EC55B

EC55B service training

This material is combined as below.

1.EC55B General
- Performance test
- Engine
- Electric system
- Electric circuit
- Airconditioning system
- Hydraulic circuit
- Hydraulic pump
- Main control valve
- Swing motor
- Travel motor
- Other hydraulic components
- Option hydraulic

2.EC55B Update
- Main pump change
- Water separator change
- Horn system change
- Travel control link change
- FIP plunger change
- EC55B Pro
- Performance change
- Engine
- Hydraulic system change

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Performance test

This chapter shows you how to check basic performance of machine.

In each pages, there is tolerance table for evaluation. Standard values are for new machine and allowable
values are for used machine.

Every measurement should be done after understanding test condition.

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Cylinder speed measuring-1

Operate the control lever at full stroke.

Measure the time, by stop watch, for the cylinder to full stroke.
Measure 3 times to take average value.

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Cylinder speed measuring-2

Operate the control lever at full stroke.

Measure the time, by stop watch, for the cylinder to full stroke.
Measure 3 times to take average value.

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Creeping of hydraulic cylinder

Test the leak of components (Cylinder, MCV)

(1) Stop the engine.

(2) Wipe the oil off the cylinder rod, and mark the measuring start point with tape.
(3) Measure the amount of creep (a ) on the cylinder rod over a 5 minute period.
After measuring, remove the tape and clean carefully.

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Swing speed test

(1) Operate the slew control lever at full stroke.

(2) Measure the time for the superstructure to make 3 full turns at constant speed. (Exclude first full turn)
(3) Measure right and left alternately.

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Coasting left and right swing

Swing hydraulic brake performance test

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Swing bearing clearance

Swing bearing wear test

Removed condition
(1) Put the slew gear on a flat surface and then set 3 magnetic bases on the outer race at 120° intervals.
(2) Set 3 dial gauges on the inner race.
(3) Lifting the outer race vertically, axial clearance is the movement between bearing races.
(4) Read the values of dial gauges.

Installed condition
Clean the outer race of slew gear and the underside of undercarriage.
The slew gear wear is not uniform over the entire circumference.
To obtain the exact play, it is necessary to take two measurements and pivot the superstructure by 90°.

1st measurement
(1) Position superstructure on center line of undercarriage.
(2) Bear the bucket on the ground until the tracks are partially lifted off the ground.
(3) Place the magnetic base.
(4) Adjust the dial gauge to zero at the underside of undercarriage and outer race of slew gear.
(5)Gently lower the excavator onto the ground and raise the bucket to the level of the cab floor with arm
extended. Read the values shown by the needle on the dial gauge.
(6) Bear the bucket on the ground once again to check that the dial gauge pointer properly returns zero.
2nd measurement
(1) Position superstructure at 90° in relation to first measurement.
(2) Measure the clearance according to the method shown at 1st measurement.

Allowable clearance
Measure the clearance twice in each position and record it and take average.
Travel speed test

Machine running speed test-actual travel condition

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Track running speed test

Travel motor no-load condition

(1) Accelerate the engine to maximum speed.
(2) Measure the time for the track to make three full turns. (Exclude the first full turn)
(3) Test both tracks, forward-reverse and low-high speed.

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Straight travel performance

Straight travel problem may come from travel motor, turning joint, MCV, or pump.

(1) Simultaneously operate both travel levers at full stroke.

(2) Measure the distance between the trace of the machine and line (A).
(3) Repeat it three times and give an average value.
(4) Slew the superstructure 180° and measure in reverse travel.

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Engine

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Diesel engine emissions

Generally, diesel engine produce less HC, Co compared to gasoline engine.

Therefore, main focus is to reduce the NOx, PM for diesel engine.

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Emission regulation

The 1998 nonroad engine regulations are structured as a 3-tiered progression. Each tier involves a phase
in (by horsepower rating) over several years. Tier 1 standards were phased-in from 1996 to 2000. The
more stringent Tier 2 standards take effect from 2001 to 2006, and yet more stringent Tier 3 standards
phase-in from 2006 to 2008 (Tier 3 standards apply only for engines from 37-560 kW).

In order to reduce NOx and PM to proper level, we need optimal combustion condition.

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Specification

In the beginning of EC55B, we used model name from supplier. But naming method was changed to Volvo
type.

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Engine performance curve

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External view

The engine is a 4-cycle, 4-cylinder, direct injected, water-cooled diesel engine.

The engine produces powerful performance using direct injection type combustion chamber.

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Engine mounting

Elasticity of mounting rubber is different between front and rear side.

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Compression test

Compression pressure drop is one of major causes of increasing blow-by gas (lubricating oil contamination
or increased lubricating oil consumption as a resultant phenomenon) or starting failure. The compression
pressure is affected by the following factors:

1. Degree of clearance between piston and cylinder

2. Degree of clearance at intake/exhaust valve seat

3. Gas leak from nozzle gasket or cylinder head gasket

In other words, the pressure drops due to increased parts wear and reduced durability resulting from long
use of the engine.
A pressure drop may also be caused by scratched cylinder or piston by dust entrance from the dirty air
cleaner element or worn or broken piston ring. Measure the compression pressure to diagnose presence of
any abnormality in the engine.

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Injector test

The fuel is atomised by the nozzle to mix uniformly with the air in the combustion chamber. How well the
fuel is mixed with high temperature air directly affects combustion efficiency, engine performance and fuel
economy.

1. Check and adjust the opening pressure.

2. Check seat fuel tightness:
After two or three injection, gradually increase the pressure up to 20kg/cm^2 before reading the opening
pressure and maintain for 5 seconds, and make sure that no fuel is dripping from the tip of nozzle.
3. Check proper spray angle.
4. Check complete atomisation of fuel
5. Prompt starting/stopping of injection

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Valve clearance adjustment

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Head-Assembly

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Head-Valve and guide

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Gear train and camshaft

Assemble crankshaft gear, fuel injection pump driving gear and camshft gear at the same time by aligning
with idle gear A,B,C marks.

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Camshaft measurement

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Cylinder block-components

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Cylinder block-piston

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Cylinder block-measurement 1

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Cylinder block-measurement 2

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Cylinder block-measurement 3

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Lubrication system

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Oil pump

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Cooling system

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Coolant pump components

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Fuel system

Fuel supply flow

Fuel tank -> Water separator -> Fuel feed pump -> Fuel filter -> Fuel injection pump -> Fuel injector ->
Fuel tank

Fuel return flow

Injector return line -> Fuel return hose -> Fuel tank

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Structure of injection pump

MP pump is a fuel injection pump that has been newly developed to be installed on Yanmar direct injection
system diesel engines for the purpose of complying with the regulation for the exhaust gas emission that
are becoming tighter in the future.

