug 10- Fuel Feeding Pump
2- Starter 5- Engine Oil Pressure Switch 8- Overheat Switch
3- Rack Actuator 6- Coolant Temperature Sensor 9- CSD Valve
T1-2-7
SECTION 1 GENERAL
Swing Device Travel Device

1 2 3 4 5
TAEA-01-02-006
T1M9-01-02-013
Revolution Sensing Valve/Pilot Filter Auxiliary Flow Rate Selector Valve (Optional)
10 6 7 8 9
T1M9-01-02-006
TAEA-01-02-007
1- Relief Valve 4- Counterbalance Valve 7- Variable Metering Valve 9- Reducing Valve

2- Make-Up Valve 5- Travel Mode Selector Valve 8- Flow Rate Selector Solenoid 10- Pilot Filter
3- Anti-Cavitation Valve 6- Differential Reducing Valve Valve
T1-2-8
SECTION 1 GENERAL
Control Valve 2-Spool Solenoid Valve

1 2
13
12
3
14
11
10
9
4 16
8
5
6 a
7
15
TAEA-01-02-009
a
TAEA-01-02-008
a- Machine Front
1- Back Pressure Valve 6- Overload Relief Valve (Arm 9- Overload Relief Valve (Arm 14- Pressure Pilot Relief Valve
2- Auto-Idle Pressure Sensor Roll-In) Roll-Out) 15- Pilot Shut-Off Solenoid Valve
3- Main Relief Valve 7- Overload Relief Valve (Bucket 10- Boom Anti-Drift Valve 16- Travel Mode Selector
4- Make-Up Valve (Boom Swing Roll-Out) 11- Overload Relief Valve (Boom Solenoid Valve
(Left)) 8- Overload Relief Valve (Bucket Raise)
5- Overload Relief Valve (Boom Roll-In) 12- Unload Valve
Lower) 13- Differential Reducing Valve
T1-2-9
SECTION 1 GENERAL
(Blank)
T1-2-10
SECTION 1 GENERAL
Engine
Manufacturer YANMAR Co.,Ltd.

Model YANMAR EDM-4TNV88
Type Diesel, 4-Cycle, Water-cooled, Vertical, Direct Injection Type
Cyl. No.- Bore × Stroke 4-88.0 mm × 90.0 mm (3.46 in × 3.5 in)
Piston Displacement 2189 cm3 (134 in3)
Rated Output 28.2 kW/2400 min-1 (38.3 PS/2400 rpm)
Compression Ratio 19.1
Dry Weight 196+50 kg (435+120 lb)
Firing Order 1-3-4-2
Rotation Direction Clockwise (Viewed from fan side)
T1-3-1
SECTION 1 GENERAL
COOLING SYSTEM Cooling Fan Dia. 430 mm (16.9 in), 7 Blades, Draw-In Type
Fan Pulley Ratio Belt Driven Rotation Ratio : 0.958
Thermostat Cracking Temperature at Atmospheric Pressure: 71 °C (160 °F)
Full Open : 85 °C (185 °F)
Water Pump Centrifugal Belt Driven Type
LUBRICATION SYSTEM Lubrication Method Pressure Lubrication Type
Lubrication Pump Type Trochoid Pump Type
Oil Filter Paper Element Type
STARTING SYSTEM Motor Magnetic Pinion Shift Reduction Type
Voltage / Output 12 V/2.3 kW
PREHEAT SYSTEM Preheating Method Glow Plug
ENGINE STOP SYSTEM Stop Method Fuel Shut-Off (Electronic Control)
ALTERNATOR Type Alternating Current Type (with Built-In IC Regulator)
Voltage / Output 12 V/55 A
FUEL SYSTEM Type Distributor Type YPD-MP2
Governor Electronic All Speed Control
Oil Filter Paper Element Type
Injection Nozzle Hole Valve Type
T1-3-2
SECTION 1 GENERAL
IMPORTANT: This list shows design specifications, which are not servicing standards.
PERFORMANCE Fuel Consumption Ratio 254 g/kW·h (187 g/PS·h) or less (at Rated Point as New)
Maximum Output Torque 139.6±5.8 N·m (14±0.58 kgf·m, 103±4.3 lbf·ft) at 1100±100 min-1
Compression Pressure 3.43 MPa (35 kgf/cm2, 495 psi) at 250 min-1
Valve Clearance (Inlet/ 0.2/0.2 mm (when cool)
Exhaust)
No Load Speed Slow: 1200±10 min-1
Fast: 2430±10 min-1
T1-3-3
SECTION 1 GENERAL
Engine Performance Curve (YANMAR EDM-4TNV88)

Test Condition:
1. In conformity with JIS D0006 (Performance Test
Method for Diesel Engine Used for Construction
Machinery) under standard atmospheric pressure.
2. Equipped with the fan and alternator.
N·m kW
a
125 50
100 45
75 40
50 35
g/kW·h
320 30
b
300 25
280 20
260 15
240 c 10
220 5
200 0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 TAEA-01-03-001
min (rpm)
-1
kW:Output g/kW·h:Fuel Consumption Ratio

N·m:Torque min-1 (rpm):Engine Speed
a- Torque b- Output c- Fuel Consumption Ratio
T1-3-4
SECTION 1 GENERAL
Engine Accessories
Radiator Oil Cooler

Air-Tight Test Pressure 137 kPa (1.4 kgf/cm , 20 psi)
2
981 kPa (10 kgf/cm2, 140 psi)
Cap Opening Pressure 88.3±14.7 kPa (0.9±0.15 kgf/cm , 13±2.1 psi)
2
−
BATTERY Type 115D31L-MF

Voltage 12 V
Capacity 72 Ah or more (5-Hour Rate)
T1-3-5
SECTION 1 GENERAL
Hydraulic Component
MAIN PUMP Type Swash Plate Type Variable Displacement Axial Plunger Pump
Theoretical Displacement 50 cm3/rev (3 in3)
PILOT PUMP Type Gear Pump
Theoretical Displacement 5.0 cm3/rev (0.3 in3)
CONTROL VALVE Type All Pilot Pressure Operated Type
Main Relief Set-Pressure Normal: 24.5 MPa (250 kgf/cm2, 3550 psi)
Overload Relief Set-Pressure
26.5 MPa (270 kgf/cm2, 3840 psi)
(Boom, Arm, and Bucket)
T1-3-6
SECTION 1 GENERAL
SWING DEVICE Type Two-Stage Reduction Planetary Gear

Reduction Gear Ratio 20.615
SWING MOTOR Type Swash Plate Type Fixed Displacement Axial Plunger Motor
VALVE UNIT Type Non Counterbalance Valve Type
Relief Set-Pressure 18.3 MPa (187 kgf/cm2, 2650 psi)
SWING PARKING BRAKE Type Spring Set Hydraulic Released Wet-Type Single-Disk Brake
Release Pressure 1.5 MPa (15.3 kgf/cm2, 220 psi)
TRAVEL DEVICE Type Two-Stage Reduction Planetary Gear
Reduction Gear Ratio 47.406
TRAVEL MOTOR Type Swash Plate Type Variable Displacement Axial Plunger
Motor
Theoretical Displacement (Fast/ 19.0/33.8 cm3/rev (1.2/2 in3/rev)
Slow)
TRAVEL BRAKE VALVE Type Counterbalance Valve Type
TRAVEL PARKING BRAKE Type Spring Set Hydraulic Released Wet-Type Single-Disk Brake
Release Starting Pressure 1.2 MPa (12.2 kgf/cm2, 175 psi)
T1-3-7
SECTION 1 GENERAL
CYLINDER Boom Arm Bucket

Rod Diameter 55 mm (2.17”) 50 mm (1.97”) 40 mm (1.57”)
Cylinder Bore 90 mm (3.54”) 80 mm (3.15”) 70 mm (2.76”)
Stroke 699±1.5 mm 698±1.5 mm 551±1.5 mm
(2'3.5”±0.06”) (2’3.5”±0.06”) (1'9.7”±0.06”)
Fully Retracted Length 1076±1.5 mm 1041±1.5 mm 840±1.5 mm
(3'6.4”±0.06”) (3'5”±0.06”) (2'9.1”±0.06”)
Plating Thickness 30 μm (1.18 μin) 30 μm (1.18 μin) 30 μm (1.18 μin)
CYLINDER Boom Swing Blade

Rod Diameter 50 mm (1.97”) 50 mm (1.97”)
Cylinder Bore 90 mm (3.54”) 105 mm (4.13”)
Stroke 666±2.0 mm 140±2.0 mm
(2'2.2”±0.08”) (5.51”±0.08”)
Fully Retracted Length 974±2.0 mm 503.5±2.0 mm
(3’2.3”±0.08”) (1'7.8”±0.08”)
Plating Thickness 30 μm (1.18 μin) 30 μm (1.18 μin)
T1-3-8
SECTION 1 GENERAL
FRONT ATTACHMENT Plunger Stroke Ports 1, 3: 6.5±0.4 mm (0.26±0.016 in)

PILOT VALVE Ports 2, 4: 8.0±0.4 mm (0.31±0.016 in)
TRAVEL PILOT VALVE Plunger Stroke Ports 1, 2, 3, 4: 3.4±0.3 mm (0.13±0.012 in)
BOOM SWING / Plunger Stroke Ports 1, 2: 3.7±0.3 mm (0.15±0.012 in)
AUXILIARY (Optional)
PILOT VALVE
BLADE PILOT VALVE Plunger Stroke Ports 1, 2: 3.2±0.3 mm (0.13±0.012 in)
2-SPOOL SOLENOID Relief Set-Pressure 4.1±0.2 MPa (41.8±2 kgf/cm2, 610±29 psi)
VALVE UNIT (2-Spool Rated Voltage DC 12 V
Solenoid Valve with Pilot Operating Voltage DC 10 to 15 V
Relief Valve) Coil Resistance 12.2±0.85 Ω
Solenoid Valve Port A Side: Pilot Shut-Off Solenoid Valve
Port B Side: Travel Mode Selector Solenoid Valve
OIL COOLER BYPASS Cracking Pressure 390 kPa (4 kgf/cm2, 57 psi) at 5 L/min
CHECK VALVE
T1-3-9
SECTION 1 GENERAL
Electrical Component
ENGINE OIL PRESSURE Operating Pressure 49±9.8 kPa (0.5±0.1 kgf/cm2, 7.1±1.4 psi)
SWITCH
OVERHEAT SWITCH Operating Temperature 110 °C (230 °F)
GLOW PLUG RELAY Voltage 12 V
AIR FILTER RESTRICTION Operating Pressure 6.22±0.31 kPa (0.063±0.003 kgf/cm2)
SWITCH
FUEL SENSOR Resistance Empty: 87 Ω
Full: 10 Ω
HORN Specification 12 V/3 A
Sound Pressure 108+5-3 dB (A) at 2 m
ILLUMINATION Work Light Halogen 12 V, 55 W
AIR CONDITIONER Refrigerant 134 a
Cooling Ability 3.5 kW or More
Cool Air Volume 350 m3/h or More
Heating Ability 4 kW or More
Warm Air Volume 330 m3/h or More
Temperature Adjusting Electronic Type
System
Refrigerant Quantity 650 g (1.43 lb)
Compressor Oil Quantity 100 cm3 (6.1 in3)
T1-3-10
MEMO
MEMO
SECTION 2
SYSTEM
CONTENTS
Outline..................................................................................... T2-1-1
Engine Control...................................................................... T2-1-4
Pump Control......................................................................T2-1-20
Valve Control.......................................................................T2-1-22
Other Control......................................................................T2-1-28
Group 2 Hydraulic System
Outline..................................................................................... T2-2-1
Pilot Circuit............................................................................. T2-2-2
Main Circuit............................................................................ T2-2-8
Outline..................................................................................... T2-3-1
Main Circuit............................................................................ T2-3-2
Electric Power Circuit (Key Switch: OFF)...................... T2-3-4
CAN Circuit............................................................................. T2-3-6
Electric Power Circuit (Key Switch: ON)........................ T2-3-8
Preheating Circuit (Key Switch: ON)............................T2-3-10
Starting Circuit (Key Switch: START)............................T2-3-12
Charging Circuit (Key Switch: ON)...............................T2-3-14
Pilot Shut-Off Circuit (Key Switch: ON).......................T2-3-16
Auto Shut-Down Circuit (OP)........................................T2-3-18
Engine Stop Circuit (Key Switch: OFF)........................T2-3-20
AEAT-2-1
(Blank)
AEAT-2-2
SECTION 2 SYSTEM
Outline
The following controllers are used in order to control the
machine operations.
 Monitor Controller
 E-ECU
 Air Conditioner Controller Unit (only Cab Spec.
Machine)
The signals from the engine control dial, sensors, and

switches are sent to each controller and processed in the
logic circuit.
Each controller operates the electronic governor and
controls the engine and the valve.
T2-1-1
SECTION 2 SYSTEM
 Monitor Controller:
When the monitor controller receives the signals from
sensors and switches, it displays the hour meter, fuel
gauge, and coolant temperature gauge, and lights the
indicators on the monitor.
In addition, it sends the signal from the auto-idle
switch to E-ECU.
 E-ECU:
When E-ECU receives the signals from the engine
control dial, electronic governor fuel injection pump,
auto-idle switch, and coolant temperature sensor, it
operates the electronic governor fuel injection pump
and controls the engine speed.
 Air Conditioner Controller Unit (only Cab Spec.

Machine)
The signal from the air conditioner switch is sent to
the air conditioner controller unit and processed in the
logic circuit.
The air conditioner controller unit activates the
displacement angle selection relay and controls the
pump.
T2-1-2
SECTION 2 SYSTEM
Engine Control , Pump Control
Input Signal Outout Signal

Key Switch  Engine Control
Engine Speed Sensor  Engine Control Dial Control
Rack Actuator  Auto-Idle Control
CSD Valve  Idle Speed-Up Control
Coolant Temperature Sensor  ECO Mode Control
Engine Speed Control
EGR Control
E-ECU CSD Control
Starter Restraining Control
Engine Control Dial 
Power Mode Switch 
CAN
Monitor
Auto-Idle Switch  Controller
Pilot Shut-Off Switch 
Auto-Idle Pressure 
Sensor
Air Conditioner Switch  Air Pump Control

Conditioner
Controller * Power Decrease Control
Unit
fNOTE: *: This control is for only the machine with the

optional parts equipped.
T2-1-3
SECTION 2 SYSTEM
Engine Control
The engine control consists of the followings.
 Engine Control Dial Control
 Auto-Idle Control
 Idle Speed-Up Control
 ECO Mode Control
 Engine Speed Control
 EGR Control
 CSD Control
 Starter Restraining Control
T2-1-4
SECTION 2 SYSTEM
1 2 3 4 5 6
8
12, 13, 14
9
TADB-02-01-001
11 10
1- Engine 6- Monitor Controller 10- Coolant Temperature Sensor 14- CSD Valve
2- EGR Valve 7- Auto-Idle Pressure Sensor 11- Electronic Governor Fuel
3- E-ECU 8- Engine Control Dial Injection Pump
4- CAN 9- ECO/PWR Mode Selector 12- Engine Speed Sensor
5- Auto-Idle Switch Switch 13- Rack Actuator
T2-1-5
SECTION 2 SYSTEM
Engine Control Dial Control A
Purpose:
The engine control dial control controls the engine speed
according to the rotation angle of engine control dial (8).
Operation:
1. The command signal according to the rotation
angle of engine control dial (8) is sent to E-ECU (3)
directly.
2. E-ECU (3) operates electronic governor fuel injection B
pump (11) and controls the engine speed according C D
to the command signal.
A - Engine Speed C - Slow Idle Position
B - Engine Control Dial Position D - Fast Idle Position
T2-1-6
SECTION 2 SYSTEM
1 2 3 4 5 6
8
12, 13, 14
9
TADB-02-01-001
11 10
T2-1-7
SECTION 2 SYSTEM
Auto-Idle Control
Purpose:
The auto-idle control reduces the engine speed to the
slow idle speed when all control levers are in neutral.
Therefore, fuel consumption and noise level can be
reduced.
Operation:
1. The signals from engine control dial (8) and
electronic governor fuel injection pump (11) are A
sent to E-ECU (3). In addition, the signals from auto-
idle pressure sensor (7) and engine control dial (8) F
are sent to monitor controller (6).
2. When setting auto-idle switch (5) on the monitor to
the ON position, the signals from monitor controller
(6) are sent to E-ECU (3).
3. When the idle deactivation signal is not sent from
E
monitor controller (6) for specified time, E-ECU (3)
operates electronic governor fuel injection pump
B
(11) and sets the engine speed to auto-idle speed C D
(slow idle speed).
A- Engine Speed E- Auto-Idle Speed (Slow Idle
4. The signal from auto-idle pressure sensor (7) is B- Engine Control Dial Position Speed)
sent to monitor controller (6). Monitor controller C- Slow Idle Position F- Fast Idle Speed
(6) detects the lever operation from the neutral D- Fast Idle Position
position by the signal change from auto-idle
pressure sensor (7).
5. If either control lever is operated from the neutral
position, the signal from auto-idle pressure sensor
(7) is changed. Monitor controller (6) which has
detected the signal sends the idle deactivation
signal to E-ECU (3).
6. E-ECU (3) operates electronic governor fuel injection
pump (11) immediately and increases the engine
speed to the original engine speed (the engine
speed set by engine control dial (8)).
Auto-idle deactivation condition:

 When the control lever is operated (Signal from auto-
idle pressure sensor (7): 3.0 V or more)
 When the engine speed is changed by engine
control dial (8)
T2-1-8
SECTION 2 SYSTEM
1 2 3 4 5 6
8
12, 13, 14
9
TADB-02-01-001
11 10
T2-1-9
SECTION 2 SYSTEM
Idle Speed-Up Control

Purpose:
The idle speed-up control increases the slow idle
speed of the engine by 200 min-1 during the slow idle
speed operation when coolant temperature is 10 °C
or less. Therefore, it warms the engine quickly at low
temperature.
Operation:
1. E-ECU (3) receives the signals from coolant
temperature sensor (10).
2. E-ECU (3) controls the engine speed for the stable
engine speed at low temperature.
3. Therefore, the engine is warmed up quickly at low
temperature.
4. When coolant temperature reaches the set value,
E-ECU (3) returns the engine speed to the slow idle
speed.
Condition:
 Engine control dial: Slow idle speed
T2-1-10
SECTION 2 SYSTEM
1 2 3 4 5 6
8
12, 13, 14
9
TADB-02-01-001
11 10
T2-1-11
SECTION 2 SYSTEM
ECO Mode Control

Purpose:
The ECO mode control reduces the engine speed by the
specified ratio in order to reduce fuel consumption.
Operation:
1. When ECO/PWR mode selector switch (9) is in the A
PWR position, the command signal from engine
control dial (8) is sent to E-ECU (3) directly.
2. When ECO/PWR mode selector switch (9) is in the
ECO position, the command signal from engine
control dial (8) is sent to monitor controller (6).
3. The command signal to monitor controller (6) is
converted into the signal reduced by the specified
ratio and is sent to E-ECU (3).
4. E-ECU (3) controls the engine speed according to B
the converted command signal. C D
A - Engine Speed C - Slow Idle Position

f NOTE: The engine speed is reduced in proportion to the B - Engine Control Dial Position D - Fast Idle Position
rotation angle of engine control dial (8).
T2-1-12
SECTION 2 SYSTEM
1 2 3 4 5 6
8
12, 13, 14
9
TADB-02-01-001
11 10
T2-1-13
SECTION 2 SYSTEM
Engine Speed Control
Purpose:
The engine speed control operates to maintain the target
engine speed even when the engine load is changed.
Operation:
1. E-ECU (3) controls the engine while considering the
command signal from engine control dial (8) as the
target engine speed.
2. When deflection is generated between actual
engine speed and target engine speed according to
the change of engine load, E-ECU (3) calculates the
rack actuator (13) operation and operates to reduce
deflection.
3. Therefore, the target engine speed is maintained.
T2-1-14
SECTION 2 SYSTEM
1 2 3 4 5 6
8
12, 13, 14
9
TADB-02-01-001
11 10
T2-1-15
SECTION 2 SYSTEM
EGR Control CSD Control

Purpose: Purpose:
The EGR control combines a part of exhaust gas with The CSD control controls CSD valve (14) of electronic
intake-air so that combustion temperature is lowered and governor fuel injection pump (11) and improves the
generation of oxide of nitrogen (NOx) is controlled. starting of the engine at low temperature.
Operation: Operation:
1. E-ECU (3) combines electronic governor fuel 1. E-ECU (3) receives the signals from coolant
injection pump (11) and EGR valve (2) in order temperature sensor (10).
to control the exhaust gas recirculation amount
2. E-ECU (3) sends the command signal to CSD valve
according to engine load and engine speed.
(14) when starting the engine at low temperature.
2. EGR valve (2) controls intake-air recirculation
3. CSD valve (14) controls the fuel increase amount
amount by controlling the opening of the valve
and the advance of fuel injection timing according
according to the signal from E-ECU (3).
to the command signal from E-ECU (3).
4. Therefore, the starting of the engine at low
fNOTE: When coolant temperature is 60 °C (140 °F) or temperature is improved.
lower, EGR valve (2) is controlled not to open.
fNOTE: The engine speed increases more than the

engine speed at normal condition during CSD valve (14)
operation.
T2-1-16
SECTION 2 SYSTEM
1 2 3 4 5 6
8
12, 13, 14
9
TADB-02-01-001
11 10
T2-1-17
SECTION 2 SYSTEM
Starter Restraining Control

Purpose:
The starter restraining control makes starting or restarting
starter (6) impossible under the conditions in order to
protect the starting circuit and starter (6).
Operation:
1. When current flows through terminals #8 and #24,
E-ECU (1) connects terminal #20 to the ground.
2. Therefore, starter relay 1 (5) is turned ON, starter (6)
rotates, and the engine starts. (Refer to SYSTEM /
Electrical System.)
3. When any following conditions exist, E-ECU (1)
disconnects terminal #20 from the ground.
4. Therefore, starter relay 1 (5) is turned OFF, starter (6)
does not rotate, and the engine does not start.
Condition:
 While the self-diagnosis of E-ECU (1) is made before
starting the engine
 While the OFF signal from pilot shut-off switch (3) is
not sent to E-ECU (1) through pilot shut-off relay (2)
 When starter (6) is operated for 30 seconds
continuously (Then, starter (6) can not restart for 30
seconds.)
 When the engine speed is 700 min-1 or more after the
engine starts (Then, starter (6) can not restart until
the engine speed is lowered to 350 min-1 or less.)
T2-1-18
SECTION 2 SYSTEM
a 1 2 3 b
24
20 8
T1N0-02-01-011
6 5 4
a- From Battery b- From Key Switch
1- E-ECU 3- Pilot Shut-Off Switch 5- Starter Relay 1

2- Pilot Shut-Off Relay 4- Engine Speed Sensor 6- Starter
T2-1-19
SECTION 2 SYSTEM
Pump Control
Power Decrease Control (only Cab Spec. Machine)
Purpose: A
When the air conditioner is operated, the pump control
decreases driving torque of the main pump and controls
it so that the total load to the main pump and compressor
does not exceed the engine output power. (Refer to
COMPONENT OPERATION / Pump Device.)
Operation:
1. When turning air conditioner switch (1) ON, 0 B
terminal #36 is grounded in air conditioner
controller unit (2). A- Flow Rate (Q) B- Pressure (P)
2. When displacement angle selection relay (3) is

excited, current (a) from fuse #7 flows to torque
control solenoid valve (4) and shifts it.
3. Therefore, pressure oil from pilot pump (6) is routed
to control piston (7) in main pump (5) through
torque control solenoid valve (4).
4. The swash plate of main pump (5) reduces the
displacement angle due to control piston (7).
5. Consequently, the driving torque of main pump
(5) decreases and is kept below the engine output
power.
T2-1-20
SECTION 2 SYSTEM
2
1
36
7 T1NG-02-01-001
a- Current from Fuse #7
1- Air Conditioner Switch 3- Displacement Angle Selection 4- Torque Control Solenoid Valve 6- Pilot Pump
2- Air Conditioner Controller Unit Relay 5- Main Pump 7- Control Piston
T2-1-21
SECTION 2 SYSTEM
Valve Control
Auxiliary Flow Rate Selection Control (Only Machine
with the Optional Parts Equipped)
Purpose:
The auxiliary flow rate selection control reduces pilot
pressure when the attachment such as a breaker is
used, decreases the amount of pressure oil supplied to
the attachment, and regulates the operating speed. In
addition, during combined operation of auxiliary and
others, it flows more pressure oil to the operation other
than the auxiliary operation and maintains the operating
speed of the actuator.
Operation:
 Auxiliary Flow Rate Selector Switch (2): HIGH during
single operation
1. When auxiliary flow rate selector switch (2) is in the
HIGH position, current does not flow to flow rate
selector solenoid valve (4) and it is not shifted.
2. Pressure oil from pilot pump (8) is routed to the end
(spring (7) chamber) of reducing valve (6) through
flow rate selector solenoid valve (4).
3. In addition, pilot pressure (own pump pressure) is
also routed to the end of reducing valve (6) through
it.
4. Reducing valve (6) moves down as the force to push
it down is stronger.
5. Therefore, reducing valve (6) is fully opened and
pressure oil from pilot pump (8) flows to auxiliary
pilot valve (1) at the same pressure as when
delivered.
6. Consequently, as the pilot pressure is routed to
auxiliary spool (11) of control valve (10) according to
the lever operating force, the actuator (attachment)
is operated normally.
fNOTE: As for operational principle of auxiliary flow rate

selector valve (5), refer to COMPONENT OPERATION /
Others (Upperstructure).
T2-1-22
SECTION 2 SYSTEM
1 2
3
4
11 7
10
TADB-02-01-002
9 8
a- Current from Fuse #15 b- To Attachment

1- Auxiliary Pilot Valve 4- Flow Rate Selector Solenoid 6- Reducing Valve 10- Control Valve
2- Auxiliary Flow Rate Selector Valve 7- Spring 11- Auxiliary Spool
Switch 5- Auxiliary Flow Rate Selector 8- Pilot Pump
3- Hydraulic Oil Tank Valve 9- Main Pump
T2-1-23
SECTION 2 SYSTEM
 Auxiliary Flow Rate Selector Switch (2): LOW during

combined operation
1. When lock of auxiliary flow rate selector switch (2)
is released and set to the LOW position, current (a)
from fuse #15 flows to flow rate selector solenoid
valve (4) and it is shifted.
2. Pilot pressure oil supplied to flow rate selector
solenoid valve (4) is blocked by the spool of flow
rate selector solenoid valve (4). In addition, pressure
oil in the spring (7) chamber of reducing valve (6)
flows to hydraulic oil tank (3) through the spool of
flow rate selector solenoid valve (4).
3. Pilot pressure (own pump pressure) is routed to the
end of reducing valve (6) through it.
4. Only the spring (7) force is against the pressure
routed to the end of reducing valve (6) as the spring
(7) chamber of reducing valve (6) is connected to
hydraulic oil tank (3).
5. Therefore, reducing valve (6) moves up until it
balances with the spring (7) force.
6. Therefore, the pilot pressure is reduced and the
reduced pilot pressure oil (1.8 MPa) flows to
auxiliary pilot valve (1).
7. Consequently, auxiliary spool (11) is moved in a
shorter distance than usual as the pilot pressure
routed to auxiliary spool (11) of control valve (10)
is low and even when auxiliary pilot valve (1) is
operated to full stroke.
8. Therefore, the amount of pressure oil supplied to
the attachment is reduced and the operating speed
of the attachment becomes slow.
9. In addition, as the moving distance of auxiliary
spool (11) does not change during combined
operation, more amount of pressure oil flows to the
other operation than the auxiliary operation and
keeps the operating speed of the actuator.
T2-1-24
SECTION 2 SYSTEM
1 2
11
7 5
10
T1N0-02-01-007
9 8

1- Auxiliary Pilot Valve 4- Flow Rate Selector Solenoid 6- Reducing Valve 10- Control Valve
2- Auxiliary Flow Rate Selector Valve 7- Spring 11- Auxiliary Spool
Switch 5- Auxiliary Flow Rate Selector 8- Pilot Pump
3- Hydraulic Oil Tank Valve 9- Main Pump
T2-1-25
SECTION 2 SYSTEM
AUX Function Lever (AFL) Control (Only Machine

with the Optional Parts Equipped)
Purpose:
The AUX function lever (AFL) control enable to control
with slide switch (3) and switch (4) of AUX function lever
when using the attachment such as a breaker.
Operation:
1. When operating slide switch (3) or switch (4) of the
AUX function lever, current (a) from fuse #15 flows
to AUX function solenoid valve 1 (2) or AUX function
solenoid valve 2 (6) through AUX function lever
controller (5).
fNOTE: When operating slide switch (3) or switch (4)

at the same time, priority is given to the switch (4)
operation. Then, the operation is similar to the operation
when slide switch (3) reaches full stroke leftward.
2. Current from AUX function lever controller (5)
compresses the spring of AUX function solenoid
valve 1 (2) or AUX function solenoid valve 2 (6).
(Only when operating slide switch (3))
3. AUX function lever controller (5) activates AUX
function solenoid valve 1 (2) or AUX function
solenoid valve 2 (6) according to the slide switch (3)
operation.
4. Pressure oil from pilot pump (9) is routed to
auxiliary spool (7) in the control valve through
AUX function solenoid valve 1 (2) or AUX function
solenoid valve 2 (6).
5. Consequently, pressure oil from main pump (8)
is supplied to each attachment through auxiliary
spool (7).
T2-1-26
SECTION 2 SYSTEM
10
7
9 8
T1ND-02-01-002
1- Pilot Valve (Right) 4- Switch 7- Auxiliary Spool 10- Hydraulic Oil Tank
2- AUX Function Solenoid Valve 1 5- AUX Function Lever Controller 8- Main Pump
3- Slide Switch 6- AUX Function Solenoid Valve 2 9- Pilot Pump
T2-1-27
SECTION 2 SYSTEM
Other Control
Travel Alarm Control (Only Machine with the
Optional Parts Equipped)
Purpose:
The travel alarm control sound the buzzer during travel
operation.
Operation:
1. The signal from travel pressure sensor (4) is sent to
monitor controller (2) during travel operation.
2. As long as monitor controller (2) receives this signal,
it sends the signal to buzzer (3) and sounds buzzer
(3).
fNOTE: The alarm can be deactivated by turning buzzer

deactivation switch (1) ON. Buzzer (3) sounds again
when resuming traveling.
1 2 3
TADB-02-01-003
4
1- Buzzer Deactivation Switch 2- Monitor Controller 3- Buzzer 4- Travel Pressure Sensor
T2-1-28
SECTION 2 SYSTEM
Overload Alarm Control (Only Machines with

Optional Parts Equipped)
Purpose:
The overload alarm control sounds the buzzer when
boom raise operation such as suspending is overloaded.
Operation:
1. The signal from boom bottom pressure sensor (4) is
sent to monitor controller (1).
2. When all following conditions exist, monitor
controller (1) sounds buzzer (2).
Condition:
 Boom bottom pressure sensor (4): Outputting signal
beyond the specified pressure
 Overload alarm switch (3): ON
4 3
TADB-02-01-005
1- Monitor Controller 2- Buzzer 3- Overload Alarm Switch 4- Boom Bottom Pressure Sensor
T2-1-29
SECTION 2 SYSTEM
(Blank)
T2-1-30
SECTION 2 SYSTEM
Outline
The hydraulic system mainly consists of the pilot circuit
and main circuit.
Pilot Circuit:
Power Source Controller Supplied to
Pilot Pump Pilot Valve Operation Control Circuit
Pump Device (PS Valve) Pump Control Circuit
Revolution Sensing Valve Travel Motor Displacement Angle Control Circuit
Control Valve (Differential Swing Parking Brake Release Circuit
Reducing Valve)
2-Spool Solenoid Valve Unit
Main Circuit:
Power Source Controller Supplied to
Main Pump Control Valve Motor
Cylinder
Attachment (Optional)
T2-2-1
SECTION 2 SYSTEM
Pilot Circuit
Outline:
Pressure oil from the pilot pump is used in order to
operate the following circuits.
 Operation Control Circuit

 Pump Control Circuit
 Travel Motor Displacement Angle Control Circuit
 Swing Parking Brake Release Circuit
T2-2-2
SECTION 2 SYSTEM
3 6
1 2 4 5 7 8 9
11
10
12
13
14
26
25
15
27
24
21 19
28
16
23 17
29 18
30 22 20 TAEA-02-02-003
1- Arm 10- Operation Control Circuit 19- Pressure PGR 26- Swing Parking Brake
2- Swing 11- Control Valve 20- Revolution Sensing Valve 27- Travel Motor (Right)
3- Pilot Valve (Left) 12- Differential Reducing Valve 21- Pilot Shut-Off Solenoid Valve 28- Travel Mode Selector Valve
4- Boom 13- Boom Anti-Drift Valve 22- 2-Spool Solenoid Valve 29- Travel Motor (Left)
5- Bucket 14- Pressure PLS 23- Travel Mode Selector Solenoid 30- Travel Motor Displacement
6- Pilot Valve (Right) 15- Pump Control Circuit Valve Angle Control Circuit
7- Travel Pilot Valve 16- PS Valve 24- Swing Parking Brake Release
8- Blade Pilot Valve 17- Main Pump Circuit
9- Boom Swing Pilot Valve 18- Pilot Pump 25- Swing Motor
T2-2-3
SECTION 2 SYSTEM
Operation Control Circuit

The operation control circuit controls the control valve
(11) operation.
The major components in this circuit are the pilot
valves.
In response to the control lever stroke, the pilot valve
regulates the pressure oil supplied to the spool end in
control valve (11).
In addition, during boom lower operation, pressure oil
from the pilot valve is routed to boom anti-drift valve
(13) and the spool end surface in control valve (11).
(Refer to COMPONENT OPERATION / Control Valve.)
fNOTE: The boom raise operation is explained here.
1. When the pilot shut-off lever is set to Unlock

position, the pilot shut-off switch which is located
under the pilot shut-off lever is turned ON and pilot
shut-off solenoid valve (21) is shifted.
2. When the control lever is moved in the boom raise
position, pressure oil from pilot pump (18) is routed
to pilot valve (right) (6) through pilot shut-off
solenoid valve (21) in 2-spool solenoid valve unit
(22).
3. Pressure oil is reduced by pilot valve (right) (6) to
the pressure according to the control lever stroke
and is supplied to boom spool end (b) so that the
spool is moved in response to the control lever
stroke.
4. Pressure oil from main pump (17) is routed to boom
anti-drift valve (13) through the boom spool. (Refer
to COMPONENT OPERATION / Control Valve.)
5. Pressure oil passing through boom anti-drift valve
(13) is routed to the boom cylinder bottom side
and extends the boom cylinder so that the boom is
raised.
T2-2-4
SECTION 2 SYSTEM
3 6
1 2 4 5 7 8 9
o p n m
h gf e b ad c j il k
11
f p k j m b h c
e o l i n a g d
13
21
17
18
22
T1M9-02-02-002
a - Boom Lower e - Swing (Left) i - Travel (Right Forward) m - Boom Swing (Right)
b - Boom Raise f - Swing (Right) j - Travel (Right Reverse) n - Boom Swing (Left)
c - Bucket Roll-In g - Arm Roll-In k - Travel (Left Forward) o - Blade Lower
d - Bucket Roll-Out h - Arm Roll-Out l - Travel (Left Reverse) p - Blade Raise
1- Arm 5- Bucket 9- Boom Swing Pilot Valve 18- Pilot Pump

2- Swing 6- Pilot Valve (Right) 11- Control Valve 21- Pilot Shut-Off Solenoid Valve
3- Pilot Valve (Left) 7- Travel Pilot Valve 13- Boom Anti-Drift Valve 22- 2-Spool Solenoid Valve
4- Boom 8- Blade Pilot Valve 17- Main Pump
T2-2-5
SECTION 2 SYSTEM
Pump Control Circuit (Flow Rate Control Circuit)