Yanmar distribution type fuel injection pump YPD-MP consists of a hydraulic head that is equipped with a
single plunger, a single distribution shaft, and delivery valves for each individual cylinder, a pump housing
that includes camshafts, and a governor, all of which are integrated into the main unit of the pump.

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Fuel system diagram

To pressurize the fuel, the plunger moves up/down and the distribution shaft rotate with the revolution of
the camshaft to distribute the fuel to the cylinders individually.

Specifically, one revolution of camshaft completes four cycles, including switching over to the high
pressure flow path to each cylinder with the distribution shaft, opening delivery valve, high pressure pipe,
fuel injection valve, and engine cylinders in this order. This process is repeated by the revolution of the
camshaft.

Fuel system has automatic air bleeding system.

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Speed timer

This engine timer prevents the injection timing from advancing during the low engine speed ranges and
thus the noise and Nox emissions can be controlled.

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Load timer

The fewer the injection amount, the earlier the load timer causes the main port to close by the plunger's
upper lead for advancing the injection timing. This feature is helpful in preventing misfire or emission of
bluish white smoke during low load operation.

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Cold start timer

The cold start timer causes the sub port to be blocked only under cold temperature for accelerating
injection timing and facilitating in cold starting. The timer houses the thermo element and cooling water
circulates around the temperature sensing section. The thermo-element senses the coolant temperature
for adjusting the control piston. The sub port is blocked when the temperature is lower than the set
temperature and the pressure is raised earlier than in the normal temperature for advancing the injection
timing. When the temperature exceeds the set temperature, the sub port is opened and the regular
injection characteristics are recovered.

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Fuel injection pump installation-At the field

When dismantle fuel injection pump for reconditioning or replacement, do not loosen the locking bolt
between coupling and driving gear because combination of the keyhole of coupling and the driving gear
remembers the injection timing.

Before loosen the end nut, be sure to mark the position between pump driving gear and idle gear.

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Fuel injection pump installation-Overhaul

After overhauling of engine, follow this procedure.

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Speed control

Check the speed at high and low idle. If any problem, adjust the cable and linkage.

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Electric system

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Engine start and stop circuit

Master switch
The negative terminal ( ) of battery is grounded to the machine.

When the start switch is in the OFF position, the current from battery flows to the slow blow fuse (60 A) ->
Fuel filler pump, Cassette radio, room lamp, Horn.
The fuel filler pump, horn, cassette radio and cab room lamp are available even when the start switch is in
the OFF position.

When the start switch is turned to the ON position,

The current of BR terminal operates the main relay and supply the power to the each fuse. From this
point, the engine stop solenoid and fuel feed pump are operated and fuel can be supplied to the engine,
and engine is ready to start.

The current of ACC flows to alternator, safety start relay for initiation and one more line goes to the
instrument panel to turn on the charge warning lamp, engine oil low pressure warning and buzzer.

Before start the engine, LH control box and safety lever should be at down position to energize the start-
lock relay.

When the start switch is turned to the START position, the current flows in the following circuits.
Start switch terminal (B+) -> C terminal
The current of C goes to the preheat controller for after heating and energize the safety start relay.

When safety start relay is operated:

Slow blow fuse (80 A) -> Safety start relay, this current flows to the starter motor magnet to rotate the
starter motor.
Now, the engine starts.

Starter safety lockout

If the start switch is in the START position continuously, alternator terminal (P, pin 2) current flows to the
safety start relay (P, pin 3) and the safety start relay is cut off. Therefore, the starter motor stops. While
the engine is running, the starter motor cannot engage even if the start switch is turned to the START
Master switch and slow blow fuse

To disconnect the electrical system from the batteries for protection of electrical components when
welding, servicing of circuits and as a safety precaution when parking the machine.
Mounted on the upper frame near to battery.
If battery disconnect switch is turned to the ON position, fuel filler pump, radio, horn and room lamp are
available even when the start switch is in the OFF position.

When large-capacity current flows, the slow blow fuse protects components allowing operation until the
overload causes a circuit disconnect, and when small capacity flows, it is melted down slowly enough to
solve the inconvenience of frequent fuse replacement.
When you replace the fuse, properly tighten the bolts on the fuse box.
The loosen bolts can cause various problem related with power supply.

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Fuse box

Fuse failure is often caused by a fine crack in the fuse, and this kind of crack is very hard to detect by
visual inspection. Checking fuse continuity with a tester is far superior to eye inspection.

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Start switch

In key switch, there are four positions.

Preheating, Off, On, Start.
But from B-series, Preheating position is not used.

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Main relay and starter interlock relay

Main relay
The relay turns the battery current ON or OFF, according to low power signals received from the start
switch. Use of the relay permits the start switch to control the power of the batteries with a small capacity
wire.

Starter ineterlock relay

This is normal three point relay.

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Safety lever

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Safety limit switch

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Fuel feed pump and fuel cut-off sol.

Fuel feed pump is installed between water separator and fuel filter. When you replace it, check the inlet
and outlet port.

Fuel cut-off solenoid is composed of pull-in and holding coil. Continuous current of the pull-in coil causes
damage to the fuel cut-off solenoid. So when turn on the key, power is supplied for 1 second via timer.

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Safety start relay

Restart protection & start inter-lock

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Start motor

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Alternator

Nominal output (13.5V, 55A)

Check belt tension and alignment.

B: Battery voltage (DC)

P: AC signal used for restart protection
IG: IC regulator initiation
L: Lamp control line
F: Rotor coil control line
E: Ground

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Preheating circuit

Preheating controller pin definition

1: Power to controller
3: Coolant temperature sensor
4: START signal for after-heating
5: Drive line to preheating relay
6: Ground of controller
7: Lamp control line

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Preheating operation

Total time of preheating will be decided by coolant temperature.

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Preheating controller

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Preheating relay

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Temp. Sensor for preheating

Two coolant temperature sensors are in the machine.

One is used for preheating and the other is used for needle gauge of instrument panel. Pay attention the
location of these two sensors.

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Air heater

Heating time is very important. Excessive heating causes serious damage to the engine because heater
element which is melted can be sucked into the engine.

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Wiper control circuit

Wiper controller pin definition

1: Controller power
2: Intermittent operation
3: Continuous operation
5: Washer operation
6: Sensor for window status (Open or Close)
7: Ground of controller
8,9: Driving signal for motor
10,11,12: Blade position signal

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Wiper controller

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Wiper motor and limit switch

If the front window is lifted up, the limit switch is activated, so wiper motor does not work.

The wiper motor rotates alternately to both directions according to the output direction of wiper controller,
and works the intermittent operation or rotation by the position of wiper switch.

The cam plate in the motor sends the signals to the controller in accordance with the motor position.

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Instrument panel

The instrument panel shows the information received from the sensors and switches of the machine to
alert the operator of any abnormality.
The instrument is adjustable for operator viewing angle and is illuminated for night work.
All light bulbs should be checked daily with check switch and replaced if burnt-out because the indicators
alert the operator of a failure in the machine.
The panel contains a coolant temperature gauge, fuel gauge, hour meter and alert indicators to show
machine conditions.
The instrument panel utilizes a plug-in printed circuit board (PCB) to facilitate replacement and
troubleshooting. If a failure is suspected always check the plug-in connection.

This is common parts with wheel excavator.

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Instrument panel circuit

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Engine oil pressure switch

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Air cleaner clogging switch

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Coolant temperature sender

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Fuel level sender

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Buzzer

Only one case of buzzer sound is for engine oil low pressure.

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Overload warning pressure switch

When adjusting set pressure, loose locking bolt first then adjust it.

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Rocker switch

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Lighting, Radio, Horn, Travel alarm circuit

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Lighting system

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Rotating beacon

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Horn system

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Travel alarm

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Cassette radio

New radio has 16Pin connector. But machine wire-harness still has 14Pin connector. So we need extra
intermediate connector.

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Q-Fit, Rotator, Hammer, T-speed change, Boom swing circuit

If machine is equipped with wood grab function, hammer solenoid of basic machine is used for blocking
the return line of P3 at MCV to supply the oil to the rotator.

If machine is for EU&NA, hammer solenoid of basic machine is used for sending the pilot signal to boom
swing select valve.

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Wire harness and components related with joystick

Wire harness is prepared for various option.

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Relay boom swing

Once LH joystick button is pushed, relay is turned on. And pushing one more time turns off the relay.

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Fuel filler pump

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Electric circuit

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Explanation of wiring diagram

This is a short explanation about how to read circuit.

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Starting and charging circuit

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Engine and preheating

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Sensor

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Lights

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Cassette, wiper, washer, horn

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Air conditioning system

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Hydraulic

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Air conditioning system

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Aircon switch-1

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Aircon switch-2

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Cooling-Heater unit electric circuit

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Heater unit

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Cooling unit

If there is problem with resistance, only hi-speed is available.

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Compressor

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Condenser and Receiver drier

Condenser has electric fan.

Receive dryer
- Is a kind of reservoir to store excess liquid refrigerant in the system.
- Is a strainer or filter to remove particles from the system.
- Has desiccant to absorb moisture from the refrigerant.
- Has a built in pressure switch to protect system from high pressure or low pressure.

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Hydraulic circuit

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Hydraulic system schematic

Pump
This pump assembly consists of two variable displacement swash plate piston pumps and a fixed
displacement gear pump.
The pump flow is adjusted by the load on the actuator(full horse power control).
The servo hydraulic pump is a fixed displacement gear pump and supplies the servo hydraulic pressure to
operate the spools in main control valve.

Main Control Valve

The main control valve consists of the blocks for boom, arm, bucket, slew, travel, option and straight
travel, relief valve, orifice.
The valve directs the proper oil flow to the actuator by the external servo hydraulic signal.

Swing system
The fixed displacement hydraulic motor rotates the superstructure using the hydraulic force from main
control valve.

Travel system
Two variable displacement motors provide the tractive effort using the hydraulic power from main control
valve via the center passage.
The brake valve and the mechanical parking brake are installed in the motor to prevent machine slippage
on a slope within a specified angle.

Cylinder
Changes the hydraulic power into mechanical power to operate the attachment.

Turninng joint
The center passage is mounted at the center of the superstructure rotation and makes the hydraulic
connection between the upper & lower structures without twisting a hose.

Joystick
The remote control valve changes the position of the spools in the main control valve to operate the
attachments.
Basic machine

This is the hydraulic system without any option.

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Basic machine+Boom swing

This machine has boom swing(boom offset) function which is operated by mechanical linkage.

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Fixed boom+Wood grab

This is the hydraulic system for the rotating wood grab.

In this machine we cannot use boom swing option because the super-structure is different
This machine is equipped with rotator solenoid valve and 3-button joystick. The rotator is controlled by
joystick button and the pincer (grab) is moved by mechanical linkage. The hammer solenoid valve at the
basic machine is used for pressurizing the supply line of rotator.

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Boom swing + Hammer & Shear (For EU&NA)

This is the hydraulic system for the EU&NA. Hammer and shear is controlled by mechanical linkage.
Pushing LH joystick button makes boom swing.
The hammer solenoid valve at the basic machine is used for selecting the boom swing option.

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Brief hydraulic circuit-boom swing

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Brief hydraulic circuit-boom swing(2)

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Hydraulic circuit animation

Push the line with mouse and the colour of line will be changed.

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Boom up conflux

When control lever (17) is operated to BOOM RAISE, secondary servo hydraulic oil from the remote control
valve flows to ports (a3, b6).
Servo hydraulic oil to main control valve servo hydraulic port (a3) moves the boom spool up, routing P1
pump oil flow to boom holding valve (36).
Servo hydraulic oil to main control valve servo hydraulic port (b6) moves the option spool down, routing
P2 pump flow to boom holding valve (36)
Oil from P1, P2 pumps open boom holding valve (36) and flows to the piston side of the boom cylinder
through port (A3) extending the rod, raising the boom.

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Boom lower

When control lever (17) is operated to BOOM LOWER, secondary servo hydraulic oil from the remote
control valve flows to ports (b3, Pi2).
Servo hydraulic oil to main control valve servo hydraulic port (b3) moves the boom spool down, routing P1
pump oil flow to the rod side of boom cylinder (4).
Servo hydraulic oil (Pi2) to the check valve of holding valve (36) floats the check ball, draining the trapped
pressure to the drain line (Dr).
Now the cylinder return oil pressure fully opens boom-holding valve (36).