The pump control circuit controls the displacement
angle of main pump (17).
It consists of main pump (17), revolution sensing valve
(20), and differential reducing valve (12) of control
valve (11).
Pressure oil (pressure PGR (19)) from revolution sensing
valve (20) and pressure oil (pressure PLS (14)) from
differential reducing valve (12) of control valve (11)
are routed to PS valve (16) of main pump (17). The
displacement angle of main pump (17) is controlled in
response to the differential pressure between pressure
PGR (19) and pressure PLS (14) in order to regulate the
pump delivery flow rate.
(Refer to COMPONENT OPERATION / Pump Device.)
11
12
14
19
16
17
18
20 T1M9-02-02-003
11- Control Valve 16- PS Valve 19- Pressure PGR

12- Differential Reducing Valve 17- Main Pump 20- Revolution Sensing Valve
14- Pressure PLS 18- Pilot Pump
T2-2-6
SECTION 2 SYSTEM
Travel Motor Displacement Angle Control Circuit

The travel mode control circuit controls the travel
mode.
It consists of the travel mode switch, travel mode
selector solenoid valve (23), and travel mode selector
valve (28).
In response to travel mode switch position, travel mode
selector solenoid valve (23) is shifted so that the travel
speed control oil pressure is supplied to travel motors
(27, 29).
(Refer to COMPONENT OPERATION / Travel Device.)
Swing Parking Brake Release Circuit

The swing parking brake release circuit releases the
swing parking brake.
It consists of the pilot shut-off lever, the pilot shut-off
switch, and pilot shut-off solenoid valve (21).
In response to the pilot shut-off lever raise/lower
position (pilot shut-off switch ON/OFF position), pilot
shut-off solenoid valve (21) is shifted so that the swing
parking release oil pressure is supplied to swing motor
(25).
(Refer to COMPONENT OPERATION / Swing Device.)
26
25
27
24
28 21
23
29
18
30 22 T1M9-02-02-004
18- Pilot Pump 23- Travel Mode Selector Solenoid 25- Swing Motor 29- Travel Motor (Left)
21- Pilot Shut-Off Solenoid Valve Valve 26- Swing Parking Brake 30- Travel Motor Displacement
22- 2-Spool Solenoid Valve 24- Swing Parking Brake Release 27- Travel Motor (Right) Angle Control Circuit
Circuit 28- Travel Mode Selector Valve
T2-2-7
SECTION 2 SYSTEM
Main Circuit
Neutral Circuit (When the control lever is in neutral)
1. Main pump (25) draws hydraulic oil from hydraulic
oil tank (23) and delivers it to control valve (19).
2. When the control lever is in neutral, the delivered
pressure oil is blocked by the control valve (19)
spool.
3. When the circuit pressure in control valve (19)
exceeds the set pressure of unload valve (9),
unload valve (9) is opened. (Refer to COMPONENT
OPERATION / Control Valve.)
fNOTE: When the control lever is in neutral, the set

pressure of unload valve (9) is kept at low pressure.
4. The delivered pressure oil from main pump (25) is
returned to hydraulic oil tank (23) through unload
valve (9), back pressure valve (25), and oil cooler
(22).
5. Back pressure valve (24) which is provided in the
return circuit of the main circuit (between control
valve (19) and oil cooler (22)) maintains the pressure
constant at 0.3 MPa in the main circuit.
6. Therefore, absorption ability of the actuator can be
improved in case of occurrence of cavitation.
7. In addition, when oil temperature is low (high
viscosity) and oil flow resistance increases in oil
cooler (22), bypass check valve (21) is opened and
hydraulic oil directly returns to hydraulic oil tank
(23) without oil cooler (22). Then, oil temperature
quickly increases.
T2-2-8
SECTION 2 SYSTEM
1 2 3 4 5 6 7 8
9
10 11 12 13 14 15 16 17 18
20 20 19
24
25
21
T1M9-02-02-006
23 22
1- Swing Motor 8- Bucket Cylinder 15- Boom Spool 22- Oil Cooler
2- Travel Motor (Left) 9- Unload Valve 16- Arm Spool 23- Hydraulic Oil Tank
3- Blade Cylinder 10- Swing Spool 17- Bucket Spool 24- Back Pressure Valve
4- Travel Motor (Right) 11- Blade Spool 18- Auxiliary Spool 25- Main Pump
5- Boom Swing Cylinder 12- Travel (Left) Spool 19- Control Valve
6- Boom Cylinder 13- Travel (Right) Spool 20- Pressure Compensator
7- Arm Cylinder 14- Boom Swing Spool 21- Bypass Check Valve
T2-2-9
SECTION 2 SYSTEM
Single Operation Circuit (When the control lever is

operated)
fNOTE: The main circuits to activate the cylinders

and motors are all identical except when the boom is
operated, boom anti-drift valve (4) is employed. The
boom raise operation is explained here.
1. Pressure oil from main pump (5) is routed to the

swing, blade, travel (left), travel (right), boom swing,
boom, arm, bucket, and auxiliary spools in the
control valve.
2. When boom spool (2) is moved, pressure oil from
main pump (5) is routed to boom anti-drift valve
(4) through boom spool (2). (Refer to COMPONENT
3. Pressure oil passing through boom anti-drift valve
(4) is routed to the boom cylinder (1) bottom side
and raises the boom.
T2-2-10
SECTION 2 SYSTEM
4 3
T1M9-02-02-007
5
1- Boom Cylinder 3- Pressure Compensator 5- Main Pump

2- Boom Spool 4- Boom Anti-Drift Valve
T2-2-11
SECTION 2 SYSTEM
Combined Operation Circuit (Combined Operation

of Swing and Boom Raise)
Pressure Compensator for Swing:
fNOTE: The combined operation of swing and boom 1. Pressure PLS (8) is routed to pressure compensator
(6) in each section. For only pressure compensator
raise is explained here.
(6) for swing, pressure PGR (7) is routed.
1. Pressure oil from main pump (10) is routed to the 2. The specified pressure is routed to pressure
spool through pressure compensator (6) in the compensator (6) for swing as pressure PGR (7) is not
control valve. Pressure oil from pilot pump (9) related to actuator load pressure.
is routed to differential reducing valve (1) in the
3. Therefore, the swing operating speed is kept
control valve.
constant even if switching to the single operation of
2. When the combined operation of swing and boom swing from the combined operation of swing and
raise is done, pressure oil from the pilot valve moves boom (other actuator).
swing spool (4) and boom spool (5).
4. Consequently, a shock caused by swing speed
3. Pressure oil from main pump (10) is routed to swing change is reduced when switching to the single
motor (2) and boom cylinder (3) through swing operation of swing.
spool (2) and boom spool (5). Then, the combined
operation of swing and boom raise is done.
Pump Operation:
1. When the control lever is operated, differential
reducing valve (1) handles differential pressure,
which is caused between pump delivery pressure
(pressure before spool (upper stream)) and highest
actuator load pressure (pressure after spool (down
stream)) in either boom or swing circuit, as pressure
PLS (8).
fNOTE: This pressure PLS (8) changes according to load

pressure in the control valve.
2. Pressure PLS (8) from differential reducing valve
(1) is routed back to main pump (10) and pressure
compensator (6). (Refer to COMPONENT OPERATION
/ Control Valve.)
3. Main pump (10) controls the pump delivery flow
rate so that pressure PLS (8) (differential pressure
in the circuit between before and after spool) from
differential reducing valve (1) and pressure PGR (7)
(signal pressure) from the revolution sensing valve
become same. (Refer to COMPONENT OPERATION /
Pump Device.)
fNOTE: Pressure PGR (7) is the signal pressure to control

the actuator speed.
4. Differential reducing valve (1) converts the
differential pressure in the circuit between before
and after spool into pressure PLS (8) and supplies
it back to main pump (10) so that main pump (10)
delivers pressure oil flow rate meeting the volume
the control valve requires (equivalent to load
pressure in the control valve).
T2-2-12
SECTION 2 SYSTEM
1
2
8
4
6
5
11 10 9 TAEA-02-02-001
1- Differential Reducing Valve 4- Swing Spool 7- Pressure PGR 10- Main Pump
2- Swing Motor 5- Boom Spool 8- Pressure PLS 11- Revolution Sensing Valve
3- Boom Cylinder 6- Pressure Compensator 9- Pilot Pump
T2-2-13
SECTION 2 SYSTEM
Operation of Differential Reducing Valve

 When the control lever is in neutral  When the control lever is operated
1. When all control valve spools are in neutral (all 1. The load pressure from boom cylinder (6) and swing
control levers are in neutral), the pressure (pressure motor (5) is routed to shuttle valve (11).
PL (14)) after the control valve spool is zero.
2. When the load pressure (pressure PL (14)) from
Therefore, pressure PLMAX (1) (zero) from the circuit
boom cylinder (6) is higher than the load pressure
after the spool is routed to differential reducing
(pressure PL (14)) from swing motor (5), pressure PL
valve (2) when the control lever is in neutral.
(14) from the boom spool passes shuttle valve (11).
2. When the control valve spools are in neutral, unload
3. As pressure PL (14) of the higher load pressure
valve (4) is opened if the main pump (13) delivery
passes shuttle valve (11), pressure PLMAX (1)
pressure increases more than pressure PGR (10) +
(maximum load pressure) of the highest load on
the spring (3) force. Therefore, the main pump (13)
spools is routed to differential reducing valve (2).
pressure which is routed to differential reducing
valve (2) is equal to the unload valve (4) operation 4. Delivery pressure (pressure P1) from main pump
pressure (pressure PGR (10) + the spring (3) force). (13) and delivery pressure (pressure P2) from pilot
pump (12) are also routed to differential reducing
3. As the unload valve (4) operation pressure is higher
valve (2).
than pressure PLMAX (1) (zero) which is routed to
differential reducing valve (2), differential reducing 5. Differential reducing valve (2) is activated according
valve (2) is moved to the left. to maximum load pressure (PLMAX (1)) from the
actuators and controls pressure PLS (9).
4. After reducing the oil pressure from pilot pump
(12) to the unload valve (4) operation pressure, 6. Differential reducing valve (2) supplies this
differential reducing valve (2) delivers it as pressure pressure PLS (9) to main pump (13) and pressure
PLS (9). compensator (8). (Refer to COMPONENT OPERATION
/ Control Valve.)
5. Pressure PLS (9) is routed to main pump (13).
7. The pressure relationship on pressure PLS (9),
6. As pressure PLS (9) is higher than pressure PGR
pressure P1, and pressure PLMAX (1) which are
(10) when the control lever is in neutral, the
routed to differential reducing valve (2) is described
displacement angle of main pump (13) is shifted
in the following formula.
to the minimum. Then, the main pump (13)
delivery flow rate decreases. (Refer to COMPONENT Pressure PLS (9) = Pressure P1 – Pressure PLMAX (1)
OPERATION / Pump Device.)
8. Therefore, differential reducing valve (2) delivers
pressure PLS (9) equivalent to the differential
pressure between main pump (13) delivery pressure
(pressure P1) and maximum actuator load pressure
(pressure PLMAX (1)).
9. Depending on change in pressure PLS (9) from
differential reducing valve (2), the pump control
operation is performed. (Refer to COMPONENT
OPERATION / Pump Device.)
T2-2-14
SECTION 2 SYSTEM
1 2 3 4
6
11
7
14
10
7
14
9 8
13 12 TAEA-02-02-002
1- Pressure PLMAX 5- Swing Motor 9- Pressure PLS 13- Main Pump

2- Differential Reducing Valve 6- Boom Cylinder 10- Pressure PGR 14- Pressure PL
3- Spring 7- Pressure PIN 11- Shuttle Valve
4- Unload Valve 8- Pressure Compensator 12- Pilot Pump
T2-2-15
SECTION 2 SYSTEM
Operation of Pressure Compensator

1. As the swing motor (5) load decreases, the pressure
after the spool (pressure PL (14)) decreases. Then,
the differential pressure between the pressure
before the spool (pressure PIN (7)) and the pressure
after the spool (pressure PL (14)) increases.
2. As the boom cylinder (6) load increases, the
pressure after the spool (pressure PL (14)) increases.
Then, the differential pressure between the pressure
before the spool (pressure PIN (7)) and the pressure
after the spool (pressure PL (14)) decreases.
3. Both pressure PIN (7) and pressure PL (14) are
always routed to pressure compensator (8). In
addition, pressure PLS (9) from differential reducing
valve (2) is routed to pressure compensator (8) as
the target differential pressure.
4. Pressure compensator (8) is activated so that the
pressure relationship on pressure PIN (7), pressure
PL (14), and pressure PLS (9) which are routed
to pressure compensator (8) is described in the
following formula.
Pressure PIN (7) = Pressure PL (14) + Pressure PLS (9)
5. When the swing motor (5) load is light, high-
pressure oil to activate swing motor (5) is not
required. When the boom cylinder (6) load is heavy,
high-pressure oil is required to activate boom
cylinder (6).
6. When these conditions exist, each pressure
compensator (8) is operated as described below.
 As the differential pressure between pressure PIN
(7) and pressure PL (14) of the swing spool is large,
pressure compensator (8) is pushed and moved
to the left by pressure PIN (7). Therefore, pressure
compensator (8) closes the opening port area and
decreases flow rate to the swing spool through
pressure compensator (8).
 As the differential pressure between pressure PIN
(7) and pressure PL (14) of the boom spool is small,
pressure compensator (8) is pushed and moved
to the right by pressure PL (14) and pressure PLS
(9). Therefore, pressure compensator (8) opens the
opening port area and increases flow rate to the
boom spool through pressure compensator (8).
7. Consequently, more pressure oil from main pump
(13) is supplied to the actuator which requires more
oil.
T2-2-16
SECTION 2 SYSTEM
1 2 3 4
6
11
7
14
10
7
14
9 8
13 12 TAEA-02-02-002

3- Spring 7- Pressure PIN 11- Shuttle Valve
T2-2-17
SECTION 2 SYSTEM
(Blank)
T2-2-18
SECTION 2 SYSTEM
Outline
The electrical circuit is broadly divided into the main
circuit, monitor circuit, accessory circuit, and control
circuit.
 Main Circuit:
Operates the engine and the accessory related circuits.
 Monitor Circuit:
Displays the machine operating conditions. Consists of
monitor controller, sensors, relays, and switches.
 Accessory Circuit:
Operates the accessory circuit. Consists of relays and
switches.
 Control Circuit:
Controls the engine. Consists of E-ECU, sensors, and
switches.
(Refer to SYSTEM / Control System.)
T2-3-1
SECTION 2 SYSTEM
Main Circuit
The major functions and circuits in the main circuit are as
follows.
 Electric Power Circuit: Supplies all electric power to

all electrical systems on the machine.
{Key switch, Battery, Fuses (Fuse box, Slow blow
fuse)}
 CAN Circuit: Performs communication between the
monitor controller and E-ECU.
 Starting Circuit: Starts the engine.
(Key switch, Starter, Starter relay 1)
 Charging Circuit: Supplies electric power to the
batteries and charges them.
{Alternator, (Regulator)}
 Pilot Shut-Off Circuit (Key switch: ON):
Supplies pressure oil from the pilot pump to the pilot
valve by the pilot shut-off solenoid valve.
(Pilot shut-off solenoid valve, Pilot shut-off lever)
 Preheating Circuit: Assists the engine when starting
in cold weather. (Key switch, Glow plug relay, Glow
plug)
 Auto Shut-Down Circuit (OP):
Stops the engine automatically when the fixed
conditions exist.
(Monitor controller, Auto shut-down relay, ACC cut
relay, R2 cut relay)
 Engine Stop Circuit (Key switch: OFF):
Stops the engine by using E-ECU.
(E-ECU)
T2-3-2
SECTION 2 SYSTEM
(Blank)
T2-3-3
SECTION 2 SYSTEM
Electric Power Circuit (Key Switch: OFF)

The battery (1) minus terminal is grounded to the body.
Current from the battery (1) plus terminal flows as shown
below when key switch (7) is in the OFF position.
Battery (1) Slow Blow Starter Relay 1 (4)

Fuse (3)
Slow Blow Glow Plug Relay (5)
Fuse (2)
Slow Blow Alternator (6) Terminal B
Fuse (10) Key Switch (7) Terminal B
Auto-Refuel Pump (15) (OP)
Fuse Box (9) Terminal #1 Horn Relay (13) Terminals #1 and #3
Terminal #2 Monitor Controller (8) Terminal M1-13
Terminal #3 Light Relay (12) Terminal #3
Terminal #4 Main Relay (11) Terminals #1 and #2
Terminal #5 Option (14)
T2-3-4
SECTION 2 SYSTEM
2 3 4 5 6 7 8
9
1 10
11
14
15
12 13 TAEA-02-05-001
1- Battery 6- Alternator 10- Slow Blow Fuse 15- Auto-Refuel Pump (OP)
2- Slow Blow Fuse 7- Key Switch 11- Main Relay (Power)
3- Slow Blow Fuse 8- Monitor Controller (Backup 12- Light Relay
4- Starter Relay 1 Power) 13- Horn Relay (Power)
5- Glow Plug Relay (Power) 9- Fuse Box 14- Option
T2-3-5
SECTION 2 SYSTEM
CAN Circuit
CAN (Controller Area Network) is ISO Standards of the
serial communication protocol.
The communication between monitor controller (4) and
E-ECU (5) is performed for this machine.
CAN bus (1) consists of two harnesses, CAN-H (High) (2)
and CAN-L (Low) (3).
The controller judges the CAN bus (1) level due to
potential difference between CAN-H (High) (2) and CAN-L
(Low) (3).
The controller arranges the CAN bus (1) level and sends
the signal and data.
T2-3-6
SECTION 2 SYSTEM
3
TADB-02-05-013
TAEA-02-05-002
1- CAN Bus 3- CAN-L (Low) 5- E-ECU (Engine Controller)

2- CAN-H (High) 4- Monitor Controller
T2-3-7
SECTION 2 SYSTEM
Electric Power Circuit (Key Switch: ON)

1. When key switch (3) is set to the ON position,
terminal B is connected to terminals BR, R2, and ACC
in key switch (3).
2. Current from terminals BR, R2, and ACC in key
switch (3) flows as shown below as a power source
respectively.
3. In addition, when current from terminal BR in
key switch (3) flows to terminal M1-1 in monitor
controller (4), monitor controller (4) lights the
indicator and displays the alarm on the monitor.
4. When current from terminal ACC in key switch (3)
flows to terminal #7 in E-ECU (1), E-ECU (1) connects
terminal #34 to the ground and excites main relay
(17).
Key Switch (3) Terminal BR Fuse Box (5) Terminal #11 Monitor Controller (4) Terminal M1-1
Key Switch (3) Terminal R2 Fuse Box (5) Terminal #7 Air Conditioner (Blower Fan) Power (j) (OP)
Terminal #8 Wiper Motor (i) (OP)
Washer Motor (i) (OP)
Terminal #9 Travel Mode Control Solenoid Valve (h)
Light Switch (h)
Terminal #10 Auxiliary Power (g) (OP)
Key Switch (3) Terminal Fuse Box (5) Terminal #12 Radio (f ) (OP)
ACC Air Conditioner Power Switch (f ) (OP)
Terminal #13 Beacon Light (e) (OP)
Terminal #14 Travel Mode Switch (d)
Terminal #15 Travel Alarm (c) (OP)
AUX Function Lever Power (c) (OP)
Auxiliary Flow Rate Control Power (c) (OP)
Terminal #16 Rack Actuator Relay (6)
Alternator (2) Terminal IG
E-ECU (1) Terminal #7
Fuel Pump (20)
Terminal #17 Pilot Shut-Off Switch (b)
Pilot Shut-Off Relay, Pilot Shut-Off Solenoid Valve (b)
Terminal #18 Option (a)
T2-3-8
SECTION 2 SYSTEM
3
4
ON
2
B BR R2 ACC
1
7 8 9 101112 131415161718 5
a
b
c
d
e
f
g
h
i
j
20 19
TADB-02-05-003
1- E-ECU 3- Key Switch 5- Fuse Box 19- Main Relay

2- Alternator 4- Monitor Controller 6- Rack Actuator Relay 20- Fuel Pump
a- Option c- Travel Alarm (OP)/AUX f- Radio (OP)/Air Conditioner i- Wiper Motor (OP)/Washer
b- Pilot Shut-Off Switch/Pilot Function Lever Power (OP)/ Power Switch (OP) Motor (OP)
Shut-Off Relay/Pilot Shut-Off Auxiliary Flow Rate Control g- Auxiliary Power (OP) j- Air Conditioner (Blower Fan)
Solenoid Valve Power (OP) h- Travel Mode Control Solenoid Power (OP)
d- Travel Mode Switch Valve/Light Switch
e- Beacon Light (OP)
T2-3-9
SECTION 2 SYSTEM
Preheating Circuit (Key Switch: ON)

1. Current from battery (1) flows to terminal B in key
switch (5), fuse box (7), and terminal #87 in glow
plug relay (3) through slow blow fuse (2).
2. When key switch (5) is set to the ON position,
terminal B is connected to terminals BR, R2, and ACC
in key switch (5).
3. Current from battery (1) flows to terminal M1-13 in
monitor controller (6) through fuse box (7).
4. Current from terminal ACC in key switch (5) flows to
terminal #7 in E-ECU (9) through fuse box (7).
5. When current flows to terminal #7 in E-ECU (9),
E-ECU (9) detects the signal of coolant temperature
sensor (8). E-ECU (9) calculates the exciting time of
glow plug relay (3) according to the detected signal
of coolant temperature sensor (8), and excites glow
plug relay (3).
6. When glow plug relay (3) is excited, the circuit is
connected to glow plug (4) and current flows to
glow plug (4).
7. When current flows to glow plug (4), it heats air to
the engine.
8. In addition, E-ECU (9) sends the signal to monitor
controller (6) after glow plug relay (3) is excited.
When monitor controller (6) has received the signal
from E-ECU (9), the preheat indicator lights.
9. After the calculated exciting time has passed, E-ECU
(9) turns glow plug relay (3) OFF. Therefore, glow
plug (4) is turned OFF and preheating is stopped.
T2-3-10
SECTION 2 SYSTEM
1 2 3 4 5 6
ON
87 B ACC
M1-13 M2-16
2 16
16
23
7
44
TADB-02-05-008
1- Battery 4- Glow Plug 7- Fuse Box

2- Slow Blow Fuse 5- Key Switch 8- Coolant Temperature Sensor
3- Glow Plug Relay 6- Monitor Controller 9- E-ECU
T2-3-11
SECTION 2 SYSTEM
Starting Circuit (Key Switch: START)

1. When key switch (5) is set to the START position, 9. When current flows to terminals #8 and #24 in
terminal B is connected to terminals BR, C, and ACC E-ECU (12), E-ECU (12) connects terminal #20 to the
in key switch (5). ground and excites starter relay 1 (3). Consequently,
terminals #87 and #30 in starter relay 1 (3) are
2. Current from terminal ACC in key switch (5) flows
connected.
to terminal IG in alternator (4) and fuel pump (10)
through fuse box (6) as a power source respectively. 10. Current from battery (1) flows to terminal S in starter
(2) through terminals #87 and #30 in starter relay 1
3. Terminal L in alternator (4) is grounded inside when
(3). Therefore, the contact in starter (2) is connected.
alternator (4) slowly rotates or stops. Therefore,
terminal M1-24 in monitor controller (7) is grounded 11. Current from battery (1) flows to the starter motor
through terminal L in alternator (4) and the through terminal B in starter (2) and the contact.
alternator indicator lights. Therefore, the starter motor rotates.
4. Current from terminal BR in key switch (5) flows to 12. When the engine has started, alternator (4) starts
terminal M1-1 in monitor controller (7) through fuse charging electricity and voltage at terminals P and B
box (6). in alternator (4) increase.
5. Current from terminal C in key switch (5) flows to 13. E-ECU (12) detects the engine speed according to
terminal #86 in starter relay 1 (3) and terminal #8 in the signal from engine speed sensor (11). When the
E-ECU (12) through fuse box (6). engine speed reaches about 700 min-1, E-ECU (12)
turns starter relay 1 (3) OFF. Therefore, the starter
motor stops.
to terminal #3 in pilot shut-off relay (8), terminal #7
in E-ECU (12), and pilot shut-off switch (9) through
fuse box (6).
fNOTE: In case of engine speed sensor (11) is broken,
voltage of terminal P in alternator (4) is detected
7. When pilot shut-off switch (9) is OFF, the contact according to terminal #10 in E-ECU (12). When the
between terminals #3 and #4 in pilot shut-off relay voltage reaches the set voltage, E-ECU (12) turns starter
(8) is connected. relay 1 (3) OFF and continues to operate.
8. Therefore, current from terminal ACC in key switch fNOTE: The circuit is not connected to terminal R1 in key
(5) flows to terminal #24 in E-ECU (12) through switch (5).
terminals #3 and #4 in pilot shut-off relay (8). fNOTE: When the pilot shut-off lever is in the UNLOCK
position (pilot shut-off switch (9): ON), the engine does
not start. (Refer to Pilot Shut-Off Circuit.)
T2-3-12
SECTION 2 SYSTEM
1 2 3 4 START 5 6 7
87 86 B ACC
30 B L BR C
P IG
B
S M1-24
6 11 16 17
7 8
10
20
24
12
#4
11 #3
10
9 8
TADB-02-05-004
1- Battery 4- Alternator 7- Monitor Controller 10- Fuel Pump

2- Starter 5- Key Switch 8- Pilot Shut-Off Relay 11- Engine Speed Sensor
3- Starter Relay 1 6- Fuse Box 9- Pilot Shut-Off Switch 12- E-ECU
T2-3-13
SECTION 2 SYSTEM
Charging Circuit (Key Switch: ON)

1. After the engine starts and key switch (4) is released,
key switch (4) is returned to the ON position. When
key switch (4) is in the ON position, terminal B is
connected to terminals BR, R2, and ACC in key
switch (4).
to terminal IG in alternator (3) as a power source for
the regulator inside alternator (3).
3. When the engine runs, alternator (3) starts
generating electricity and terminal L in alternator
(3) is not grounded inside. Therefore, terminal M1-
24 in the monitor controller is not grounded inside
alternator (3). Consequently, the alternator indicator
goes off.
4. Constant voltage is generated from terminal B
in alternator (3) regardless of the alternator (3)
rotating speed and current flows to battery (1) and
each circuit through slow blow fuse (2). Therefore,
battery (1) is charged.
T2-3-14
SECTION 2 SYSTEM
1 2 3 4 5
ON
B B ACC
L
IG
M1-24
TADB-02-05-005
1- Battery 3- Alternator 5- Monitor Controller

2- Slow Blow Fuse 4- Key Switch
T2-3-15
SECTION 2 SYSTEM
Pilot Shut-Off Circuit (Key Switch: ON)

1. When the pilot shut-off lever is set to the UNLOCK
position, pilot shut-off switch (7) is turned ON.
2. Current from fuse #17 flows to the ground through
pilot shut-off switch (7) and pilot shut-off relay (6)
and pilot shut-off relay (6) is excited.
3. Therefore, current from fuse #17 flows to pilot shut-
off solenoid valve (5) and pilot shut-off solenoid
valve (5) is turned ON. Then, pressure oil from the
pilot pump is supplied to the pilot valve.
 Neutral Engine Start Circuit

position, pilot shut-off relay (6) is excited.
2. Wnen pilot shut-off relay (6) is excited, current from
fuse #17 does not flow to terminal #24 in E-ECU (8)
so that starter relay 1 (2) is kept OFF.
3. Therefore, when the pilot shut-off lever is in the
UNLOCK position, even if key switch (3) is set to the
START position, the starter does not rotate and the
engine does not start.
T2-3-16
SECTION 2 SYSTEM
1 2 3
ON
START ACC
17
24
8 7 6 5
TADB-02-05-007
1- Battery 4- Fuse Box 7- Pilot Shut-Off Switch (Pilot

2- Starter Relay 1 5- Pilot Shut-Off Solenoid Valve Shut-Off Lever)
3- Key Switch 6- Pilot Shut-Off Relay 8- E-ECU
T2-3-17
SECTION 2 SYSTEM
Auto Shut-Down Circuit (OP)

1. When key switch (2) is in the ON position, current
from terminal ACC flows to the coils of auto shut-
fNOTE: Return the key switch to the OFF position and
reset it to the START position, and the engine can restart.
down relay (4), ACC cut relay (6), and R2 cut relay (7)
through fuse (3).
2. In addition, current from terminal ACC flows to
terminal M2-9 in monitor controller (5) through
auto shut-down relay (4).
3. Monitor controller (5) connects terminal M2-9 to the
ground inside.
4. Therefore, auto shut-down relay (4), ACC cut relay
(6), and R2 cut relay (7) are turned ON and current
from terminals ACC and R2 in key switch (2) flow to
fuse box (8).
5. In addition, terminal M2-4 of monitor controller (5)
is connected to the ground at this time. Therefore,
monitor controller (5) automatically detects that
the auto shut-down relay circuit is connected and
makes the auto shut-down (A/S) function enable.
6. When all following conditions exist and after the
auto shut-down enable time set by the monitor is
over, monitor controller (5) disconnects terminal
M2-9 from the ground inside.
7. Therefore, auto shut-down relay (4) is turned OFF.
ACC cut relay (6) and R2 cut relay (7) are also turned
OFF at the same time.
8. Current which flows to terminal #7 in E-ECU (9) from
terminal ACC in key switch (2) is blocked.
9. Therefore, this is the same case when key switch
(2) is set to the OFF position. E-ECU (9) stops the
engine.
Conditions of Auto Shut-Down:

 Pilot shut-off lever: LOCK
 Auto shut-down function: Enable
 Overheat switch: OFF
 Engine control dial : Not Operated
 Engine: Running
T2-3-18
SECTION 2 SYSTEM
1 2 3 4 5
ON
ACC
R2
M2-4 M2-9
9 8 7 6
TADB-02-05-009
1- Battery 4- Auto Shut-Down Relay 7- R2 Cut Relay

2- Key Switch 5- Monitor Controller 8- Fuse Box
3- Fuse 6- ACC Cut Relay 9- E-ECU
T2-3-19
SECTION 2 SYSTEM
Engine Stop Circuit (Key Switch: OFF)

1. When key switch (3) is turned from ON to OFF
position, terminal B in key switch (3) is disconnected
from terminals BR, R2, and ACC. Therefore, power is
shut off to each circuit.
2. When current which flows to terminal #7 in E-ECU
(5) from terminal ACC in key switch (3) is stopped,
E-ECU (5) stops the engine.
fNOTE: As terminal B in alternator (2) is directly

connected to battery (1), surge voltage is charged to
battery (1) until the engine stops.
T2-3-20
SECTION 2 SYSTEM
1 2 3
OFF
B ON B ACC
16
7
5
TADB-02-05-010
1- Battery 3- Key Switch 5- E-ECU

2- Alternator 4- Fuse Box
T2-3-21
SECTION 2 SYSTEM
(Blank)
T2-3-22
MEMO
MEMO
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 7 Others (Upperstructure)
Outline..................................................................................... T3-1-1 2-Spool Solenoid Valve...................................................... T3-7-1
Main Pump P1....................................................................... T3-1-4 Torque Control Solenoid Valve (Only Machine with
Flow Rate Control................................................................ T3-1-5 the Air Conditioner (Optional) Attached).............. T3-7-5
Control by Signal Pressure................................................ T3-1-6 Auxiliary Flow Rate Selector Valve (Optional)............ T3-7-7
Control by Own Pump Pressure...................................T3-1-12
Group 2 Revolution Sensing Valve Swing Bearing....................................................................... T3-8-1
Outline..................................................................................... T3-2-1 Center Joint............................................................................ T3-8-2
Operation................................................................................ T3-2-4 Track Adjuster........................................................................ T3-8-3
Outline..................................................................................... T3-3-1
Swing Reduction Gear....................................................... T3-3-2
Swing Motor.......................................................................... T3-3-3
Parking Brake......................................................................... T3-3-4
Valve Unit................................................................................ T3-3-5
Outline..................................................................................... T3-4-1
Hydraulic Circuit................................................................... T3-4-6
Main Relief Valve................................................................T3-4-10
Overload Relief Valve
(with Make-Up Function)...........................................T3-4-11
Make-Up Valve....................................................................T3-4-13
Boom Anti-Drift Valve.......................................................T3-4-14
Flow Rate Control Valve...................................................T3-4-16
Unload Valve........................................................................T3-4-18
Differential Reducing Valve............................................T3-4-22
Pressure Compensator.....................................................T3-4-26
Group 5 Pilot Valve
Outline..................................................................................... T3-5-1
Operation (Front Attachment / Swing and
Travel Pilot Valves).......................................................... T3-5-5
Operation (Boom Swing / Blade /
Auxiliary (Optional) Pilot Valve)...............................T3-5-11
Shockless Function (Only for Travel Pilot Valve)......T3-5-16
Shuttle Valve (Optional)...................................................T3-5-17
Outline..................................................................................... T3-6-1
Travel Reduction Gear........................................................ T3-6-2
Travel Motor........................................................................... T3-6-4
Parking Brake......................................................................... T3-6-6
Travel Brake Valve................................................................ T3-6-8
AEAT-3-1
(Blank)
AEAT-3-2
Group 1 Pump Device
Outline
The pump device is a direct-engine-drive type and
consists of main pump (P1) (1) and pilot pump P2 (2).
Main pump P1(1) is a swash plate type variable
displacement axial plunger pump and supplies high-
pressure oil to operate the actuators via the control valve.
Pilot pump P2 (2) is a gear pump and supplies pressure oil
to the pilot circuit.
1 2
T1M9-03-01-001
1- Main Pump P1 2- Pilot Pump P2
T3-1-1
Group 1 Pump Device
Layout
13 1 2 3 4 5 6
12 14 11 10 9 8 7
T1M9-03-01-002
1- Port PLS (From Control Valve 5- Port P1 (To Control Valve) 10- Plunger
Differential Reducing Valve) 6- Port P2 (To Pilot Filter) 11- Control Piston
2- Port PA 7- Swash Plate 12- Orifice
3- PS Valve 8- Port S1 (From Hydraulic Oil 13- *Port PC (From Torque
4- Port PGR (From Engine Tank) Control Solenoid Valve)
Revolution Sensing Valve) 9- Spring 14- *Piston
fNOTE: *: The item is equipped for only pump device of

the cab spec. machine (with the air conditioner).
T3-1-2
Group 1 Pump Device
A B
C TAEA-03-01-001
View A D View B
13
4
8
D TAEA-03-01-003
TAEA-03-01-002
Section C-C 9 Section D-D
14
7 10 11 12
TAEA-03-01-004
TAEA-03-01-005
T3-1-3
Group 1 Pump Device
Main Pump P1
Main pump P1 supplies pressure oil to the main circuit. In addition, main pump P1 incorporates PS valve (8),
Shaft (3) is connected to cylinder block (1) by a spline spring (6), and control piston (7) for the flow rate control.
joint, and plunger (5) is inserted into cylinder block (1).
The engine rotation drives shaft (3) directly, and shaft
(3) rotates cylinder block (1) and plunger (5) together.
Plunger (5) slides on shoe plate (4) and oscillates in
cylinder block (1) due to inclination of swash plate (2).
Then, pressure oil is drawn and delivered.
4 5 6 1
2 7
TAEA-03-01-004 TAEA-03-01-005
1- Cylinder Block 4- Shoe Plate 7- Control Piston

2- Swash Plate 5- Plunger 8- PS Valve
3- Shaft 6- Spring
T3-1-4
Group 1 Pump Device
Flow Rate Control

The flow rate control has two types. Pressure PGR:
 Control by own pump pressure in order to prevent Pressure PGR is output from the engine revolution
pump load from exceeding engine torque sensing valve.
 Control by signal pressure according to actuator load When the engine speed increases, delivery flow rate from
PS valve (2) is equipped for the main pump for the control the pilot pump increases and pressure PGR increases.
by signal pressure according to actuator load. PS valve (2) When the engine speed decreases, delivery flow rate from
consists of springs (1, 5), spool (4), and sleeve (3). the pilot pump decreases and pressure PGR decreases.
PS valve (2) controls the main pump P1 delivery flow (Refer to COMPONENT OPERATION / Revolution Sensing
rate by signal pressure (pressure PGR) from the engine Valve.)
revolution sensing valve and signal pressure (pressure
PLS) from the differential reducing valve in control valve Pressure PLS:
according to actuator load. Pressure PLS is output from the differential reducing valve
in control valve.
The differential reducing valve in control valve outputs
differential pressure between main pump delivery
pressure and actuator load pressure as pressure PLS.
When pressure PLS increases, delivery flow rate of the
main pump decreases.
In addition, when pressure PLS decreases, delivery flow
rate of the main pump increases. (Refer to COMPONENT
Section A-A
PLS
PGR 2
A
5 4 3
TAEA-03-01-002 TAEA-03-01-005
PGR- Port PGR (Pressure PGR) PLS- Port PLS (Pressure PLS)
1- Spring 3- Sleeve 5- Spring
2- PS Valve 4- Spool
T3-1-5
Group 1 Pump Device
Control by Signal Pressure

Delivery flow rate of the main pump is minimum
when the control lever is in neutral 7. Swash plate (11) is set to the minimum
displacement angle as pressure which is routed
1. Pressure PLS is larger than pressure PGR as actuator
to chamber C is maximum when the control lever
load is zero when the control lever is in neutral.
is in neutral. (Refer to COMPONENT OPERATION /
2. As pressure in chamber B overcomes spring A (7) in Revolution Sensing Valve.)
chamber A, spool (5) is moved to the left. (Refer to
COMPONENT OPERATION / Control Valve.) fNOTE: Orifice (8) is equipped in order to prevent swash
plate (11) from changing quickly. Therefore, orifice (8)
3. The port which is connected to PS valve (4) from makes the displacement angle change of swash plate
pump suction side (a) is blocked by spool (5) in PS (11) smooth.
valve (4).
4. The port at control piston (10) side is connected to
that at port PA side through spool (5) and sleeve (2)
in PS valve (4).
5. Primary pressure (PA) is routed to chamber C in
control piston (10) and pressure in control piston
(10) overcomes the spring (1) force.
6. Therefore, control piston (10) moves toward swash
plate (11) so that the displacement angle of swash
plate (11) is decreased.
T3-1-6
Group 1 Pump Device
1
PA 2
PGR
11 10 6 C 7 A 5 a PLS B 3
TAEA-03-01-007
P1 PGR PA PLS
4
B
8
c
b 10
c
11 A 1 T1LD-03-01-010
PA- Primary Pressure PLS- Pressure PLS b- Increase

PGR- Pressure PGR a- Pump Suction Side c- Decrease
1- Spring 4- PS Valve 7- Spring A 11- Swash Plate

2- Sleeve 5- Spool 8- Orifice
3- Spring B 6- Plunger 10- Control Piston
T3-1-7
Group 1 Pump Device
Delivery flow rate of the main pump increases

1. When actuator load increases, pressure PLS
decreases. When pressure PLS is lower than pressure
PGR, pressure in chamber A overcomes spring B
(3) in chamber B. Then, spool (5) is moved to the
chamber B side.
2. The port which is connected to PS valve (4) from
port PA is blocked by spool (5) in PS valve (4).
that at pump suction side (a) through spool (5) and
sleeve (2) in PS valve (4).
4. Control piston (10) is moved to the chamber C
side by the spring (1) force as pressure oil in pump
suction side (a) is low pressure.
5. The displacement angle of swash plate (11) is
increased by the spring (1) force and delivery flow
rate of the main pump increases.
6. When pressure PLS is equal to pressure PGR, the
displacement angle of swash plate (11) is changed
until the force to push swash plate (11) by spring
(1) becomes balanced with the force to push swash
plate (11) by plunger (6). Then, it stops.
fNOTE: Orifice (8) is equipped in order to prevent swash

makes the displacement angle change of swash plate
(11) smooth.
T3-1-8
Group 1 Pump Device
1
PA 2
PGR
11 10 6 C 8 7 A 5 a PLS B 3
TAEA-03-01-007
P1 PGR PA PLS
5
3
4
B
8
c
b 10
c
11 A 1 T1LD-03-01-008
PA- Primary Pressure PLS- Pressure PLS b- Increase

PGR- Pressure PGR a- Pump Suction Side c- Decrease

2- Sleeve 5- Spool 8- Orifice
T3-1-9
Group 1 Pump Device
Delivery flow rate of the main pump decreases

1. When actuator load decreases, pressure PLS
increases. When pressure PLS is larger than pressure
PGR, pressure in chamber B overcomes spring A
(7) in chamber A. Then, spool (5) is moved to the
chamber A side.
2. The port which is connected to PS valve (4) from
pump suction side (a) is blocked by spool (5) in PS
valve (4).
that at port PA side through spool (5) and sleeve (2)
in PS valve (4) .
4. Primary pressure (PA) is supplied to port PA.
5. As primary pressure (PA) is routed to chamber
C in control piston (10), pressure in chamber C
overcomes the spring (1) force.
6. Therefore, control piston (10) moves toward swash
plate (11) so that the displacement angle of swash
plate (11) is decreased. Then, delivery flow rate of
the main pump decreases.
7. When pressure PLS is equal to pressure PGR, the
displacement angle of swash plate (11) is changed
until the force to push swash plate (11) by plunger
(6) becomes balanced with the force to push swash
plate (11) by spring (1). Then, it stops.
fNOTE: Orifice (8) is equipped in order to prevent swash

makes the displacement angle change of swash plate
(11) smooth.
(Only machine with the air conditioner (optional)

attached)
8. When the air conditioner switch is turned ON,
pressure PC is supplied to the pump from the pump
displacement angle control solenoid valve.
9. Pressure PC pushes piston (12) so that the
displacement angle of swash plate (11) is decreased
and the pump driving torque is decreased.
10. Therefore, the engine is prevented from stalling
when heavy load is applied with the air conditioner
ON.
T3-1-10
Group 1 Pump Device
12 1
PA 2
PC
PGR
11 10 6 C 8 7 A 5 a PLS B 3
TAEA-03-01-008
P1 PGR PA PLS PC
5
3
8
c
b 10
11 A 1 12
T1M9-03-01-008
f NOTE: The illustration shows the pump for the machine
with the air conditioner (optional) attached.

2- Sleeve 5- Spool 8- Orifice 12- Piston
T3-1-11
Group 1 Pump Device
Control by Own Pump Pressure

This control controls delivery flow rate of main pump P1
(1) in order to prevent the total load of main pump P1 (1)
and pilot pump P2 (2) from exceeding the engine torque.
Operation:
1. When delivery pressure from main pump P1 (1)
increases, plunger (3) pushes swash plate (4). When
the plunger (3) force exceeds the spring (6) force,
swash plate (4) decreases the displacement angle at
pivot pin (5) and delivery flow rate is decreased.
2. Therefore, own pump delivery pressure of main
pump P1 (1) controls delivery flow rate of main
pump P1 (1) so that the total load of main pump
P1 (1) and pilot pump P2 (2) does not exceed the
engine torque.
1 2
4 3
T1M9-03-01-004
1- Main Pump P1 3- Plunger 4- Swash 5- Pivot Pin

2- Pilot Pump P2 Plate 6- Spring
T3-1-12
Outline
Revolution sensing valve (3) converts change in the pilot Revolution sensing valve (3) is located in the pilot circuit
pump delivery flow rate to signal pressure (pressure PGR). between the pilot pump and the 2-spool solenoid valve.
(The pilot pump is a fixed displacement pump so that the In response to change in the engine speed, pressure
delivery flow rate changes directly in proportion to the PGR is routed to the main pump displacement angle
engine speed.) Revolution sensing valve (3) is used for the control system from port PGR and regulates the pump
pump flow rate control. displacement angle.
Revolution sensing valve (3) consists of variable metering
valve (2) and differential reducing valve (1).
3 PPLO PPHI
T566-03-02-001
DR
View A A
PGR
T566-03-02-003
DR- Port DR PGR- Port PGR PPLO- Port PPLO PPHI- Port PPHI
1- Differential Reducing Valve 2- Variable Metering Valve 3- Revolution Sensing Valve
T3-2-1
Layout
2 3
7 6
T1M9-03-02-001
1- Port PPLO (To 2-Spool 2- Port PGR (To Main Pump) 6- Variable Metering Valve
Solenoid Valve Unit, Main 3- Differential Reducing Valve 7- Orifice
Pump, and Torque Control 4- Port DR (To Hydraulic Oil
Solenoid Valve (for only Cab Tank)
Spec. Machine)) 5- Port PPHI (From Pilot Pump)
T3-2-2
1 5
A TAEA-03-02-002
View A 2
B B
TAEA-03-02-003
Section B-B
7
6
3
2 TAEA-03-02-004
T3-2-3
Operation
When Engine Stops
1. Spool (3) is pushed to the right by spring (2).
2. In addition, both spring (6) force and spring (9) force
are identical so that piston (7) and spool (8) are held
in the position as illustrated.
1 2 3 4 PPHI
13
PPLO
12
PGR
11 10 9 8 DR 7 6 5
T566-03-02-002
DR- Port DR PGR- Port PGR PPLO- Port PPLO PPHI- Port PPHI
1- Sleeve 5- Guide 9- Spring 13- Variable Metering Valve

2- Spring 6- Spring 10- Spring Seat
3- Spool 7- Piston 11- Sleeve
4- Orifice 8- Spool 12- Differential Reducing Valve
T3-2-4
(Blank)
T3-2-5
While Engine is Running (Output Diagram: Between

A and B)
6. In proportion to the engine speed, pressure PPHI
1. When the engine speed increases, pressure oil from
and pressure PPLO vary due to orifice (4) together
the pilot pump increases.
with the pilot pump (fixed displacement) delivery
2. Therefore, the differential pressure between flow rate between A and B on the output diagram.
the front and the rear of orifice (4) changes in In addition, when the engine speed is between A
proportion to the engine speed. and B, spool (3) receives the differential pressure
force of pressure PPHI and pressure PPLO and the
3. Spool (8) and piston (7) in differential reducing
spring (2) force. As the spring (2) force is larger than
valve (12) are moved so that the pressure force
the differential pressure force of pressure PPHI and
balance satisfies the formula of “Pressure PGR ×
pressure PPLO, spool (3) remains closed.
Area S3 + Pressure PPLO × Area S2 = Pressure PPHI
× Area S1.” Then, pressure PGR becomes equal to 7. The differential pressure between ports PPHI and
the differential pressure between the front and the PPLO decides whether spool (8) is moved to the left
rear of orifice (4) (Pressure PPHI – Pressure PPLO = or to the right.
Pressure PGR)
8. Therefore, the differential reducing valve (12)
For example: operation regulates pressure PGR at port PGR
corresponding to the pressure difference between A
Pressure PGR decreases.
and B on the output diagram.
When pressure PGR × Area S3 + Pressure PPLO × Area
S2 > Pressure PPHI × Area S1, spool (8) is moved to
the right. Then, pressure PGR is routed to the drain
side (part D) and pressure PGR decreases.
 Pressure PGR increases.
When pressure PGR × Area S3 + Pressure PPLO × Area
S2 < Pressure PPHI × Area S1, piston (7) and spool (8)
are moved to the left. Then, pressure PGR is routed to
the port PPLO side (part E), pressure PGR increases.
Repetition of these operations maintains the
pressure balance “Pressure PGR × Area S3 = Pressure
PPHI × Area S1 - Pressure PPLO × Area S2.”As areas S1,
S2, and S3 are same, the relation of “Pressure PGR =
Pressure PPHI – Pressure PPLO” is maintained. Output Diagram
4. As the open area of part E varies depending on
a
the engine speed, pressure PGR at port PGR varies
depending on the engine speed. This process
corresponds to the pressure between A and B on
B
the output diagram.
5. While the engine is running, pressure oil from the
pilot pump is routed to port PPHI and divided. One
flows to orifice (4) and another flows to spool (3) of
variable metering valve (13). A
d c
TAEA-03-02-006
a- Pressure PGR (Pressure at c- Fast Idle

Output Port) d- Slow Idle
b- Engine Speed
T3-2-6
Pressure PGR decreases.
2 PPLO 3 4 PPHI
13
11
9 8 PGR D 7
14
S3 S2 S1
TAEA-03-02-001
Pressure PGR increases. PPLO PPHI
12
11 8 PGR
TAEA-03-02-005
PGR- Port PGR (Pressure PGR) PPHI- Port PPHI (Pressure PPHI) f- Chamber f
PPLO- Port PPLO (Pressure PPLO) e- Chamber e
2- Spring 7- Piston 11- Sleeve 14- Hydraulic Oil Tank
3- Spool 8- Spool 12- Differential Reducing Valve
4- Orifice 9- Spring 13- Variable Metering Valve
T3-2-7
While Engine is Running (Output Diagram: Between

B and C)
Output Diagram
1. While the engine is running, pressure oil from the
a
pilot pump is routed to port PPHI and divided. One
flows to orifice (4). Another is routed to spool (3) of
variable metering valve (13). C
B
2. When the pressure "Pressure PPHI – Pressure PPLO"
overcomes the spring (2) force, spool (3) moves to
the left.
3. When spool (3) moves to the left, some pressure
oil from port PPHI is bypassed through part F on
variable metering valve spool (3) and sleeve (1).
Therefore, the differential pressure between port
PPHI and port PPLO does not increase more than
b
necessary.
4. Therefore, pressure PGR at port PGR created by the d c
variable metering valve (13) operation corresponds
TAEA-03-02-006
to the pressure between B and C on the output
diagram.
a- Pressure PGR (Pressure at c- Fast Idle
Output Port) d- Slow Idle
b- Engine Speed
T3-2-8
1 2 PPLO F 3 4
PPHI
13
11 8 PGR
T566-03-02-011
PGR- Port PGR (Pressure PGR) PPLO- Port PPLO (Pressure PPLO) PPHI- Port PPHI (Pressure PPHI)
1- Sleeve 3- Spool 8- Spool 13- Variable Metering Valve

2- Spring 4- Orifice 11- Sleeve
T3-2-9
(Blank)
T3-2-10
Outline
The swing device consists of valve unit (1), swing motor
(2), and swing reduction gear (3). Valve unit (1) prevents
cavitation and overload in the swing circuit. Swing motor
(2) is a swash plate type axial plunger motor (with built-
in swing parking brake), which is driven by pressure oil
from the pump, and the rotation is transmitted to swing
reduction gear (3).
Swing reduction gear (3) converts swing motor (2) output
into slow large torque to rotate the shaft. Thereby, the
upperstructure is rotated.
TAEA-03-03-004
1- Valve Unit 2- Swing Motor 3- Swing Reduction Gear
T3-3-1
Swing Reduction Gear

The swing reduction gear is a two-stage planetary
reduction gear.
Ring gear (6) is secured to housing (9) and does not
rotate. The swing motor shaft rotates first stage sun gear
(1), whose rotating torque is transmitted to second stage
sun gear (3) through first stage planetary gear (8) and first
stage carrier (2). The rotating torque of second stage sun
gear (3) rotates shaft (5) through second stage planetary
gear (7) and second stage carrier (4). Shaft (5) is engaged
with the internal gear of the swing bearing fixed to the
undercarriage in order to swing the upperstructure.
1
8 2
7 3
4
6
TAEA-03-03-004
1- First Stage Sun Gear 4- Second Stage Carrier 7- Second Stage Planetary Gear
2- First Stage Carrier 5- Shaft 8- First Stage Planetary Gear
3- Second Stage Sun Gear 6- Ring Gear 9- Housing
T3-3-2
Swing Motor
Shaft (1) is connected to rotor (7) by a spline joint, and
plunger (2) is inserted into rotor (7). When pressure oil
is supplied from the pump, plunger (2) is pushed. As
plunger (2) is pushed and shoe (3) on the end of plunger
(2) slides along swash plate (6) and rotor (7) rotates. As
shaft (1), which is connected to rotor (7) by a spline joint,
is also connected to first stage sun gear (5) by a spline
joint, the rotation of rotor (7) is transmitted to the swing
reduction gear.
8 1
7
2
6 3
TAEA-03-03-004
1- Shaft 3- Shoe 5- First Stage Sun Gear 7- Rotor

2- Plunger 4- Retainer 6- Swash Plate 8- Valve Plate
T3-3-3
Parking Brake
1 2 3
The parking brake is a wet-type spring set hydraulic
released single-disc brake. The brake is released when the
brake release pressure is routed to brake piston chamber
(2).
When the brake is released:

1. When the pilot shut-off lever is in the UNLOCK 4
position, the pilot shut-off switch is turned ON.
Therefore, pilot shut-off solenoid valve (6) is turned
ON and the spool is shifted.
2. As the spool is shifted, the brake release pressure
(pilot pressure) is routed to brake piston chamber
(2) through inner passage (8) in motor housing (1).
8
3. The brake release pressure pushes brake piston (3) 5
upward and brake piston (3) separates from disc
plate (4) which is connected to rotor (5) by a spline
joint.
4. Consequently, as disc plate (4) becomes free and
rotor (5) can rotate, the brake is released. 7 6 T565-03-02-005
1 2 9 3
When the brake is applied:
1. When the pilot shut-off lever is in the LOCK position,
the pilot shut-off switch is turned OFF. Therefore,
pilot shut-off solenoid valve (6) is turned OFF and
the spool returns.
2. As the spool returns, the brake release pressure
4
(pilot pressure) routed to brake piston chamber (2)
is routed back to the hydraulic oil tank through the
spool in pilot shut-off solenoid valve (6).
3. Brake piston (3) pushes disc plate (4) which is
connected to rotor (5) by a spline joint to motor
housing (1) due to spring (9).
4. Consequently, rotor (5) is secured and the brake is 5
applied.
7 6 T565-03-02-006
1- Motor Hosing 6- Pilot Shut-Off Solenoid Valve

2- Brake Piston Chamber 7- Pilot Pump
3- Brake Piston 8- Inner Passage
4- Disc Plate 9- Spring
5- Rotor
T3-3-4
Valve Unit
The valve unit consists of make-up valve (3) and relief
valve (4). Make-up valve (3) prevents occurrence of
cavitation in the circuit. Relief valve (4) protects the circuit
from surge pressure and overloading.
Make-Up Valve
When the upperstructure is swung downward on a
slope, the upperstructure is accelerated by its own
weight and moves quicker than the swing motor drive
speed developed by the pump oil flow rate. Therefore,
cavitation can occur in the circuit. In order to prevent
cavitation, when pressure in the circuit is lower than
pressure at port M (2) (hydraulic oil tank), poppet
(1) opens, draws hydraulic oil into the circuit, and
compensates the lack of pump oil flow rate.
3 1 b 2 a
TAEA-03-03-001
a- To Control Valve b- From Control Valve

1- Poppet 2- Port M 3- Make-Up Valve 4- Relief Valve
T3-3-5
Relief Valve
When starting or stopping swing operation, the swing
circuit pressure becomes high. The relief valve prevents
the circuit pressure from rising higher than the set
pressure.
 Low-Pressure Relief Operation (Shockless Function)  High-Pressure Relief Operation (Overload Prevention)
1. When pressure in the circuit increases, pressure oil 1. After piston (3) reaches the stroke end, spring (5) is
at port HP is routed to piston (3) through orifice (2) compressed and the circuit pressure becomes the
of poppet (1) and passage (4) of piston (3). Then, normal relief set pressure.
piston (3) is moved to the left. 2. In addition, when pressure at port HP increases and
2. Pressure in spring chamber (6) is kept low during the force applied to poppet (1) (Pressurized Area
movement of piston (3). (S1-S2)×Pressure at Port HP) exceeds the spring (5)
force, poppet (1) is opened and pressure oil flows to
3. Therefore, poppet (1) is pushed by only the spring
port LP.
(5) force. Poppet (1) opens whenever pressure at
port HP is low. Therefore, hydraulic oil is relieved 3. When pressure at port HP is reduced to the
under low pressure. specified level, poppet (1) is closed by the spring (5)
force.
4. When piston (3) reaches the stroke end, the
pressure difference between the front and rear of 4. When pressure at port LP increases, piston (3) is
poppet (1) disappears and poppet (1) is closed. moved to the left.
1 2 3 1 3
LP LP
HP HP
S1 S2
5 6 4 5 6
TAEA-03-03-002 TAEA-03-03-003
HP- Port HP LP- Port LP

1- Poppet 3- Piston 5- Spring
2- Orifice 4- Passage 6- Spring Chamber
T3-3-6
Outline
The control valve controls the pressure, flow rate, and flow The spools are operated by pilot oil pressure. In addition,
direction in the hydraulic circuit. The main components the control valve is provided with an auto-idle pressure
are main relief valve (2), overload relief valves (4), make- sensor for the auto-idle control. (Refer to SYSTEM /
up valve (3), unload valve (15), differential reducing valve Control System.)
(14), pressure compensators, and spools.
15
2
14
13
12
11
10
9 3
4
8
7 4
TAEA-03-04-001
1- Installation Port of Auto-Idle 5- Auxiliary 10- Travel (Right) 15- Unload Valve
Pressure Sensor 6- Bucket 11- Travel (Left)
2- Main Relief Valve 7- Arm 12- Blade
3- Make-Up Valve 8- Boom 13- Swing
4- Overload Relief Valve 9- Boom Swing 14- Differential Reducing Valve
T3-4-1
Layout
1
37 2 1- Main Relief Valve
2- Unload Valve
3- Load Check Valve (Swing)
5- Load Check Valve (Blade)
7- Make-Up Valve (Boom Swing)
8- Load Check Valve (Boom Swing)
36 9- Overload Relief Valve (Boom)
10- Load Check Valve (Boom)
35 3 11- Overload Relief Valve (Arm)
12- Load Check Valve (Arm)
13- Overload Relief Valve (Bucket)
34 14- Load Check Valve (Bucket)
15 Load Check Valve (Auxiliary)
33 5 16- Pressure Compensator (Auxiliary)
17- Pressure Compensator (Bucket)
18 Shuttle Valve (Bucket)
32 19- Overload Relief Valve (Bucket)
20- Pressure Compensator (Arm)
21- Shuttle Valve (Arm)
31 22- Overload Relief Valve (Arm)
23- Pressure Compensator (Boom)
30 24- Shuttle Valve (Boom)
25- Boom Anti-Drift Valve
27- Pressure Compensator (Boom Swing)
28 28- Shuttle Valve (Boom Swing)
7 29- Pressure Compensator (Travel (Right))
27 30- Shuttle Valve (Travel (Right))
8
31- Pressure Compensator (Travel (Left))
26 32- Shuttle Valve (Travel (Left))
33- Pressure Compensator (Blade)
9 34- Shuttle Valve (Blade)
25
35- Pressure Compensator (Swing)
10 36- Shuttle Valve (Swing)
24 37- Differential Reducing Valve
23 11
12
22
21
20
19 13
14
18
17
16 15
TAEA-03-04-002
T3-4-2
A A
D D
E E
F F
F F
G G
H H
I I
I I
J J
TAEA-03-04-003
Section A-A Section D-D (Swing)

K 36
1
37
35
2 K
T1M9-03-04-005 T1M9-03-04-007
T3-4-3
Layout
1
37 2 1- Main Relief Valve
2- Unload Valve
3- Load Check Valve (Swing)
5- Load Check Valve (Blade)
7- Make-Up Valve (Boom Swing)
8- Load Check Valve (Boom Swing)
10- Load Check Valve (Boom)
35 3 11- Overload Relief Valve (Arm)
12- Load Check Valve (Arm)
13- Overload Relief Valve (Bucket)
34 14- Load Check Valve (Bucket)
15 Load Check Valve (Auxiliary)
33 5 16- Pressure Compensator (Auxiliary)
17- Pressure Compensator (Bucket)
18 Shuttle Valve (Bucket)
32 19- Overload Relief Valve (Bucket)
20- Pressure Compensator (Arm)
21- Shuttle Valve (Arm)
31 22- Overload Relief Valve (Arm)
23- Pressure Compensator (Boom)
30 24- Shuttle Valve (Boom)
25- Boom Anti-Drift Valve
27- Pressure Compensator (Boom Swing)
28 28- Shuttle Valve (Boom Swing)
7 29- Pressure Compensator (Travel (Right))
27 30- Shuttle Valve (Travel (Right))
8
31- Pressure Compensator (Travel (Left))
26 32- Shuttle Valve (Travel (Left))
33- Pressure Compensator (Blade)
9 34- Shuttle Valve (Blade)
25
35- Pressure Compensator (Swing)
10 36- Shuttle Valve (Swing)
24 37- Differential Reducing Valve
23 11
12
22
21
20
19 13
14
18
17
16 15
TAEA-03-04-002
T3-4-4
Section E-E (Blade) Section F-F (Travel (Left), Travel Right))
K 34 K 30, 32
33 K 29, 31 K
TAEA-03-04-004 TAEA-03-04-005
Section G-G (Boom Swing) Section H-H (Boom)

K 28 7 26 25
K 24 9
27 K
TAEA-03-04-006
23 K
TAEA-03-04-007
Section I-I (Arm, Bucket) Section J-J (Auxiliary)
19, 22 K 18, 21 11, 13 K
K 16 K
17, 20 TAEA-03-04-009
TAEA-03-04-008
Section K-K
3, 5, 8, 10, 12, 14, 15
T566-03-03-009
T3-4-5
Hydraulic Circuit
Main Circuit
Pressure oil from main pump P1 (23) flows to the
control valve. When the spool is in neutral (the control
lever is in neutral), pressure oil from main pump P1 (23)
returns to hydraulic oil tank (20) through unload valve
(25). When the spool is operated (the control lever is
operated), pressure oil from main pump P1 (23) flows
to each actuator through pressure compensator (18)
and the spool.
Pressure compensator (18) is provided in each section

of the control valve. While the spools is operated, by
the function of this pressure compensator (18), flow
rate according to the control lever stroke is distributed
to each actuator regardless of load during combined
operation.
Main relief valve (27) is provided in the main circuit

(between the pump and the actuator). Main relief valve
(27) prevents the pressure in the main circuit from
exceeding the set pressure when the spool is operated
(or when the control lever is operated).
Overload relief valve (26) is provided in the actuator
circuit (between the control valve and the actuator)
of boom, arm, and bucket. Overload relief valve (26)
prevents surge pressure caused by external force in
the actuator circuit does not exceed the set pressure
when the spool is in neutral (with the control lever set
in neutral).
Beside these components, boom anti-drift valve (28)

and differential reducing valve (24) are provided.
T3-4-6
1 2 3 4 5 6 7 8
27 25
28
9 10 11 12 13 26 14 26 15 26 16 17
PGR
24
18 18
19
23
20
21
TAEA-03-04-010
22
PGR- Pressure PGR

1- Swing Motor 9- Swing 17- Auxiliary 25- Unload Valve
2- Blade Cylinder 10- Blade 18- Pressure Compensator 26- Overload Relief Valve
3- Travel Motor (Left) 11- Travel (Left) 19- Back Pressure Valve 27- Main Relief Valve
4- Travel Motor (Right) 12- Travel (Right) 20- Hydraulic Oil Tank 28- Boom Anti-Drift Valve
5- Boom Swing Cylinder 13- Boom Swing 21- Bypass Check Valve
6- Boom Cylinder 14- Boom 22- Oil Cooler
7- Arm Cylinder 15- Arm 23- Main Pump P1
8- Bucket Cylinder 16- Bucket 24- Differential Reducing Valve
T3-4-7
Pilot Operation Control Circuit

Pressure oil from the pilot valve is routed to each spool
in control valve (7) and moves the spool. Pressure oil
from the pilot valve is routed to boom anti-drift valve
(28) during boom lower operation. Pressure oil from
pilot pump (3) flows to differential reducing valve (6)
in control valve (7). Therefore, the main pump delivery
flow rate is controlled by the delivered pressure oil
from differential reducing valve(6). (Refer to SYSTEM /
Hydraulic System.) In addition, the pressure oil is also
routed to each pressure compensator (2). Pressure
compensator (2) controls the pressure oil in order to
flow the proper flow rate through each spool.
T3-4-8
7 1
DR1
f p k j m b h c q
e o l i n a g d r
2 2 DR2 2
6
3 TAEA-03-04-018
a - Boom Lower g - Arm Roll-In m - Boom Swing (Right) DR1 - Returning to Hydraulic Oil
b - Boom Raise h - Arm Roll-Out n - Boom Swing (Left) Tank
c - Bucket Roll-In i - Travel (Right Forward) o - Blade Lower DR2 - Returning to Hydraulic Oil
d - Bucket Roll-Out j - Travel (Right Reverse) p - Blade Raise Tank
e - Swing (Left) k - Travel (Left Forward) q - Auxiliary (Optional)
f - Swing (Right) l - Travel (Left Reverse) r - Auxiliary (Optional)
1- Boom Anti-Drift Valve 3- Pilot Pump 5- Hydraulic Oil Tank 7- Control Valve
2- Pressure Compensator 4- Pilot Filter 6- Differential Reducing Valve
T3-4-9
Main Relief Valve

The main relief valve prevents that pressure in main Neutral State:
circuit exceeds the set pressure. 1 2 5 6 10
Operation: LP
1. Pressure in port HP is routed to pilot poppet (10)
through orifice (2) in poppet (1) and orifice (5) in HP
seat (6) .
2. When pressure in the main circuit exceeds the set
pressure of spring (8), pilot poppet (10) moves to LP
the right. TAEA-03-04-011
3. Small amount of pressure oil flows to port LP

through passage (7) in holder (9) and around the
Operating State:
outer circumference of sleeve (11).
1 2 3 4 5 6 7 8
4. At this time, pressure difference between port HP LP
and spring chamber (4) occurs due to orifice (2).
5. When the force to push poppet (1) to the right
HP
exceeds the spring (3) force due to this pressure
difference, poppet (1) moves to the right so that
pressure oil in port HP directly flows to port LP. LP
6. When pressure in port HP decreases, pilot poppet
(10) is closed by spring (8) and pressure in spring 11 10 9
chamber (4) increases. Poppet (1) is closed again by TAEA-03-04-012
pressure in spring chamber (4) and the spring (3)
force.
1- Poppet 7- Passage
2- Orifice 8- Spring
3- Spring 9- Holder
4- Spring Chamber 10- Pilot Poppet
5- Orifice 11- Sleeve
6- Seat
T3-4-10
Overload Relief Valve (with Make-Up

Function)
The overload relief valve is located in the boom, arm, and
bucket circuits. The overload relief valve prevents each
actuator circuit pressure from rising excessively when the
actuators are moved by external force.
In addition, when the actuator circuit pressure decreases,
the overload relief valve draws hydraulic oil from the
hydraulic oil tank and prevents the occurrence of
cavitation (make-up function).
Relief Operation
1. Pressure in port HP (actuator circuit) is routed to
Neutral State:
pilot poppet (5) through orifice (2) in piston (1).
1 2 5
2. When pressure in port HP reaches the set pressure
of spring (6), pilot poppet (5) is opened and small
amount of pressure oil flows to port LP (hydraulic oil
tank) through passage (8) in holder (7) and passage HP
(10) in sleeve (9).
3. At this time, pressure difference between port HP
and chamber (11) occurs due to orifice (2).
LP
4. When this pressure difference reaches the set
TAEA-03-04-013
pressure of spring (4), poppet (3) is opened and
pressure oil from port HP flows to port LP.
5. Consequently, the actuator circuit pressure Operating State:
decreases. 1 2 3 4 5 6
6. When the actuator circuit pressure decreases to the
specified level, poppet (3) is closed by the spring (4)
force. HP
LP
11 10 9 8 7
TAEA-03-04-014
1- Piston 7- Holder
2- Orifice 8- Passage
3- Poppet 9- Sleeve
4- Spring 10- Passage
5- Pilot Poppet 11- Chamber
6- Spring
T3-4-11
Make-Up Operation
1. When pressure in port HP is lower than pressure in Neutral State:
port LP and the force to open poppet (3) [Pressure
in Port LP x (Pressurized Areas S2 - S1)] becomes
larger than the force to close poppet (3) [Spring
(4) Force], poppet (3) is opened and hydraulic oil is HP
supplied to port HP from port LP.
2. Therefore, cavitation at the port HP side is
prevented. LP
TAEA-03-04-013
Operating State:
S1 3 4 S2
HP
LP
TAEA-03-04-015

3- Poppet 4- Spring
T3-4-12
Make-Up Valve
The make-up valve prevents cavitation in the main circuit. Neutral State:
The make-up valve is provided in the bottom side circuit
in boom swing. S1 1 2 S2 3 4
Operation:
1. As pressure in port HP is routed to spring chamber
(4) through passage (1) in poppet (2), pressures in
port HP and spring chamber (4) become equal. HP
2. Therefore, when pressure in port HP is higher,
the force to close poppet (2) [Pressure in Spring
Chamber (4) × Pressurized Area S2 + Spring (3)
Force] becomes larger than the force to open LP
poppet (2) [Port HP × Pressurized Area S1] so that TAEA-03-04-016
poppet (2) is closed.
3. When pressure in port HP is lower than pressure in
Operating State:
port LP and the force to open poppet (2) [Pressure
in Port LP x (Pressurized Areas S2 - S1)] becomes S1 1 2 S2 3 4
larger than the force to close poppet (2) [Spring
(3) Force], poppet (2) is opened and hydraulic oil is
supplied to port HP from port LP.
4. Therefore, cavitation at the port HP side is
HP
prevented.
LP
TAEA-03-04-017

1- Passage 3- Spring
2- Poppet 4- Spring Chamber
T3-4-13
Boom Anti-Drift Valve

The boom anti-drift valve is provided in the boom
cylinder bottom side circuit in order to reduce boom
cylinder drift.
When Boom Spool is in Neutral

When Operating Boom Lower
1. When the engine is stopped with the boom raised,
pressure in the boom cylinder (4) bottom side 1. During boom lower operation, boom lower pilot
increases due to the front attachment weight. pressure (c) is routed to spool (5) and piston (8).
2. At this time, pressure in the bottom side is routed to 2. Therefore, spool (5) is moved to the right and circuit
ball (7) and poppet (2) through orifice (3) of poppet T is connected to circuit T2 through spool (5).
(2) and spring chamber (1). 3. In addition, piston (8) is also moved to the right. The
3. Therefore, ball (7) is pushed to sleeve (6). end of piston (8) pushes ball (7) and opens part A.
4. In addition, the force to close poppet (2) [Pressure 4. Therefore, pressure oil in spring chamber (1) of
in Spring Chamber (1) × Pressurized Area S1] closes poppet (2) returns to the hydraulic oil tank through
poppet (2). part A and around the outer circumference of piston
(8).
5. Consequently, poppet (2) blocks pressure oil in the
bottom side and the cylinder drift is reduced. 5. When pressure in spring chamber (1) decreases,
poppet (2) is closed by only the spring (9) force.
Therefore, the force to open poppet (2) [Pressure in
When Operating Boom Raise Port A2 x (Pressurized Areas S2 - S1)] becomes larger
1. During boom raise operation, pressure oil from than the force to close poppet (2) [Spring (9) Force],
spool (5) pushes and opens poppet (2) and flows to poppet (2) is opened.
the boom cylinder (4) bottom side. 6. Consequently, pressure oil in the bottom side
returns to the hydraulic oil tank through poppet (2)
and spool (5) and lowers boom cylinder (4).
T3-4-14
When Boom Spool is in Neutral When Operating Boom Raise

4 4
a 2 b
1 2 3
7 S1
6 5
5
TAEA-03-04-019
TAEA-03-04-020
When Operating Boom Lower When Operating Boom Lower
4 4
a a
8 A 2 8 A 2
A2 A2
S2-S1 S2-S1
S2 S2
c c
1 9 T 1 9 T
5 T2 5 T2
TAFA-03-04-015
TAFA-03-04-014
A2- Port A2 T- Circuit T b- To Control Valve

S1- Pressurized Area S1 T2- Circuit T2 c- Boom Lower Pilot Pressure
S2- Pressurized Area S2 a- From Control Valve
1- Spring Chamber 4- Boom Cylinder 7- Ball

2- Poppet 5- Spool 8- Piston
3- Orifice 6- Sleeve 9- Spring
T3-4-15
Flow Rate Control Valve