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Arm in conflux

When control lever (11) is operated to ARM IN, secondary servo hydraulic oil from the remote control
valve flows to ports (b1, b7).
Servo hydraulic oil to main control valve servo hydraulic port (b1) moves the arm conflux spool down,
routing P1 pump oil flow to the piston side of arm cylinder (5).
Servo hydraulic oil to main control valve servo hydraulic port (b7) moves the arm spool down, routing P2
pump oil flow to the piston side of arm cylinder (5), merging with P1 pump oil flow.
Return oil from the rod side of arm cylinder (5) must flow through the arm spool because the return
passage to the arm conflux spool is blocked by check valve (20).
Check valve (20) and the orifice in the arm spool restrict the return oil flow enabling a smooth operation
when operating arm-in.

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Arm out

When control lever (11) is operated to ARM OUT, secondary servo hydraulic oil from the remote control
valve flows to ports (a1, a7).
Servo hydraulic oil to main control valve port (a1) moves the arm conflux spool up, routing P1 pump oil
flow to the rod side of arm cylinder (5). The orifice in the arm conflux spool allows a small amount of the
supply oil to return to tank, reducing the load on P1 pump. (Lower the fuel consumption)
Servo hydraulic oil to main control valve port (a7) moves the arm spool down, routing P2 pump oil flow to
the rod side of arm cylinder (5).

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Bucket curl

When control lever (17) is operated to BUCKET CURL secondary servo hydraulic oil from the remote
control valve flows to port (b2).

Servo hydraulic oil to servo port (b2) of the main control valve moves the bucket spool down, routing P1
pump oil flow to the piston side of bucket cylinder (6) extending the rod, curling the bucket.

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Boom swing-Operated by joystick

When the boom slew switch of remote control valve (11) is depressed (ON position), P4 pump oil flows to
Pi port of A3 solenoid valve in block (13).
Servo hydraulic oil from A3 solenoid valve port (Pi) moves selector valve (26) spool right routing P3 pump
oil flows to boom slew cylinder (7).
When remote control valve (11) is operated to SLEW RIGHT, secondary servo hydraulic oil from the
remote control valve flows to port (a10) on main control valve (2).
Servo hydraulic oil to main control valve port (a10) moves the slew spool up, routing P3 pump oil flow to
the rod side of boom slew cylinder retracting the rod, rotating the digging unit (right-hand direction).
The oil from the piston side returns through the port of the main control valve to the hydraulic oil tank.
The orifice in return passage reduces the shock when operating the boom slew.

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Boom swing-Operated by pedal

When the boom slew pedal is operated to left, P3 pump oil flows to the piston side of boom slew cylinder
(7) through port A8 extending the rod, rotating the digging unit (left hand direction).
The cylinder rod oil is returned to the hydraulic oil tank through port B8. The orifice in return passage
reduces the shock when operating the boom slew.

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Swing right

When control lever (11) is operated to SLEW RIGHT, secondary servo hydraulic oil from the remote control
valve flows to ports (a10, PP).
Servo hydraulic oil to main control valve port (a10) moves the slew spool up, routing P3 pump oil flow to
the slew motor, rotating the superstructure (right-hand direction).
Servo hydraulic oil (PP) from the shuttle valve changes the brake valve spool position, allowing primary
servo hydraulic oil supply (PB) to release the mechanical slew parking brake.

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Travel-low speed

Travel forward
When both travel pedals (or levers) are operated ORWARD, the linkages connected to the spools move the
spools up, allowing oil supply to ports (B4, B5).
Oil supply to port (B4) rotates the right travel motor and oil supply to port (B5) rotates the left travel
motor.
When high speed is selected by depressing the travel speed selected switch, solenoid valve (A2) is
energized allowing primary servo hydraulic oil supply to port (PI).
Servo hydraulic oil (PI) changes the travel speed spool in the travel motor and travel motor pressure
reduces swash plate angle, so rpm is increased.

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Straight travel and arm in

When both travel pedals (or levers) are operated FORWARD and remote control valve (11) is operated to
ARM-IN, P1 pump oil flows to the right travel motor and P2 pump oil flows to the left travel motor. No oil
from P1, P2 pump can be supplied to the arm cylinder.
The pressure from port (Pi1) increases because the arm and travel spools block tank passage. This
changes P3 conflux valve (35) spool position.
The oil from P3 pump can flow through P3 conflux valve (35), and then goes to piston side of arm cylinder
(5).

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Dozer blade down

When control lever (12) is operated to LOWER, secondary servo hydraulic oil from the remote control
valve flows to port (b9).
Servo hydraulic oil to main control valve port (b9) moves the dozer blade spool down, routing P3 pump oil
flow through port B9 and double servo hydraulic check valve (27), to the piston side of dozer blade
cylinder (9) extending the rod, lowering the dozer blade.

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Hydraulic pump

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Hydraulic pump spec

This pump assembly consists of two variable displacement swash plate piston pumps and two fixed-
displacement gear pump.

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External view

Compare the circuit with external view.

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Sectional view

1. Minimum flow adjusting screw

2. Horse power control piston(P1 & P2)
3. P3 shift control piston
4. Maximum flow adjusting screw
5. Adjusting screw for pump control curve

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P1 and P2 Structure

The tandem piston pump discharges equal volumes using 1 cylinder block. The discharge volume can be
varied.
10 pistons (2) are assembled inside cylinder block (1), and one end of it is in contact with valve plate (3).
There is a common suction port, A, for Pumps P1 and P2 on the suction side of valve plate (3), while on
the discharge side there is discharge port, B, on the outside, for Pump P1, and a discharge port, C, on the
inside, for Pump P2.

At the other end is a swash plate (4) secured to the housing at a particular angle of tilt, and the structure
is such that pistons (2) slide against swash plate (4) and rotate.

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Pump characteristic curve

The pumping capacity of the pumps is altered by changing swash plate (1) angle. This angle is controlled
by a simple, direct mechanism that enables variation and keeps the horsepower constant.

The swash plate angle is determined by the balance between the hydraulic pressure exerted on control
piston (3) and, in the opposite direction, the force exerted by springs (2).

The combined hydraulic pressure from the 2 lines (P1 / P2) and gear pump (P3) is exerted on control
piston (3). An increase in this pressure acts on the spring, reducing the swash plate angle and the
discharge volume, so the horsepower remains constant.