Unload valve (4), differential reducing valve (2), and  Pressure Compensator (8):
pressure compensator (8) are provided in the control Pressure compensator (8) is activated according to
valve in order to control the flow rate according to pressure oil from differential reducing valve (2) and the
actuator load pressure. actuator load pressure in order to control flow rate to
the actuator from main pump (13). When the actuator
 Unload valve (4): load pressure is low (much pressure oil is not required),
Unload valve (4) is activated according to the main pump it decreases flow rate to the actuator. When the actuator
(13) delivery pressure and the actuator load pressure. load pressure is high (much pressure oil is required), it
When the actuator load pressure is low (much pressure oil increases flow rate to the actuator. Therefore, it controls
is not required), it supplies pressure oil from main pump to supply more pressure oil from main pump (13) to the
(13) to the hydraulic oil tank. When the actuator load actuator which requires more oil.
pressure is high (much pressure oil is required), it supplies
more pressure oil to the actuator. Therefore, it controls the
pressure oil in order to flow the proper flow rate to the
actuator.
 Differential Reducing Valve (2):

Differential reducing valve (2) is activated according to
pressure oil from unload valve (4) and the actuator load
pressure in order to control PS valve (15) in main pump
(13). When the actuator load pressure is low (much
pressure oil is not required), it shifts the displacement
angle of main pump (13) to the minimum and decreases
the main pump (13) delivery flow rate. When the actuator
load pressure is high (much pressure oil is required), it
shifts the displacement angle of main pump (13) to the
maximum and increases the main pump (13) delivery flow
rate. Therefore, it controls the pump delivery flow rate
according to the actuator load.
T3-4-16
1 2 3 4
6
11
7
14
10
7
14
9 8
15 13 12 TAEA-02-02-002

3- Spring 7- Pressure PIN 11- Shuttle Valve 15- PS Valve
T3-4-17
Unload Valve
Unload valve (1) is activated according to pump delivery
pressure (pressure P1) and maximum load pressure
T PGR 4
(pressure PLMAX). Then, it controls the differential
pressure in the circuit between before and after spool in
the control valve.
Neutral State:
1. Pressure oil (pressure P1) from port P is divided PLMAX 2 P1
into two routes. One flows to differential reducing TAEA-03-04-029
valve (3). Another flows to chamber C through the
passage in spool (4). P1- Pressure P1 (main pump delivery pressure)
PGR- Pressure PGR (pilot pressure decreased by revolution sensing
2. As pressure P1 is routed to chamber C, pressure in valve according to engine speed)
chamber C increases and the force to push spool PLMAX- Pressure PLMAX (maximum pressure in all circuits after main
(4) to the left (Pressure P1 × Pressurized Area S3) spool)
occurs. PLS- Pressure PLS (pilot pressure decreased by differential reducing
valve)
3. As pressure PGR is routed to chamber A, the force to T- Port T
push spool (4) to the right is the spring (2) force and 2- Spring 4- Spool
pressure PGR in chamber A.
4. As no load is applied to port PLMAX (pressure
PLMAX), the force to push spool (4) to the right
(Pressure PLMAX × Pressurized Area S2) does not
occur.
5. When pump delivery pressure (pressure P1)
increases and the force to push spool (4) to the left
(Pressure P1 × Pressurized Area S3) is larger than the
force to push spool (4) to the right (Spring (2) Force
+ Pressure PGR), spool (4) is moved to the left.
6. When part D is opened, pressure P1 is routed to
port T through spool (4).
T3-4-18
A B S2 P
1 2 PGR
PLMAX T 4 D C S3
TAEA-03-04-025
P- Port P (Pressure P1) PLMAX- Port PLMAX (Pressure T- Port T (To Hydraulic Oil Tank)
PGR- Port PGR (Pressure PGR) PLMAX)
1- Unload Valve 2- Spring 3- Differential Reducing Valve 4- Spool
T3-4-19
When Pressure P1 Increases

1. Pressure oil (pressure P1) from port P is divided 6. When part D is opened, pressure P1 is routed to
into two routes. One flows to differential reducing port T through spool (4). The opening is changed
valve (3). Another flows to chamber C through the according to movement of spool (4) (balance of
passage in spool (4). force to push spool (4) to the right and the left).
2. As pressure P1 increases due to the load, pressure 7. In addition, as Pressurized Area S2 is equal to
in chamber C increases and the force to push spool Pressurized Area S3, pressure P1 is adjusted as the
(4) to the left (Pressure P1 × Pressurized Area S3) formula: Pressure P1 = Pressure PLMAX + Spring
occurs. (2) Force + Pressure PGR. Therefore, pressure P1 is
always higher than pressure PLMAX.
3. As pressure PGR is routed to chamber A, the force to
push spool (4) to the right is the spring (2) force and
pressure PGR in chamber A.
fNOTE: Differential reducing valve (3) outputs pressure
PLS (Pressure PLS = Pressure P1 – Pressure PLMAX).
4. As pressure PLMAX increases due to the load, In order to output pressure PLS, pressure P1 must be
pressure PLMAX is routed to chamber B and higher than pressure PLMAX. Unload valve (1) controls
pressure in chamber B increases. Then, the force the differential pressure between before and after the
to push spool (4) to the right (Pressure PLMAX × spool in the control valve so that pressure P1 is higher
Pressurized Area S2) occurs. than pressure PLMAX. Then, differential reducing valve
(3) outputs pressure PLS (Pressure PLS = Pressure P1 –
5. When pump delivery pressure (pressure P1) Pressure PLMAX) so that the pump delivery flow rate is
increases and the force to push spool (4) to the left controlled by pressure PLS.
(Pressure P1 × Pressurized Area S3) is larger than the
force to push spool (4) to the right (Spring (2) Force
+ (Pressure PLMAX × Pressurized Area S2) + Pressure T PGR 4
PGR), spool (4) is moved to the left.
PLMAX 2 P1
TAEA-03-04-029
P1- Pressure P1 (main pump delivery pressure)

PGR- Pressure PGR (pilot pressure reduced by revolution sensing
valve according to engine speed)
PLMAX- Pressure PLMAX (maximum pressure in all circuits after main
spool)
PLS- Pressure PLS (pilot pressure reduced by differential reducing
valve)
T- Port T
2- Spring 4- Spool
T3-4-20
When Pressure P1 Increases

A B S2 P
1 2 PGR T D 4 C S3
PLMAX
TAEA-03-04-026
P- Port P (Pressure P1) PLMAX- Port PLMAX (Pressure T- Port T (To Hydraulic Oil Tank)
PGR- Port PGR (Pressure PGR) PLMAX)
1- Unload Valve 2- Spring 3- Differential Reducing Valve 4- Spool
T3-4-21
Differential Reducing Valve

PP1 PGR DR1
Differential reducing valve (4) supplies pressure PLS in
order to regulate the pump flow rate to the PS valve in
the main pump.
When the force to push to the left is stronger:

(Pressure P1× S3) > (Pressure PLS × S1) + (Pressure
PLMAX × S2)
1. Pressure oil (pressure P1) from the main pump is
routed to chamber C and is routed to the piston so
PLS
that the force to push spool (2) to the left (Pressure
P1 × Pressurized Area S3) occurs. P1
2. Pressure oil (pressure PLMAX) from port PLMAX is
routed to chamber B and is routed to spool (2) so
that the force to push spool (2) to the right (Pressure
PLMAX × Pressurized Area S2) occurs. PLMAX 4
3. When pressure P1 increases and (Pressure P1 × TAEA-03-04-030
Pressurized Area S3) is larger than (Pressure PLMAX
DR1- Pressure DR1
× Pressurized Area S2), spool (2) is moved to the left. P1- Pressure P1 (main pump delivery pressure)
PGR- Pressure PGR (pilot pressure reduced by revolution sensing
4. Part E is closed and port DR1 (returning port to the
valve according to engine speed)
hydraulic oil tank) is blocked. PLMAX- Pressure PLMAX (maximum pressure in all circuits after main
5. Part D is opened and pressure PP1 from the pilot spool)
pump is routed to port PLS through part D and valve)
chamber A. Therefore, pressure PP1 is routed to PP1- Pressure PP1 (Primary Pilot Pressure)
port PLS as pressure PLS for the pump control and 4- Differential Reducing Valve
increases pressure PLS.
6. Spool (2) is moved to the left until pressure PLS
increases and the force to push spool (2) to the left
(Pressure P1 × S3) is equal to the force to push spool
(2) to the right ((Pressure PLS × S1 ) + (Pressure
PLMAX × S2)).
T3-4-22
S1 S2 3 S3
A B 1 2 C
TAEA-03-04-027
When the force to push to the left is stronger (pressure P1 is higher):
A D E
PLMAX PLS
PP1 DR1
TAEA-03-04-028
DR1- Port DR1 (Pressure DR1) PLS- Port PLS (Pressure PLS) a- Delivery Pressure from Main Pump
PLMAX- Port PLMAX (Pressure PLMAX) PP1- Port PP1 (Pressure PP1) (Pressure P1)
1- Sleeve 2- Spool 3- Piston
T3-4-23
When the force to push to the left is weaker:

(Pressure P1× S3) < (Pressure PLS × S1) + (Pressure
PLMAX × S2)
1. Pressure oil (pressure P1) from the main pump is PP1 PGR DR1
routed to chamber C and is routed to the piston so
that the force to push spool (2) to the left (Pressure
P1 × Pressurized Area S3) occurs.
2. Pressure oil (pressure PLMAX) from port PLMAX is
routed to chamber B and is routed to spool (2) so
that the force to push spool (2) to the right (Pressure
PLMAX × Pressurized Area S2) occurs.
3. Spool (2) is moved to the left until pressure
PLS increases and (Pressure P1 × S3) is equal to
PLS
((Pressure PLS × S1 ) + (Pressure PLMAX × S2)).
4. Spool (2) is moved to the right when pressure PLS P1
increases and ((Pressure PLS × S1 ) + (Pressure
PLMAX × S2)) is larger than (Pressure P1 × S3).
5. Part D is closed and pressure PP1 from the pilot
pump is not routed through part D. PLMAX 4
TAEA-03-04-030
6. Part E is opened and pressure oil in chamber A and
port PLS (pressure PLS) flows to port DR1 through
part E. Therefore, pressure PLS for the pump control
DR1- Pressure DR1
returns to the hydraulic oil tank and it decreases.
7. Spool (2) is moved to the right until pressure PLMAX- Pressure PLMAX (maximum pressure in all circuits after main
PLS decreases and (Pressure P1 × S3) is equal to spool)
((Pressure PLS × S1 ) + (Pressure PLMAX × S2)). valve)
8. Pressure PLS is maintained in the formula: PLS = P1 - PP1- Pressure PP1 (Primary Pilot Pressure)
4- Differential Reducing Valve
PLMAX (P1 = PLS + PLMAX). (S1=S2=S3)
T3-4-24
S1 S2 3 S3
A B 1 2 C
TAEA-03-04-027
When the force to push to the left is weaker (pressure P1 is lower):

A D E
PLMAX PLS
PP1 DR1
TAEA-03-04-031
DR1- Port DR1 (Pressure DR1) PLS- Port PLS (Pressure PLS)
PLMAX- Port PLMAX (Pressure PLMAX) PP1- Port PP1 (Pressure PP1)
1- Sleeve 2- Spool 3- Piston
T3-4-25
Pressure Compensator
Pressure compensator (4) is provided in circuit (1) before 4
a
spool (2) in the control valve. Pressure compensator (4)
regulates the oil flow rate passing through spool (2) so PL PIN
that the differential pressure in the circuit between before
and after spool (2) (between circuit (1) and circuit (12)) is
kept constant. It controls the pressure oil in order to flow PLS
the proper flow rate through spool (2).
P1
When the differential pressure between pressure T1M9-03-04-020
PIN and pressure PL is higher than pressure PLS:
1. Pressure oil (pressure PIN) in circuit (1) before spool PIN- Pressure PIN (pressure in the corresponding circuit before main
(2) is routed to chamber C (5) through passage (6). spool)
Then, the force to push spool (7) to the left (Pressure PL- Pressure PL (pressure in the corresponding circuit after main
PIN × Pressurized Area S3) occurs. spool)
PLS- Pressure PLS (pilot pressure reduced by differential reducing valve)
2. Pressure oil (pressure PLS) from the differential a- To Control Valve Main Spool
reducing valve is routed to chamber B. Then, the 4- Pressure Compensator
force to push spool (7) to the right (Pressure PLS ×
Pressurized Area S2) occurs.
3. Pressure oil (pressure PL) in circuit (12) after spool
(2) is routed to chamber A and the force to push
spool (7) to the right (Pressure PL × Pressurized Area
S1) occurs.
4. When the load decreases, the differential pressure
between pressure PIN in circuit (1) and pressure PL
in circuit (12) becomes large.
5. When the differential pressure between pressure
PIN in circuit (1) and pressure PL in circuit (12) is
higher than pressure PLS, balance of the force to
push spool (7) to the right and the left is described
in the formula.
Force to push it to the right < Force to push it to the
left
Therefore, spool (7) is moved to the left.
6. When spool (7) is moved to the left, part D becomes
narrower gradually and pressure oil passing
through part D decreases. Pressure oil in circuit (1)
decreases and pressure PIN decreases. Therefore,
the differential pressure between circuit (1) and
circuit (12) decreases.
7. When balance of the force to push spool (7) to the
right and the left is described in the formula, spool
(7) is stopped.
Force to push it to the right = Force to push it to the
left
T3-4-26
1 2
12
PIN
PL 4
A S1 B S2 7 6 C S3 3
PLS TAEA-03-04-022
When the differential pressure is high

1 2 D
12
4
7
TAEA-03-04-023
PIN- Pressure PIN PLS- Pressure PLS S2- Pressurized Area S2

PL- Pressure PL S1- Pressurized Area S1 S3- Pressurized Area S3
1- Circuit 3- Piston 6- Inner Passage 12- Circuit

2- Spool 4- Pressure Compensator 7- Spool
T3-4-27
When the differential pressure between pressure

PIN and pressure PL is lower than pressure PLS:
1. Pressure oil (pressure PIN) in circuit (1) before spool 9. Consequently, the differential pressure between
(2) is routed to chamber C (5) through passage (6). pressure PIN in circuit (1) and pressure PL in circuit
Then, the force to push spool (7) to the left (Pressure (12) is kept equal to pressure PLS, the pressure oil
PIN × Pressurized Area S3) occurs. to flow the constant flow rate through spool (2) is
controlled.
2. Pressure oil (pressure PLS) from the differential
reducing valve is routed to chamber B. Then, the 4
a
force to push spool (7) to the right (Pressure PLS ×
Pressurized Area S2) occurs. PL PIN
3. Pressure oil (pressure PL) in circuit (12) after spool
(2) is routed to chamber A and the force to push
b
spool (7) to the right (Pressure PL × Pressurized Area
S1) occurs. P1
4. When the load increases, the differential pressure T1M9-03-04-020
between pressure PIN in circuit (1) and pressure PL
in circuit (12) becomes small. PGR- Port PGR (pressure from revolution sensing valve)
5. When the differential pressure between pressure PIN- Pressure PIN (pressure in the corresponding circuit before main
spool)
PIN in circuit (1) and pressure PL in circuit (12) is
PL- Pressure PL (p ressure in the corresponding circuit after main
lower than pressure PLS, balance of the force to spool)
push spool (7) to the right and the left is described PLS- Pressure PLS (pilot pressure reduced by differential reducing
in the formula. valve)
a- To Control Valve Main Spool
Force to push it to the right > Force to push it to the b- Pressure PLS (Pressure PGR in case of pressure compensator for
left swing motor)
4- Pressure Compensator
Therefore, spool (7) is moved to the right.
6. When spool (7) is moved to the right, part D
becomes wider gradually and pressure oil passing
fNOTE: Pressure PGR is routed to only pressure
compensator for the swing motor. The shock caused by
through part D increases. Pressure PIN in circuit (1) swing speed change is reduced even if switching to the
increases and the differential pressure between single operation of swing from the combined operation
circuit (1) and circuit (12) increases. of swing or relieving other actuators during combined
7. When balance of the force to push spool (7) to the operation of swing and others.
right and the left is described in the formula, spool
(7) is stopped.
Force to push it to the right = Force to push it to the
left
8. By repeating these procedures so that the force to
push spool (7) to the right is equal to the force to
push spool (7) to the left, spool (7) is moved to the
right and the left constantly.
T3-4-28
1 2
12
PIN
PL 4
A S1 B S2 7 6 C S3 3
b TAEA-03-04-022
When the differential pressure is small

1 2 D
12
4
7 TAEA-03-04-024
PGR- Pressure PGR S1- Pressurized Area S1 b- Pressure PLS (Pressure PGR in
PIN- Pressure PIN S2- Pressurized Area S2 case of pressure compensator
PL- Pressure PL S3- Pressurized Area S3 for swing motor)
PLS- Pressure PLS
1- Circuit 3- Piston 6- Inner Passage 12- Circuit

2- Spool 4- Pressure Compensator 7- Spool
T3-4-29
(Blank)
T3-4-30
Group 5 Pilot Valve
Outline
The pilot valve controls pilot pressure oil in order to move
the spool in the control valve.
The pilot valve outputs pressure according to the control
lever stroke by PPC (Pressure Proportional Control Valve)
function and moves the spool in the control valve.
The 4-port pilot valves for front attachment / swing and
for travel are standard.
The 2-port pilot valve is for boom swing, blade, and
auxiliary (optional).
 Front Attachment / Swing Pilot Valve
Port No. ISO Control Pattern Hitachi Pattern

1 Bucket Roll-In 
2 Boom Raise 
Right
3 Bucket Roll-Out 
4 Boom Lower 
1 Swing (Left) Arm Roll- Out
2 Arm Roll-In Swing (Left)
Left
3 Swing (Right) Arm Roll-In
P
4 Arm Roll- Out Swing (Right)
TADB-03-04-001
A
View A 4
Hydraulic Symbol
P T
1
3 T
1 3 2 4
TADB-03-04-006 2 T1M9-03-05-002
P- Port P T- Port T
(Pressure Oil from Pilot Pump) (To Hydraulic Oil Tank)
T3-5-1
Group 5 Pilot Valve
 Travel Pilot Valve

Port No.
1 Travel (Left Forward)
2 Travel (Left Reverse)
3 Travel (Right Reverse)
4 Travel (Right Forward)
T
P
Hydraulic Symbol
P T
TADB-03-04-002
B
1 2 3 4 View B
T1M9-03-05-006
3 4
2 1
TADB-03-04-003
P- Port P T- Port T
T3-5-2
Group 5 Pilot Valve
 Travel Pilot Valve (Optional)

Port No.
1 Travel (Left Forward)
2 Travel (Left Reverse)
3 Travel (Right Reverse)
4 Travel (Right Forward) T
a Pressure Sensor
P
Hydraulic Symbol
P T a
T1M9-03-05-007
3 4
1 2 3 4
T1M7-03-04-020
a
a- Pressure Sensor
2 1
T1M9-03-05-008
P- Port P T- Port T
a- Pressure Sensor
 Boom Swing / Auxiliary (Optional) Pilot Valve

Port No.
1 Left
Boom Swing
2 Right
1 Open
Auxiliary
2 Close T
Hydraulic Symbol
P T
1 2 TADB-03-04-004
1 2 P- Port P T- Port T
T1CF-03-04-001 (Pressure Oil from Pilot Pump) (To Hydraulic Oil Tank)
T3-5-3
Group 5 Pilot Valve
 Blade Pilot Valve

 without Travel Mode Switch
Port No.
1 Lower
Blade
2 Raise
Hydraulic Symbol T
P T
P
1 2
T1CF-03-04-001
1 2 TADB-03-04-004
P- Port P T- Port T
 with Travel Mode Switch (Optional)

Port No.
1 Blade Raise
2 Blade Lower
T
Hydraulic Symbol
P T T
P
P
1 2
1 2
T554-02-07-009
TADB-03-04-011
1 2
T3-5-4
Group 5 Pilot Valve
Operation (Front Attachment / Swing and Front Attachment /

Travel Pilot Valves) Swing Pilot Valve
The spool (7) head comes in contact with the upper 1

surface of spring guide (4). Spring guide (4) is kept raised
by return spring (6).
2
f NOTE: Total lever strokes for front attachment and
swing controls are determined by stroke dimension 3
(E) of pusher (2). Total lever stroke for travel control is 4
determined by stroke dimension (E) of cam (1). 5
6
TPPP-03-04-005
Travel Pilot Valve

1
2
3
4
5
6
TPPP-03-04-010
1- Cam 3- Casing 5- Balance Spring 7- Spool

2- Pusher 4- Spring Guide 6- Return Spring 8- Hole
T3-5-5
Group 5 Pilot Valve
Neutral (Output Curve: A to B): Front Attachment /

Swing Pilot Valve
1. When in neutral, spool (7) completely blocks
pressure oil from port P (pilot pump). In addition, a
the output port is opened to port T (hydraulic oil
tank) through the inner passage in spool (7).
D
2. Therefore, pressure in the output port is equal to
that in port T.
3. When the control lever is slightly tilted, cam (1) is
tilted and pusher (2) is pushed downward. Pusher C
(2) compresses return spring (6) along with spring
guide (4) together. A B b
4. At this time, as pressure in the output port is equal T1F3-03-09-004
to that in port T, spool (7) moves downward due to a- Pilot Pressure b- Control Lever Stroke
the balance spring (5) force while keeping the lower
surface of the spool (7) head in contact with spring Travel Pilot Valve
guide (4).
a E F
5. This status continues until hole (8) on spool (7) is
connected to port P. D
A B b
T523-02-05-001
a- Pilot Pressure b- Control Lever Stroke
T3-5-6
Group 5 Pilot Valve
Front Attachment /
Swing Pilot Valve
1 1
2 2
3 3 7
4 4 T
5 5
6 6
8
P
7 T 7 T
8 P 8 P
a a
TPPP-03-04-015 TPPP-03-04-006
Travel Pilot Valve
1 1
2 2
T
3 7
3
P
4 4 8
5 5
6 6
a
T T
7 7
P P
8 8
a a
TPPP-03-04-016 TPPP-03-04-011
P- Port P T- Port T a- Output Port

T3-5-7
Group 5 Pilot Valve
During Metering or Decompressing (Output Curve: Front Attachment /

C to D) Swing Pilot Valve
1. When the control lever is further tilted and pusher a

(2) is moved downward further, hole (8) on spool
(7) is connected to port P and pressure oil in port P D
flows to the output port.
2. Pressure in the output port acts on the bottom
surface of spool (7) so that spool (7) is pushed
upward. C
3. When the force to move spool (7) upward is smaller
than the balance spring (5) force, balance spring (5) A B b
is not compressed so that spool (7) is not raised and
T1F3-03-09-004
pressure in the output port increases. a- Pilot Pressure b- Control Lever Stroke
4. As pressure in the output port increases further, the
force to move spool (7) upward increases. When Travel Pilot Valve
this force overcomes the balance spring (5) force,
a E F
spool (7) compresses balance spring (5) and moves
upward.
D
5. As spool (7) is moved upward, hole (8) is closed so
that pressure oil from port P stops flowing to the
output port and pressure in the output port stops
increasing. C
6. As spool (7) is moved downward and balance spring
(5) is compressed, pressure acting on the bottom
A B b
surface of spool (7) increases until pressure balances
with the increasing spring force. This increasing T523-02-05-001
pressure becomes pressure in the output port.
T3-5-8
Group 5 Pilot Valve
Front Attachment /
Swing Pilot Valve
1 1
2 2
7 7
3 T 3
4 T
4
8 8
5 5
6 6
P
P
7 7
T T
P P
8 8
a a
TPPP-03-04-007 TPPP-03-04-008
Travel Pilot Valve
1 1
2 2
T T
7 7
3 3
P P
4 4
5 8 5 8
6 6
a a
T T
7 7
P P
8 8
a a
TPPP-03-04-012 TPPP-03-04-013

T3-5-9
Group 5 Pilot Valve
Full Stroke (Output Curve: E to F) (Only for Travel

Pilot Valve)
1. When the control lever is fully stroked, cam (1)
moves downward until it comes in contact with a E F
casing (3).
2. At this time, the bottom surface of pusher (2) D
directly pushes spool (7). Therefore, even if pressure
in the output port increases further, hole (8) on
spool (7) is kept open.
C
3. Consequently, pressure in the output port is equal
to that in port P.
A B b
T523-02-05-001
Travel Pilot Valve
4
5
6
T
7
8
a
TPPP-03-04-014

T3-5-10
Group 5 Pilot Valve
Operation (Boom Swing / Blade / Auxiliary

(Optional) Pilot Valve)
The spool (7) head comes in contact with the upper
surface of spring guide (4). Spring guide (4) is kept raised 1
by return spring (6).
fNOTE: Total lever stroke is determined by stroke E

dimension (E) of cam (1).
2
3
4
5
6
7
8
TADB-03-04-007
1- Cam 3- Plate 5- Balance Spring 7- Spool

T3-5-11
Group 5 Pilot Valve
 Boom Swing / Blade / Auxiliary (Optional) Pilot Valve
Neutral (Output Curve: A to B):

1. When the control pedal is in neutral, spool (7) a
completely blocks pressure oil from port P. In
addition, the output port is opened to port T D
(hydraulic oil tank) through the inner passage in
spool (7).
2. Therefore, pressure in the output port is equal to
that in port T. C
3. When the control pedal is slightly depressed, cam

(1) is moved and pusher (2) is pushed downward. A B b
Pusher (2) compresses return spring (6) along with
spring guide (4) together. T1F3-03-09-004
4. At this time, as pressure in the output port is equal a- Pilot Pressure b- Pusher Stroke
to that in port T, spool (7) moves downward due to
the balance spring (5) force while keeping the lower
surface of the spool (7) head in contact with spring
guide (4).
5. This status continues until hole (8) on spool (7) is
connected to port P.
fNOTE: The pusher stroke while hole (8) on spool (7) is

connected to port P is play.
T3-5-12
Group 5 Pilot Valve
3 4
8 7
a
TADB-03-04-007
1
7 T
2
8
P
3
4
5 a
8 7
a
TADB-03-04-008

T3-5-13
Group 5 Pilot Valve
During Metering or Decompressing (Output Curve:

C to D)
1. When the control pedal is further depressed and
pusher (2) is moved downward further, hole (8) on a
spool (7) is connected to port P and pressure oil in
port P flows to the output port. D
2. Pressure in the output port acts on the bottom
surface of spool (7) so that spool (7) is pushed
upward.
C
3. When the force to move spool (7) upward is smaller
than the balance spring (5) force, balance spring (5)
is not compressed so that spool (7) is not raised and A B b
pressure in the output port increases.
T1F3-03-09-004
4. As pressure in the output port increases further, the
force to move spool (7) upward increases. When a- Pilot Pressure b- Pusher Stroke
this force overcomes the balance spring (5) force,
balance spring (5) is compressed so that spool (7) is
moved upward.
5. As spool (7) is moved upward, hole (8) is closed so
that pressure oil from port P stops flowing to the
output port and pressure in the output port stops
increasing.
6. As spool (7) is moved downward and balance spring
(5) is compressed, pressure acting on the bottom
surface of spool (7) increases until pressure balances
with the increasing spring force. This increasing
pressure becomes pressure in the output port.
T3-5-14
Group 5 Pilot Valve
2 7 T
8
P
3
4
5 a
T
P
6
7
8
a
TADB-03-04-009
1
2 7 T
8
3
4
5 a
T
6
8
a
TADB-03-04-010

T3-5-15
Group 5 Pilot Valve
Shockless Function (Only for Travel Pilot

Valve)
The travel pilot valve has damper (1) enabling damping of
the speed change shock by travel control lever (4).
Damper (1) is composed of support (5), gear 1 (9), gear 2
(8), and others. Gear 1 (9) is connected to support (5).
Support (5) is secure to bracket (6) by spring pin (2). Travel
1 2 3
control lever (4) and travel pedal (3) are secure to bracket
(6). Therefore, support (5) rotates transversely around pin A
(7) according to movement of travel control lever (4).
4
Operation
5
1. If travel control lever (4) is released while traveling,
spring force of the return spring returns travel
6
control lever (4) to the neutral position.
2. At this time, gear 1 (9) and gear 2 (8) inside damper 7
(1) receive opposing force due to friction. 8
3. Consequently, as travel control lever (4) gradually 9
returns to the neutral position, the extent of sudden A
stop at the time of abrupt release of travel control
lever (4) is reduced.
T1M7-03-04-002
Section A-A 2
5
1
7
T1M7-03-04-003
1- Damper 6- Bracket
2- Spring Pin 7- Pin
3- Travel Pedal 8- Gear 2
4- Travel Control Lever 9- Gear 1
5- Support
T3-5-16
Group 5 Pilot Valve
Shuttle Valve (Optional) Travel Pilot Valve (Optional)
The shuttle valve is for selecting necessary pilot pressure

for traveling and leads pressure oil to the pressure
sensors.
TADB-03-04-005
b a
a- Shuttle Valve b- To Pressure Sensor
T3-5-17
Group 5 Pilot Valve
(Blank)
T3-5-18
Outline
The travel device consists of travel motor (3), travel Travel reduction gear (2) is a two-stage planetary
reduction gear (2), and travel brake valve (1). reduction gear, converts the travel motor (3) rotation
Travel motor (3) is a swash plate type variable power to a slow-large torque, and rotates sprocket (4) and
displacement axial plunger motor and equipped with a the track.
parking brake (a wet-type spring set hydraulic released Travel brake valve (1) prevents the machine from running
single-disc brake). Travel motor (3) is driven by pressure away.
oil from the pump and transmits the rotation power to
travel reduction gear (2).
1 2
TAEA-03-06-001
4
1- Travel Brake Valve 2- Travel Reduction Gear 3- Travel Motor 4- Sprocket
T3-6-1
Travel Reduction Gear

The travel reduction gear is a two-stage planetary As second stage carrier (4) and the travel motor housing
reduction gear. is united into one part, the rotation of second stage
The travel motor rotates shaft (5) and the rotation is planetary gear (3) is transmitted to sprocket (9) via ring
transmitted to first stage sun gear (8).The rotation of first gear (1).
stage sun gear (8) is reduced by first stage planetary gear
(2) and first stage carrier (7), and is transmitted to second
stage sun gear (6).The rotation of second stage sun gear
(6) is reduced by second stage planetary gear (3) and
second stage carrier (4) (united with the travel motor
housing).
5 4 3 2
6 1 7
TAEA-03-06-001
1- Ring Gear 4- Second Stage Carrier 7- First Stage Carrier

2- First Stage Planetary Gear 5- Shaft 8- First Stage Sun Gear
3- Second Stage Planetary Gear 6- Second Stage Sun Gear 9- Sprocket
T3-6-2
(Blank)
T3-6-3
Travel Motor
The travel motor is a swash plate type variable When pressure oil is supplied from the pump, plunger (5)
displacement axial plunger motor, and consists of valve is pushed. As swash plate (4) is inclined, shoe (3) on the
plate (6), swash plate (4), rotor (2), plunger (5), and shaft end of plunger (5) slides along swash plate (4) and rotor
(1). (2) rotates.
Shaft (1) is connected to rotor (2) by a spline joint into
which plunger (5) is inserted.
1 4
2 5 3 T1N0-03-06-001
1- Shaft 3- Shoe 5- Plunger

2- Rotor 4- Swash Plate 6- Valve Plate
T3-6-4
Operation
1. Pressure oil flows to port B in valve plate (6), enters
one side in rotor (2), and pushes plunger (5).
2. This force and inclination of swash plate (4) make
shoe (3) slide on swash plate (4) in order to rotate
rotor (2) and output shaft (7).
3. As rotor (2) rotates, when plungers (5) reach port A,
pressure oil is returned to the hydraulic oil tank.
4. Whether forward travel or reverse travel depends on
whether pressure oil is supplied to port A or port B.
A B
A
B
6
2
7 4 3 6
T183-03-05-009
A- Port A B- Port B
(Pressure oil from main pump (Pressure oil from main pump
or returning oil to hydraulic oil or returning oil to hydraulic oil
tank) tank)
2- Rotor 4- Swash Plate 6- Valve Plate

3- Shoe 5- Plunger 7- Output Shaft
T3-6-5
Parking Brake
The parking brake is a wet-type spring set hydraulic
released single-disc brake. The brake is released when
the brake release pressure oil is routed to brake piston
chamber (a).
The parking brake is automatically applied unless the
travel function is operated.
Friction plates (2) is connected to rotor (4) by a spline
joint.
When brake is released

1. When the travel control lever is operated, pressure
oil from the main pump is routed to port AV or BV in When brake is applied
the travel motor through the control valve. 1. When the travel control lever is returned to neutral,
2. This pressure oil shifts counterbalance valve spool counterbalance valve spool (7) in the travel brake
(7) in the travel brake valve and is routed to brake valve is returned to neutral.
piston (5) through the notch on counterbalance 2. As pressure oil routed to brake piston (5) is returned
valve spool (7). to the drain circuit, brake piston (5) is returned by
3. Consequently, as brake piston (5) is pushed, spring (6).
friction plates (2) become freed so that the brake is 3. Consequently, the spring force acts on friction
released. plate (2), which is engaged with the external
circumference of rotor (4). Therefore, the external
circumference of rotor (4) is secured with friction
force.
T3-6-6
When the brake is applied: When the brake is released:

a 1 2 a 1 2
TAEA-03-06-005 TAEA-03-06-006
6 4 5 6 4 5
7 BV b AV
TAEA-03-06-004
TAEA-03-06-003
AV- Port AV BV- Port BV a- Brake Piston Chamber

(Pressure oil from main pump) (Pressure oil from main pump) b- To Brake Piston
1- Housing 4- Rotor 6- Spring

2- Friction Plate 5- Brake Piston 7- Counterbalance Valve Spool
T3-6-7
Travel Brake Valve

The travel brake valve is located on the travel motor head
and consists of the following valves.
 Counterbalance Valve (2):

Counterbalance valve (2) ensures smooth start / stop
travel operation and prevents the machine from
running away when traveling on a down slope. In
addition, counterbalance valve (2) routes the travel
motor operating pressure oil in the high-pressure port
(AV or BV) to the parking brake.
 Anti-Cavitation Valve (3):

Anti-cavitation valve (3) reduces cavitation developed
in the circuit when stopping the travel motor.
 Check Valve (4):

Check valve (4) assists the counterbalance valve (2)
operation.
 Travel Mode Selector Valve (5):

Travel mode selector valve (5) is switched by pressure
oil from the travel mode selector solenoid valve and
switches the travel speed by the control piston.
T3-6-8
3 A
1 A
TAEA-03-06-004
Section A-A Section B-B

2
TAEA-03-06-003 T1LD-03-5-010
1- Travel Brake Valve 3- Anti-Cavitation Valve 5- Travel Mode Selector Valve

2- Counterbalance Valve 4- Check Valve
T3-6-9
Counterbalance Valve
 While Traveling
1. When pressure oil from the control valve enters
port BV (12), pressure oil flows through the inside
of spool (2), unseats check valve BC (9), and flows
further to motor port BM (8).
2. On the other hand, returning oil from the travel
motor is routed to motor port AM (7). However, its
passage is blocked by check valve AC (6) and spool
(2).
3. When pressure in port BV (12) increases further,
pressure oil is routed to chamber B (10) through
orifice (11) and moves spool (2) to the right.
4. Consequently, returning oil from the travel motor
flows to port AV (1) through notch (4) of spool (2).
As pressure oil starts flowing at this stage, the travel
motor starts rotating.
5. When the travel control lever is returned to neutral,
spool (2) is returned to the original position by the
spring force and blocks the oil passage so that the
travel motor rotation is stopped.
 While Descending a Slope

1. When the machine descends a slope, the travel
motors are forcibly rotated by the machine self
weight like a pump.
2. If the travel motor draws oil, oil pressure in port BV
(12) and chamber B (10) decrease. Spool (2) moves
to the left so that returning oil from the travel motor
is reduced.
3. Therefore, oil pressure in motor port AM (7)
increases and functions the travel motor brake.
4. Once pressure oil is reduced, pressure in port BV
(12) increases again and moves spool (2) to the
right.
5. By repeating this (hydraulic brake operation), the
machine is prevented from running away.
T3-6-10
During travel operation:
12 1
2
11
3
10
5
9
8
7
TAEA-03-06-002
1- Port AV 5- Chamber A 9- Check Valve BC

2- Spool (Counterbalance Valve) 6- Check Valve AC 10- Chamber B
3- Orifice 7- Motor Port AM 11- Orifice
4- Notch 8- Motor Port BM 12- Port BV
T3-6-11
Anti-Cavitation Valve
The anti-cavitation valve reduces cavitation developed
in the circuit when stopping the travel operation.
The anti-cavitation valve consists of passage A, passage
B, passage C, and the spool.
 When traveling
f NOTE: Refer to Counterbalance Valve (T3-6-10) for
counterbalance valve operation.
1. One of pressure oil from port BV (1) flows to motor 3. Passage A to passage C is closed by spool (5). Then,
port BM (6) through the counterbalance valve. the returning oil from motor port AM (4) returns to
Another pressure oil is routed to chamber D port AV (2) through counterbalance valve (3).
through passage B.
2. Therefore, pressure oil from port BV (1) is routed to
spool (5) and pushers it to the right.
1 2
B
4
D 5
TAEA-03-06-011
1- Port BV 3- Counterbalance Valve 5- Spool

2- Port AV 4- Motor Port AM 6- Motor Port BM
T3-6-12
 When traveling is stopped

f NOTE: Refer to Counterbalance Valve (T3-6-10) for
counterbalance valve operation.
1. When the travel control lever is set to the neutral 5. Pressure oil from motor port AM (4) is routed to
position, pressure oil from port BV (1) is not chamber E through notch (7) of counterbalance
delivered and counterbalance valve (3) gradually valve (3) and passage C. Pressure oil from motor
returns to the neutral position. port AM (4) routed to chamber E pushes spool (5) to
the left.
2. The travel motor is forcibly rotated by the inertia
force like a pump. 6. When spool (5) is shifted to the left, passage C is
connected to passage A through the notch of spool
3. Therefore, the pressure in motor port AM (4) side
(5).Then, pressure oil from motor port AM (4) flows
becomes high and the motor port BM (6) side is the
to motor port BM (6).
suction port side.
7. As pressure oil at the motor port AM (4) side is
4. As passage C is connected to motor port AM (4),
supplied to the motor port BM (6) side, cavitation
the pressure becomes high. On the other hand, as
in the circuit is prevented when stopping the travel
passage A is connected to motor port BM (6), it is
operation.
the suction port side.
8. The operations described above are repeated until
notch (7) of counterbalance valve (3) is completely
closed.
1 2 7
B
4
C
E
5
T1LD-03-05-003
1- Port BV 3- Counterbalance Valve 5- Spool 7- Notch

2- Port AV 4- Motor Port AM 6- Motor Port BM
T3-6-13
Travel Mode Selector Valve

 Slow Speed Operation  When Engine Stops
1. When the travel is at slow speed, pressure oil from 1. When the engine stops, pressure oil routed to
the travel mode selector solenoid valve is not control piston (4) returns to the hydraulic oil tank
supplied to pilot port Ps (a) of travel mode selector through travel mode selector valve (6).
valve (6).
2. Consequently, surface (e) of swash plate (8) makes
2. Therefore, the motor load pressure (pressure Pin) contact with the housing and the angle of swash
routed to chamber A and the spring (7) force push plate (8) increases.
spool (1) to the left.
3. Then, as the high-pressure side port and low-
pressure side port (port M1 and port M2) of travel
mode selector valve (6) are blocked by spool (1),
pressure oil is not supplied to control piston (4).
4. Consequently, the angle of swash plate (8) increases
and makes the stroke of plunger (2) longer.
5. As a consequence, the motor capacity becomes
larger and the travel motor rotates at slow speed.
 Fast Speed Operation

1. When the travel is at fast speed, pressure oil from
the travel mode selector solenoid valve is supplied
to pilot port Ps (a) of travel mode selector valve (6).
2. When the force (pilot pressure x pressurized area
(b) of spool (1)) exceeds the force (motor load
pressure (pressure Pin) x pressurized area (c) of
piston (5) + spring (7) force), spool (1) is moved to
the right.
3. Therefore, pressure oil from the high-pressure side
port and low-pressure side port (port M1 and port
M2) is supplied to control piston (4).
4. Swash plate (8) is pushed by control piston (4) due
to the supplied pressure oil, which makes surface
(d) contact with the housing.
5. Consequently, the angle of swash plate decreases
and makes the stroke of plunger (2) shorter.
6. As a consequence, the motor capacity becomes
smaller and the travel motor rotates at fast speed.
T3-6-14
Slow Speed Operation: Fast Speed Operation:
M1 Pin M2 3 b M1 Pin M2 c 3
a a
6 6
7 7
A A
1 1
8 8 d
2 5 4 2 e 5 4
TAEA-03-06-009 TAEA-03-06-010
M1- Port M1 a- Pilot Port Ps c- Pressurized Area of Piston (5)

M2- Port M2 (From Travel Mode Selector d- Surface d
Pin- Pressure Pin (Motor Load Solenoid Valve) e- Surface e
Pressure) b- Pressurized Area of Spool (1)
1- Spool 3- Piston 5- Spring 7- Spring

2- Plunger 4- Control Piston 6- Travel Mode Selector Valve 8- Swash Plate
T3-6-15
Auto Swash Angle Control

At fast speed position (at small swash plate angle),
switching to slow speed position (at large swash plate
angle) is made automatically due to motor load.
1. When turning the travel mode switch to FAST, the

travel motor rotates at fast speed.
2. The motor load pressure (pressure Pin) is routed to
chamber A and pushes spool (9) to the left.
3. As pressure Pin increases, the force to push spool (9)
to the left also increases.
4. When the force (the sum of force pressure Pin ×
pressurized area (c) of piston (5) and spring (4)
force) exceeds the force (pilot pressure (a) from
travel mode selector solenoid valve × pressurized
area (d) of spool (9)), spool (9) of travel mode
selector valve (6) is moved to the left.
5. Therefore, pressure oil is not supplied to control
piston (7). Pressure oil routed to control piston (7)
returns to the hydraulic oil tank.
6. Consequently, the displacement angle of swash
plate increases. Therefore, the motor capacity also
increases and the travel motor rotates at slow
speed.
7. When pressure Pin decreases and the force
(pressure Pin x pressurized area (c) of piston (5)) is
larger than the force to push spool (9) to the right,
spool (9) of travel mode selector valve (6) is moved
to the right.
8. Consequently, pressure oil is supplied to control
piston (7), the motor capacity is reduced, and the
motor speed returns to fast speed.
T3-6-16
At Fast Speed: At Slow Speed:
Pin Pin
7 7
6 6
a a
DR DR
3 3
1 2 1 2
TAEA-03-06-008 TAEA-03-06-007
Pin
d A
c
5
4
b b
T1N0-03-06-006
Pin- Pressure Pin (Motor Load a- Pilot Pressure (Pilot Port Ps) c- Pressurized Area of Piston (5)
Pressure) from Travel Mode Selector d- Pressurized Area of Spool (9)
Solenoid Valve
b- From Control Piston
1- Port A 4- Spring 7- Control Piston
2- Port B 5- Piston 9- Spool
3- Counterbalance Valve 6- Travel Mode Selector Valve
T3-6-17
(Blank)
T3-6-18
2-Spool Solenoid Valve

1 2
There are two kinds of solenoid valves in the 2-spool
solenoid valve; one is pilot shut-off solenoid valve (1) in
order to turn pilot pressure ON or OFF, the other is travel
mode selector solenoid valve (2) in order to shift travel
speed.
fNOTE: The structures of pilot shut-off solenoid valve (1)

and travel mode selector solenoid valve (2) are same.
TADB-03-06-001
1- Pilot Shut-Off Solenoid Valve 3- Pilot Relief Valve

2- Travel Mode Selector
Solenoid Valve
T3-7-1
 Pilot Shut-Off Solenoid Valve

 Pilot Shut-Off Lever: LOCK Position Pilot Shut-Off Lever: LOCK Position
1. When the pilot shut-off lever is set to the LOCK
position, the pilot shut-off relay is turned OFF and
the pilot shut-off solenoid valve is turned OFF. (Refer
to SYSTEM / Electrical System.)
2. Pressure oil from the pilot pump is blocked by spool
(1) in the pilot shut-off solenoid valve.
3. Therefore, even if the control / travel control lever is
operated, the pilot valve is not activated. P
1
 Pilot Shut-Off Lever: UNLOCK Position T
a
position, the pilot shut-off relay is turned ON and
the pilot shut-off solenoid valve is turned ON. (Refer
to SYSTEM / Electrical System.)
2. Therefore, spool (1) in the pilot shut-off solenoid
valve is pushed down and pressure oil from the pilot TADB-03-06-004
pump flows to the pilot valve.
3. Consequently, when the control / travel control
lever is operated, the pilot valve is activated. Pilot Shut-Off Lever: UNLOCK Position
P
1
a
TADB-03-06-005
P- Primary Pilot Pressure T- Returning Oil to Hydraulic Oil

a- To Pilot Valve Tank
1- Spool
T3-7-2
 Travel Mode Selector Solenoid Valve

 Slow Speed Position Slow Speed Position
1. When the travel mode switch is turned OFF (set to
slow speed position), the travel mode selector relay
is turned OFF and the travel mode selector solenoid
valve is turned OFF. (Refer to SYSTEM / Electrical
System.)
2. Pressure oil from the pilot pump is blocked by spool P
(1) in the travel mode selector solenoid valve.
3. Consequently, the travel mode selector valve in 1
travel motor is not shifted and the travel motor
rotates at slow speed. a
T
 Fast Speed Position
1. When the travel mode switch is turned ON (set to
fast speed position), the travel mode selector relay
is turned ON and the travel mode selector solenoid
valve is turned ON. (Refer to SYSTEM / Electrical
System.) TADB-03-06-005
2. Therefore, spool (1) in the travel mode selector

solenoid valve is pushed down and pressure oil
from the pilot pump flows to both right and left
travel motors. Fast Speed Position
3. Consequently, the travel mode selector valve in

travel motor is shifted and travel motor rotates at
fast speed.
TADB-03-06-006
P- Primary Pilot Pressure T- Returning Oil to Hydraulic Oil

a- To Travel Motor Tank
1- Spool
T3-7-3
 Pilot Relief Valve

The pilot circuit of 2-spool solenoid valve has a pilot
relief valve which prevents the circuit pressure from
rising more than the set pressure.
1. Pressure oil from the pilot pump is always routed

to relief cap (1). When this pressure increases more 1
than the set pressure (spring (2) force), relief cap (1)
is moved and pressure oil is relieved.
2
TADB-03-06-003
a- From Pilot Pump b- To Hydraulic Oil Tank

1- Relief Cap 2- Spring
T3-7-4
Torque Control Solenoid Valve (Only Machine

with the Air Conditioner (Optional) Attached)
The torque control solenoid valve controls pressure oil
B
from the pilot pump and controls delivery flow rate of the
main pump.
B
T1M9-03-07-003
Section B-B
T1M9-03-07-004
A- Port A (Torque Control T- Port T (To Hydraulic Oil Tank)

Solenoid Valve: Main Pump)
P- Port P (From Pilot Pump)
1- Spool
T3-7-5
 Torque Control Solenoid Valve

 Air Conditioner Switch: OFF Air Conditioner Switch: OFF
1. When the air conditioner switch is OFF, the torque
control solenoid valve is turned OFF.
2. Pressure oil from the pilot pump is blocked by spool
(1) in the torque control solenoid valve.
3. Consequently, pressure oil is not supplied to the
control piston of main pump.
 Air Conditioner Switch: ON
1. When the air conditioner switch is ON, the torque
control solenoid valve is turned ON. a
2. Therefore, spool (1) in the torque control solenoid

1
valve is pushed down and pressure oil from the
pilot pump is supplied to the control piston of main
pump. A
3. Consequently, the control piston tilts the swash
plate of main pump and controls the pump delivery
flow rate.
T1M9-03-07-004
Air Conditioner Switch: ON
TADB-03-06-007
A- Port A (To Control Piston of a- From Pilot Pump

Main Pump)
1- Spool
T3-7-6
Auxiliary Flow Rate Selector Valve (Optional)

The auxiliary flow rate selector valve consists of flow rate Flow Rate Selector Solenoid Valve: OFF
selector solenoid valve (1) and reducing valve (2). 1
When the auxiliary flow rate selector switch is turned
ON, flow rate selector solenoid valve (1) is turned ON and
2
supplies pilot pressure to the auxiliary pilot valve after
reducing it to the set value.
Operation 3
T
 Flow Rate Selector Solenoid Valve: OFF
1. When flow rate selector solenoid valve (1) is OFF, the
pilot pressure oil flows to port P, passage (5), and 6 4
spring chamber (3).
2. At this time, the spring force and pilot pressure oil
are routed to the upper end of spool (4) and only
pilot pressure oil is routed to the lower end of it. P
A
3. Therefore, as spool (4) is pushed down, the pilot
pressure is kept unchanged and output through
port A.
5
TAEA-03-07-001
A- Port A P- Port P
T- Port T
1- Flow Rate Selector Solenoid 4- Spool
Valve 5- Passage
2- Reducing Valve 6- Spool
3- Spring Chamber
T3-7-7
 Flow Rate Selector Solenoid Valve: ON

1. When flow rate selector solenoid valve (1) is turned
Flow Rate Selector Solenoid Valve: ON
ON, spool (6) moves downward and the pressure 1
oil which flows to spring chamber (3) is blocked by
spool (6).
2
2. Pressure oil from port P flows to only passage (5).
Pressure oil in spring chamber (3) flows to port T
through the notch part of spool (6).
3
3. Therefore, as only the spring force is routed to the T
upper end of spool (4), spool (4) moves upward due
to the pressure at port A.
6 4
4. At this time, pressure oil in port A flows to port T
through spring chamber (3).
5. Therefore, the pressure at port A decreases and
spool (4) moves downward due to the spring force. P
6. By repeating these procedures, the pilot pressure A

from port P is supplied to the auxiliary pilot valve
after reducing it to the set value.
5
T1M9-03-07-006
T 3
T1M9-03-07-007
A- Port A P- Port P
T- Port T
1- Flow Rate Selector Solenoid 4- Spool
Valve 5- Passage
2- Reducing Valve 6- Spool
3- Spring Chamber
T3-7-8
Swing Bearing
The swing bearing supports the upperstructure on the
undercarriage and allows the upperstructure to swing
smoothly.
This bearing is a single row type ball bearing and consists
of outer race (1), inner race (3), ball (6), support (5), and
seals (2, 4).
Outer race (1) is bolted to the upperstructure. Inner race
(3) is bolted to the undercarriage. The internal gear of
inner race (3) meshes with the output shaft of the swing
reduction gear.
TADB-03-07-001
1- Outer Race 3- Inner Race 5- Support

2- Seal 4- Seal 6- Ball
T3-8-1
Center Joint
The center joint is a 360 ° rotating joint. When the
upperstructure swings, the center joint eliminates
twisting of the hoses and allows hydraulic oil to flow the
travel motors and the blade cylinder.
Spindle (1) and body (2) are secured to the upperstructure
and to the swing center of the undercarriage respectively.
Pressure oil flows to the right and left travel motors and
the blade cylinder through spindle (1) and each oil port
of body (2). Seals (3) prevent oil leaks between spindle (1)
and body (2).
c d 1
a b
f
g h
e
d 2
b
c
3
a
TADB-03-07-002 TADB-03-07-003
a Travel (Left Reverse) d- Travel (Right Forward) g- Drain

b- Travel (Right Reverse) e- Blade Lower h- Pilot Pressure for Travel Mode
c- Travel (Left Forward) f- Blade Raise Control
1- Spindle 2- Body 3- Seal
T3-8-2
Track Adjuster
The track adjuster located on the side frame consists of
spring (3) and adjuster cylinder (1).
Spring (3) absorbs the loads applied to the front idler (4)
part. Track sag is adjusted by adjuster cylinder (1).
 When grease is supplied through grease fitting (5),

grease fills chamber (a) in adjuster cylinder (1), pushes
piston rod (2), and reduces track sag. Detail A
5
TADB-03-07-004
4 2 1 3 A
TADB-03-07-005
1- Adjuster Cylinder 3- Spring 5- Grease Fitting

2- Piston Rod 4- Front Idler
T3-8-3
(Blank)
T3-8-4
MEMO
MEMO
SECTION 4
OPERATIONAL PERFORMANCE TEST

CONTENTS
Operational Performance Tests....................................... T4-1-1
Preparation for Performance Tests................................ T4-1-2
Group 2 Standard
Operational Performance Standard Table.................. T4-2-1
Main Pump P-Q Diagram ................................................. T4-2-7
Sensor Activating Range................................................... T4-2-9
Group 3 Engine Test
Engine Speed........................................................................ T4-3-1
Lubricant Consumption.................................................... T4-3-4
Travel Speed.......................................................................... T4-4-1
Track Revolution Speed..................................................... T4-4-2
Mistrack Check...................................................................... T4-4-3
Travel Parking Leakage...................................................... T4-4-4
Swing Speed.......................................................................... T4-4-5
Swing Function Drift Check............................................. T4-4-6
Swing Motor Leakage........................................................ T4-4-8
Maximum Swingable Slant Angle................................T4-4-10
Swing Bearing Play............................................................T4-4-12
Hydraulic Cylinder Cycle Time.......................................T4-4-14
Dig Function Drift Check.................................................T4-4-17
Control Lever Operating Force......................................T4-4-19
Control Lever Stroke.........................................................T4-4-20
Combined Operation of
Boom Raise / Swing Function Check.....................T4-4-21
Clearance of
Front Attachment Connecting Part.......................T4-4-22
Primary Pilot Pressure......................................................... T4-5-1
Secondary Pilot Pressure................................................... T4-5-3
Main Relief Set Pressure.................................................... T4-5-4
Overload Relief Valve Set Pressure................................ T4-5-7
Pump Driving Torque......................................................... T4-5-9
Swing Motor Drainage.....................................................T4-5-10
Travel Motor Drainage.....................................................T4-5-12
Revolution Sensing Valve Output Pressure
(Pressure PGR)................................................................T4-5-14
Pump Delivery Pressure...................................................T4-5-16
Auxiliary Flow Rate Selector Valve Pressure
(Optional)........................................................................T4-5-18
AEAT-4-1
(Blank)
AEAT-4-2
Operational Performance Tests

Use operational performance test procedure to The machine performance does not always deteriorate
quantitatively check all system and functions on the as the working hours increase. However, the machine
machine. performance is normally considered to reduce in
proportion to the increase of the operation hours.
Purpose of Performance Tests Accordingly, restoring the machine performance by
repair, adjustment, or replacement shall consider the
1. To comprehensively evaluate each operational
number of the machine’s working hours.
function by comparing the performance test data
with the standard values.
Definition of “Performance Standard”
2. According to the evaluation results, repair, adjust, or
1. Operation speed values and dimensions of the new
replace parts or components as necessary to restore
machine.
the machine’s performance to the desired standard.
2. Operational performance of new components
3. To economically operate the machine under
adjusted to specifications. Allowable errors will be
optimal conditions.
indicated as necessary.
Kinds of Tests
1. Base machine performance test is to check the
operational performance of each system such as
engine, travel, swing, and hydraulic cylinders.
2. Hydraulic component unit test is to check the
operational performance of each component such
as hydraulic pump, motor, and various kinds of
valves.
Performance Standards
“Performance Standard” is shown in tables to evaluate
the performance test data.
Precautions for Evaluation of Test Data

1. To evaluate not only that the test data are correct,
but also in what range the test data are.
2. Be sure to evaluate the test data based on the
machine operation hours, kinds and state of work
loads, and machine maintenance conditions.
T4-1-1
Preparation for Performance Tests

Observe the following rules in order to carry out
performance tests accurately and safely.
THE MACHINE
1. Repair any defects and damage found, such as oil
or water leaks, loose bolts, cracks and so on, before
starting to test.
TEST AREA
1. Select a hard and flat surface.
2. Secure enough space to allow the machine to run
straight more than 20 m (65 ft 7 in), and to make a
full swing with the front attachment extended.
3. If required, rope off the test area and provide
signboards to keep unauthorized personnel away.
PRECAUTIONS
1. Before starting to test, agree upon the signals to be
employed for communication among coworkers.
Once the test is started, be sure to communicate
with each other using these signals, and to follow
them without fail.
2. Operate the machine carefully and always give first
priority to safety.
3. While testing, always take care to avoid accidents
due to landslides or contact with high-voltage
power lines. Always confirm that there is sufficient
space for full swings.
4. Avoid polluting the machine and the ground with
leaking oil. Use oil pans to catch escaping oil. Pay
special attention to this when removing hydraulic T105-06-01-003
pipings.
MAKE PRECISE MEASUREMENT

1. Accurately calibrate test instruments in advance to
obtain correct data.
2. Carry out tests under the exact test conditions
prescribed for each test item.
3. Repeat the same test and confirm that the test data
obtained can be produced repeatedly. Use mean
values of measurements if necessary.
T105-06-01-004
T4-1-2
Group 2 Standard
Operational Performance Standard Table The following switch positions shall be selected and the
hydraulic oil temperature shall be maintained as indicated
The standard Performance values are listed in the table below as the preconditions of performance tests unless
below. otherwise instructed in each performance test procedure:
Refer to the Group T4-3 to T4-5 for performance test  Engine Control Dial : Fast Idle
procedures.  Power Mode : PWR
Values indicated in parentheses are reference values.  Auto-Idle Switch: OFF
 Hydraulic Oil Temperature : 50±5 °C (122±9 °F)
Performance Test Designation Unit Performance Remarks Reference

Standard Page
ENGINE SPEED min-1 T4-3-1
Slow Idle Speed 1200±50
Fast Idle Speed 2430±50
Fast Idle Speed (Relief Operation) 2400±50
Auto-Idle Speed (Slow Idle Speed) 1200±50
ENGINE COMPRESSION PRESSURE MPa(kgf/cm2, 3.43(35, 495)±0.1 Measure after warming up Refer to Engine
psi) (1, 15) the engine. Manual.
VALVE CLEARANCE (IN, EX) mm 0.15 to 0.25 Measure with the engine Refer to Engine
cold. Manual.
NOZZLE INJECTION PRESSURE MPa(kgf/cm2, 19.6 to 20.6 (200 Refer to Engine
psi) to 210, 2840 to Manual.
2990)
INJECTION TIMING Before TDC 4.5 ° Refer to Engine
Manual.
T4-2-1
Group 2 Standard

Standard Page
TRAVEL SPEED sec/20 m T4-4-1
Fast Speed Mode 17.0±1.5/18.3±1.5
(Rubber Crawler/Steel Crawler)
Slow Speed Mode 27.6±1.5/29.7±1.5
TRACK REVOLUTION SPEED sec/3 rev T4-4-2
Fast Speed Mode 12.4±1.5/13.1±1.5
Slow Speed Mode 22.0±1.5/23.3±1.5
MISTRACK (With fast and slow travel mm/20 m 200 or less T4-4-3
speed modes)
TRAVEL PARKING LEAKAGE mm/3 min about 0 T4-4-4
SWING SPEED sec/3 rev 20.0±1.5 T4-4-5
SWING FUNCTION DRIFT CHECK mm/90° 163 or less T4-4-6
SWING MOTOR LEAKAGE mm/5 min 0 Bucket: loaded T4-4-8
MAXIMUM SWINGABLE SLANT ANGLE deg 20 or more Bucket: loaded T4-4-10
SWING BEARING PLAY mm 0.4 or less Allowable limit: 1.8 T4-4-12
T4-2-2
Group 2 Standard

Standard Page
HYDRAULIC CYLINDER CYCLE TIME sec T4-4-14
Boom Raise 2.1±0.3
Boom Lower 2.9±0.3
Arm Roll-In 2.6±0.3
Arm Roll-Out 2.3±0.3
Bucket Roll-In 2.3±0.3
Bucket Roll-Out 1.7±0.3
Boom Swing (Right) 7.2±0.5
Boom Swing (Left) 7.2±0.5
Blade Raise 2.7±0.3
Blade Lower 3.5±0.3
DIG FUNCTION DRIFT CHECK mm/5 min Bucket: loaded T4-4-17
Boom Cylinder 5 or less
Arm Cylinder 8 or less
Bucket Cylinder 5 or less
Bucket Bottom 100 or less
Blade Cylinder 3 or less
Blade Cylinder (With the track 15 or less
jacked up)
Boom Swing Cylinder 3 or less
T4-2-3
Group 2 Standard

Standard Page
CONTROL LEVER/PEDAL OPERATING N(kgf, lbf ) T4-4-19
FORCE
Front and Rear at Right Side 15(1.5, 3.38) or
less
Right and Left at Left Side 15(1.5, 3.38) or
less
Right and Left at Right Side 15(1.5, 3.38) or
less
Front and Rear at Left Side 15(1.5, 3.38) or
less
Travel Control Lever 23(2.3, 5.18) or
less
Blade Control Lever 22(2.2, 4.95) or
less
Boom Swing Pedal 60(6.1, 13.5) or
less
CONTROL LEVER/PEDAL STROKE mm T4-4-20
Front and Rear at Right Side 88±10
Right and Left at Left Side 73±10
Right and Left at Right Side 73±10
Front and Rear at Left Side 88±10
Travel Control Lever 94±10
Blade Control Lever 49±10
Boom Swing Pedal 18±5
BOOM RAISE/SWING (Bucket: Empty) T4-4-21
Height mm 2900 or more
Time sec 2.3±0.3
T4-2-4
Group 2 Standard
PERFORMANCE TEST Performance Reference

Unit Remarks
DESIGNATION Standard Page
Clearance of Front Attachment mm T4-4-22
Connecting Part
Swing Post and Boom Foot 1.0 or less Swing Post max 50.02
min 50.00
Boom Foot max 50.16 including Bushing
min 49.96 including Bushing
Pin max 49.97
min 49.95
Boom and Arm 1.0 or less Boom max 50.03
min 50.00
Arm max 50.16 including Bushing
min 49.96 including Bushing
Pin max 49.97
min 49.95
T4-2-5
Group 2 Standard

Standard Page
HYDRAULIC SYSTEM
PRIMARY PILOT PRESSURE MPa(kgf/cm2, 6.7±0.5(68±5, T4-5-1
psi) 970±73)
SECONDARY PILOT PRESSURE MPa(kgf/cm2, 2.9±0.5(30±5, T4-5-3
psi) 420±73)
MAIN RELIEF VALVE SET PRESSURE MPa(kgf/cm2, Measure at machine. T4-5-4
psi)
Main Pump P1 25.3±1.0(258±10,
3670±145)
Travel 25.0±1.0(255±10,
3630±145)
Swing 21.1±1.0(215±10,
3060±145)
OVERLOAD RELIEF VALVE SET MPa(kgf/cm2, Measured at test stand. T4-5-7
PRESSURE psi)
Boom, Arm, Bucket 26.5±1.0(270±10,
3840±145)
SWING MOTOR DRAINAGE L/min (gpm) T4-5-10
With constant speed (0.5 (0.13) or less)
TRAVEL MOTOR DRAINAGE L/min (gpm) T4-5-12
With constant speed (With fast and (0.3 (0.079)/0.2
slow travel speed modes) (0.053) or less)
REVOLUTION SENSING VALVE OUTPUT MPa(kgf/cm2, T4-5-14
PRESSURE (Pressure PGR) psi)
Fast Idle 1.96(20, 285) Reference Value
Slow Idle 0.49(5.0, 71) Reference Value
PUMP DELIVERY PRESSURE (Control MPa(kgf/cm2, T4-5-16
Lever in Neutral) psi)
Fast Idle 2.6(25.5, 375) Reference Value
Slow Idle 1.1(10.8, 160) Reference Value
T4-2-6
Group 2 Standard
Main Pump P-Q Diagram

 P-Q Control (Torque Control)
(Reference: Calculated Valve)
 Rated Pump Speed: 2400 min-1 (rpm)
 Hydraulic Oil Temperature: 50±5 °C (122±9 °F)
 Pilot Pump Pressure: 5.9 MPa(60 kgf/cm2, 855 psi)
 Points on P-Q Line  Points on P-Q Line

(Air Conditioner: OFF) (Air Conditioner: ON)
Delivery Pressure Flow Rate Delivery Pressure Flow Rate
MPa (kgf/cm2, psi) L/min (gpm) MPa (kgf/cm2, psi) L/min (gpm)
A 1.8 (18.4, 260) 120.0 (31.7) A 1.8 (18.4, 260) 120.0 (31.7)
B 4.7 (47.9, 680) 120.0 (31.7) B 4.7 (47.9, 680) 120.0 (31.7)
C 8.9 (90.8, 1290) 111.8 (29.5) F 6.8 (69.4, 985) 115.3 (30.4)
D 16.7 (170, 2420) 67.2 (17.7) G 15.2 (155, 2200) 67.2 (17.7)
E 24.5 (250, 3550) 45.6 (12.0) H 24.5 (250, 3550) 38.4 (10.1)
Q
L/min
A B
C
F
G
E
P
(51) (102) (153) (204) (255)
MPa (kgf/cm2) T1NG-04-02-001
P- Delivery Pressure Q- Flow Rate
T4-2-7
Group 2 Standard
 Auxiliary Section P-Q Control (Torque Control)

(Reference: Calculated Valve)
 Rated Pump Speed: 2400 min-1 (rpm)
 Pilot Pump Pressure: 5.9 MPa(60 kgf/cm2)
 Points on P-Q Line  Points on P-Q Line

(Air Conditioner: OFF) (Air Conditioner: ON)
Delivery Pressure Flow Rate Delivery Pressure Flow Rate
MPa (kgf/cm2, psi) L/min (gpm) MPa (kgf/cm2, psi) L/min (gpm)
A 1.8 (18.4, 260) 87.5 (23.1) A 1.8 (18.4, 260) 87.5 (23.1)
B 12.7 (130, 1840) 87.5 (23.1) E 11.3(115, 1640) 87.5 (23.1)
C 16.7 (250, 2420) 67.2 (17.7) F 15.2 (155, 2200) 67.2 (17.7)
D 24.5(250, 3550) 45.6 (12.0) G 24.5 (250, 3550) 38.4 (10.1)
Q
L/min B
A E
P
(51) (102) (153) (204) (255)
MPa (kgf/cm2) TAEBJ0-04-02-001
P- Delivery Pressure Q- Flow Rate
T4-2-8
Group 2 Standard
Sensor Activating Range
1. Checking Method

 Unless specified:
Engine Control Power Mode Auto-Idle Switch

Dial
Fast Idle PWR OFF
2. Sensor Activating Range
Item Operation Specification

Engine Control Dial Slow Idle 0.6±0.1 V
Fast Idle 4.0±0.1 V
Auto-Idle Pressure Sensor Control Lever: Neutral 0.64 MPa (6.5 kgf/cm2, 93 psi) or less
Pilot Shut-Off Lever: LOCK
Control Lever: Full Stroke 3.0 MPa (30.6 kgf/cm2, 435 psi) or more
Pilot Shut-Off Lever: UNLOCK
T4-2-9
Group 2 Standard
(Blank)
T4-2-10
Group 3 Engine Test
Engine Speed
Summary:
1. Measure the engine speed by using the monitor.
2. Measure the engine speeds in each mode.
fNOTE: If the engine speed is not adjusted correctly, all

other performance data will be unreliable. Therefore,
measure the engine speed before performing all other
tests in order to check that the engine speed meets
specification.
Preparation:
1. Select Monitoring of the monitor.
2. Warm up the machine until coolant temperature
reaches 50 °C (122 °F) or more, and hydraulic oil
temperature is 50±5 °C (122±9 °F).
T4-3-1
Group 3 Engine Test
Measurement: Remedy:
1. Measure the items as shown in the table below. Refer to Troubleshooting B.
2. When measuring, set the switch and test condition
as shown in the table below in response to the
engine speed to be measured.
Evaluation:
Refer to Operational Performance Standard.
Engine Control Auto-Idle

Item Power Mode Test Conditions
Dial Switch
Slow Idle Min. Speed PWR OFF
Fast Idle Measure engine speed while relieving the boom
Max. Speed PWR OFF
(Relief operation) raise circuit.
Measure engine speed in 4 seconds after
Auto-Idle Speed Max. Speed PWR ON
returning all control levers to neutral.
T4-3-2
Group 3 Engine Test
MADB-01-002 MADB-01-035
2 3
1- Engine Control Dial 2- Auto-Idle/Selection Switch 3- ECO/PWR Mode/Selection Switch
T4-3-3
Group 3 Engine Test
Lubricant Consumption
Measuring Method
1. Place the machine on level firm ground and leave
the machine for at least one hour in order to let
the lubricant return to the oil pan when the engine
stops.
At this time, confirm that the machine is level by
using a leveler.
2. Record read-out A (unit: hour) of the hour meter.
3. Replenish the lubricant up to the high-level gauge.
4. Operate the machine for at least 100 hours or until
the oil level lowers to the low-level gauge.
IMPORTANT: Keep the machine-leaving time in Step
1 above.
5. Place the machine on level firm ground and leave
the machine for at least one hour in order to let
the lubricant return to the oil pan when the engine
stops.
At this time, confirm that the machine is level by
using a leveler.
6. Record read-out B (unit: hour) of the hour meter.
7. Replenish the lubricant up to the high-level gauge
while measuring the oil-replenishing volume C.
fNOTE: When measuring, use a high-precision

measuring cylinder or the like.
8. Determine lubricant consumption from the
following equation: Oil replenishing volume (C)
[mL] / Operating hours (B-A) [hr]
Evaluation:
T4-3-4
Travel Speed
Summary:
1. Measure the time required for the machine to travel
a test track and check the performance of the travel
device systems (from main pump to travel motor).
Preparation:
1. Adjust the track sag of both tracks equally. c
b
2. Provide a flat, solid test yard 20 m (65.6 ft) in length,
with extra length of 3 to 5 m (10 to 16 ft) on both
ends for machine acceleration and deceleration.
a d
3. With the arm and the bucket cylinders fully e
extended, hold the bucket 0.3 to 0.5 m (12 to 20 in) d
above the ground. TADB-04-04-001
4. Maintain the hydraulic oil temperature at 50±5 °C

(122±9 °F).
a - Bucket Height: 0.3 to 0.5 m d - Acceleration/Deceleration
(12 to 20 in) Zone: 3 to 5 m (10 to 16 ft)
Measurement: b - Start e - 20 m (65.6 ft)
c - End
1. Measure in both fast and slow travel modes.
2. Select the following conditions.
Travel Mode Engine Power Mode Auto-Idle

Switch Control Dial Switch
Slow Mode Fast Idle PWR OFF

Fast Mode Fast Idle PWR OFF
3. Start traveling the machine in the acceleration zone

with the travel levers to full stroke.
4. Measure the time required to travel 20 m (65.6 ft).
5. After measuring the forward travel speed, turn the
upperstructure 180° and measure the reverse travel
speed in the same way.
6. Repeat the measurement three times and calculate
the mean values.
Evaluation:
Remedy:
Refer to Troubleshooting B.
T4-4-1
Track Revolution Speed

Summary:
1. Measure the track revolution cycle time with the
track raised off ground and check the performance
of the travel device systems (from main pump to
travel motor).
a
Preparation:
1. Adjust the track sag of both tracks equally.
2. On the track to be measured, put the mark on one
TADB-04-04-002
shoe by using a piece of chalk or cloth.
3. Raise the track to be measured as illustrated. a - 90 to 110 °
dCAUTION: Securely support the raised machine

using blocks.
(122±9 °F).
Measurement:
1. Measure on both tracks at slow and fast travel
modes during forward and reverse travel.