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Pilot pressure relief valve

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Main control valve

MCV is composed of many small blocks which has different function.

By combining other function at the basic MCV, various option is possible.

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MCV-Basic machine

This is MCV for basic machine.

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MCV Section-Basic machine

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MCV-Boom swing(manual)

Boom offset block is added to the basic MCV.

Boom swing(offset) is operated by mechanical linkage.

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MCV section-Boom swing(manual)

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MCV-Option-Double acting

This MCV is used for rotating wood grab for Korean market.
In this case, there is no boom-offset function because the mounting support of boom at superstructure is a
rigid type.

This MCV is also used for EU&NA market. In this case, swing spool is used for swing and also boom offset.

For details, refer to the hydraulic circuit diagram for each option.

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MCV section-Option-Double acting

Picture text:
MCV control pressure specification

A6, B8 set pressure is factory set value. When install the hammer, adjust the port relief valve properly
according to the working pressure of hammer.

Picture text:
Bucket curl

When secondary servo hydraulic oil flows to port b2, the bucket spool moves right and block the central
passage.
The main oil flow from P1 pump is supplied to port B2 through internal passage, after opening the load
check valve.
The oil from the cylinder flow to the port A2 and returns to the hydraulic tank through return passage.

Picture text:
Main relief valve operation

(1) The backside of main poppet is filled with oil. The pressure of front side and backside of main poppet is
same but the area of backside is bigger than front side. So the valve maintains closed position when
system pressure is lower than set pressure.

(2-3) When system pressure reach to the set pressure, pilot poppet is opened and the backside oil of main
poppet can go to tank. So the main poppet opens the passage to the tank.

MCV has three main relief valves for P1, P2 and P3.

Picture text:
Port relief valve operation

The general function of port relief valve is to release shock produced by external force at the actuator
when relevant spools are in neutral position. That means that some amount of oil of actuator flow to tank.

(1) The backside of main poppet is filled with oil. The pressure of front side and backside of main poppet is
same but the area of backside is bigger than front side. So the valve maintains closed position when
system pressure is lower than set pressure.

(2-3) When system pressure reach to the set pressure, pilot poppet is opened and the backside oil of main
poppet can go to tank. So the main poppet opens the passage to the tank.

(4) When we release the shock, one side oil of cylinder goes to tank and the opposite side of actuator has
very low pressure near to vacuum. The vacuum means empty space of actuator. This can cause various
problems like cavitations. This empty space must be fill with oil.
The backside pressure of main poppet is near to vacuum but return line pressure maintains some value
because of the return check valve. So the main poppet can be opened and fill the empty space.

Picture text:
Boom up

When secondary servo hydraulic oil flows to port a3, the boom spool moves left blocking the central
passage.
The main oil from P1 pump open the load check valve and join with the oil from port C then open the
holding valve and go to port A3.
The return oil from the cylinder flows to port B3 and returns to the hydraulic tank.

Picture text:
Boom up conflux (summation)

When secondary servo hydraulic oil flows to port b6, the boom2 spool moves left blocking the central
passage.
The main oil flow from P2 pump is supplied to port B6 through parallel passage, after opening load check
valve.
Port B6 has a connection with port C via the external hose, so the oil from port B6 flows into port C and is
supplied to port A3 to raise the boom cylinder faster.

Pay attention to the graph. When pilot pressure higher than 8 bar, the boom2 spool starts to move. That
means when joystick is operated slightly, machine use only P1 pump oil.

Picture text:
Boom Down

When secondary servo hydraulic oil flows to port b3, the boom spool moves right and partially block the
central passage. So most of oil from P1 pump is supplied to B3 port and small amount of oil passes
through the spool notch and goes to tank. Usually boom down do not need high pressure because boom
drops down by its own weight.

When machine use boom down function, one more boom down pilot signal goes to the port Pi2 of boom
holding valve to open the boom holding valve. This pilot signal pushes the check valve, which is at the
backside of holding poppet. After then, the backside of holding poppet is connected to the tank line. So we
can open the holding valve during the boom down operation.

Picture text:
Boom holding valve operation

Neutral
Pressure of chamber2 and chamber3 are same but area of chamber3 is bigger than area of chamber2.
Therefore that area difference makes the valve closed.

Up
Pressure of chamber2 and chamber3 are same but lower than pressure of chamber1. Therefore the
holding poppet is open and the oil of chamber3 is squeezed out through orifice.

Down
The oil of chamber3 is connected to the drain line because of the pilot signal of boom down. Therefore the
valve is easily opened.

Picture text:
Arm in

When secondary servo hydraulic oil flows to port b7, the arm spool moves left blocking the central
passage.
The main oil from P2 pump is supplied to port B7 through the parallel passage after opening the load
check valve.
The return oil from the cylinder flows to port A7, the orifice, around the spool and returns to tank.
This orifice makes the return pressure increased for regeneration.

If the pressure of return line is higher than the pressure of supply line, return oil opens the regeneration
check valve at the inside of spool and joins with the supply line.

Picture text:
Arm in conflux

When secondary servo hydraulic oil flows to port b1, the arm conflux spool moves left blocking the central
passage.
The main oil from P1 pump is supplied to port B1 through internal passage, after opening the load check
valve.
The return oil from the cylinder cannot flow to the arm conflux spool because of the check valve in the
hydraulic system. The whole of return oil from cylinder go to tank through arm spool.

Picture text:
Arm out

When secondary servo hydraulic oil flows to port a7, the arm spool moves right and block the central
passage.
The main oil from P2 pump is supplied to port A7 through the parallel passage, after opening the load
check valve.
The return oil from the cylinder flows to tank through the return passage.

Picture text:
Arm out conflux

When secondary servo hydraulic oil flows to port a1, the arm conflux spool moves right blocking central
passage.
The main oil from P1 pump is supplied to port A1 through internal passage, after opening the load check
valve.
A small amount of supply oil returns to tank directly through the orifice in the arm out conflux spool. The
return oil from the cylinder flows to tank through the spool.

Picture text:
Swing right

When secondary servo hydraulic oil flows to port a10, the slew spool moves right and block the central
passage.
The main oil from P3 pump is supplied to port A10 through parallel passage, after opening the load check
valve.
The oil flow from slew motor port B10 is returned to hydraulic oil tank through return passage.

Picture text:
Dozer blade up

When secondary servo hydraulic oil flows to port a9, the dozer blade spool moves right, blocking the
center passage.
The main oil flow from P3 pump is supplied to port A9 through parallel passage, after opening the load
check valve.
The oil flow from dozer blade cylinder port B9 is returned to hydraulic oil tank through return passage.

Picture text:
Travel left

When pulling the spool with mechanical linkage blocking the centre passage, the main oil from P2 pump is
supplied to port A5 through internal passage, rotating the LH travel motor backward.
The return oil from travel motor is returned to hydraulic oil tank through return passage.

Picture text:
Straight travel

When machine travel, whole of the oil from P1&P2 pump is supplied to both travel motor. When we want
to operate other attachment during the straight travel, P3 oil must be supplied to the attachments. This
valve makes above function.

When we operated other attachments during the straight travel, the check valve (a) is closed and the
chamber (d) will be pressurized. So the spool can move like picture. From this point P3 oil can go to the
boom, bucket, arm function.

Picture text:
Boom swing-pedal

When pulling the spool, the main oil from P3 pump is supplied to port A8 through parallel passage, after
opening the load check valve.
The oil flow from boom slew cylinder is returned to hydraulic oil tank through return passage.

Picture text:
Boom swing-pedal

When pulling the spool, the main oil from P3 pump is supplied to port A8 through parallel passage, after
opening the load check valve.
The oil flow from boom slew cylinder is returned to hydraulic oil tank through return passage.

Picture text:
Swing motor

Picture text:
Specification

Picture text:
External view

Picture text:
Swing drive sectional view

Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of
cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they
slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the
mechanical pressure of spring and hydraulic pressure working on the bushing.
Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted.
The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation.

Picture text:
Swing reduction sectional view

The 2-stage planetary gear reduction assembly converts the high speed / low torque output of the
hydraulic motor to low speed / high torque output, which is transmitted via the reduction drive shaft pinion
gear to the slew ring inner circumference gear to rotate the superstructure.

Picture text:
Relief valve operation (swing)

The shock-less relief valve is comprised of a direct relief valve (poppet) and a piston, which changes the
spring force from stage 1 to stage 2.
When the joystick is returned to neutral position, the inertial force of the machine body causes further
rotation of the motor after its IN/OUT ports have been closed. As a result, pressure (brake pressure) is
created at the OUT port due to the pumping effect of the motor.
The shock-less relief valve releases this brake pressure by means of the 2-stage operation described
below, thus reducing the shock when the motor is stopped and preventing damage to it. In the same way,
it also reduces the shock when the motor is started up.

Picture text:
Parking brake operation

The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and
rotate with cylinder block. Mating plates are splined to motor casing.

When there is no swing signal, parking brake will be engaged by spring force.

When there is swing signal, primary pilot pressure(33bar) goes to brake piston and push the brake piston
against spring.

Picture text:
Time delay valve operation

When PP signal (off): Brake is engaged

When PP signal (on): Brake is released
When slew joystick returns to neutral. Brake start to be reengaged. The oil from brake chamber should be
drained. The oil can go to tank by passing through the orifice (a).
By passing through the orifice, pressure will be built up in front of the orifice and push the valve. The valve
blocks tank line. There is no flow to tank. That means there is no pressure difference between front and
rear side of valve. But the valve has return-spring at the rear side. So the valve can return to initial
position and open tank passage again. The oil from brake chamber can go to tank again.

Open-closing-open movement can delay the parking brake engagement for 3~6 seconds.

Picture text:
Swing system install

The slew ring gear is a single row sealed ball bearing that supports the superstructure on the
undercarriage and allows the superstructure to rotate smoothly.
The outer race is screwed to the superstructure and the inner race (with inner circumference gear) is
screwed to the undercarriage. The slew gearbox pinion meshes with the internal gear of the inner race and
drives it to rotate the superstructure.

Picture text:
Travel motor

Picture text:
Specification

Picture text:
External view

Check the port location comparing with circuit diagram.

Picture text:
Sectional view

The hydraulic motor is a variable swash, axial piston design that includes the brake valve assembly(1) and
parking brake(2). The rear flange contains the counterbalance valve(3), check valves(4) and displacement
changeover valve(5) .

Picture text:
Brake valve (counter balance valve) operation

Travel
When pressurized oil is supplied to port (A), it opens check valve and the oil flows to inlet port (C) of the
hydraulic motor.
At the same time, pressurized oil flows into chamber (a) through passage via a small orifice in
counterbalance spool. As the pressure in chamber (a) increases spool is moved to right connecting port
(D) with outlet (B) allowing the return oil from the motor to flow to tank, so that the hydraulic motor
starts to rotate. The oil going through port (P) releases the parking brake.

Overrun
When travelling downhill the weight of the machine (inertia) tends to make the hydraulic motor rotate
faster than the rate of oil flow supplied by the hydraulic pump. This phenomenon is overrun.
During this condition the hydraulic pressure of the supply line decreases (overrun), and the
counterbalance spool moves towards the neutral position by spring force, blocking the return oil flow from
port (D) to port (B). As the passage closes it creates a throttling action, causing a backpressure at port
(D), thereby decelerating the hydraulic motor until the pump flow begins applying force to the motor.

Picture text:
Travel speed-low

When the travel solenoid valve is deactivated, servo hydraulic flow to port Pi is cut off (pressure 10
kgf/cm2 or less). In this case, the speed changeover valve moves to the left by spring force. The oil from
pump cannot go to speed change piston.

Picture text:
Travel speed-high

When the travel solenoid valve is activated, servo hydraulic flow to port Pi is ON. In this case, the speed
changeover valve moves to the left by the servo pressure. The oil from pump can go to speed change
piston.
Therefore swash angle will be reduced and machine has high speed.

Picture text:
Parking brake operation

When the travel lever is operated pressurized oil from the pump actuates counterbalance spool, opening
the circuit to brake chamber of brake piston. Therefore machine releases parking.

Picture text:
Other hydraulic components

Picture text:
Hydraulic cylinder-1

1. Piston
2. Tube
3. Rod
4. Gland
5. Cushion ring
6. Cushion plunger

a. Dust wiper
b. Rod packing
c. Buffer ring
d. Dry bearing
e. Contamination seal
f. Wear ring
g. Piston packing

Picture text:
Hydraulic cylinder-2

Picture text:
Cushion operation

Cushion ring and plunger restrict the return flow to make backpressure at the stroke end of cylinder.