3. Operate the travel control lever of the track to be
measured to full stroke.
4. Measure the time required for 3 revolutions after a
constant track revolution speed is obtained.
the mean values.
Evaluation:
f NOTE: The measurement data obtained through the
raised track revolution test may have wide variations.
Therefore, the evaluation based on the results obtained
from the 20 m (65.6 ft) travel speed check described
before is more recommendable.
Remedy:
T4-4-2
Mistrack Check
Summary:
1. Allow the machine to travel 20 m (65.6 ft). Measure
the maximum tread deviation from the tread chord
drawn between the travel start and end points and
check the performance of travel device systems
(from main pump to travel motor).
2. If measured on a concrete surface, the tread
deviation has a trend to decrease.
Preparation:
1. Adjust the track sag of both tracks equally.
a
2. Provide a flat, solid test yard 20 m (65.6 ft) in length,
with extra length of 3 to 5 m (10 to 16 ft) on both
ends for machine acceleration and deceleration.
c b
3. With the arm and bucket cylinders fully extended, TADB-04-04-003
hold the bucket 0.3 to 0.5 m (8 to 12 in) above the
ground. a - Maximum Distance c - 20 m (65.6 ft)
b - Acceleration Zone: 3 to 5 m
4. Maintain the hydraulic oil temperature at 50±5 °C (10 to 16 ft)
(122±9 °F).
Measurement:
1. Measure in both fast and slow travel modes.


3. Start traveling the machine in the acceleration zone
with the travel levers to full stroke.
4. Measure maximum distance between a straight 20
m (65.6 ft) tread chord and the tread made by the
machine.
5. After measuring the tracking in forward travel, turn
the upperstructure 180° and measure in reverse
travel.
the mean values.
Evaluation:
Remedy:
T4-4-3
Travel Parking Leakage

Summary:
1. Measure the parking brake function on a specified
slope.
Preparation:
1. Measure on a flat slope with a gradient of 20 %
(11.31°).
2. With the arm and bucket cylinders fully extended,
hold the bucket 0.2 to 0.3 m (8 to 12 in) above the
a
ground.
(122±9 °F). TADB-04-04-004
a - 0.2 to 0.3 m (8 to 12 in)
Measurement:
1. Measure the travel parking brake slip amount while
parked.
2. Climb the slope and set the travel lever in neutral.
3. Stop the engine.
4. After the machine stops, put the matching marks on
track link or shoe, and the track side frame.
5. After 3 minutes, measure the distance between
marks on the track link or the shoe and the track
frame.
Evaluation:
T505-06-03-005
b - Displacement measured after
3 minutes.
T4-4-4
Swing Speed
Summary:
1. Measure the time required to swing three complete
turns and check the performance of the swing
device systems (from main pump to swing motor).
Preparation:
1. Check lubrication of the swing gear and the swing
bearing.
2. Place the machine on flat and solid ground with
ample space for swinging. Do not conduct this test
a
on a slope.
3. Fully retract the arm cylinder. Fully extend the
bucket cylinder. Hold the boom so that the arm end TADB-04-05-007
pin height is the same as the boom foot pin height.
Empty the bucket. a - The height as boom foot pin height
fNOTE: In case a sufficient space for the measurement

is difficult to find, carry out the measurement with the
boom fully raised and the arm fully rolled-in.
(122±9 °F).
dCAUTION: Prevent personal injury. Always make

sure that the area is clear and that coworkers
are out of the swing area before starting the
measurement.
Measurement:

Dial
Fast Idle PWR OFF

2. Operate the swing control lever fully.
3. Measure the time required to swing 3 turns in one
direction. TADB-04-04-018
4. Check in both clockwise and counterclockwise

directions.
the mean values.
Evaluation:
Remedy:
T4-4-5
Swing Function Drift Check

Summary:
1. Measure the swing drift on the swing bearing outer
circumference when stopping after a 90° full-speed
swing and check the performance of the swing
brake valve. a
2. The mechanical brake for the swing parking brake is
equipped for the swing motor.
Preparation: TADB-04-04-015
1. Check lubrication of the swing gear and the swing a - Put the matching marks frame.
bearing. on swing bearing outer
circumference and track
2. Place the machine on the flat and solid ground with
ample space for swinging. Do not conduct this test
on a slope.
3. With the arm cylinder fully retracted and the bucket
cylinder fully extended, hold the bucket so that
height of the arm end pin is the same as the boom
foot pin. Empty the bucket.
b
4. Put the matching marks on the swing bearing outer
circumference (upperstructure side) and the track
frame.
5. Swing the upperstructure 90°.
TADB-04-04-016
(122±9 °F). b - Before starting the
measurement, swing the
upperstructure 90°.

measurement.
T4-4-6
Measurement:

Dial a
Fast Idle PWR OFF

2. Operate the swing control lever fully and return
it to the neutral position when the mark on
upperstructure aligns with that on track frame after
swinging the upperstructure 90°. b
3. Measure the distance between the two marks.

c
4. Check in both clockwise and counterclockwise
directions. T105-06-03-010
5. Repeat the measurement three times and calculate a - Measure difference between c - Mark on Swing Bearing
the mean values. marks.
b - Mark on Track Frame
Evaluation:
Remedy:
T4-4-7
Swing Motor Leakage
Summary:
1. Measure the upperstructure drift while suspending
a load on a specified slope and check the
performance of the swing parking brake.
(The mechanical brake for the swing parking brake
is equipped for the swing device.)
Preparation:
bearing.
2. Load the bucket with either soil or a weight
equivalent to the weight standard.
Weight:210 kg (465 lb)
TADB-04-04-006
cylinder fully extended, hold the bucket so that
foot pin.
4. Park the machine on a smooth slope with a gradient
of 26.8 % (15°).
5. Climb a slope and swing the upperstructure to
position it 90° to the slope. Put the matching marks
on the outer circumference of the swing bearing
(upperstructure side) and track frame by using the
tape.
(122±9 °F).
T4-4-8
Measurement:
Power Mode Auto-Idle Switch a
PWR OFF
2. Maintain the engine at slow idle. After five minutes,
measure the difference between the marks on the
swing bearing outer circumference and the track
frame. b
3. Measure the difference respectively when the brake

is applied (pilot shut-off lever: LOCK position) and c
when the brake is released (pilot shut-off lever:
UNLOCK position). T105-06-03-010
a - Measure difference between c - Mark on Swing Bearing
4. Check in both clockwise and counterclockwise marks.
directions. b - Mark on Track Frame

the mean values.
Evaluation:
Remedy:
T4-4-9
Maximum Swingable Slant Angle
Summary:
1. With the upperstructure swung 90° to the slope,
check the maximum slant angle on which the
upperstructure can swing to the uphill side.
Preparation:
bearing.
2. Load the bucket with either soil or a weight
equivalent to the weight standard.
Weight:210 kg (465 lb)

cylinder fully extended, hold the bucket so that TADB-04-04-006
foot pin.
4. Climb a slope and swing the upperstructure 90° to
the slope.
(122±9 °F).
T4-4-10
Measurement:

Dial
Fast Idle PWR OFF

2. Operate the swing control lever to full stroke to
swing the upperstructure to the uphill side.
3. If the machine can swing, measure the cab floor
slant angle.
4. When the machine can swing, increase the
slant angle. Check in both clockwise and
counterclockwise directions.
5. Repeat the measurement three times.
Evaluation:
Remedy:
T4-4-11
Swing Bearing Play

Summary:
1. Measure the swing bearing play and check the wear
of the swing bearing races and the balls.
Preparation
1. Check the swing bearing mounting bolts for 1 2
looseness. T105-06-03-014
1- Magnetic Base 2- Dial Gauge
2. Check lubrication of the swing bearing. Confirm
that bearing rotation is smooth without noise.
3. Secure dial gauge (2) on round trunk (3) of the track
frame by using magnetic base (1).
4. Position the upperstructure so that the boom aligns
with the tracks facing towards the front idlers.
5. Position dial gauge (2) so that its needle point
comes into contact with the bottom surface of the
swing bearing outer race. 3
6. The bucket should be empty.
fNOTE: The measured value will vary depending on

3- Round Trunk
T105-06-03-015
where magnetic base (1) is secured. Secure magnet base
(1) onto round trunk (3) or in a position as close to the
swing bearing as possible.
T4-4-12
Measurement:
cylinder fully extended, hold the bucket at the
height as boom foot pin height. Record dial gauge
reading (h1).
TADB-04-05-007
2. Lower the bucket to the ground and raise the front a - The height as boom foot pin height
idler 0.5 m (20 in) by using the front attachment.
Record dial gauge (2) reading (h2).
3. Calculate bearing play (H) from these data (h1 and
h2) as follows:
H=h2-h1
Evaluation:
Refer to Operational Performance Standard. b
TADB-04-04-019
b- 0.5 m (20 in)
T4-4-13
Hydraulic Cylinder Cycle Time
Summary:
1. Measure the cycle time of boom, arm and bucket
cylinders and check the performance of the front
attachment systems (from main pump to each
cylinder).
2. The bucket should be empty.
Preparation:
1. Measurement is made for the following positions.
 Measurement of the cycle time of the boom cylinder: TADB-04-04-008
With the bucket cylinder fully extended and the arm
cylinder fully retracted, lower the bucket onto the
ground.
 Measurement of the cycle time of the arm cylinder:

With the bucket cylinder fully extended, adjust the
boom height so that the arm oscillation center faces
vertically to the ground while holding the bucket
bottom height at approx. 0.5 m (20 in) above the
ground.
 Measurement of the cycle time of the bucket

cylinder: a
Adjust the boom and arm cylinders so that the
bucket oscillation center faces vertically to the TADB-04-04-009
ground.
a - 0.5 m (20 in)
T105-06-03-020
T4-4-14
 Measurement of the cycle time of the boom swing

cylinder:
Set the boom swing cylinder in either the right or left
swing stroke end position.
 Measurement of the cycle time of the blade cylinder:
Raise the machine by using the front attachment in
order to be able to move the blade cylinder to fully
stroke.

(122±9 °F).
TADB-04-04-010
TADB-04-04-019
T4-4-15
Measurement:

Dial
Fast Idle PWR OFF
2. Measure the cylinder cycle times as follows:
(Cylinder full stroke includes cylinder cushioning
zone.)
 Measurement of the cycle time of the boom cylinder:
Operate the boom control lever to full stroke.
Measure the time to raise and lower the boom.
 Measurement of the cycle time of the arm cylinder:
Operate the arm control lever to full stroke. Measure
the time to roll in and roll out the arm.
 Measurement of the cycle time of the bucket
cylinder:
Operate the bucket control lever to full stroke.
Measure the time to roll in and roll out the bucket.
 Measurement of the cycle time of the boom swing
cylinder:
Operate the boom swing pedal to full stroke.
Measure the time to swing the front attachment
from right to left or vice versa.
 Measurement of the cycle time of the blade cylinder:
Operate the blade control lever to full stroke.
Measure the time to raise and lower the blade.
the mean values.
Evaluation:
Remedy:
T4-4-16
Dig Function Drift Check
Summary:
1. Measure dig function drift, which can be caused by
oil leakage in the control valve and boom, arm and
bucket cylinders, with the bucket loaded.
b
2. When measuring the drift just after cylinder a
replacement, slowly operate the cylinder for ten
a
minutes and bleed air from the cylinder.
Preparation:
1. Load the bucket with either soil or a weight d
equivalent to the weight standard. c
Weight:210 kg (465 lb) TADB-04-04-011

b
2. With the arm cylinder fully retracted and the bucket a - Retracted Distance d - The height is the same as
cylinder fully extended, hold the bucket so that b - Extended Distance boom foot pin.
height of the arm end pin is the same as the boom c - Dig Function Drift Amount
foot pin. Fully retract the blade cylinder.
3. When measuring the boom swing cylinder, climb
the slope with a gradient of 26.8 % (15°) and swing
the upperstructure 90° to the slope.
4. Position the arm cylinder and the bucket cylinder
with the rod 50 mm (2 in) away from the full stroke
end position.
(122±9 °F).
TADB-04-04-006
T4-4-17
Measurement:
1. Stop the engine. a
b b
2. Five minutes after the engine has been stopped,
measure the change in position of bottom of
the bucket, as well as the boom, arm and bucket
cylinders.
Boom and Bucket Cylinders: Retraction: a

a=A-B
Arm Cylinder: Extension: c T110-06-03-002
c=B-A a - Boom and Bucket Cylinders: b - Mark
Retraction
Blade Drift Amount: e
e=A-B
3. When measuring the boom swing cylinder, measure c
the boom swing cylinder retraction and extension
in left and right direction to the slope.
the mean values. d
Evaluation:
Remedy:
T110-06-03-001
c - Arm Cylinder: Extension d - Mark
A B
e - Blade Drift Amount TDAD-04-04-001
T506-06-03-001
f - Boom Swing Cylinder:
Extension and Retraction
T4-4-18
Control Lever Operating Force
Summary:
1. Measure a play and operating condition of each
control lever.
2. Measure the maximum operating force of the front
attachment control lever.
3. Measure the lever stroke at the grip center of each
control lever.
T107-06-03-003
Preparation:
(122±9 °F).

measurement.
Measurement:
1. Measure the force of each control lever.
2. Select the following conditions. T107-06-03-004

Dial
Fast Idle PWR OFF

3. In case of boom (raise), arm, and bucket control
lever, measure the maximum operating force for
each with each actuator relieved.
4. In case of boom (lower) control lever, measure the
maximum operating force with the boom (lower)
relieved by raising the machine in a stable area.
5. In case of swing control lever, measure the
maximum operating force with swing relieved after
securing the front attachment to prevent turning.
6. In case of travel control lever, raise the track to be
measured. Measure the maximum operating force
required.
the mean values.
Evaluation:
T4-4-19
Control Lever Stroke
Summary:
1. Check play and operating condition and measure
each control lever stroke.
2. Measure the lever stroke at the grip center of each
control lever. As for the boom swing pedal, measure
the stroke from the center position to the stopper.
3. In case lever stroke play is present in the neutral
position, add half (1/2) the play present to both side
lever strokes.
Preparation:
T107-06-03-005
1. Maintain the hydraulic oil temperature at 50±5 °C Blade Control Lever
(122±9 °F).
Measurement:
1. Stop the engine.
2. Measure each lever stroke from neutral to the stroke
end of each control lever of boom, arm, bucket,
swing, travel, and blade.
3. As for the boom swing pedal, measure the straight
distance between the center and fully depressed
positions at tip of the pedal.
4. Measure the chord length from neutral to the stroke
end.
TADB-04-04-017
the mean values.
Evaluation:
T4-4-20
Combined Operation of Boom Raise / Swing

Function Check
Summary:
1. Check boom raise and swing movement and speeds
while operating both functions simultaneously.
2. Check if the cylinders do not hesitate while
operating the cylinder with the engine running at
fast idle.
TADB-04-04-012
Preparation:
cylinder fully extended, lower the bucket onto the
ground. Lower the bucket onto the ground. Empty
the bucket.
(122±9 °F).

measurement.
TADB-04-04-013
Measurement:

Dial
Fast Idle PWR OFF

H
2. Raise the boom and swing the upperstructure in full
stroke at the same time. Measure the time required
to swing the upperstructure 90° and height (H) of
the bucket teeth. (The bucket should be empty.)
the mean values.
T107-06-03-011
Evaluation:
Remedy:
T4-4-21
Clearance of Front Attachment Connecting 1 2

Part
Summary:
1. Measure the clearance of pin and pin hole, and
check the clearance of pins bushings in each
connecting part of swing post (5), boom (1), and
arm (6).
Preparation:
1. Secure dial gauge (3) on the side surface of boom 5 4 3
TDCK-04-04-001
(1) or arm (6) by using magnetic base (2).
1- Boom 4- Needle Point
2. Position the upperstructure so that the boom aligns 2- Magnetic Base 5- Swing post
with the tracks facing towards the front idlers. 3- Dial Gauge
3. Position dial gauge (3) so that needle point (4)

comes into contact with the upper surface of swing 1 3 4
post (5) or the arm (6) connecting part of boom (1) 6
tip.
Measurement:
1. Set arm (6) so that the center of arm (6) operation is
vertical. Hold the bucket 50 mm (1.97 in) above the
ground. Record reading (h1) of dial gauge (3).
2. Rraise the front idler with arm (6) set in vertical
position. Raise the machine 50 mm (1.97 in) as 2 TDCK-04-04-002
illustrated. Record reading (h2) of dial gauge (3). 1 - Boom 4 - Needle Point
2 - Magnetic Base 6 - Arm
3. Calculate clearance (H) from these data (h1 and h2) 3 - Dial Gauge
as follows:
H=h2-h1 Measurement of (h1)
Evaluation:
TADB-04-04-020
a - 50 mm (1.97 in)
Measurement of (h2)
a
TADB-04-04-021
a - 50 mm (1.97 in)
T4-4-22
Primary Pilot Pressure

Preparation: 1
1. Stop the engine.

2. Slowly loosen the cap of the hydraulic oil tank and
bleed air.
3. Remove hose (9/16-18UNF) (2) at the pilot filter
(3) connection part. Install the tee (ST 6450), the
adapter (ST 6069), and the pressure gauge assembly
(ST 6932) to the pressure check port.
j : 19 mm
4. Start the engine. Confirm that no oil leakage is
observed at the pressure gauge connection.
5. Maintain the hydraulic oil temperature at 50±5 °C 2
(122±9 °F).
Measurement: T1M9-04-05-001
3
1. Select the following conditions:

1- Pump Device 3- Pilot Filter
Dial 2- Hose (9/16-18UNF)
Fast Idle PWR OFF
Slow Idle PWR OFF
2. Measure pilot pressure in each specified setting
above without load.
3. Repeat each measurement three times and
calculate the mean values.
Evaluation:
T4-5-1
Primary Pilot Pressure Adjustment Procedure
Adjustment:
Adjust the relief valve set pressure of 2-spool solenoid
valve if necessary.
1. Loosen lock nut (1).
j : 17 mm
2. Turn adjusting screw (2) in order to adjust pressure.
l : 6 mm
3. Tighten lock nut (1).
j : 17 mm
m : 15 to 20 N·m (1.5 to 2.0 kgf·m, 11 to 15

lbf·ft)
4. After adjustment, check the set pressures.
fNOTE: Standard Change in Pressure (Reference)

1
Adjusting Screw Turns 1/4 1/2 3/4 1 2
kPa 182 363 545 726 TADB-03-06-003
Change in (kgf/cm ) (1.85) (3.70) (5.55) (7.40)
2
Pressure 1- Lock Nut 2- Adjusting Screw
(psi) (26) (53) (79) (105)
T4-5-2
Secondary Pilot Pressure

Preparation:
1. Stop the engine.
bleed air.
3. Install tee (3) (ST 6451), adapter (1) (ST 6069), and
the pressure gauge (2) assembly (ST 6932) to the
pilot port for spool operation in the circuit to be
measured.
j : 17 mm, 19 mm
observed at the pressure gauge (2) connection.
(122±9 °F).
Measurement:
3 1 2 TAEA-04-05-003
d CAUTION: Always make sure that the area is

clear and that co-workers are out of the swing
1- Adapter 3- Tee
2- Pressure Gauge
area before starting the measurement. When
measuring the boom lower secondary pilot
pressure, the machine should be raised off the
ground. Do not allow the machine to come
in contact with the ground, and lay down the
machine as the machine become unbalanced.

Dial
Fast Idle PWR OFF
Slow Idle PWR OFF
2. Measure pilot pressure by using pressure gauge (2)
with the corresponding control lever operated to
full stroke.
3. Repeat each measurement three times and
calculate the mean values.
Evaluation:
Remedy:
T4-5-3
Main Relief Set Pressure

Main Circuit
Summary:
Measure the main relief valve set pressure at the
delivery port in main pump.
a
Preparation:
1. Stop the engine.
bleed air.
3. Disconnect the hose which is connected to delivery
port (a) of main pump P1. Install the tee (ST 6652),
the adapter (ST 6069), and the pressure gauge
assembly (ST 6934).
j : 36 mm
(122±9 °F).
T1M9-03-01-001
a- Delivery Port of Main Pump P1
T4-5-4
Measurement:

Dial
Fast Idle PWR OFF
2. Operate control levers and pedals slowly to the
stroke end and relieve the pressure.
3. As for the swing, secure the upperstructure so it is
immovable. Slowly operate the swing control lever
and relieve the pressure.
4. As for the travel, secure the tracks against an
immovable object. Slowly operate the travel control
lever and relieve the pressure.
the mean values.
Evaluation:
T4-5-5
Adjustment:
A A
Adjust the main relief valve set pressure if necessary.
The main relief valves are installed on the position as
illustrated.
j : 17 mm
IMPORTANT: Adjust the pressure so that the
pressure does not exceed the upper limit of
standard.
l : 6 mm
j : 17 mm
m : 35 to 40 N·m (3.5 to 4 kgf·m, 26 to 29.5

lbf·ft)
TAEA-03-04-003
Adjusting Screw Turns 1/4 1/2 3/4 1
Section A-A 1 2 3
MPa 2.2 4.4 6.7 8.8
Change in (kgf/cm2) (22.4) (44.9) (68.3) (89.7)
Pressure
(psi) (320) (640) (970) (1280)
T1M9-03-04-005
3 2
b
a
W107-02-05-129
a - Pressure Increase b - Pressure Decrease
1- Main Relief Valve 3- Lock Nut

2- Adjusting Screw
T4-5-6
Overload Relief Valve Set Pressure

Summary:
1. The circuit pressure must be increased by applying
an external force while blocking the return circuit
from the control valve. This measuring method
is hazardous and the results obtained with this
method are unreliable.
2. The oil flow rate used to set the overload relief
pressure is far less than that used to set the main
relief pressure. Therefore, measuring the overload
pressure in the main circuit by increasing the main
relief set pressure more than the overload valve set-
pressure is not a proper method. In addition, main
relief valve may be designed to leak a small quantity
of oil before reliving. In this case, its pre-leaking
start pressure must be increased more than the
overload relief valve set pressure.
However, the pre-leaking start pressure is not
always increased more than the overload relief valve
set-pressure as the adjustable upper limit of the
main relief valve set-pressure is provided.
Accordingly, the overload relief valve assembly
should be removed from the machine and checked
on a specified test stand at a correct oil flow rate.
Some overload relief valves come in contact with
the control valve body to block the oil passage.
When this type of overload relief valve is checked,
the control valve body must be precisely finished as
the test unit. Provide one control valve other than
that on the machine as a test kit.
3. If the overload relief valve performance must be
checked on the machine, however, measure the
main relief pressure while releasing each front
function respective to the measuring overload relief
valve. And, assume that the overload relief valve
is functioning correctly if the obtained main relief
pressure is within the specified value range.
T4-5-7
Overload Relief Valve Pressure Adjustment

Procedure
fNOTE: In principle, adjust the overload relief valve

pressure on a test stand.
Loosen lock nut (7) and adjust pressure by using

adjusting screw (8).
j : 17 mm
2. Turn adjusting screw (8) in order to adjust pressure. 5 4
l : 6 mm 1 6
3. Tighten lock nut (7). 3 2
j : 17 mm
m : 35 to 40 N·m (3.5 to 4 kgf·m, 26 to 29.5

lbf·ft)
TAEA-03-04-003
fNOTE: Standard Change in Pressure (Reference) 7

8
Adjusting Screw (8) 1/4 1/2 3/4 1
Turns
MPa 2.7 5.5 8.3 11.0
Change in (kgf/cm2) (28) (56) (84) (112)
Pressure
(psi) (390) (800) (1200) (1600)
TAEA-03-04-013
7 8
b
a
W107-02-05-129
1- Overload Relief Valve 5- Overload Relief Valve

(Arm:Rod Side) (Boom:Bottom Side)
2- Overload Relief Valve 6- Overload Relief Valve
(Bucket:Rod Side) (Arm:Bottom Side)
3- Overload Relief Valve 7- Lock Nut
(Bucket:Bottom Side) 8- Adjusting Screw
4- Overload Relief Valve
(Boom:Rod Side)
T4-5-8
Pump Driving Torque 1
Summary:
The adjustment of pump driving torque is not
recommended. If the adjustment of pump driving
torque is necessary, perform the following procedures.
Adjustment:
j : 13 mm
l : 4 mm
fNOTE: Replace the washer of lock nut (2) after every

adjustment.If not, oil leaks may occur.
j : 13 mm
T1M9-03-01-003
m : 10 to 14 N·m (1 to 1.4 kgf·m, 7.4 to 10.3)

1/4 1/2 3/4 1 2 1
Adjusting Screw Turns
Change in kPa 113 225 338 441
Pressure (kgf/cm2) (1.15) (2.3) (3.45) (4.5)
(difference
(psi) (16) (33) (49) (64)
from point b
a
A)
W107-02-05-129
b a
c
a - Torque Increase c - Pressure (P)
b - Torque Decrease d- Flow Rate (Q)
1- Adjusting Screw 2- Lock Nut
T4-5-9
Swing Motor Drainage

b
Summary:
1. Measure amount of oil draining from the swing
motor while swinging the upperstructure and check
the swing motor performance.
2. Secure absolute safety for the measuring persons as
well as for the surrounding while measuring.
3. The amount of drain oil from the swing motor will
change depending on hydraulic oil temperature.
Preparation:
(122±9 °F). Rotate the swing motor and warm inside
of the motor.
2. Stop the engine. Slowly loosen the cap of the
hydraulic oil tank and bleed air.
a TAEA-04-05-004
3. Disconnect the drain hose (9/16-18UNF) of swing
motor at the motor end. Install the plug (G3/8) to a- Drain Port b- Make-Up Port
the disconnected hose. Connect the hose (ST 6627)
to drain port (a) of the swing motor.
j : 19 mm, 22 mm
m : 40 N·m (4 kgf·m, 29.5 lbf·ft)

4. Disconnect the make-up hose (9/16-18UNF)
of swing motor. Install the plugs (G3/8) to the
disconnected hose and make-up port (b).
Preconditions for Measurement:

Dial
Fast Idle PWR OFF
T4-5-10
Measurement:
dCAUTION: Always make sure that the area is

clear and that co-workers are out of the swing area
before starting the measurement. Also, take care
not to fall off the machine while measuring.
 Amount of Oil Drained While Swinging the

Upperstructure
1. Fully retract the arm cylinder. Fully extend the
bucket cylinder. Hold the boom so that the arm tip
pin height is the same as the boom foot pin height.
The bucket must be empty.
2. Start the engine. Operate and hold the swing lever
full stroke. After the swing speed reaches a constant
maximum speed, start draining oil measurement
when drain oil starts coming out of the drain hose
a
end.
3. Repeat the measurement at least three times in
both clockwise and counterclockwise directions, TADB-04-05-007
and calculate the mean values. a - The same height as boom
4. The measuring time should be more than 45 foot pin height
seconds.
 Amount of Oil Drained While Relieving Swing Motor

Circuit
1. Thrust the bucket teeth into the ground so that the
upperstructure does not rotate.
2. Start the engine. Operate and hold the swing lever
full stroke. Start draining oil measurement when
drain oil starts coming out of the drain hose end.
both clockwise and counterclockwise directions,
and calculate the mean values.
4. The measuring time should be more than 45
seconds.
Evaluation:
* Conversion of amount of drain oil measured into
the per-minute value
First measure amount of drain oil using a calibrated
container. Then, convert the measured drain oil into
the per-minute value using the formula below:
∆Q =60×q/t
∆Q : Amount of drain oil per minute (L/min)
t : Measured time (seconds)
q : Total amount of drain oil (L)
T4-5-11
Travel Motor Drainage

Summary:
1. While rotating the travel motor with the track to
be measured jacked up, measure amount of oil
draining from the travel motor and check travel
motor performance.
2. Secure absolute safety for the measuring persons as
well as for the surrounding while measuring.
3. Judge travel motor performance from the results
including travel speed, mistrack and so on overall.
4. The amount of drain oil from the travel motor will
change depending on hydraulic oil temperature.
Preparation:
(122±9 °F). Rotate the travel motor and warm inside
of the motor.
2. Stop the engine. Slowly loosen the cap of the
hydraulic oil tank and bleed air. 1
3. Disconnect drain hose (1) of the travel motor at

the travel motor end. Install the plug (G3/8) to the
disconnected hose.
Connect the drain hose (9/16-18UNF-ORF) to the
drain port of travel motor.
j : 19 mm
m : 45 N·m (4.5 kgf·m, 33 lbf·ft)
Preconditions for Measurement:

T1LD-04-05-003

1- Drain Hose
Dial
Fast Idle PWR OFF
T4-5-12
Measurement:
dCAUTION: When working around moving parts

is unavoidable, pay special attention to ensure
that hands, feet, and clothing do not become
entangled. Securely support the raised track by
using the blocks.
a
1. Start the engine. Jack up the track to be measured.
2. Rotate the track to be measured. Start drain oil
measurement when drain oil starts coming out of
TADB-04-04-002
the drain hose (1) end.
a - 90 to 110º
both forward and reverse directions, and calculate
the mean values.
4. The measuring time should be more than 45
seconds. 1
Evaluation:
Conversion of amount of drain oil measured into the

per-minute value
First measure amount of drain oil using a calibrated
container. Then, convert the measured drain oil into the
per-minute value using the formula below:
∆Q =60×q/t
∆Q : Amount of drain oil per minute (L/min) TADB-04-05-005
t : Measured time (seconds)
1- Drain Hose
q : Total amount of drain oil (L)
T4-5-13
Revolution Sensing Valve Output Pressure

(Pressure PGR)
Summary:
Measure pressure PGR at the output port of revolution
sensing valve (2).
Preparation:
1. Stop the engine.
bleed air.
3. Remove hose (7/16-20UNF) (1) at the revolution
sensing valve (2) connection part. Install the tee
(ST 6451), the adapter (ST 6069), and the pressure
gauge assembly (ST 6932).
j :17 mm, 19 mm
1 2 T1M9-04-05-001
observed at the pressure gauge connection. 1- Hose (7/16-20UNF)
2- Revolution Sensing Valve
(122±9 °F).
Measurement:

Dial
Fast Idle PWR OFF
Slow Idle PWR OFF
2. Measure pressure PGR without load at slow and fast
idle speeds.
the mean values.
Evaluation:
T4-5-14
Revolution Sensing Valve Adjustment Procedure

6 7 1
fNOTE: Before loosening lock nuts (4, 6), put the

matching marks on adjusting screws (2, 7), lock nuts
(4, 6), and the valve. Therefore, the number of turns of
adjusting screws (2, 7) can be checked easily.
1. Loosen the lock nut of variable metering valve (5) in

revolution sensing valve (1). 5
j : 17 mm
2. Slightly tighten adjusting screw (7) of variable
metering valve (5) so that variable metering valve
(5) is not activated. Tighten adjusting screw (7) until
the adjusting screw (7) end surface is retracted from
lock nut (6) by approx. 1 mm. 4 3 2 TAEA-03-02-004
l : 6 mm
3. Run the engine at the slow idle speed. Loosen lock
nut (4) of differential reducing valve (3).
j : 17 mm 4, 6 2, 7
4. Turn adjusting screw (2) of differential reducing

valve (3) so that pressure PGR matches the following
value.
b
a
Pressure PGR : 0.5 MPa (5 kgf/cm2, ,73 psi)
l : 6 mm
5. Run the engine at the fast idle speed. Loosen lock W107-02-05-129
nut (6) of variable metering valve (5).
j : 17 mm
6. Turn adjusting screw (7) of variable metering valve 1- Revolution Sensing Valve 5- Variable Metering Valve
(5) so that pressure PGR matches the following 2- Adjusting Screw 6- Lock Nut
3- Differential Reducing Valve 7- Adjusting Screw
value again. 4- Lock Nut
Pressure PGR : 1.96 MPa (20 kgf/cm2, 285 psi)
l : 6 mm
7. Tighten lock nuts (4, 6) of variable metering valve (5)
and differential reducing valve (3).
j : 17 mm
m : 35 to 40 N·m (3.5 to 4 kgf/cm2, 26 to 29.5

lbf·ft)
T4-5-15
Pump Delivery Pressure

Summary:
Measure the pump delivery pressure at the main pump
delivery port when all control levers are in neutral. a
Preparation:
1. Stop the engine.
bleed air.
3. Disconnect the hose (1-1/16-12 UNF) which is
connected to delivery port (a) of main pump P1.
Install the tee (ST 6652), the adapter (ST 6069), and
the pressure gauge assembly (ST 6934).
j : 36 mm
(122±9 °F). T1M9-03-01-001
a- Delivery Port of Main Pump

Measurement: P1

Dial
Fast Idle PWR OFF
Slow Idle PWR OFF
2. Set all control levers to the neutral position.
Measure the pump delivery pressure when they are
in neutral.
the mean values.
Evaluation:
T4-5-16
Unload Valve Adjustment Procedure
A A
fNOTE: Before loosening lock nut (2), put the matching
marks on adjusting screw (1), lock nut (2), and the valve.
Therefore, the number of turns of adjusting screw (1) can
be checked easily.
1. Loosen lock nut (2) of unload valve (3).
j : 17 mm
l : 6 mm
j : 17 mm
m : 35 to 40 N·m (3.5 to 4 kgf/cm2, 26 to 29.5

lbf·ft)
TAEA-03-04-003
Adjusting Screw Turns 1/4 1/2 3/4 1 Section A-A
MPa 0.1 0.2 0.3 0.4
Change in (kgf/cm2) (1) (2) (3) (4)
Pressure
(psi) (15) (29) (44) (58) 3
2 1 T1M9-03-04-005
2 1
b
a
W107-02-05-129
1- Adjusting Screw 3- Unload Valve

2- Lock Nut
T4-5-17
Auxiliary Flow Rate Selector Valve Pressure 1 2

(Optional)
Preparation:
1. Stop the engine.
bleed air.
3. Remove the hose (7/16-20UNF) at port A
connection part (a). Install the tee (ST 6451), the
adapter (ST 6069), and the pressure gauge assembly
(ST 6932).
j : 17 mm, 19 mm
(122±9 °F).
Measurement: a T1M9-04-05-002
1. Set the engine speed at fast idle speed, set the a - Port A Connection Part
auxiliary flow rate selector switch to LOW, and turn
auto-idle OFF. 1- Adjusting Screw 2- Lock Nut
2. Measure the pressure without load.
fNOTE: Default setting is 1.8 MPa (18.4 kgf/cm2, 261 psi). fNOTE: Relationship between output pressure of port A
and output flow rate of auxiliary port
Adjustment: Port A Adjustment Pressure Auxiliary Flow Rate
Adjust the reducing valve if necessary. MPa (kgf/cm ) 2

(psi) L/min (GPM)
1. Loosen lock nut (2). 1.1 (11.2) (160) 11 (2.9)
1.2 (12.2) (175) 15 (3.96)
j : 17 mm
1.3 (13.3) (190) 19 (5.01)
1.4 (14.3) (205) 22 (5.8)
l : 6 mm 1.5 (15.3) (220) 25 (6.6)
3. After adjustment, tighten lock nut (2). 1.6 (16.3) (230) 30 (7.92)
1.7 (17.3) (245) 39 (10.3)
j : 17 mm
1.8 (18.4) (260) 45 (11.9)
m : 19 N·m (1.9 kgf·m, 14 lbf·ft)
1.9 (19.4) (275) 55 (14.5)
4. After adjustment, check the set pressures. 2.0 (20.4) (290) 60 (15.8)
2.1 (21.4) (305) 66 (17.4)
f NOTE: One turn of adjusting screw (1) corresponds to 2.2 (22.4) (320) 75 (19.8)
0.54 MPa (5.5 kgf/cm2, 78.3 psi) of pilot pressure.
2.3 (23.5) (335) 79 (20.8)
2.4 (24.5) (350) 83 (21.9)
2.5 (25.5) (365) 85 (22.4)
(25.5 or (365 or 85 or (22.4 or
Full
more) more) more more
T4-5-18
MEMO
MEMO
SECTION 5
TROUBLESHOOTING
CONTENTS
Group 1 Diagnosing Procedure
Introduction........................................................................... T5-1-1
Diagnosis Procedure........................................................... T5-1-2
Electric System Inspection................................................ T5-1-5
Precautions for Inspection and Maintenance .......... T5-1-6
Instructions for Disconnecting Connectors............... T5-1-8
Fuse Inspection...................................................................T5-1-10
Slow Blow Fuse Inspection.............................................T5-1-12
Battery Voltage Check......................................................T5-1-13
Alternator Check................................................................T5-1-14
Continuity Check...............................................................T5-1-15
Voltage Inspection Method...........................................T5-1-16
Check by False Signal.......................................................T5-1-18
Group 2 Monitor
Outline..................................................................................... T5-2-1
Operating Procedures of Service Menu....................... T5-2-2
Inspection of Fuel Gauge, Battery Voltage,
Hour Meter, and Destination No. . .........................T5-2-19
Fuel Gauge and Coolant Temperature Gauge.........T5-2-20
Factory Setting....................................................................T5-2-21
Troubleshooting A (Base Machine Diagnosis by Using
Fault Codes) Procedure ............................................... T5-3-1
Fault Code List....................................................................... T5-3-3
Fault Code W: 1304.............................................................. T5-3-4
Fault Code W: 1310.............................................................. T5-3-5
Fault Code W: 2304.............................................................. T5-3-7
Fault Code W: 2306.............................................................. T5-3-8
Fault Code W: 2307.............................................................. T5-3-9
Troubleshooting B (Machine Diagnosis by Using
Troubleshooting Symptom) Procedure.................. T5-4-1
Engine System Troubleshooting.................................... T5-4-3
All Actuator System Troubleshooting.........................T5-4-10
Front Attachment System Troubleshooting.............T5-4-14
Swing System Troubleshooting....................................T5-4-19
Travel System Troubleshooting....................................T5-4-21
Blade System Troubleshooting.....................................T5-4-28
Boom Swing System Troubleshooting.......................T5-4-29
How to Lowering Boom in Case of Emergency and
When Engine Stops.....................................................T5-4-30
AEAT-5-1
(Blank)
AEAT-5-2
SECTION 5 TROUBLESHOOTING
Introduction
Refer to the inspection and troubleshooting procedures
after any machine trouble has occurred. The inspection
and troubleshooting procedures are presented in an
orderly fashion in this section to quickly find the cause of
the machine trouble and solution.
The troubleshooting section in this manual consists

of five groups; Diagnosing Procedure, Monitor,
Troubleshooting A (base machine diagnosis by using
fault codes), Troubleshooting B (base machine diagnosis
starting with inspection of abnormal operational status),
and air conditioner.  Troubleshooting A (base machine diagnosis by using
fault codes)
 Diagnosing Procedure Refer to these procedures if any fault codes are
This group explains procedures of troubleshooting displayed when each controller is diagnosed by
and precautions and/or information for the electrical using the service menu of monitor.
system inspection. IMPORTANT: The monitor controller receives and
retains a record of the electrical signal system
Example: Fuse Inspection malfunction of engine controller in the form of
fault codes by using the CAN communication. In
 Monitor addition, the self-diagnosing function records the
This group contains the display screen of monitor electrical signal system malfunction in the form of
and the operating procedures of service menu. fault codes.
Example: Fault Code 00276-02: Abnormal EEPROM in
ECU (Checksum)
 Troubleshooting B (base machine diagnosis starting
with inspection of abnormal operational status)
Refer to troubleshooting B for diagnosis by using
trouble symptom.
Refer to these procedures when no fault codes are
displayed after diagnosing the machine by using the
service menu of monitor.
Example: Even if engine control dial is rotated,

engine speed does not change.
 Air Conditioner
This group explains air conditioner system,
troubleshooting, and charge air conditioner with
refrigerant.
T5-1-1
Diagnosis Procedure
These six basic steps are essential for efficient
troubleshooting:
1. Study the system

 Study the machine's technical manuals.
 Know the system and how it works, and what the
construction, functions and specifications of the
system components are.
(Construction and functions)
2. Ask the operator
Before inspecting, get the full story of malfunctions
T107-07-01-001
from the operator below.
 Operating condition: How is the machine being
used? (Find out if the machine is being operated
correctly.)
 Trouble identification: When was the trouble noticed,
and what type of work was the machine doing at
that time?
 Trouble symptom: What are the details of the
trouble? Did the trouble slowly get worse, or did it
appear suddenly for the first time?
 Trouble history: Did the machine have any other
troubles previously? If so, which parts were repaired
before?
3. Inspect the machine
Before starting the troubleshooting procedure,
check the machine's daily maintenance points, as
shown in the operator's manual.
Also, check the electrical system, including the
batteries, as troubles in the electrical system such as
low battery voltage, loose connections and blown T107-07-01-002
fuses will result in malfunction of the controllers,
causing total operational failure of the machine.
If troubleshooting is started without checking for
blown fuses, a wrong diagnosis may result, wasting
time. Check for blown fuses before troubleshooting.
Even if a fuse looks normal by visual inspection, a
fine crack is difficult to find.
Always use a circuit tester when checking the fuses.
4. Operate the machine yourself
Reproduce the trouble on the machine and make
sure the actual phenomenon.
If the trouble cannot be confirmed, stop the engine
and obtain further details of the malfunction
from the operator. Also, check for any incomplete
connections of the wire harnesses corresponding to
the trouble.
T107-07-01-003
T5-1-2
5. Perform troubleshooting
dCAUTION: Do not disconnect harnesses or

hydraulic lines while the engine is running. The
machine may malfunction or pressurized oil may
spout, possibly resulting in personal injury. Stop
the engine before disconnecting harnesses or
hydraulic lines.
Perform diagnosis by using the service menu of
monitor.
In case any fault code has been displayed by diagnosis
by using the service menu of monitor, check the cause
of the trouble by referring to Troubleshooting A in
this section. In case any fault code has been displayed
by diagnosis by using the service menu of monitor,
write the fault code. Delete the fault code once and
retry self-diagnosis again. If the fault code is displayed
again, check the cause of the trouble by referring to
Troubleshooting A in this section. After the machine
trouble has been corrected, the fault code (displayed
by the service menu of monitor) will be deleted.
In case the fault code is not displayed, check
operating condition of each component by referring
to Troubleshooting B in this section and by using the
service menu of monitor.
f NOTE: Note that the fault codes displayed do not
necessarily indicate machine trouble. The controller
stores even temporary electrical malfunctions, such as
a drop in battery output voltage or disconnection of the
switches, sensors, etc., for inspections. For this reason,
the "RETRIAL" is required to erase the accumulated fault
codes from the controller memory and to confirm if any
fault codes are indicated after the "RETRIAL".
T5-1-3
6. Trace possible causes

Before reaching a conclusion, check the most
suspect causes again.
Try to identify the actual cause of the trouble.
Based on your conclusion, make a plan for
appropriate repairs to avoid consequent
malfunctions.
T107-07-01-007
T5-1-4
Electric System Inspection

The precautions and information for the electrical system
inspection are explained here. The electrical system
inspection contains as follows.
 Precautions for Inspection and Maintenance

 Instructions for Disconnecting Connectors
 Fuse Inspection
 Fusible Link Inspection
 Battery Voltage Check
 Alternator Check
 Continuity Check
 Voltage and Current Measurement
 Check by False Signal
 Test Harness
T5-1-5
Precautions for Inspection and Maintenance

1. Disconnect the power source.
Disconnect the harness from the negative terminal
side in battery first when taking wire harnesses
and connectors off for repair or replacement work.
Failure to do so can result in damage to the wire
harnesses, fuses and fusible links and, in some cases,
cause fire due to short circuiting. In addition, even
when the key switch is turned OFF, the controller
may be operated for a specified time. Therefore,
disconnect the harness from the negative terminal
side in battery after setting the key switch to the
OFF position and waiting one minute or more.
2. Color coding of wire harnesses.
As for the color codes of wire harnesses in the
electrical system, refer to the table. In cases on the
design sheet where two colors are indicated for one
wire, the left initial stands for base color, while the
right initial stands for marking color.
Code R W L G Y B
Color Red White Blue Green Yellow Black
Code Or Lg Br P Gr V
Color Orange Light Brown Pink Gray Violet
green
fNOTE:
 Code BW indicates a black base wire with white fine-
line marking.
 Initials "O" and "Or" both stand for the color orange.
 Wires with longitudinal stripes printed on them are
not color coded. Do not confuse them with color
coded wires.
T5-1-6
3. Precautions for connecting and disconnecting

terminal connectors.
 When disconnecting the harnesses, grasp them
by their connectors. Do not pull on the wire
itself. Release the lock first before attempting to
separate connectors, if a lock is provided. (Refer to
Instructions for Disconnecting Connector on T5-1-8.)
 The water-resistant connectors keep water out.
If water enters them, water will not easily drain TDAA-05-08-002
from them. When checking the water-resistant
connectors, take extra care not to allow water to
enter the connectors. In case water should enter the
connectors, reconnect only after the connectors are 1
thoroughly dried.
 Before connecting the terminal connectors, check 2
that no terminals are bent (3) or coming off. In
addition, as most connectors are made of brass, 3
check that no terminals are rusting (2).
 When connecting terminal connectors provided with
a lock, insert them together until the lock "clicks." 4
 Pull the harness near the connector in order to check TDAA-05-08-003
if it is correctly connected.
1- Correct 3- Incorrect (Deformation)
2- Rust 4- Incorrect (Deformation)
4. Precaution for using a circuit tester.

 Before using a circuit tester, refer to the instructions
in the circuit tester manual. Then, set the circuit TDAA-05-08-004
tester to meet the object to be measured, voltage
range and current polarity.
 Before starting the connector test, always check the
connector terminal numbers, referring to the circuit
diagram. When the connector size is very small, and
the standard probe size is too large to be used for
testing, wind a fine piece of sharpened wire or a pin
around the probe to make the test easier.
 When checking the connector by using a circuit
tester, insert a tester probe from the harness end
of connector in order not to damage the terminal
inside connector.
T5-1-7
Instructions for Disconnecting Connectors
 Push, Unlock, and Separate Type
 Connectors will not be easily separated even if the

lock is pushed while being pulled.
 The lock is located on female side connector (harness
end side).
T107-04-05-002
 Raise Lock, Pull, and Separate Type
T107-04-05-003
T5-1-8
(Blank)
T5-1-9
Fuse Inspection
Cracks in a fuse are so fine that it is very difficult or
impossible to find by visual inspection. Use a circuit tester
in order to correctly inspect fuse continuity. Use a circuit
tester in order to correctly inspect fuse continuity by
following the instructions described below.
1. Set the key switch to the ON position. When the key

switch is in the ON position, current from key switch
terminal BR, R2, and ACC is supplied to all circuits
except fuse #6. (Refer to the circuit diagram.)
2. Remove the fuse box cover. Set a circuit tester.
(Measurement Range: 0 to 14.5 V)
3. Ground the negative probe of circuit tester to the
body. Touch the terminals located away from center
of the fuse box with the positive probe of circuit
tester one at a time. When normal continuity of
a fuse is intact, the circuit tester will indicate 12 V
(battery voltage).
11 1
12 2
13 3
14 4
15 5
16 6
17 7
18 8
9
10
T1N0-05-05-001
T5-1-10
Fuse No. Capacity Connected to

1 5A Horn Relay
2 5A Monitor Controller (Backup Power), Radio (Backup Power) (OP)
3 25 A Light Relay
4 10 A Main Relay
5 5A Option
6 5A Starter Relay 1
7 25 A Air Conditioner (Blower Fan) Power (OP)
8 10 A Wiper Motor (OP)/Washer Motor (OP)
9 5A Travel Mode Selector Relay, Travel Mode Control Solenoid Valve, Light Switch
10 20 A Auxiliary Power (OP)
11 5A Monitor Controller
12 5A Radio (OP)/Air Conditioner Power Switch (OP)
13 20 A Beacon Light (OP)
14 5A Travel Mode Switch
15 10 A Travel Alarm (OP), AUX Function Lever Power (OP), Auxiliary Flow Rate Control Power (OP)
16 5A Rack Actuator Relay, Alternator, E-ECU, Fuel Pump
17 5A Pilot Shut-Off Switch, Pilot Shut-Off Relay, Pilot Shut-Off Solenoid Valve
18 5A Option
T5-1-11
Slow Blow Fuse Inspection 1
Inspection
1. Visually inspect slow blow fuse (1).
Replacement
1. Disconnect the negative cable from the battery.
2. Pull out slow blow fuse (1). Replace slow blow fuse
(1).
3. Connect the negative cable to the battery.
TAEA-01-02-017
TADB-05-01-003
1- Slow Blow Fuse
T5-1-12
Battery Voltage Check

1. Turn the key switch OFF. Check voltage between the
battery positive terminal and the body (ground).
Normal Voltage: 12 V
fNOTE: If voltage is abnormal, recharge or replace the

battery.
2. Start the engine. Check voltage between the
battery positive terminal and the body (ground).
Normal Voltage: 14.5 V
fNOTE: If voltage is abnormal, check the charging

system.
T505-07-01-002
T5-1-13
Alternator Check 1
Generally, if the alternator has generated electricity,

alternator indicator (1) will disappear. If alternator
indicator (1) is displayed while the engine is running, the
alternator might be defective.
How to Check Alternator

1. Set the key switch to the ON position. Confirm that
alternator indicator (1) is displayed.
2. Measure voltage between terminal B of the
alternator and the body. If the measured voltage is
around 12 V, the alternator circuit can be considered
normal. If the measured voltage is low, a shortage
in battery capacity or looseness of the wire
connectors of alternator circuit might be the cause
of the malfunction. When voltage is 0 V, the wiring MADB-00-007
between fuse box and alternator might be loose or 1- Alternator Indicator
disconnected. Also, the alternator cannot generate
electricity if the ground line is disconnected.
3. Next, start the engine and measure voltage
generated while the alternator rotates. As described
above, measure voltage between terminal B on the
alternator side and the body.
If voltage is around 13.5 V, the alternator is
operating normally. If the rated voltage is not being
generated (around 12 V), there is some trouble with
the alternator or the regulator.
TADB-05-01-004
T5-1-14
Continuity Check
IMPORTANT: Before continuity check, set the key
switch to the OFF position. A a
 Single-line continuity check

Disconnect both end connectors of the harness and
check continuity between both ends:
 If the ohm-meter reading is: ∞ Ω = Discontinuity
 0 Ω = Continuity
A a
 When the one end connector is far apart from the
other, connect one end of connector (A) to the body
by using a clip. Then, check continuity of the harness
through the body as illustrated.
 If the ohm-meter reading is: ∞ Ω = Discontinuity
 0 Ω = Continuity
A a
 Single-line short-circuit check

Disconnect both end connectors of the harness and
check continuity between one end connector of the
harness and the body:
 0 Ω = Short-circuit is present.
 ∞ Ω = No short-circuit is present.
T107-07-05-003
 Multi-line continuity check

Disconnect both end connectors of the harness, and
short-circuit two terminals, (A) and (B), at one end
connector, as illustrated. Then, check continuity between A a
terminals (a) and (b) at the other connector. B b
C c
If the ohm-meter reading is ∞ Ω, either line (A) - (a),
or (B) - (b) is in discontinuity. To find out which line is
discontinued, conduct the single line continuity check
on both lines individually, or, after changing the short-
circuit terminals from (A) - (B) to (A) - (C), check continuity
once more between terminals (a) and (c). By conducting
the multi-line continuity check twice, it is possible to find T107-07-05-004
out which line is discontinued. With terminals (A) and (C)
short-circuited, check continuity between terminals (a)
and (c).
 0 Ω = Line (B) - (b) has discontinuity.
 ∞ Ω = Line (A) - (a) has discontinuity.
A a
B b
C c
 Multi-line short-circuit check
Disconnect both end connectors of the harness, and
check continuity between terminals (A) and (B) or (C).
 0 Ω = Short-circuit exists between the lines.
 ∞ Ω = No short-circuit exists between the lines.
T107-07-05-005
T5-1-15
Voltage Inspection Method

Turn switches ON so that the specified voltage is supplied Key Switch: ON (check point (4) to check point (8))
to the check point. Measure voltage. Diagnose the circuit Relay: ON (check point (9), check point (10))
between power source and the check point by checking Black (negative) probe terminal of circuit tester: To
that specified voltage is supplied or not. ground to the body
Red (Positive) probe terminal of circuit tester: To check
Start checking the circuit in order up to the location to point
be measured from either power source or actuator side. Power source: Batteries (12 V)
Thereby, the faulty location in the circuit will be found. * If the measured voltage is 0.5 V less than the battery
voltage, some incorrect contacts may exist at
connectors.
TADB-05-01-002
a- Key Switch e- Battery

d- Relay f- Check Order (Horn Circuit)
T5-1-16
5-Volt Circuit
 Voltage between terminal #1 and the body Two Polarities
Disconnect the connector with the key switch OFF.
Measure voltage between terminal #1 on the body 1 2
harness end connector and the body (ground).
 Key Switch: ON
 Black (negative) probe terminal of circuit tester: To
ground to the body
 Red (Positive) probe terminal of circuit tester: To
terminal #1
Evaluation: If the measuring voltage is within 5 ± 0.5 volts, T107-07-05-006

the circuit up to terminal #1 is normal.
Three Polarities
1 2 3
T107-07-05-007
 Voltage between terminal #1 and the ground terminal
Turn OFF the key switch, and disconnect the sensor
connector. Measure the voltage between terminal #1 Two Polarities
(5 V power supply) on the body harness end connector
1 2
and the ground terminal (terminal #2 for two-polarities
or terminal #3 for three-polarities connector) under the
following conditions.
 Key Switch: ON
 Black (negative) probe terminal of circuit tester: To
ground terminal (Terminal #2 or #3)
 Red (Positive) probe terminal of circuit tester: To
terminal #1 T107-07-05-008
Evaluation: If the measuring voltage is within 5 ± 0.5

volts, the circuit up to terminal #1 or the ground terminal
(terminal #2 or #3) is normal. Three Polarities
1 2 3
T107-07-05-009
T5-1-17
Check by False Signal

Two Polarities
Turn the key switch OFF. Disconnect the sensor connector.
1 2
Turn the key switch ON. Connect terminal #1 (power
source) of the body harness end connector to terminal #2
(signal). (Power voltage is used as a false signal.)
Check this state by using the service menu of monitor.
When the maximum value is displayed, the circuit up
to the body harness end connector is normal. If "ON" is
displayed, the pressure switch circuits are normal.
IMPORTANT: Do not connect terminal #1 or #2
to terminal #3 or to the body (ground) when
checking a three-polarity connector. T107-07-05-010
fNOTE: Some kinds of sensors can be monitored by the

service menu of monitor. Three Polarities
1 2 3
T107-07-05-011
T5-1-18
Group 2 Monitor
Outline
Basic Screen
1 2 3 4 5
18 6
17
7
16
8
15
9
10
14 13 12 11
TADB-05-02-039EN
1- Overheat Indicator 6- Clock 11- Overload Alarm/Set Switch 15- Coolant Temperature Gauge
2- Engine Oil Pressure Indicator 7- Security State Display (OP) 12- ECO/PWR Mode/Selection 16- Travel Mode Display
3- Alternator Indicator 8- Auto Shut-Down Display (OP) Switch 17- Work Light Display
4- Fuel Level Indicator 9- Fuel Gauge 13- Auto-Idle/Selection Switch 18- Auxiliary
5- Preheat Indicator 10- Hour Meter 14- Menu/Back Switch
T5-2-1
Group 2 Monitor
Operating Procedures of Service Menu

IMPORTANT: The service menu is provided only for
maintenance activity. Do not explain this function
to your customers.
The following items can be displayed on the monitor.
 Monitoring:
The information of sensors and switches are
displayed.
 Setting:
The settings as engine speed adjustment, is adjusted.
 Issued Warning Record:
Twenty alarms which were issued recently are
displayed.
T5-2-2
Group 2 Monitor
How to display service menu

1. Set the key switch to the ON or START position
while pushing menu/back switch (1). Therefore, the
service menu is added to the MENU screen.
2. When pushing menu/back switch (1), the MENU
screen is displayed.
3. When pushing select switches (2, 3), the service
menu (Monitoring (5), Setting (6), and Trouble Code
Record (7)) are displayed.
4. When pushing menu/back switch (1), the previous
screen appears.
1 4
2 3 TADB-05-02-002
5
6
7
1 4
2 3
TADB-05-02-003EN
T5-2-3
Group 2 Monitor
(Blank)
T5-2-4
Group 2 Monitor
Monitoring
1. When pushing select switches (2, 3), select
Monitoring (5) from MENU. When pushing set
switch (4), the Monitoring screen is displayed.
(Figure A)
2. When pushing select switches (2, 3), select the item
for monitoring. When pushing set switch (4), the 5
selected monitoring items are displayed. (Figure B)
(Refer to List of Monitoring Item.)
screen appears.
1 4
2 3
TADB-05-02-003EN
1 4
2 3
TADB-05-02-006EN
1 4
2 3 TADB-05-02-007EN
T5-2-5
Group 2 Monitor
List of Monitoring Item

Switch
Item Unit Data
Pilot Control Shut-Off Lever SW ON/OFF Pilot shut-off switch ON/OFF status
Travel alarm cancel SW ON/OFF Travel alarm deactivation switch ON/OFF status
Sensor
Item Unit Data
Engine Speed Control Dial V Input signal from engine control dial
C/V Pressure Sensor V Input signal from auto-idle pressure sensor
Travel Pi Pressure Sensor V Input signal from travel pressure sensor
Boom Bottom Pressure Sensor V Input signal from boom bottom pressure sensor
Engine Controller
Item Unit Data
Engine Speed min -1
Input signal (actual engine speed) from E-ECU
Engine Coolant Temperature ºC Input signal from coolant temperature sensor
Accelerator pedal position % Target engine speed signal to E-ECU
Engine gross load ratio % Input signal from E-ECU
T5-2-6
Group 2 Monitor
Monitor
Item Unit Data
Battery Voltage V Input signal from battery
Fuel Gauge %/Ω Input signal from fuel sensor
Battery output Relay ON/OFF Battery relay ON/OFF status
Regulator ON/OFF Alternator (regulator) ON/OFF status
Alarm Output ON/OFF Travel alarm ON/OFF status
CTRL1* ON/OFF Connected controller ON/OFF status
Auto-shutdown count level* sec Remaining time until starting auto-shutdown
Frequency of Auto-shutdown* - Frequency of engine stopping due to auto-shutdown
Monitor Controller Version - Version of monitor controller (software)
Number of engine starts - Frequency of engine starting
fNOTE: *: Optional
T5-2-7
Group 2 Monitor
Setting
1. When pushing select switches (2, 3), select Setting
(5) from MENU. When pushing set switch (4), the
Setting screen is displayed. (Figure A)
2. When pushing select switches (2, 3), select the item
for setting. When pushing set switch (4), the Setting
screen for selected item is displayed. (Figure B)
(Refer to List of Setting Item.) 5
fNOTE: Engine Speed (6) is explained as an example

here.
1 4
2 3 TADB-05-02-003EN
1 4
2 3
TADB-05-02-008EN
TADB-05-02-009EN
T5-2-8
Group 2 Monitor
3. When pushing set switch (4), the color of selected

item data is changed. Push select switches (2, 3),
change the data, and push set switch (4). (Figure C) C
4. The setting has been completed.
screen appears.
1 4
2 3
TADB-05-02-010EN
T5-2-9
Group 2 Monitor
List of Setting Item
Item Detail Unit Data Initial Value

A/S Repeat Enabled/ Setting of auto-shutdown function. Enabled
Disabled
Overload warning Function Enabled/ Setting of overload alarm function. Disabled
buzzer Disabled
Engine Speed E mode % Setting of engine speed at the ECO mode. 78.0
 Engine Speed (List of Adjustment)

Item Unit Minimum Adjustable Range Initial Value
Adjustment
E mode % 0.4 OFF/50.0 to 100 78.0
T5-2-10
Group 2 Monitor
(Blank)
T5-2-11
Group 2 Monitor
Issued Trouble Cord Record (Warning Record)

 Trouble Code Record Clear
1. When pushing select switches (2, 3), select Trouble
Code Record (5) from MENU. When pushing set
switch (4), the Trouble Code Record screen is
displayed. (Figure A)
2. When pushing select switches (2, 3), select Record
Clear (6). When pushing set switch (4), the Record 5
Clear screen is displayed. (Figure B)
3. When pushing select switches (2, 3), select YES
(7). When pushing set switch (4), the trouble code
record is deleted.
1 4
screen appears.
2 3
TADB-05-02-011EN
1 4
2 3
TADB-05-02-012EN
1 4
2 3
TADB-05-02-013EN
T5-2-12
Group 2 Monitor
 Issued Trouble Code Record

1. When pushing select switches (2, 3), select Trouble
Code Record (5) from MENU. When pushing set
switch (4), the Trouble Code Record screen is
displayed. (Figure A)
2. When pushing select switches (2, 3), select Record
(6). When pushing set switch (4), the Trouble Code
Record screen is displayed. (Figure B)
5
3. Maximum twenty alarm logos and descriptions
which were issued recently are displayed. (Refer to
List of Alarm.)
screen appears. 1 4
2 3
TADB-05-02-011EN
1 4
2 3
TADB-05-02-014EN
1 4
2 3
TADB-05-02-015EN
T5-2-13
Group 2 Monitor
List of Alarm
IMPORTANT: When the fault code of Engine Failure is
displayed, check the details (fault code) by using
List of Alarm or Issued Warning Record.
Engine Failure
Logo Fault Alarm Description Remedy
Code
E: 1100 Engine Trouble Alarm Engine or engine related parts are abnormal. Refer to Engine
Manual.
TADB-05-02-028
W: 1100 Engine Warning Engine or engine related parts are abnormal. Refer to Engine
Stop operation. Check the details (fault code) Manual.
and inspect it.
TADB-05-02-029
W: 2201 Overheat Alarm Coolant temperature is abnormally high. Stop 
operation. Run the engine at slow idle to cool
TADB-05-02-030
coolant temperature.
W: 2202 Engine Oil Pressure Engine oil pressure is low. Immediately stop the 
Alarm engine. Check engine oil system and oil level.
TADB-05-02-031
W: 1206 Air Filter Restriction Air cleaner filter is clogged. Clean the air cleaner 
Alarm filter or replace it.
TADB-05-02-032
W: 1207 Coolant Temperature Coolant temperature sensor is broken or Refer to Engine
W: 2207 Sensor Failure abnormal. Repair or replace it. Manual.
TADB-05-02-033
W: 1208 Engine Speed Sensor Engine or engine related parts are abnormal. Refer to Engine
Failure Manual.
TADB-05-02-033
T5-2-14
Group 2 Monitor
Machine Failure
Logo Fault Alarm Description Remedy
Code
W: 1304 Engine Control Dial Engine control dial is broken or abnormal. Repair Refer to
Failure (CAN Signal) or replace it. Troubleshooting
TADB-05-02-033 A.
W: 2304 Fuel Sensor Failure Fuel sensor is broken or abnormal. Repair or Refer to
replace it. Troubleshooting
TADB-05-02-033 A.
W: 2306 Boom Bottom Boom bottom pressure sensor is broken or Refer to
Pressure Sensor abnormal. Repair or replace it. Troubleshooting
TADB-05-02-033 Failure A.
W: 2307 Engine Control Dial Engine control dial is broken or abnormal. Repair Refer to
Failure (Analog) or replace it. Troubleshooting
TADB-05-02-035 A.
W: 2310 EEPROM Failure The communication system is abnormal. Replace the
controller.
TADB-05-02-036
T5-2-15
Group 2 Monitor
CAN Communication Failure

Logo Fault Code Alarm Description Remedy
W: 1310 CAN Communication CAN communication device is abnormal. Stop Refer to
Failure operation. Check if the sensor or controller is Troubleshooting
TADB-05-02-037 abnormal. A.
Controller Failure
Logo Fault Code Alarm Description Remedy
W: 0001 CMOS Communication CMOS communication device is abnormal. Replace the
Error Stop operation. Check if any part or system is controller.
TADB-05-02-038
abnormal.
T5-2-16
Group 2 Monitor
Fault Code List
Monitor Engine Fault Code Cause

ENG: xxxxx-xx
0001D-02 P0224 Spare accelerator sensor intermittent failure
0001D-03 P0223 Spare accelerator sensor error (high voltage)
0001D-04 P0222 Spare accelerator sensor error (low voltage)
0001D-08 P1227 Spare accelerator sensor error (pulse communication)
0005B-02 P0124 Accelerator sensor intermittent failure
0005B-03 P0123 Accelerator sensor error (high voltage)
0005B-04 P0122 Accelerator sensor error (low voltage)
00064-01 P1198 Oil pressure descend error
00064-04 P1192 Oil pressure switch error
0006E-00 P0217 Cooling water temperature rise alarm
0006E-02 P0119 Cooling water temperature sensor intermittent failure
0006E-03 P0118 Cooling water temperature sensor error (high voltage)
0006E-04 P0117 Cooling water temperature sensor error (low voltage)
0009E-00 P0563 Power supply voltage error (high voltage)
0009E-01 P0562 Power supply voltage error (low voltage)
000A7-01 P1568 Charge alarm
000A7-04 P1562 Charge switch error
000BE-00 P0219 Overspeed error
00274-02 P1605 ECU internal flash ROM error (checksum B)
00274-02 P1606 ECU internal flash ROM error (checksum C)
00274-0C P0605 ECU internal flash ROM error (checksum A)
00276-02 P1601 ECU internal EEPROM error (checksum)
00276-0C P0601 ECU internal EEPROM error (read/write error)
0027E-02 P1214 Engine error
0027E-03 P1213 Rack actuator error (high current)
0027E-04 P1212 Rack actuator error (low current)
0027E-07 P1211 Rack actuator mechanical failure
0027F-0C U0001 CAN communication error
T5-2-17
Group 2 Monitor
Monitor Engine Fault Code Cause

ENG: xxxxx-xx
00436-04 P0340 Speed sensor error
00437-02 P1644 Sensor 5V intermittent failure
00437-03 P0643 Sensor 5V error (high voltage)
00437-04 P0642 Sensor 5V error (low voltage)
00470-00 P0634 ECU temperature rise alarm
00470-02 P1664 ECU temperature sensor intermittent failure
00470-03 P0669 ECU temperature sensor error (high voltage)
00470-04 P0668 ECU temperature sensor error (low voltage)
004BA-03 P1203 Rack position sensor error (high voltage)
004BA-04 P1202 Rack position sensor error (low voltage)
005CD-04 P0686 Main relay error
7F801-02 P1224 Rack actuator relay intermittent failure
7F801-03 P1223 Rack actuator relay error B
7F801-04 P1222 Rack actuator relay error A
7F802-02 P1244 CSD solenoid valve intermittent failure
7F802-03 P1243 CSD solenoid valve error B
7F802-04 P1242 CSD solenoid valve error A
7F803-02 P1234 Start assist relay intermittent failure
7F803-03 P1233 Start assist relay error B
7F803-04 P1232 Start assist relay error A
7F84A-00 P1217 Abnormal water temperature
7F853-00 P1101 Air cleaner clogging alarm
7F8A2-04 P1340 Spare speed sensor error
7F9E7-0C P1610 ECU internal sub CPU error A
7F9E7-0C P1611 ECU internal sub CPU error B
7F9E7-0C P1612 ECU internal sub CPU error C
7F9E8-0C P1620 ECU internal map format error
T5-2-18
Group 2 Monitor
Inspection of Fuel Gauge, Battery Voltage,

Hour Meter, and Destination No.
Inspection Method
2
1. In case pushing menu/back switch (1) for a while
with the key switch set in the OFF position, fuel
gauge (2), battery voltage (3), hour meter (4), and 3
destination No. (5) can be checked.
2. When releasing menu/back switch (1), the monitor 4
display disappears in three seconds.
5
fNOTE: Refer to Factory Setting for destination No. (5).
1
TADB-05-02-016
T5-2-19
Group 2 Monitor
Fuel Gauge and Coolant Temperature Gauge
Fuel Gauge No. Fuel Level (%) Fuel Sensor (Ω)

A A 87 18±1
B
B 71 26±1
C
C 53 33±1
D D 31 44±2
E 15 59±2
E F 0 (EMPTY) 840-4
F
TADB-05-02-024
Coolant Temperature Gauge No. Coolant Coolant Temperature

Temperature (ºC) Sensor (kΩ)
F A 20 2.45+0.14-0.13
E
B 50 -
D
C 80 0.318±0.008
C D 100 (0.1836)
E 105 -
B
F 113 -
A
TADB-05-02-026
T5-2-20
Group 2 Monitor
Factory Setting
IMPORTANT: When the monitor has been replaced
and icon (a) which has not been set is displayed,
set it to the factory setting.
1 4
2 3 TADB-05-02-002
TADB-05-02-040
1. Set the key switch to the ON position while pushing 5

menu/back switch (1) and set switch (4) at the
same time. The Shipment Setup screen is displayed.
(Figure A)
2. When pushing select switches (2, 3), select
Destination (5). Push set switch (4).
3. When pushing select switches (2, 3), select the 1 4
destination. Push set switch (4).
Destination No.
2 3 TADB-05-02-017
ZX33U-5A 41
ZX38U-5A 42
ZX48U-5A 43
ZX55U-5A 44
ZX65USB-5A 45
1 4
2 3 TADB-05-02-018
T5-2-21
Group 2 Monitor
4. When pushing select switches (2, 3), select Model

(6). Push set switch (4).
5. When pushing select switches (2, 3), select the
machine model (t). Push set switch (4).
1 4
2 3 TADB-05-02-019
1 4
2 3 TADB-05-02-020
T5-2-22
Group 2 Monitor
 Setting of Overload Warning Buzzer (OP)

6. When pushing select switches (2, 3), select Option
7. When pushing select switches (2, 3), select O/L
Warning BZ (8). Push set switch (4).
8. When pushing select switches (2, 3), select Enabled
9. When pushing menu/back switch (1), the previous 7
screen appears.
1 4
2 3 TADB-05-02-021
1 4
2 3 TADB-05-02-022
1 4
2 3 TADB-05-02-023
T5-2-23
Group 2 Monitor
(Blank)
T5-2-24
Troubleshooting A (Base Machine Diagnosis

by Using Fault Codes) Procedure
Refer to troubleshooting A procedure in case any fault fNOTE: After repairing, perform Record Clear of the
codes are displayed after diagnosing by using the service monitor. Then, delete the warning record. (Refer to
menu of the monitor. TROUBLESHOOTING / Monitor.)
 Diagnosis Procedure
 The diagnosis procedures for the displayed fault
codes are explained in this group.
 In case more than one fault code are displayed at
the same time, the controller may be faulty or the
power/ground of the sensor system may be faulty.
 When the controller fault code is displayed with
other fault code, replace the controller.
 In case more than one fault code other than those
described above are displayed at the same time,
diagnose for each fault code.
 It may be required that the machine is operated or
the test harness is connected at inspection.
Check the items of preparation and perform
inspection according to the procedures when
diagnosing.
fNOTE: Harness end connector viewed from the open

end side by the all connectors image shown in this
section.
1
2
T6L4-05-03-001
1- Harness End Connector 2- Harness
T5-3-1
Contents Of Diagnosis
Fault Code
Preparation
Tools for a diagnosis and contents

needing inspection beforehand are
explained.
How to Read Table

Fault Code Trouble Inspection Evaluation Cause
Method
(A) (B) (C) (D) (E)
(F) (G) (H)
 A: Fault code
 B: Trouble details
 C, F: Inspection method for trouble cause
 D, G: Evaluation specification of check results
 E, H: Trouble cause for the fault code
Procedure:
1. Check an applicable line depending on displayed Fault Cord (A).
2. After checking or measuring on Inspection Method (C), refer to Evaluation
(D) and judge the results.
3. In case the results are satisfied with Evaluation (D), the trouble cause
becomes Cause (E).
In case the results are not satisfied with Evaluation (D), go to the next
procedure, Inspection Method (F).
Circuit Diagram of Test Harness
A connection point of the test harness and a point to check are explained.
(Only Pressure Sensor System Troubleshooting)
T5-3-2
Fault Code List
Fault Code Trouble Cause Symptoms in Machine Remedy

Operation When Trouble
Occurs.
W: 1304 Engine Control Dial Faulty monitor controller Power mode is not shifted. Check the monitor
Failure (CAN Signal) Faulty CAN harness Auto-idle is not operated. controller.
Check the CAN harness.
W: 1310 CAN Faulty CAN harness Power mode is not shifted. Check the CAN harness.
Communication Auto-idle is not operated.
Failure All segments of coolant
temperature gauge blink.
W: 2304 Fuel Sensor Failure Faulty fuel float Fuel segment blinks. Replace the fuel sensor.
Faulty fuel float harness Correct value of fuel Check the harness.
gauge is not displayed.
W: 2306 Boom Bottom Faulty boom bottom Overload alarm (OP) Replace the boom
Pressure Sensor pressure sensor continues to sound within bottom pressure sensor.
Failure Faulty boom bottom the allowable lifting load Check the harness.
pressure sensor harness range.
W: 2307 Engine Control Dial Faulty engine control dial Although the engine Replace the engine
Failure (Analog) Faulty harness control dial is operated, control dial.
the engine speed does Check the harness.
not change.
T5-3-3
Fault Code W: 1304

Preparation
 Check the wiring connections first.
Fault Code Trouble Inspection Method Evaluation Cause
W: 1304 Engine Control Dial Measure resistance between 0/∞ Ω Faulty CAN (High side) harness
Failure (CAN Signal) E-ECU#40 and terminal M1-20 in between E-ECU and monitor
monitor controller. controller
Measure resistance between 0/∞ Ω Faulty CAN (Low side) harness
E-ECU#39 and monitor controller between E-ECU and monitor
terminal M1-21. controller
- The check Faulty monitor controller
mentioned
above is
normal.
Connector (Harness end)

 E-ECU  Monitor Controller M1
TADB-05-03-001 TADB-05-03-002
T5-3-4
Fault Code W: 1310

Preparation
Discontinuity check (shorted circuit)
W: 1310 CAN Measure resistance between The value is lower than Shorted circuit between CAN
Communication CAN (High side) harness and the normal value. (High side) harness and CAN
Failure CAN (Low side) harness in (Normal value: 120 Ω) (Low side) harness in E-ECU.
E-ECU.
Measure resistance between The value is lower than Shorted circuit between CAN
CAN (High side) harness and the normal value. (High side) harness and CAN
CAN (Low side) harness in (Normal value: 120 Ω) (Low side) harness in E-ECU.
monitor controller.
Measure resistance between The value is lower than Shorted circuit in CAN harness
CAN harness end #1 and #2. the normal value. #1 and #2.
(Normal value: 120 Ω)
Measure resistance between The value is lower than Shorted circuit in YDT harness
YDT harness end #2 and #3. the normal value. #2 and #3.
(Normal value: 120 Ω)
Continuity check (open circuit)

W: 1310 CAN Measure resistance in CAN ∞Ω Open circuit in CAN (High
Communication (High side) harness between side) harness between E-ECU
Failure E-ECU and monitor controller. and monitor controller.
Measure resistance in CAN ∞Ω Open circuit in CAN (Low side)
(Low side) harness between harness between E-ECU and
E-ECU and monitor controller. monitor controller.
Measure resistance between ∞Ω Open circuit in harness #1 in
High side in E-ECU and CAN CAN.
#1.
High side in E-ECU and YDT #2. YDT.
Low side in E-ECU and CAN #2. CAN.
Low side in E-ECU and YDT #3. YDT.
E-ECU #30 and CAN #2. E-ECU.
T5-3-5

 E-ECU  Monitor Controller M1
TADB-05-03-001 TADB-05-03-002
 CAN
TDCD-05-06-010
 YDT
TADB-05-03-004
T5-3-6
Fault Code W: 2304

W: 2304 Fuel Sensor Measure resistance between The value is not within the Faulty sensor
Failure sensor #1 and #2. normal values. (Refer to
the table.)
Measure voltage between 0V Open circuit in harness #2.
sensor harness end #2 and the
body.
Measure resistance between ∞ Ω Open circuit in harness #1.
sensor harness end #1 and the
body.
- The check mentioned Shorted circuit in harness #1
above is normal. and #2.
Fuel Gauge No. Fuel Level (%) Fuel Sensor (Ω)

A A 87 18±1
B
B 71 26±1
C
C 53 33±1
D D 31 44±2
E 15 59±2
E
F 0 (EMPTY) 840-4
F
TADB-05-02-024

 Fuel Sensor
TDCD-05-06-010
T5-3-7
Fault Code W: 2306

Preparation
W: 2306 Boom Bottom Measure resistance in boom The value is not within the Faulty sensor
Pressure Sensor bottom pressure sensor end. normal values. (Normal value:
Failure between #1 and #2: 166 kΩ,
between #1 and #3: 2.7 kΩ,
between #2 and #3: 81.5 kΩ)
Measure resistance between 0Ω Shorted circuit in
harness end #1 and #2 in boom harness #1 and #2.
bottom pressure sensor.
Measure resistance between ∞Ω Open circuit in
harness end #3 in boom bottom harness #3.
pressure sensor and terminal
M1-14 in monitor controller.
harness end #2 in boom bottom harness #2.
pressure sensor and terminal
M1-16 in monitor controller.
- The check mentioned above Open circuit in
is normal. harness #1.

 Boom Bottom Pressure Sensor
 Monitor Controller M1
TADB-05-03-005 TADB-05-03-002
T5-3-8
Fault Code W: 2307

Engine Control Dial Voltage
Specification (V)
Slow Idle 0.6±0.1
Fast Idle 4.0±0.1
Preparation
W: 2307 Engine Control Dial Monitor EC Dial (V) and operate The value is not within -
Failure (Analog) the engine control dial. the normal values.
(Normal value: Slow
idle: 0.6±0.1 V, Fast idle:
4.0±0.1 V)
When the value is lower than standard voltage:

W: 2307 Engine Control Dial Measure resistance in engine The value is not within Faulty engine
Failure (Analog) control dial end. the normal values. control dial
(Normal value: between
#1 and #2: 0.5 Ω, between
#1 and #3: 5 kΩ, between
#2 and #3: 5 kΩ)
harness end #2 in engine control harness #2.
dial and E-ECU #35.
harness end #1 in engine control harness #1.
dial and E-ECU #38.
- The check mentioned Open circuit in
above is normal. harness #3.
T5-3-9
When the value is higher than standard voltage:

W: 2307 Engine Control Dial Measure resistance in engine The value is not within Faulty engine
Failure (Analog) control dial end. the normal values. control dial
(Normal value: between
#1 and #2: 0.5 Ω, between
#1 and #3: 5 kΩ, between
#2 and #3: 5 kΩ)
- The check mentioned Shorted circuit in
above is normal. harness #1 and #2.

 Engine Control Dial  E-ECU
TADB-05-03-003
TADB-05-03-001
T5-3-10
Troubleshooting B (Machine Diagnosis by

Using Troubleshooting Symptom) Procedure
Refer to troubleshooting B procedures for diagnosis
by using trouble symptom when no fault codes are
displayed.
 Diagnosis Procedure
 The diagnosis procedures for the displayed fault
codes are explained in this group.
 Perform diagnosis by using the service menu of
monitor first.
 In case any fault code has not been displayed by
diagnosis, perform inspection according to the
procedures when diagnosing.
 When the fault code is displayed, refer to the
troubleshooting A group and diagnose.
fNOTE: Harness end connector viewed from the open

end side by the all connectors image shown in this
section.
1
2
T6L4-05-03-001
1- Harness End Connector 2- Harness
T5-4-1
Contents of Diagnosis
Trouble Symptom
Preparation
Viewpoints for a diagnosis and contents

needing inspection beforehand are
explained.
How to Read Table

Procedure Inspection Condition Evaluation Cause
Method
(A) (B) (C) (D) (E)
(F) (G) (H) (I) (J)
 A, F: Inspection order
 B, G: Inspection method for trouble cause
 C, H: Conditions for inspection
 D, I: Evaluation specification of check results
 E, J: Trouble cause for trouble symptom
Procedure:
1. Perform inspection according to Inspection Method (B) and Condition (C) of
Procedure (A).
2. In case the results are applied to Evaluation (D), the trouble cause becomes Cause
(E).
In case the results are not applied to Evaluation (D), go to the next procedure,
Procedure (F).
T5-4-2
Engine System Troubleshooting

E-1 Starter does not rotate.
Preparation
 The engine unit or E-ECU may be faulty. Refer to OFF ON START
Engine Manual. Starter Terminal B 12 V or 12 V or 12 V or
 The starter restraining control may prevents the more more more
starter from rotating. (Refer to SYSTEM / Control
Starter Terminal S 0 0 12 V or
System.)
more
Procedure Inspection Method Condition Evaluation Cause

1 Measure battery voltage - The measured values are Faulty battery
and electrolyte density. not within the normal
values
(Normal value: Voltage:
12 V or more, Electrolyte
density: 1.25 to 1.28)
2 Switch starter relay 1 with Set the key switch The symptom Faulty starter relay 1
glow plug relay. to START after disappears.
switching relays.
3 Measure voltage at E-ECU Key Switch: ON 0V Faulty pilot shut-off circuit
harness end #24. (Refer to A-2.)
4 Measure voltage at starter Key Switch: OFF 0V Open circuit in harness between
relay 1 harness end #87. starter relay 1 and slow blow
fuse, or faulty slow blow fuse.
5 Measure voltage at starter Key Switch: START 0 V Open circuit in harness between
relay 1 harness end #86. starter relay 1 and #6 fuse.
6 Check continuity in harness - ∞Ω Open circuit in harness between
between starter relay 1 #85 starter relay 1 and E-ECU.
and E-ECU #20.
7 Measure voltage at starter - 0V Open circuit in harness between
terminal B. battery and starter.
8 Measure voltage at starter Key Switch: START 0 V Open circuit in harness between
terminal S. starter and starter relay 1.
9 Check continuity between Key Switch: START ∞ Ω Faulty key switch
key switch #1 and #6.
10 - - The check mentioned Faulty starter or faulty E-ECU
above is normal.
T5-4-3

 E-ECU  Starter Relay 1
TADB-05-04-001
TADB-05-03-001
T5-4-4
E-2 Even if starter rotates, engine does not start.
Preparation
 The engine unit or E-ECU may be faulty. Refer to
Engine Manual.
 Check that #4 fuse is normal.

1 Switch main relay with other Set the key switch The engine starts. Faulty main relay
general relay. to START after
switching relays.
2 - - The check mentioned Faulty E-ECU or engine unit
above is normal.
T5-4-5
E-3 Auto-idle system is faulty.
Specification (min−1) Remark

Auto-Idle Speed 1200±50
 Even if the control lever is set to neutral, auto-idle

system is not operated.
Preparation
 In case other trouble symptoms occur, perform
troubleshooting of these troubles first.  Refer to SYSTEM / Control System / Auto-Idle Control.

1 Monitor C/V Pressure Sensor. Control lever in 0.5 V Faulty monitor controller, faulty
neutral E-ECU, or faulty CAN harness
2 Measure resistance between - The measured values are Faulty auto-idle pressure sensor
terminals of auto-idle not within the normal
pressure sensor. values. (Normal value:
between #1 and #2: 10 kΩ,
between #1 and #3: 38 kΩ,
between #2 and #3: 20 kΩ)
3 - - The check mentioned Shorted circuit in harness
above is normal. between sensor harness #1 and
#2 of auto-idle pressure sensor.

 Auto-Idle Pressure Sensor
TADB-05-04-002
 Even if the auto-idle switch is in the OFF position, auto-

idle system is operated.
 In case auto-idle system is operated with the auto-
idle switch set in the OFF position, the monitor
controller, E-ECU, or CAN harness may be faulty.
Check the fault code.
T5-4-6
E-4 Engine is difficult to start at low temperature.

(During cold weather or in cold districts,
engine is difficult to start or does not start
even if pre-heated.)
Preparation
 The engine unit or E-ECU may be faulty. Refer to
Engine Manual.
 Check the battery.

1 Switch glow plug relay with Key Switch: START Starter does not rotate. Faulty glow plug relay
starter relay 1.
2 Measure voltage at glow - 0V Open circuit in harness
plug relay harness end #87. between glow plug relay and
battery, or faulty slow blow
fuse.
3 - - The check mentioned Open circuit in harness
above is normal. between glow plug relay and
E-ECU, or faulty E-ECU.

 Glow Plug Relay
TADB-05-04-001
T5-4-7
E-5 ECO mode is faulty.
Specification (min−1) Remark

Fast Idle Speed 2200 Reference Value
(ECO mode)
Preparation
 In case other trouble symptoms occur, perform
troubleshooting of these troubles first.
 Refer to SYSTEM / Control System / ECO Mode
Control.

1 Operate the ECO/PWR mode Key Switch: ON Even if ECO is displayed Faulty monitor controller
selector switch and select on the monitor,
ECO mode. engine speed does not
decreases.
2 - - The check mentioned Faulty E-ECU or faulty CAN
above is normal. harness
T5-4-8
E-6 Auto shut-down is not activated.
Preparation
 In case all actuators do not work, the fuse in auto
shut-down relay circuit may be faulty.
 Refer to SYSTEM / Electrical System / Auto Shut-
Down Relay Circuit (OP).

1 Monitor Pilot Control Shut- Pilot Shut-Off Lever: ON is displayed. Faulty pilot shut-off switch
Off Lever SW. LOCK Position
2 Monitor Engine Coolant Key Switch: ON Engine overheating occurs Faulty CAN harness or
temperature. or all segments blink. faulty overheat switch
3 Switch auto shut-down - The symptom disappears. Faulty auto shut-down
relay with other general relay
relay.
4 Switch R2 cut relay with - The symptom disappears. Faulty R2 cut relay
glow plug relay.
5 Switch ACC cut relay with - The symptom disappears. Faulty ACC cut relay
glow plug relay.
6 - - The check mentioned Faulty monitor controller
above is normal. or faulty auto shut-down
harness
T5-4-9
All Actuator System Troubleshooting

A-1 All actuator speeds are slow and power is
weak.
Specification Remark
Primary Pilot 6.7±0.5 Engine Control Dial:
Pressure (MPa) Fast Idle
Preparation
 In case the trouble occurs only when the hydraulic
oil temperature is low, high viscosity of hydraulic oil
may be the cause.
 As all operation control circuits are pilot systems, the
pilot system may be faulty
 In case more than one actuators are abnormal, the
load check valves in the related circuits may be
faulty.
 Confirm that the air conditioner switch is OFF for the
cab spec. machine.

1 Monitor Engine Speed. Refer to The measured values Faulty engine unit
OPERATIONAL are not within the
PERFORMANCE TEST normal values
/ Engine Test.
2 Measure primary pilot - The measured values To Procedure No. 3.
pressure. are not within the
normal values
Correct Find out cause of trouble
by tracing other trouble
symptoms.
3 Check that pilot filter is - There is abnormality. Clogged pilot filter
clogged.
4 Measure main relief pressure. - The measured values To Procedure No. 5.
are not within the Find out cause of trouble
normal values (Normal by tracing other trouble
value: 25.3±1.0 MPa) symptoms.
5 Disassemble and inspect the - There is abnormality. Faulty main relief valve of
main relief valve of control control valve
valve.
6 Disassemble and inspect the - There is abnormality. Faulty revolution sensing
differential reducing valve valve
and variable metering valve
of revolution sensing valve.
7 Disassemble and inspect the - There is abnormality. Faulty unload valve of
unload valve of control valve. control valve
8 Disassemble and inspect the - There is abnormality. Faulty differential reducing
differential reducing valve of valve of control valve
control valve.
9 - - The check mentioned Faulty pilot relief valve or
above is normal. faulty pilot pump
T5-4-10
A-2 All actuators do not work.
Preparation
 Refer to SYSTEM / Electrical System.

1 Monitor Pilot Control Shut- Pilot Shut-Off Lever: OFF is displayed. Faulty pilot shut-off switch or
Off Lever SW. UNLOCK Position open circuit in harness between
Key Switch: ON pilot shut-off switch and #17
fuse
2 Switch pilot shut-off relay Pilot Shut-Off Lever: The symptom Faulty pilot shut-off relay
with other general relay. UNLOCK Position disappears.
Key Switch: ON
3 Measure resistance between - ∞ Ω (Normal value: Faulty pilot shut-off solenoid
pilot shut-off solenoid valve 12.2±0.85 Ω) valve
#1 and #2.
4 Measure voltage between Pilot Shut-Off Lever: 0V Open circuit in harness
pilot shut-off solenoid valve UNLOCK Position between pilot shut-off relay and
harness end #1 and body. Key Switch: ON pilot shut-off solenoid valve
5 Check continuity between - ∞V Faulty ground circuit in pilot
pilot shut-off solenoid valve shut-off solenoid valve
harness end #2 and body.
6 - - The check mentioned Faulty main pump P1
above is normal.

 Pilot Shut-Off Solenoid Valve
T2BC-05-03-031
T5-4-11
A-3 Actuator does not stop even if control lever is

set to neutral.
Preparation
 Stuck spool in the pilot valve or stuck main spool in
the control valve is suspected.
 Refer to T5-4-13 in case the actuator does not stop
even if control lever is returned to neutral.

1 Set the pilot shut-off lever to - Actuator stops. Faulty pilot valve (stuck spool)
the LOCK position.
2 - - The check mentioned Faulty control valve (stuck spool)
above is normal.
T5-4-12
A-4 Actuator does not stop even if control lever is

set to neutral.
Boom, Arm, Bucket, Boom Swing

1 Switch corresponding - Actuator stops. Faulty overload relief valve or
overload relief valve and faulty make-up valve
make-up valve with normal
ones.
above is normal. or faulty pilot valve (stuck spool)
Swing

1 Measure relief pressure when When relieving The measured values Faulty swing relief valve
relieving swing. swing are not within the
normal values (Normal
value: 21.1±1.0 MPa)
Travel

1 Disassemble and inspect the - There is abnormality. Faulty counterbalance valve
counterbalance valve in travel
device.
T5-4-13
Front Attachment System Troubleshooting

F-1 All front attachment actuator power are weak.
Preparation
 Not only the front attachment but also other
functions will have the problem. In case the travel
function is also abnormal, refer to All actuator
speeds are slow and power is weak on T5-4-10. In
case only the front attachment is abnormal, check
the pilot valve.
T5-4-14
F-2 Some cylinders are not operated or speeds

are slow.
Secondary Pilot 2.9±0.5 When the control
Pressure (MPa) lever is fully
operated
Overload Relief
Pressure (MPa)
Boom, Arm, 26.5±1.0
Bucket
Preparation
 In case the cylinder speeds are slow, the pump flow  In case this trouble occurs only during combined
rate may be reduced. In case the pump flow rate operation, the shuttle valve or pressure compensator
is reduced due to some problems, only actuators in the control valve may be faulty.
requiring more oil flow rate than the reduced pump
flow rate may be slow.
 In case the cylinder power is weak, the relief set
pressure may be low. This trouble is difficult to
recognize whether slow speed or weak power of the
cylinder.

1 Measure secondary pilot Fully operate the The measured value is Faulty pilot valve of
pressure of corresponding control lever of not within the normal corresponding cylinder
cylinder. corresponding value.
cylinder.
2 Measure relief pressure of - The measured value is Faulty overload relief valve of
corresponding cylinder. not within the normal corresponding cylinder
values.
3 Disassemble and inspect the - There is abnormality. Faulty shuttle valve
corresponding shuttle valve.
4 Disassemble and inspect - There is abnormality. Faulty pressure compensator
the corresponding pressure
compensator.
5 - - The check mentioned Stuck control valve spool,
above is normal. faulty cylinder (faulty seal kit)
T5-4-15
F-3 Only boom is not operated or its speed is slow.

1 Measure secondary pilot When the control The measured value is Faulty pilot valve
pressure of boom. lever is fully operated not within the normal
value (Normal value:
2.9±0.5 MPa)
2 Disassemble and inspect the - There is abnormality. Faulty boom anti-drift valve
boom anti-drift valve.
3 - - The check mentioned Faulty overload relief valve
above is normal.
T5-4-16
F-4 Front attachment drifts remarkably.
 Boom Cylinder Internal Leakage Check

1. With the bucket cylinder fully retracted and the arm
cylinder slightly extended from the fully retracted
position, lower the bucket tooth tips onto the
ground.
2. Disconnect the hoses from the boom cylinder rod
side. Drain oil from the hoses and cylinders. (Plug
the disconnected hose ends.))
3. Retract the arm cylinder and lift the bucket off the
ground. If oil flows out of the hose disconnected
piping ends and the boom cylinders are retracted
at this time, oil leaks in the boom cylinders. If no oil
flows out of the hose disconnected piping ends but TADB-05-04-003
the boom cylinders are retracted, oil leaks in the
control valve.

1 Set the pilot shut-off lever to - The symptom Faulty pilot valve
the LOCK position. disappears.
2 Measure main relief pressure. - There is abnormality. Faulty overload relief valve
4 Disassemble and inspect the - There is abnormality. Faulty cylinder (seal kit)
cylinder.
5 - - The check mentioned Scored control valve spool,
above is normal. broken spring, or loose spool end
T5-4-17
F-5 When boom raise or arm roll-out is operated,

boom or arm starts to move after moving
slightly down.
When the load check valve is faulty:
Preparation
(B)
 During the initial stage of operation, oil pressure and
flow rate from the pump is low. Therefore, if the load
check valve is faulty, the oil in the bottom side of the (A)
boom cylinder flows back into the circuit through
the load check valve. Therefore, the boom cylinder is
temporarily retracted.
 As oil pressure and flow rate from the pump is low, if
oil leaks from bottom side (A) to rod side (B) due to
faulty boom cylinder piston or cylinder barrel, the
boom cylinder is temporarily retracted during the
initial stage of operation. In addition, cylinder force
is reduced. The boom cylinder drift increases in this T105-07-04-012
case.

1 Disassemble and inspect the - There is abnormality. Faulty load check valve
load check valve.
3 - - The check mentioned Faulty cylinder (seal kit)
above is normal.
T5-4-18
Swing System Troubleshooting

S-1 Swing is slow or unmoving.
Swing Speed 20.0±1.5 The bucket
(sec/3 rev) should be empty.
Preparation
 In case this trouble occurs only during combined
operation, the shuttle valve or pressure compensator
in the control valve may be faulty.

1 Measure secondary pilot When fully operating The measured value is not Faulty pilot valve
pressure of swing. swing within the normal value.
(Normal value: 2.9±0.5 MPa)
2 Measure delivery pressure When fully operating approx. 2 MPa Faulty control valve (stuck
of main pump P1. swing spool)
3 Measure relief pressure of When relieving The measured value is not Faulty swing relief valve
swing. swing within the normal value.
(Normal value: 21.1±1.0
MPa)
4 Measure the swing motor With constant speed The measured value is not Faulty swing motor
drainage. within the normal value.
(Normal value: 0.5 L/min or
less)
5 Disassemble and inspect - There is abnormality. Faulty shuttle valve
the shuttle valve for swing.
6 Disassemble and inspect - There is abnormality. Faulty pressure
the pressure compensator compensator
for swing.
7 Disassemble and inspect - There is abnormality. Faulty make-up valve
the make-up valve of
swing device.
8 - - The check mentioned above Faulty swing parking
is normal. brake or faulty swing
reduction gear
T5-4-19
S-2 Swing drifts remarkably when swinging is

stopped.
Swing Function 163 or less The bucket
Drift Check should be empty.
(mm/90 SDgr)
Preparation
 In case pressure oil does not flow smoothly, the
valves may be faulty. In case pressure oil flows
smoothly, the spools may be faulty.

1 Measure relief pressure of When relieving The measured value is not Faulty swing relief valve
swing. swing within the normal value.
(Normal value: 21.1±1.0 MPa)
2 Disassemble and inspect - There is abnormality. Stuck control valve spool
the control valve spool.
3 - - The check mentioned above Faulty swing device
is normal.
T5-4-20
Travel System Troubleshooting

T-1 Machine does not travel, travel slowly, or
power is weak.
 Both right and left travel motors are unlikely to be
faulty at the same time.
 This is used when both right and left travel motors
are faulty. In case only one travel motor is faulty,
refer to Machine mistracks.
 In case travel speed does not become fast, refer to
Fast travel is not selected or Travel mode does not
change from slow mode to fast mode.
 In case the machine does not travel, refer to All
actuators do not work.
 In case power is weak, refer to All actuator speeds are
slow and power is weak.
T5-4-21
T-2 Fast travel is not selected. Travel mode does

not change from slow mode to fast mode.
Preparation
 In case the work light does not light, #9 fuse may be
faulty.

1 Measure voltage at travel Key Switch: ON 0 V (Normal value: 12 V) Open circuit in harness
mode switch (panel) between travel mode switch
harness end #2. (panel) and #14 fuse
mode switch (lever) (OP) between travel mode switch
harness end #2. (lever) (OP) and #14 fuse
3 Measure voltage at travel - 0 V (Normal value: 12 V) Open circuit in harness
mode selector relay #3. between travel mode selector
relay and #9 fuse
4 Measure voltage at travel Key Switch: ON 0 V (Normal value: 12 V) Faulty travel mode switch
mode selector relay Travel Mode Switch: (panel), faulty travel mode
harness end #1. Fast Speed Position selector relay unit (OP),
or open circuit in harness
between travel mode switch
(panel) and travel mode
selector relay
5 Switch travel mode Key Switch: ON The symptom Faulty travel mode selector
selector relay with other Travel Mode Switch: disappears. relay
general relay. Fast Speed Position
mode selector solenoid Travel Mode Switch: between travel mode selector
valve harness end #1. Fast Speed Position relay and travel mode selector
solenoid valve
7 Measure resistance - ∞ Ω (Normal value: Faulty travel mode selector
between travel mode 12.2±0.85 Ω) solenoid valve
selector solenoid valve #1
and #2.
8 - - The check mentioned Open circuit in harness #2 of
above is normal. travel mode selector solenoid
valve
T5-4-22
7 6 4 3
TADB-05-04-007EN
5
1- Key Switch 4- Travel Mode Switch (Lever) 5- Travel Mode Selector Relay 7- Travel Mode Selector Solenoid
2- Fuse Box (OP) Unit (OP) Valve
3- Travel Mode Switch (Panel) 6- Travel Mode Selector Relay
Connector
 Travel Mode Selector Solenoid Valve  Travel Mode Selector Relay
TADB-05-04-005
T2BC-05-03-031
 Travel Mode Switch (Panel)
 Travel Mode Switch (Lever) (OP)
TADB-05-04-004 TADB-05-04-008
T5-4-23
T-3 Slow travel is not selected. Travel mode does

not change from fast mode to slow mode.
Preparation

1 Disconnect a connector from - The symptom does not Faulty travel mode selector
the travel mode selector disappear. solenoid valve (stuck spool)
solenoid valve.
2 Disconnect a connector from Key Switch: ON The symptom Faulty travel mode switch (Panel
the travel mode switch (Panel disappears. or Lever (OP))
or Lever (OP)).
3 Disconnect travel mode Key Switch: ON The symptom Faulty travel mode selector relay
selector relay. disappears.
4 - - The check mentioned Shorted circuit in harness
above is normal. between travel mode selector
solenoid valve and travel mode
selector relay or faulty travel
mode selector relay unit (OP)
T5-4-24
7 6 4 3
TADB-05-04-007EN
5
1- Key Switch 4- Travel Mode Switch (Lever) 5- Travel Mode Selector Relay 7- Travel Mode Selector Solenoid
2- Fuse Box (OP) Unit (OP) Valve
3- Travel Mode Switch (Panel) 6- Travel Mode Selector Relay
T5-4-25
T-4 One side track does not rotate or rotates

slowly. Machine mistracks.
Track Revolution Speed (sec/3 rev) Travel Motor Drainage (L/min (gpm))
Specification Remark Specification Remark
Fast Mode 12.4±1.5/13.1±1.5 With constant (0.3 (0.079)/0.2
(Rubber Crawler / speed (With Past (0.053) or less)
Steel Crawler) and slow travel
Slow Mode 22.0±1.5/23.3±1.5 speed mode)
(Rubber Crawler /
Steel Crawler)
Preparation
 Check and adjust the track sag of both tracks.  In case this trouble occurs only during combined

1 Measure secondary pilot - The value is not within Faulty travel pilot valve
pressure of travel. the normal value.
MPa)
2 Switch right and left travel - Symptom is reversed. Faulty center joint or faulty
line hoses each other at the control valve (stuck spool)
bottom of center joint.
3 Measure the travel motor With constant The value is not within Faulty travel motor
drainage. speed the normal value.
shuttle valve for travel.
5 Disassemble and inspect the - There is abnormality. Faulty pressure compensator
pressure compensator for
travel.
6 - - The check mentioned Faulty travel motor
above is normal. displacement angle control
mechanical part or faulty travel
reduction gear
T5-4-26
Relationship between Faulty Seal Location and

Mistrack Direction
Serial No. When traveling When pivot turn is

straight performed
1 1
d
2
c
2 3
b
4
a
3 5
TADB-03-07-003
5
a- Travel (Left Reverse) b- Travel (Right Reverse)

c- Travel (Left Forward) d- Travel (Right Forward)
T5-4-27
Blade System Troubleshooting

Blade is not operated or moves slowly.
 In case blade raise is slow and the effect affects travel
(right forward), the center joint (seal) may be faulty.

1 Measure secondary pilot Fully operate the The measured value is Faulty blade pilot valve
pressure of blade. blade control lever. not within the normal
value.
MPa)
2 Measure delivery pressure of Fully operate the approx. 2 MPa Faulty control valve (stuck
main pump P1. blade control lever. spool)
3 Remove the rod pin of blade When operating Oil leaks from the Faulty seal of cylinder
cylinder. Retract the blade blade raise bottom side port of
cylinder fully. Remove the blade cylinder.
cylinder bottom side hose.
Plug the disconnected hose
ends.
shuttle valve for blade.
5 Disassemble and inspect the - There is abnormality. Faulty pressure
pressure compensator for compensator
blade.
6 - - The check mentioned Faulty center joint
above is normal.
a
b
TADB-03-07-003
a- For Travel Mode Control b- Blade Raise

c- Blade Lower d- Travel (Right Forward)
T5-4-28
Boom Swing System Troubleshooting

Boom swing is not operated or moves slowly.
 In case the operation for only one side is impossible
or slow, the make-up valve may be faulty.

1 Measure secondary pilot Fully operate the The measured value is Faulty boom swing pilot
pressure of boom swing. boom swing pedal. not within the normal valve
value.
MPa)
2 Measure delivery pressure of Fully operate the approx. 2 MPa Faulty control valve (stuck
main pump P1. boom swing pedal. spool)
shuttle valve for boom swing.
4 Disassemble and inspect the - There is abnormality. Faulty pressure
pressure compensator for compensator
boom swing.
5 - - The check mentioned Faulty seal of cylinder
above is normal.
T5-4-29
How to Lowering Boom in Case of Emergency

and When Engine Stops
dCAUTION: Prevent personal injury. Confirm

that no one is under the front attachment before
starting the procedure below.
Lower the boom in the following procedures in case the
engine stops with the boom raised and is impossible to
restart by some reason.
In case the front attachment is not loaded:

1
dCAUTION: Loosen overload relief valve (1)
slowly. In case it is loosened rapidly, the boom
may lower rapidly. Do not loosen it more than 3/4
turns as hydraulic oil may spout.
1. Loosen overload relief valve (1) slowly by checking
the movement of the boom.
j : 24 mm
m : 70 to 80 N·m (7 to 8 kgf·m, 52 to 59 lbf·ft) TAEA-03-04-003

2. After checking that boom has been lowered 1- Overload Relief Valve (Blade Raise)
completely, tighten overload relief valve (1).
In case the front attachment is loaded:

1. Put the matching marks on lock nut (2), adjusting
screw (3), and body (4) of overload relief valve (1) at 4 2
the boom raise side (cylinder bottom side).
3
d CAUTION: Loosen adjusting screw (3) slowly. In
case it is loosened rapidly, the boom may lower
rapidly.
2. Loosen lock nut (2). Loosen adjusting screw (3)
slowly by checking the movement of the boom.
j : 17 mm (Lock Nut) TAEA-03-04-013
m : 35 to 40 N·m (3.5 to 4.0 kgf·m, 26 to 29.5

lbf·ft) 2- Lock Nut 4- Body
3- Adjusting Screw
l : 6 mm (Adjusting Screw)
3. After checking that boom has been lowered
completely, fit the matching marks and tighten lock
nut (2).
IMPORTANT: After completing the work, check the
set pressure of overload relief valve (1). (Refer to
OPERATIONAL PERFORMANCE TEST / Standard.)
T5-4-30
MEMO
MEMO
Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Tel: 81-29-982-7084
Fax: 81-29-831-1162
E-mail: dc@hitachi-kenki.com
SERVICE MANUAL REVISION REQUEST FORM
COMPANY NAME: MODEL:

PUBLICATION PART NO.:
YOUR NAME: (Located at the left top corner in the cover page)
DATE: PAGE NO.:
FAX: (Located at the bottom center in the page. If two or more revisions
are requested, use the comment column)
E-mail:
YOUR COMMENTS / SUGGESTIONS:

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

The Attached Diagram List
The following diagrams are attached to this manual.
1. ELECTRICAL CIRCUIT DIAGRAM (STANDARD)

ELECTRICAL CIRCUIT DIAGRAM (AIR CONDITIONER) (OPTIONAL)
2. ELECTRICAL CIRCUIT DIAGRAM (AUTO SHUT-DOWN) (OPTIONAL)
3. FLOOR HARNESS
MAIN HARNESS
4. LIGHT HARNESS
CAB HARNESS (OPTIONAL)
5. AIR CONDITIONER FLOOR HARNESS (OPTIONAL)

HEATER HARNESS (OPTIONAL)
6. AIR CONDITIONER COMPRESSOR HARNESS (OPTIONAL)

AUTO SHUT-DOWN HARNESS (OPTIONAL)
7. OVERLOAD ALARM HARNESS 1 (OPTIONAL)

OVERLOAD ALARM HARNESS 2 (OPTIONAL)
8. TRAVEL ALARM FLOOR HARNESS (OPTIONAL)

TRAVEL ALARM HARNESS (OPTIONAL)
9. ELECTRIC LEVER HARNESS (OPTIONAL)

BEACON LIGHT HARNESS (CAB) (OPTIONAL)
10. HYDRAULIC CIRCUIT DIAGRAM

Technical Manual ZX 48 U

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Technical Manual ZX 48 U

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PART NO.

ZX48U-5A HYDRAULIC EXCAVATOR TECHNICAL MANUAL

Service Manual consists of the following separate Part No.

Technical Manual : Vol. No.TAEA-EN

Quantity To Convert From Into Multiply By

Symbol / Name Explanation

Recognize Safety Information

Understand Signal Words

 CAUTION also calls attention to safety message in this

fNOTE: indicates an additional explanation for an element of

Follow Safety Instructions

Prepare For Emergencies

Wear Protective Clothing

Protect Against Noise

General Precautions for Cab

Use Handrails and Steps

Adjust the Operator’s Seat

Ensure Safety Before Rising From or Leaving

Fasten Your Seat Belt

Move and Operate Machine Safely

Operate Only From Operator’s Seat

Keep Riders Off Machine

Precautions for Operations

Investigate Job Site Beforehand

Provide Signals for Jobs Involving Multiple

Confirm Direction of Machine to be Driven

Drive Machine Safely

Avoid Injury From Rollaway Accidents

Avoid Injury From Back-over and Swing

Keep Person Clear From Working Area

Never Position Bucket Over Anyone

 Be careful when working on frozen ground.

Never Undercut a High Bank

Dig With Caution

Operate With Caution

Avoid Power Lines

Precautions For Lightning

Protect Against Flying Debris

Park Machine Safely

Handle Fluids Safely --- Avoid Fires

5. Push auto-idle switch (1) to turn A/I display (2) OFF.

Refer to “transporting” chapter in operator's manual for

Practice Safe Maintenance

Warn Others of Service Work

Support Machine Properly

Stay Clear of Moving Parts

Prevent Parts From Flying

 Travel reduction gears are under pressure.

Store Attachments Safely

Hot fluids and surfaces:

Replace Rubber Hoses Periodically

Avoid High-Pressure Fluids

Check for Shorts: SA-019

 Short circuits can cause fires.

Precautions for Handling Flammables

Check Heat Shield Covers around Engine Compartment

Check Key Switch:

Evacuating in Case of Fire

Beware of Exhaust Fumes

Precautions for Welding and Grinding

Avoid Heating Near Pressurized Fluid Lines

Avoid Applying Heat to Lines Containing

Precautions for Handling Accumulator and Gas

Remove Paint Before Welding or Heating