Picture text:
Turning joint

The turning joint consists of hub, shaft, seal rings, cover, plugs, spacer and retainer ring. The hub contains
oil grooves to route the flow of oil. The shaft has passages to supply oil into the hub. The seal rings
prevent oil leakage between shaft and hub.
High-pressure oil from the main control valve is delivered to the turning joint, and flows to the left and
right track motor and dozer blade. Drain oil returns to the tank via port I, also track (high speed) control
servo hydraulic oil flows into port G,H.
Hub is fixed to the lower-frame and shaft rotates freely on the superstructure. The oil flows through
circumferential grooves in the hub; therefore oil flow is not obstructed during slew operation.

Picture text:
Hydraulic oil cooling system

MCV has 3-return ports.

T1 is connected to swing motor S port for make-up function.

T2 oil goes to the cooler and then goes to tank.
T3 oil directly goes to tank.

Picture text:
Joystick

The joystick is a remote control valve of the reducing valve type and has four reducing valves controlling
the secondary pressure in one valve casing. Its secondary pressure is controlled by adjusting the tilting
angle of the handle. And the electric switches are equipped for various option.

Picture text:
Joystick operation

(1) Neutral position

Every output ports (1,2,3,4) are connected to tank through valve.

(2) Operation
There are two springs for each spool. The inner spring is installed on the spool but the outer spring is
installed on the casing. When push rod is operated, spool moves downward. Then port (P) is connected
with port 1, and the oil supplied from the servo hydraulic pump flows through port 1 to generate the
pressure. When the pressure at port 1 increases to the value corresponding to the inner spring force set
by tilting the handle, the hydraulic pressure force balances with the spring force. If the pressure at port 1
increases higher than the set pressure, port (P) is disconnected from port 1 and port (T) is connected with
port 1. If it decreases lower than the set pressure, port (P) is connected with port 1 and port (T) is
disconnected from port 1.
In this manner the secondary pressure is kept at a constant value. In some valves, when the handle is
tilted more than a certain angle, the upper end of the spool contacts the inside bottom of the push rod and
the output pressure is connected with port (P).

Picture text:
Joystick characteristic curve

Picture text:
Joystick-Dozer blade

Operating principal is almost same with joystick.

Picture text:
Travel pedal linkage

Travel spool in the MCV is moved by mechanical linkage.

There is small cylinder for lever-lock system. When safety solenoid is activated, this cylinder pushes the
stopper and release lever.

Picture text:
Arm conflux check valve

Picture text:
Pilot check for dozer blade

Main function of this valve is to prevent dozer blade from dropping down during the travel or working. The
drop of blade is due to the drift of cylinder. By using this valve, the oil inside of cylinder is trapped.

Neutral
Pilot check valve blocks the port C and D.

D/B Up
Port A will be connected to port C after opening check valve. The pressurized oil push the pilot piston and
open check valve of opposite side. Therefore D and B will be connected.

D/B Down
Port B will be connected to port D after opening check valve. The pressurized oil pushes the pilot piston
and open check valve of opposite side. Therefore C and A will be connected.

Picture text:
Accumulator-EU, NA

This accumulator is installed at the machine for EU, NA region.

The functions of this accumulator are

a. Pulse reduction of oil from pilot pump
b. Pressure reservoir for emergency like engine or pump failure
c. Pressure reservoir for removing internal pressure before disconnecting the hydraulic line

Picture text:
Pilot block

Distributor for pilot pressure.

Picture text:
Solenoid valve block

A1: Safety
A2: Travel speed

A3(Basic machine): Hammer

A3(Wood grab): Rotator
A3(EU & NA): Boom offset

Picture text:
Hydraulic oil tank

Hydraulic tank is compsed of suction strainer, return filter, breater.

Inside of return filter, there is bypass valve.

Bypass valve set pressure: 1.5 +/- 0.3 kgf/cm^2 (21+/- 4 psi)

To check the oil level, park on a level surface, retract the arm cylinder, extend the bucket cylinder, lower
the bucket to the ground and stop the engine.
Operate each control lever (for digging unit and travel) to its full stroke to release the residual pressure.
The center line of the sight gauge is normal. Add oil when required.

Picture text:
Option hydraulics

Picture text:
Quick fit-double acting

Picture text:
Quick fit - single acting

Picture text:
Boom swing - pedal

Picture text:
Boom swing - joystick - EU,NA

The swing spool is used for swing of superstructure and boom offset also. Solenoid A3 and LH joystick
button control this function.

Picture text:
Boom swing selector valve

Inside of spool, there are holes to drain the leak oil to prevent abnormal operation.

Picture text:
Wood grab circuit-fixed boom

This is the hydraulic system for the rotating wood grab.

In this machine we cannot use boom swing option because the super-structure is different.
This machine is equipped with rotator solenoid valve and 3-button joystick. The rotator is controlled by
joystick button and the pincer (grab) is moved by mechanical linkage. The hammer solenoid valve at the
basic machine is used for pressurizing the supply line of rotator.

Picture text:
Wood grab rotator valve and piping

Picture text:
Wood grab att. piping and pincer control linkage

Picture text:
Hammer-KOR

Hammer is operated by joystick button and solenoidA3.

Picture text:
Hammer and Shear-EU,NA

Hammer and Shear is operated by pedal for EU,NA machine.

Picture text:
3-way valve and port relief adjustment

When use a hammer, return line directly goes to tank.

Picture text:
Hose rupture valve-Boom

The boom line rupture valves mounted directly on the inlet ports of the boom cylinder piston sides.
The line rupture valve function is to prevent an accident caused by a sudden dropping of the boom when a
pipe or hose ruptures. It also prevents boom cylinder creep caused by internal leakage of the main control
valve.

Picture text:
Hose rupture valve-Arm

The arm line rupture valve is mounted directly on the inlet port of the arm cylinder piston sides.
The line rupture valve consists of a servo hydraulic valve, logic valve, check valve, pressure relief valve
and a housing.
The line rupture valve function is to prevent an accident caused by a sudden dropping of the arm when a
pipe or hose ruptures. It also prevents arm cylinder creep caused by internal leakage of the main control
valve.

Picture text:
Hose rupture valve operation

Picture text:
Joystick pattern change

This option is used for rental machine.

Picture text:
EC55B Update

From this chapter, we are going to handle about the engineering change or product improvements.

Picture text:
Main pump change

The supplier of pump is changed.

Serial No(KOR): 33255~

Serial No(CHI): 50065~

1. Pilot relief valve is built in the main pump.

2. Q-fit supply port (P2G)

Picture text:
Pump specification

Picture text:
Pump external view

The relief valve of P4 pump is inside of pump.

R1 port is air-bleeding port.

Picture text:
Pump sectional view

3 pistons are used for regulating the flow of pump.

Picture text:
P1 and P2 Structure

The tandem piston pump discharges equal volumes using 1 cylinder block. The discharge volume can be
varied.
10 pistons (2) are assembled inside cylinder block (1), and one end of it is in contact with valve plate (3).
There is a common suction port, A, for Pumps P1 and P2 on the suction side of valve plate (3), while on
the discharge side there is discharge port, B, on the outside, for Pump P1, and a discharge port, C, on the
inside, for Pump P2.

At the other end is a swash plate (4) secured to the housing at a particular angle of tilt, and the structure
is such that pistons (2) slide against swash plate (4) and rotate.

Picture text:
Pump characteristic curve

Horsepower control
The total horsepower consumed by pump must be constant and less than the power of engine. The
hydraulic power is proportional to PxQ. That means the amount of flow must be reduced when system
pressure (P1, P2) goes high.

P3 shift
In this system, the flow from P1&P2 can be variable but P3 is fixed displacement type. If P3 pressure is
high, the pump cannot adjust the flow of P3 because it is gear pump. In order to maintain the constant
horsepower, the flow of P1&P2 should be reduced.

In the figure, Piston (1)&(3) are used for horsepower control and Piston (2) is used for P3 shift.

Picture text:
Hydraulic circuit change (Basic machine)

New pump application changes hydraulic circuit diagram.

Picture text:
Water separator change

Serial no(KOR): 33896~

Picture text:
Water separator filter replacement

The replacement time is every 500hrs.

A. Stop the engine and allow it to cool.

B. Close all fuel cocks in fuel line.
C. Disconnect the water level sensor line.
D. Place a container under water separator filter.
E. Carefully open the drain plug (6) to drain fuel from the filter.
F. Remove fuel filter (2) by turning it to the left.
G. Remove the drain plug (6) and check the o-ring (5).
H. Remove the water level sensor assembly (4).
I. Carefully install the water level sensor assembly in the new filter using new o-ring (3) supplied with new
filter.
J. Install the drain plug (6)
K. Clean the filter mounting surface and apply a small amount of diesel to the gasket of the new filter.
L. Install the new filter to the mounting head (1) by turning it to the right until it contacts the mounting
surface. Tighten one additional turn.
M. Open all fuel cocks.
N. Reconnect the water level sensor.
O. Prime the fuel system.

Picture text:
Instrument panel change

Because of additional sensor (water in fuel), instrument panel is changed.

Picture text:
Horn & Horn-relay change

Horn relay is changed. Wire-harness is also changed. And the supplier of horn is changed to Hella.

Picture text:
Travel control link

- Simplified.
- Added rubber boot in the sliding parts of locking stopper to prevent from dust and seizing.

Picture text:
Travel alarm change

Limit switch position change.

Picture text:
Fuel Injection Pump (FIP) plunger change

Serial No(KOR): 31701~

- Added groove in plunger

Picture text:
EC55B Pro

Machine name is changed to the EC55B Pro with some improvements.

Serial no.(KOR): 34476~

Serial no.(CHINA): 50130~

(1) Lifting capacity increase

- Cylinder diameter change
- Relief set pressure change

(2) Improvement of Swing performance on the slope

- Increase the weight of counterweight

(3) Preparation for the 2006 EU noise reulation.

- Radiator change(3 row -> 4 row), External view is same but internally one more core is inserted.
- Cooling fan change
- Muffler change(EU)

Picture text:
Performance test

This chapter shows you how to check basic performance of machine.

In each pages, there is tolerance table for evaluation. Standard values are for new machine and allowable
values are for used machine.

Every measurement should be done after understanding test condition.

Picture text:
Cylinder speed measuring-1

The speed of the boom cylinder is a little bit slower than previous because of larger boom cylinder.

Picture text:
Engine

Picture text:
Specification

Low idle rpm is changed.

Picture text:
Hydraulic system changes(EC55B Pro)

Picture text:
MCV-Basic machine

(1) Dozer blade spool change and removed port relief valve
(2) P3 conflux spool change and Port Pi3 removed
(3) Boom1 spool notch size change and Boom holding valve plunger diameter increased
(4) Main relief set pressure increased(210bar -> 220bar)
(5) Some port relief set pressure increased
- Boom up: 240bar->255bar
- Boom down, Arm in & out, BKT in & out, shear ( 240bar->250bar)

Picture text:
MCV Section-Basic machine

Picture text:
Basic machine

This is the hydraulic system without any option.

Picture text:
MCV-Boom swing(Pedal)

Boom offset block is added to the basic MCV.

Boom swing(offset) is operated by mechanical linkage.

Picture text:
MCV section-Boom swing(Pedal)

Picture text:
Basic machine+Boom swing

This machine has boom swing(boom offset) function which is operated by mechanical linkage.

Picture text:
MCV-Option-Woodgrab

This MCV is used for rotating wood grab.

Rotator use P3 oil and pincer(grab) use P2 oil.

Picture text:
MCV section-Option-Wood grab

Picture text:
Wood grab

This is the hydraulic system for the rotating wood grab.

In this machine we cannot use boom swing option because the super-structure is different.
This machine is equipped with solenoid valve and 3-button joystick. The pincer(grab) is controlled by
joystick button and the rotator is moved by pedal. The hammer solenoid valve at the basic machine is
used for pressurizing the supply line of pincer.

Picture text:
Wood grab component layout

The location of Pilot select valve and Solenoid

Picture text:
MCV-Option-Double acting

This MCV is used for EU&NA market. In this case, swing spool is used for swing and also boom offset.
By pushing LH joystick button, swaping of above two functions are possible.

For x1, this MCV uses pedal control.

Picture text:
MCV section-Option-Double acting

Picture text:
Boom swing + Hammer & Shear (For EU&NA)

This is the hydraulic system for the EU&NA. Hammer and shear is controlled by mechanical linkage.
Pushing LH joystick button makes boom swing.
The hammer solenoid valve at the basic machine is used for selecting the boom swing option.

Picture text:
MCV control pressure specification

Main relief pressure(P1,P2) and some other port relief pressure is increased.
A6, B8 set pressure is factory set value. When install the hammer, adjust the port relief valve properly
according to the working pressure of hammer.

Picture text: