SM - MH8.6 Tier3 - EN

MH6.
6
MH8.6
MH6.6 Industry
MH8.6 Industry
Repair
Manual
*Tier III*
Repair Manual
*Tier III*
Print No. 87677418A

English
MH6.6
MH8.6
MH6.6 Industry
MH8.6 Industry PROVEN PERFORMANCE
TO READER
This manual has been printed for a skilful engineer CNH ITALIA S.p.A.
to supply necessary technical information to carry Viale delle Nazioni, 55
out service operations on this machine. 41100 MODENA - Italy
Read carefully this manual to collect correct infor-
mation relevant to repair procedures.
For any question or remark, or in case of any error
relevant the contents of this manual, please con-
tact:
REFERENCES
Beyond this Repair Manual, also refer to docu-
ments hereunder listed:
Z Operator’s Manual
Z Parts Catalogue
COMPLETE REPAIR MANUAL The Repair Manuals for “Wheel Excavators” and
The complete Repair Manual consists of two vol- “Engine” contain the necessary technical informa-
umes: tion to carry out service and repair on machine and
on engine, necessary tools to carry out those op-
Z MH 6.6 - MH 6.6 Industry erations and information on service standard, on
MH 8.6 - MH 8.6 Industry procedures for connection, disconnection, disas-
Repair Manual “Wheel Excavators” sembly and assembly of parts.
Z MH 6.6 - MH 6.6 Industry
MH 8.6 - MH 8.6 Industry The Repair Manual which covers the excavator
Repair Manual “Engine” models MH 6.6 - MH 6.6 Industry - MH 8.6 -
MH 8.6 Industry consists of the following volumes,
which can be identified through their print number
as stated below:
VOLUME MACHINE TYPE PRINT NUMBER

Repair Manual “Wheel Excavators” MH 6.6 - MH 6.6 Industry
87677418A
MH 8.6 - MH 8.6 Industry
Repair Manual - “Engine” MH 6.6 - MH 6.6 Industry
87704086A
MH 8.6 - MH 8.6 Industry
TO PREVENT ACCIDENTS
The majority of accidents and injuries which occur in industry, at home or on the road, are caused by the failure
of some individual to follow simple and fundamental safety rules or precautions. For this reason MOST ACCI-
DENTS CAN BE PREVENTED by recognizing the real cause and taking the necessary precautions, before the
accident occurs.
Regardless of the care used in design and construction of any type of equipment, there may be conditions that
cannot be completely safeguarded against, without interfering with reasonable accessibility and efficient oper-
ation.
A careful operator and / or technician is the best insurance against accidents. The complete observance of one
simple rule would prevent many thousands of serious injuries each year.
This rule is: never attempt to clean, lubricate or adjust a machine while it is in motion.
SWARNING
Before carrying out any maintenance operation, adjustment and or repair on machines equipped with
attachments, controlled hydraulically or mechanically, make sure that the attachment is lowered and safely set
on the ground. If it is necessary to have the equipment partially or fully raised to gain access to certain items,
be sure the equipment is suitably supported by means other than the hydraulic lift cylinders, cable and /or
mechanical device used for controlling the equipment.
CNH S.p.A.
Viale delle Nazioni, 55
41100 MODENA - Italy
All rights reserved.

Reproduction of text or illustrations, in whole or in part, is strictly prohibited.
SAFETY INSTRUCTION
This warning symbol points out important The non compliance with the warning preceded by
S messages involving your safety. the above mentioned key-words (WARNING and
DANGER) can cause serious accidents or even the
death of the persons involved.
Carefully read the safety rules contained herein and
follow advised precautions to avoid potential Moreover in the present Manual have been given
hazards and to safeguard your safety and personal some instructions with texts in italics, preceded by
integrity. the words NOTE and CAUTION:
In this manual you will find this symbol together with

NOTE: it emphasizes and underlines to the operator
the following key-words:
the correct technique or correct procedure to follow.
SWARNING
This symbol warns about the possibility of potential SCAUTION
damages to the machine that can involve the It warns the operator of a possible hazard of
operator’s safety. machine damage in case he does not follow a
determined procedure.
SDANGER
With specific warnings about potential dangers for
the operator’s or other persons integrity directly or
indirectly involved.
INDEX
SECTION 01 - SAFETY PRECAUTIONS
1. GENERAL SAFETY INSTRUCTIONS........................................................................................................ 2
2. USE INSTRUCTION ................................................................................................................................. 11
SECTION 02 - CONTROLS AND INSTRUMENTS

1. SWITCHES AND PUSH-BUTTONS ........................................................................................................... 1
2. CONTROLS AND PEDALS ...................................................................................................................... 11
3. MULTI-FUNCTION DISPLAY ................................................................................................................... 15
SECTION 03 - TECHNICAL SPECIFICATIONS

1. MAIN COMPONENTS ................................................................................................................................ 1
2. DIMENSIONS - OPERATING WEIGHTS ................................................................................................... 4
3. DIGGING PERFORMANCE ..................................................................................................................... 14
4. LIFTING CAPACITIES.............................................................................................................................. 24
5. HYDRAULIC SYSTEM ............................................................................................................................. 30
6. ROTATION ............................................................................................................................................... 31
7. TRAVEL .................................................................................................................................................... 32
7.1 TYRES.............................................................................................................................................. 33
8. BRAKES ................................................................................................................................................... 33
9. STEERING ............................................................................................................................................... 33
10. ELECTRICAL SYSTEM ............................................................................................................................ 34
11. BUCKETS ................................................................................................................................................. 35
12. TIGHTENING TORQUES ......................................................................................................................... 36
13. CENTRALIZED LUBRICATION PUMP (OPTIONAL)............................................................................... 36
14. FUEL SYSTEM ......................................................................................................................................... 36
15. ENGINE .................................................................................................................................................... 37
16. SUPPLY SUMMARIZING CHART............................................................................................................ 38
SECTION 04 - UPPER STRUCTURE

1. MAIN COMPONENTS ................................................................................................................................ 1
2. SLEWING BEARING .................................................................................................................................. 3
3. ROTATION GEARMOTOR......................................................................................................................... 7
3.1 DISASSEMBLY AND ASSEMBLY ................................................................................................... 12
4. MULTI-COOLER....................................................................................................................................... 13
4.1 TECHNICAL SPECIFICATIONS ...................................................................................................... 14
5. HYDRAULIC PUMPS ............................................................................................................................... 17
6. MUFFLER ................................................................................................................................................. 18
7. HYDRAULIC OIL TANK............................................................................................................................ 19
8. AIR FILTER .............................................................................................................................................. 25
9. COUNTERWEIGHT.................................................................................................................................. 25
10. FUEL SYSTEM ......................................................................................................................................... 26
11. CAB AND OPERATOR’S SEAT ............................................................................................................... 32
11.1 CAB AT VARIABLE HEIGHT (MH 6.6 Industry - MH 8.6 Industry) .................................................. 43
12. CENTRALIZED LUBRICATION PUMP..................................................................................................... 44
SECTION 05 - UNDERCARRIAGE
1. UNDERCARRIAGE COMPONENTS.......................................................................................................... 1
2. REAR RIGID AXLE ..................................................................................................................................... 2
2.1 TECHNICAL SPECIFICATIONS......................................................................................................... 3
2.2 DISASSEMBLY AND ASSEMBLY...................................................................................................... 6
2.3 DISASSEMBLY AND ASSEMBLY...................................................................................................... 8
2.4 TROUBLESHOOTING...................................................................................................................... 87
2.5 SPECIAL TOOLS.............................................................................................................................. 89
3. TRAVEL MOTOR...................................................................................................................................... 90
3.1 TECHNICAL SPECIFICATIONS....................................................................................................... 90
3.2 DISASSEMBLY AND ASSEMBLY.................................................................................................... 91
3.3 DISASSEMBLY AND ASSEMBLY.................................................................................................... 92
4. CARDAN SHAFT .................................................................................................................................... 103
4.1 DISASSEMBLY AND ASSEMBLY.................................................................................................. 104
5. FRONT STEERING AXLE ...................................................................................................................... 106
5.1 TECHNICAL SPECIFICATIONS..................................................................................................... 107
5.4 TROUBLESHOOTING.................................................................................................................... 184
5.5 SPECIAL TOOLS............................................................................................................................ 186
6. WHEELS AND TYRES ........................................................................................................................... 187
7. BLADE .................................................................................................................................................... 191
7.1 BLADE CYLINDER ......................................................................................................................... 193
8. AXLE FLOATING LOCKING CYLINDERS ............................................................................................. 201
8.3 AIR BLEEDING............................................................................................................................... 204
9. STABILIZERS ......................................................................................................................................... 208
9.1 STABILIZER CYLINDERS.............................................................................................................. 211
10. LEFT LADDER........................................................................................................................................ 223
11. RIGHT LADDER AND TOOL STORAGE BOX....................................................................................... 224
12. ROTARY CONTROL VALVE AND ELECTRIC ROTOR......................................................................... 225
12.4 ELECTRIC ROTOR ........................................................................................................................ 229
SECTION 06 - FRONT ATTACHMENT

1. TYPES OF FRONT ATTACHMENT ........................................................................................................... 2
2. HYDRAULIC CYLINDERS.......................................................................................................................... 4
2.1 BOOM CYLINDER.............................................................................................................................. 6
2.2 DIPPER CYLINDER (MH 6.6 - MH 8.6)............................................................................................ 16
2.3 DIPPER CYLINDER (MH 6.6 Industry - MH 8.6 Industry)................................................................ 26
2.4 SPECIAL TOOLS ............................................................................................................................. 55
3. BUCKETS MH 6.6 - MH 8.6 ..................................................................................................................... 56
4. MH 6.6 - MH 8.6 QUICK COUPLER......................................................................................................... 60
5. CLAMSHELL BUCKET ............................................................................................................................. 64
SECTION 07 - STEERING SYSTEM

1. OPERATION............................................................................................................................................... 1
2. POWER STEERING ................................................................................................................................... 3
2.1 DISASSEMBLY AND ASSEMBLY ..................................................................................................... 5
3. PRIORITY VALVE .................................................................................................................................... 23
4. TROUBLESHOOTING.............................................................................................................................. 24
SECTION 08 - BRAKE SYSTEM

1. OPERATION............................................................................................................................................... 1
2. SERVICE BRAKE ....................................................................................................................................... 4
3. PARKING BRAKE ...................................................................................................................................... 7
4. PEDAL BRAKE VALVE .............................................................................................................................. 8
5. ACCUMULATORS...................................................................................................................................... 9
6. TROUBLESHOOTING.............................................................................................................................. 11
SECTION 09 - HYDRAULIC SYSTEM

1. HYDRAULIC SYSTEM ............................................................................................................................... 1
2. HYDRAULIC SYSTEM DIAGRAMS ........................................................................................................... 5
2.1 HYDRAULIC SYSTEM DIAGRAMS - UPPER STRUCTURE ............................................................ 5
2.2 HYDRAULIC SYSTEM DIAGRAMS - UNDERCARRIAGE .............................................................. 21
2.3 HYDRAULIC SYSTEM DIAGRAMS BLADE AND/OR STABILIZERS ............................................. 25
3. HYDRAULIC PUMPS ............................................................................................................................... 28
4. UPPER STRUCTURE CONTROL VALVE ............................................................................................... 48
5. UNDERCARRIAGE CONTROL VALVE ................................................................................................... 60
6. PILOT CONTROL ASSY .......................................................................................................................... 62
7. ROTATION SYSTEM ............................................................................................................................... 71
8. TRAVEL .................................................................................................................................................... 75
9. STABILIZATION HYDRAULIC SYSTEM.................................................................................................. 87
10. BOOM HYDRAULIC SYSTEM ................................................................................................................. 93
11. HYDRAULIC SYSTEM ........................................................................................................................... 100
12. HYDRAULIC SYSTEM OF DIPPER ....................................................................................................... 106
13. HYDRAULIC SYSTEM OF PLACING BOOM......................................................................................... 110
14. HYDRAULIC SYSTEM WITH COMBINATION OF DIFFERENT FUNCTIONS
(BOOM, PLACING BOOM, DIPPER AND BUCKET) ............................................................................. 117
15. HYDRAULIC SYSTEM OF HAMMER (WITH PLACING BOOM) ........................................................... 119
16. HYDRAULIC SYSTEM OF HAMMER AND SHEARS (WITH PLACING BOOM)................................... 122
17. HYDRAULIC SYSTEM OF SHEARS (WITH PLACING BOOM) ............................................................ 127
18. HYDRAULIC SYSTEM OF HAMMER (WITH MONOBOOM)................................................................. 130
19. HYDRAULIC SYSTEM OF HAMMER AND SHEARS (WITH MONOBOOM) ........................................ 133
20. HYDRAULIC SYSTEM OF SHEARS (WITH MONOBOOM) .................................................................. 138
21. TROUBLESHOOTING ............................................................................................................................ 141
SECTION 10 - ELECTRICAL SYSTEM

1. ELECTRICAL DIAGRAMS.......................................................................................................................... 1
1.1 MH 6.6 - MH 8.6.................................................................................................................................. 1
1.2 MH 6.6 Industry - MH 8.6 Industry .................................................................................................... 39
2. FUSES ...................................................................................................................................................... 77
3. BATTERIES .............................................................................................................................................. 80
4. BULBS ...................................................................................................................................................... 84
5. TROUBLESHOOTING .............................................................................................................................. 88
SECTION 11 - ELECTRONICS
1. MAIN COMPONENTS ................................................................................................................................ 1
1.1 ELECTRICAL POWER SUPPLY DIAGRAM ...................................................................................... 3
2. COMPONENTS OF LINE 1 ........................................................................................................................ 6
3. COMPONENTS OF LINE 2 ...................................................................................................................... 10
3.1 TRAVEL PEDAL ............................................................................................................................... 16
3.2 ATTACHMENT PEDAL (PLACING BOOM AND HAMMER)............................................................ 17
3.3 ELECTRO-HYDRAULIC SYSTEM ................................................................................................... 18
3.4 POWER CONTROL SYSTEM .......................................................................................................... 19
4. ENGINE SPEED ACTUATOR .................................................................................................................. 26
5. COOLANT TEMPERATURE DETECTION............................................................................................... 27
6. CHARGE AIR TEMPERATURE DETECTION.......................................................................................... 28
7. HYDRAULIC OIL TEMPERATURE DETECTION..................................................................................... 29
8. PROPORTIONAL VALVE - FAN MOTOR ................................................................................................ 30
9. PROPORTIONAL VALVES - CONTROL BLOCK..................................................................................... 31
SECTION 12 - CALIBRATION
1. NECESSARY OPERATIONS BEFORE CALIBRATION............................................................................. 1
2. DISPLAY: CALIBRATION MENU ............................................................................................................... 3
3. CALIBRATIONS WITH THE ENGINE RUNNING....................................................................................... 4
3.1 VDO CALIBRATION ........................................................................................................................... 6
3.2 POWER CALIBRATION ..................................................................................................................... 8
3.3 MAIN VALVE CALIBRATION (CONTROL VALVE).......................................................................... 10
3.4 TRAVEL CALIBRATION ................................................................................................................... 13
3.5 PUMP DELIVERY CALIBRATION.................................................................................................... 15
3.6 ROTATION PUMP CALIBRATION ................................................................................................... 18
3.7 AUXILIARY PRESSURE CALIBRATION ......................................................................................... 20
4. CALIBRATIONS WITH THE ENGINE STOPPED .................................................................................... 22
4.1 CALIBRATIONS, ALL SOLENOID VALVES, MAIN PUMP, ROTATION PUMP,
AUXILIARY PRESSURE .................................................................................................................. 24
4.2 MAIN VALVE CALIBRATION (CONTROL VALVE).......................................................................... 26
1. GENERAL SAFETY INSTRUCTIONS.......................................................................................................... 2

2. USE INSTRUCTION ................................................................................................................................... 11
SECTION 01 - SAFETY PRECAUTIONS 1
Carefully read the safety rules contained herein and

follow advised precautions to avoid potential haz-
ards and to safeguard your safety and personal in-
tegrity.
In this manual you will find the following indications:
SWARNING
This symbol warns about the possibility of potential
damages to the machine that can involve the opera-
tor’s safety.
SDANGER
With specific warnings about potential dangers for
the operator’s or other persons integrity directly or in-
directly involved.
The non compliance with the warning preceded by

the above mentioned key-words (WARNING and
DANGER) can cause serious accidents or even the
death of the persons involved.
Moreover in the present Manual have been given
some instructions with texts in italics, preceded by
the words NOTE and CAUTION, with following
meanings for machine protection:
NOTE: it emphasizes and underlines to the operator

the correct technique or correct procedure to follow.
SWARNING
It warns the operator of a possible hazard of machine
damage in case he does not follow a determined pro-
cedure.
Your safety and that of people around you depends

on you. It is essential that you understand this man-
ual for the correct operation, inspection, lubrication
and maintenance of this machine.
2 SECTION 01 - SAFETY PRECAUTIONS
1. GENERAL SAFETY INSTRUCTIONS

Carefully read this Manual before proceeding with
maintenance, repairs, refuelling or other machine
operations.
Repairs have to be carried out only by authorized
and instructed staff; specific precautions have to be
taken when grinding, welding or when using mallets
or heavy hammers.
Not authorized persons are not allowed to repair or
carry out maintenance on this machine. Do not carry
out any work on the equipment without prior authori-
zation.
Ask your employer about the safety instructions in
force and safety equipment.
Nobody is allowed to seat on the operator’s place
during machine maintenance unless he is a qualified
operator helping with the maintenance work.
If it is necessary to move the equipment to carry out
repairs or maintenance, do not lift or lower the equip-
ment from any other position than the operator’s
seat.
Never carry out any operation on the machine when
the engine is running, except when specifically indi-
cated.
Stop the engine and ensure that all pressure is re-
lieved from hydraulic circuits before removing caps,
covers, valves, etc.
All repair and maintenance operations should be
carried out with the greatest care and attention.
Service stairs and platforms used in a workshop or
in the field should be built in compliance with the
safety rules in force.
Any functional disorders, especially those affecting
the safety of the machine, should therefore be recti-
fied immediately.
1.1 EMERGENCY
Be prepared for emergencies. Always keep at dis-

posal on the machine a first aid kit and a fire extin-
guisher. Make sure that the fire extinguisher is
serviced in accordance with the manufacturer’s in-
structions.
1.2 EQUIPMENT
Wear close fitting clothing and safety equipment ap-

propriate for the job:
Z safety helmet;
Z safety shoes;
Z heavy gloves;
Z reflective clothing;
Z wet weather clothing.
If environment condition require it following personal
safety equipment should be at hand:
Z respirators (or dustproof masks);
Z ear plugs or acoustic ears protections;
Z goggles with lateral shield or masks for eyes pro-
tection.
Do not wear rings, wristwatches, jewels, unbuttoned
or flapping clothing such as ties, torn clothes,
scarves, open jackets or shirts with open zips which
could get caught into moving parts.
1.3 ENGINE - RADIATOR
Never leave the engine run in closed spaces without

ventilation and not able to evacuate toxic exhaust
gases. Keep the exhaust manifold and tube free
from combustion materials.
Do not refuel with the engine running, especially if
hot, as this increases fire hazard in case of fuel spill-
age.
Never attempt to check or adjust the fan belts when
the engine is running.
Never lubricate the machine with the engine run-
ning.
Pay attention to rotary pieces and do not allow to an-
yone to approach to avoid becoming entangled.
If hands, clothes or tools get caught in the fan blades
or in the transmission belt, this can cause amputa-
tions, violent tears and generate condition of serious
danger; for this reason avoid touching or to come
close to all rotary or moving parts.
A violent jet of the coolant from the radiator can
cause damages and scalds.
If you are to check the coolant level, you have to shut
off the engine previously and to let cool down the ra-
diator and its pipes. Slowly unscrew the cap to re-
lease the inside pressure.
If necessary, remove the cap with hot engine, wear
safety clothes and equipment, then loosen the cap
slowly to relieve the pressure gradually.
When checking the fuel, oil and coolant levels, use
exclusively explosion proof classified lamps. If this
kind of lamps are not used fires or explosions may
occur.
1.4 HYDRAULIC SYSTEMS
Splashes of fluids under pressure can penetrate the

skin causing serious injuries.
Avoid this hazard by relieving pressure before dis-
connecting hydraulic or other lines.
Relieve the residual pressure by moving the hydrau-
lic control levers several times.
Tighten all connections before applying pressure.
To protect the eyes wear a facial shield or safety
goggles.
Protect your hands and body from possible splashes
of fluids under pressure.
Swallowing hydraulic oil is a severe health hazard.
When hydraulic oil has been swallowed, avoid vom-
iting, but consult a doctor or go to a hospital.
If an accident occurs, see a doctor familiar with this
type of injury immediately.
Any fluid penetrating the skin must be removed with-
in few hours to avoid serious infections.
Flammable splashes may originate because of the
heat near pipes with fluids under pressure, with the
result of serious scalds for the persons hit. Do not
weld or use torches near pipes containing fluids or
other flammable materials.
Pipes under pressure can accidentally be pierced
when the heat expands beyond the area immediate-
ly heated.
Arrange for fire resistant temporary shields to pro-
tect hoses or other components during welding.
Have any visible leakage repaired immediately.
Escaping oil pollutes the environment. Soak up any
oil that has escaped with a proper binding agent.
Sweep up binding agent and dispose of it separately
from other waste.
Never search for leakages with the fingers, but use a
piece of cardboard and always wear goggles.
Never repair damaged piping; always replace it. Re-
place hydraulic hoses immediately on detecting any
damage or moist areas.
Always store hydraulic oil in the original containers.
HOSES AND TUBES

Always replace hoses and tubes if the cone end or
the end connections on the hose are damaged.
When installing a new hose, loosely connect each
end and make sure the hose takes up the correct po-
sition before tightening the connections. Clamps
should be tightened sufficiently to hold the hose with-
out crushing and to prevent chafing.
After hose replacement to a moving component,
check that the hose does not foul by moving the
component through the complete range of travel.
Be sure any hose which has been installed is not
kinked or twisted.
Hose connections which are damaged, dented,
crushed or leaking, restrict oil flow and the productiv-
ity of the components being served. Connectors
which show signs of movement from the original po-
sition have failed and will ultimately separate com-
pletely.
A hose with a frayed outer sheath will allow the water
penetration. Concealed corrosion of the wire rein-
forcement will subsequently occur along the hose
length with resultant hose failure.
Ballooning of the hose indicates an internal leakage
due to structural failure. This condition rapidly deteri-
orates and total hose failure soon occurs.
Kinked, crushed, stretched or deformed hoses gen-
erally suffer internal structural damage which can re-
sult in oil restriction, a reduction in the speed of
operation and ultimate hose failure.
Free-moving, unsupported hoses must never be al-
lowed to touch each other or related working surfac-
es. This causes chafing which reduces hose life.
O-RINGS
Replace O-rings, seal rings and gaskets whenever
they are disassembled.
Never mix new and old seals or O-rings, regardless
of condition. Always lubricate new seal rings and O-
rings with hydraulic oil before installation to relevant
seats.
This will prevent the O-rings from rolling over and
twisting during mounting which will jeopardize seal-
ing.
1.5 BATTERY
Batteries give off explosive gases.

Never handle naked flames and unshielded light
sources near batteries, never smoke.
To prevent any risk of explosion, observe the follow-
ing instructions:
Z when disconnecting the battery cables, always dis-
connect the negative (-) cable first;
Z to reconnect the battery cables, always connect the
negative (-) cable last;
Z never short-circuit the battery terminals with metal
objects;
Z do not weld, grind or smoke near a battery.
Battery electrolyte causes severe burns. The bat-
tery contains sulphuric acid. Avoid any contact with
the skin, eyes or clothing.
Antidote:
Z EXTERNAL: rinse well with water, removing any
soiled clothing.
Z INTERNAL: avoid vomiting. Drink water to rinse
your mouth. Consult a doctor.
Z EYES: rinse abundantly with water for 15 minutes
and consult a doctor.
Z When the electrolyte of a battery is frozen, it can
explode if you attempt to charge the battery or if
you try to start the engine using a booster battery.
Always keep the battery charged to prevent the
electrolyte freezing.
Provide good ventilation when changing a battery or
using a battery in an enclosed space. Always protect
your eyes when working near a battery.
Never set tools down on the battery. They may in-
duce a short circuit, causing irreparable damage to
the battery and injuring persons.
Never wear metal necklaces, bracelets or watch-
straps when working on the battery. The metal parts
may induce a short circuit resulting in burns.
Dispose of used batteries separately from other
waste in the interests of environmental protection.
1.6 FLAMMABLE LIQUIDS
When handling flammable liquids:

Z do not smoke;
Z keep away from unshielded light sources and na-
ked flames.
Fuels often have a low flash point and are readily ig-
nited.
Never attempt to extinguish burning liquids with wa-
ter. Use:
Z dry powder;
Z with carbon dioxide;
Z with foam.
Water used for extinguishing purposes would vapor-
ize instantaneously on contact with burning sub-
stances and spread burning oil, for example, over a
wide area. Water generates short circuits in the elec-
trical system, possibly producing new hazards.
Stay away from open flames during refilling of hy-
draulic oil or fuel.
Fuel or oil splashes can cause slipping and therefore
accidents; clean immediately and accurately the ar-
eas eventually smeared.
Always tighten the safety plugs of fuel tank and hy-
draulic oil tank firmly.
Never use fuel to clean the machine parts eventually
smeared with oil or dust.
Use a non-inflammable product for cleaning parts.
Always perform fuel or oil refilling in well aired and
ventilated areas.
During refuelling hold the pistol firmly and keep it al-
ways in contact with the filler neck until the end of the
refuelling, to avoid sparkles due to static electricity.
Do not overfill the tank but leave a space for fuel ex-
pansion.
Never re-fuel when the engine is running.
Take all the necessary safety measures when weld-
ing, grinding or when working near a naked flame.
1.7 TYRES
Before inflating the tyres, always check the condition

of rims and the outer condition of tyres to find out the
presence of dents, cuts, tears of reinforcement plies
or other faults. Before inflating a tyre, make sure that
there are no nearby persons, then position yourself
at tread side.
Make sure that the inflating pressure of tyres is the
same prescribed by manufacturer and that the pres-
sure of the right tyre corresponds to the pressure of
the left tyre.
Never use reconditioned rims because possible
welds, heat treatments or brazings not performed
correctly can weaken the wheels and cause follow-
ing damages or failures. Deflate the tyres before
their disassembly.
Before taking out possible jammed objects from the
rims, it is necessary to deflate the tyres. Inflate tyres
by means of a pistol complete with extension and
pressure switch of control.
1.8 CLEANING
Clean the exterior of all components before carrying

out any form of repair. Dirt and dust can reduce the
efficient working life of a component and lead to
costly replacement.
Solvents should be checked that they are suitable
for the cleaning of components and also that they do
not risk the personal safety of the user.
Dirt from oil or grease and scattered tools or faulty
pieces are dangerous for persons, because they can
generate slipping or falls.
For the machine cleaning, use a jet of warm water or
steam under pressure and commercial detergents.
Never use fuel, petroleum or solvents, because the
first ones leave an oily layer that favours the sticking
of dust, while solvents (even if weak) damage the
paint and favour the formation of rust.
Never use water jets or steam on sensors, connec-
tors or other electric components.
Prevent that the water jet penetrates inside the cab.
1.9 WASTE DISPOSAL
Improperly disposing of waste can threaten the envi-

ronment.
Each country has its own Regulations on this sub-
ject. It is therefore advisable to prepare suitable con-
tainers to collect and store momentarily all solid and
fluid materials that must not be scattered in the envi-
ronment to avoid pollution.
At preset intervals these products will be delivered to
disposal stations legally recognized and present in
this Country.
Hereunder are listed some products of the machine
requiring disposal:
Z lubricating oil;
Z brakes system oil;
Z coolant mixture, condensation rests and pure anti-
freeze;
Z fuel;
Z filter elements, oil and fuel filters;
Z filter elements, air filters;
Z battery.
Also polluting rags, paper, sawdust and gloves must
be disposed in compliance with the same proce-
dures.
Do not use food or beverage containers that may
mislead someone into drinking from them. Do not
pour waste onto the ground, down a drain, or into
any water source. Air conditioning refrigerants es-
caping into the air can damage the Earth’s atmos-
phere. Government regulations may require a
certified air conditioning service centre to recover
and recycle used air conditioning refrigerants. Ob-
tain information on the proper way to recycle or dis-
pose of waste from your local environmental or
recycling centre, or from your Dealer.
2. USE INSTRUCTION
The machine must be used in accordance with its
designated use, by observing the safety and precau-
tionary rules and by strictly following the use instruc-
tions.
The excavator equipped with front attachment,
standard bucket or clamshell, is designed solely for
excavating, turning over and loading excavated
soils, sand, gravel, blasted rock, ore, coal and other
raw materials.
SDANGER
Using the excavator or its attachments for purposes
other than those stated above, e.g.:
Z for lifting or transporting persons;
Z as a working platform;
Z for lifting crane loads without the attachment being
approved for this purpose;
Z for pulling slung loads;
Z for driving in posts, supports, sheet-piles, without
the attachment being approved for this purpose;
is considered contrary to the designated use.
Improper use may cause injuries or a life-threatening
risk for the operator and for other persons and may
cause extensive damage to things.
Any functional disorders, especially those affecting

the safety of the machine, should therefore be recti-
fied immediately.
The manufacturer/supplier cannot be held responsi-
ble for damages resulting from improper use. The
risk involved in such misuse lies entirely with the us-
er.
2.1 MACHINE SAFETY
Before carrying out any service or repair work the

machine must be secured as follows:
Park the machine on a level and firm surface.
Rest the working attachment on the ground.
Lower the blade and the stabilizers to the ground.
Lock the upper structure.
Engage the parking brake.
Shut off the engine.
Move both hydraulic control levers in all directions,
to release possible residual pressure inside the hy-
draulic system.
Disconnect the pilot control.
Set the ignition key to position “0” and pull it out.
Secure the machine with wheel chocks as to prevent
its rolling or overturning.
2.2 ADJUST THE SEAT
A seat poorly adjusted for operator or work require-

ments may quickly fatigue the operator leading to
improper operations.
The seat should be adjusted whenever machine op-
erator changes.
The operator should be able to press the pedals
completely and to move the hydraulic control levers
correctly, with his back resting against the seat back.
On machines equipped with seat belt:

Z check the seat belt condition. In the event of dam-
age or after an accident, have it replaced immedi-
ately;
Z fasten seat belt before starting to work.
2.3 NOISE LEVELS
Sound power level (acoustic external)
LWA:
MH 6.6 - MH 6.6 Industry Models: 103 dB (A)
Sound power level guaranteed, determined in com-
pliance with European standard 2000/14/EC.
Sound pressure level in the operator’s seat

(acoustic internal)
LpA:
MH 8.6 Models: 75 dB (A)
MH 8.6 Industry models: 80 dB (A)
Sound pressure level continuous, measured inside
the cab with door and windows closed and with the
heater/air conditioner blower operating at 2nd speed,
measured on an identical machine, in compliance
with ISO 6396:1992 Standard.
2.4 TRAVEL ON PUBLIC ROADS
SWARNING
Road circulation (on public roads) is ruled by special
provisions varying from country to country. Check
beforehand with local authorities for circulation pro-
visions.
SWARNING
Transfer on public roads of MH 6.6 Industry and
MH 8.6 Industry excavators is prohibited.
Transfer on public roads (each time you leave a

yard) is allowed only with an approved configuration,
complying with dimensions (A), (B) as shown on the
tables.
MH 6.6
MONOBOOM
mm 2000 2300 2600 2900
Dipper (in) (78.74) (90.55) (102.36) (114.17)
mm 3900 3900 3900 3900
A Maximum height (in) (153.54) (153.54) (153.54) (153.54)
mm 5460 5325 5290 5265
B Frontal off-set (in) (214.96) (209.64) (208.27) (207.28)
PLACING BOOM
mm 2000 2300
Dipper (in) (78.74) (90.55)
mm 4000 4000
A Maximum height (in) (157.48) (157.48)
mm 3040 3100
B Frontal off-set (in) (119.68) (122.05)
MH 8.6
MONOBOOM
mm 2000 2300 2600 2900
Dipper (in) (78.74) (90.55) (102.36) (114.17)
mm 3900 3900 3900 3900

A Maximum height (in) (153.54) (153.54) (153.54) (153.54)
mm 5460 5325 5290 5265

B Frontal off-set (in) (214.96) (209.64) (208.27) (207.28)
PLACING BOOM
mm 2000 2300
Dipper (in) (78.74) (90.55)
mm 4000 4000
A Maximum height (in) (157.48) (157.48)
mm 3040 3100
B Frontal off-set (in) (119.68) (122.05)
SWARNING
During road transfer with monoboom version the
help of a flagman to signal the motion is compulsory.
Car with blinking lights and flags should precede and
follow the machine.
SWARNING
ITALY ROAD TRAVEL APPROVAL: travel with
traffic beams and rotary light alight (also during the
day).
GERMANY ROAD TRAVEL APPROVAL: travel
with traffic beams alight (also during the day).
NOTES:
SECTION 02 - CONTROLS AND
INSTRUMENTS
1. SWITCHES AND PUSH-BUTTONS ............................................................................................................. 1

2. CONTROLS AND PEDALS ........................................................................................................................ 11
3. MULTI-FUNCTION DISPLAY ..................................................................................................................... 15
SECTION 02 - CONTROLS AND INSTRUMENTS
SECTION 02 - CONTROLS AND INSTRUMENTS 1
1. SWITCHES AND PUSH-BUTTONS

MH 6.6 - MH 8.6
2 SECTION 02 - CONTROLS AND INSTRUMENTS
Ref. Description Operation Symbol
Rotary knob/ Activates the blower and has 3-speed stages: 1,

1 Blower
selector 2, 3.
Air conditioner
2 White button Activates/deactivates the air recirculation.
(optional)
Air conditioner Activation/deactivation of air conditioner (ON/

3 Blue button
(optional) OFF).
Sets the heating power:

Rotary knob/
4 Heating completely to the left - low heating power (blue);
selector
completely to the right - high heating power (red).
Stabilizer
5 Push-button Rear right stabilizer control.
(optional)
Stabilizer
6 Push-button Rear left stabilizer control.
(optional)
Stabilizer
Front left stabilizer control.
(optional)
7 Push-button
Blade (optional) Blade control.
Stabilizer
8 Push-button Front right stabilizer control.
(optional)
9 Switch Parking brake Parking brake control.
By pressing the symbol (lamp lights up) the

Floating axle floating axle is blocked.
10 Push-button
blocking By pressing the symbol again (lamp turns off) the
floating axle is released.
11 Push-button Not used.

Selects the road travel mode.

12 Push-button Road travel Ensure that the safety lever is placed to position
“0”.
By pressing the symbol (the lamp lights up) the

creep speed engages.
13 Push-button Creep speed
By pressing the symbol again (the lamp turns off)
and the creep speed disengages.
14 Display Multi-function Controls and monitoring of the machine functions.
The opening/closing speed of the clamshell is

Clamshell
15 Switch determined by pre-set values. The speed
opening/closing
reduction is optional.
Hydraulic Shears To activate depress switch face without symbol.

16 Switch
(optional) To deactivate depress symbol face of switch.
Hydraulic rotary To activate depress switch face without symbol.

17 Switch
cutter (optional) To deactivate depress symbol face of switch.
Hydraulic To activate depress switch face without symbol.

18 Switch hammer
Rotary light To activate depress switch face without symbol.

19 Switch
Activates and deactivates the electrical system.

20 Ignition key
Starting/Stopping the engine.
Rear working To activate, press the switch face without symbol.

21 Switch floodlamps
(optional) To deactivate, press the symbol face of switch.
Cab floodlamps / To activate, press the switch face without symbol.

22 Switch
attachment To deactivate, press the symbol face of switch.
Automatic return push-button.

One click: a wiper stroke and a liquid jet.
Screen wiper/
23 Switch Activates the screen-washer pump and the wiper
washer
as long as the switch face without symbol is kept
depressed.

One click: intermittent wiping.
24 Switch Windscreen wiper
As long as the switch is kept pressed the screen-
wiper operates continuously.
25 Push-button Engine rpm Lowering of engine rpm up to idle run in 7 stages.
Engine rpm increase up to a maximum speed in 7

26 Push-button Engine rpm
steps (7 power stages with fixed speed levels).
Activation/deactivation of automatic engine speed

reduction.
27 Push-button Auto Idle After activation, the speed of the diesel engine is
automatically reduced to a lower speed during no-
work phases lasting longer than 4 seconds.
Sets engine to idling speed. If Auto Idle and Low

28 Push-button Low Idle Idle are on at the same time, Low-Idle has higher
priority.
Push-button with two lights.

Left light on and right light out: 1st speed
engaged.
29 Push-button Gearbox
Left light out and right light on: 2nd speed
engaged.
Lights off: the automatic gearshift mode is active.

Lights off: brake released, upper structure free to
turn.
Left light on: holding brake engaged, upper
Upper structure
30 Push-button structure braked.
holding brake
Right light on: holding brake automatic mode.
Holding brake is applied and released
automatically. As soon as the upper structure
stops the brake applies.

Lights off: overload warning system off.
Overload Left light on: overload warning system on
31 Push-button
(optional) (machine not additionally stabilized).
Right light on: overload warning system on
(machine additionally stabilized).

Lights off: soft braking of upper structure rotation.
Upper structure Left light on: standard braking of upper structure
32 Push-button
holding brake rotation.
Lights on: abrupt braking of upper structure
rotation.
Quick coupler To activate depress switch face without symbol.

33 Switch
Stabilizer
independent
Stabilizer independent raising/lowering.
activation
(optional)
2nd speed set Once this option is set, to button (25) is assigned
(optional) a different function.
34 Switch
To activate depress switch face without symbol.
Magnet (optional)
To deactivate depress symbol face of switch.
MH 6.6 Industry - MH 8.6 Industry

Rotary knob/ Activates the blower and has 3-speed stages: 1,

1 Blower
selector 2, 3.
Air conditioner
2 White button Activates/deactivates the air recirculation.
(optional)
Air conditioner Activation/deactivation of air conditioner (ON/

3 Blue button
(optional) OFF).
Sets the heating power:

Rotary knob/
4 Heating completely to the left - low heating power (blue);
selector
completely to the right - high heating power (red).
Stabilizer
5 Push-button Rear right stabilizer control.
(optional)
Stabilizer
6 Push-button Rear left stabilizer control.
(optional)
Stabilizer
Front left stabilizer control.
(optional)
7 Push-button
Blade (optional) Blade control.
Stabilizer
8 Push-button Front right stabilizer control.
(optional)
9 Switch Parking brake Parking brake control.
By pressing the symbol (lamp lights up) the

Floating axle floating axle is blocked.
10 Push-button
blocking By pressing the symbol again (lamp turns off) the
floating axle is released.
11 Push-button Not used.

Selects the road travel mode.

12 Push-button Road travel Ensure that the safety lever is placed to position
“0”.
By pressing the symbol (the lamp lights up) the

creep speed engages.
13 Push-button Creep speed
By pressing the symbol again (the lamp turns off)
and the creep speed disengages.
14 Display Multi-function Controls and monitoring of the machine functions.
Rear working To activate, press the switch face without symbol.

15 Switch floodlamps
(optional) To deactivate, press the symbol face of switch.
Cab floodlamps / To activate, press the switch face without symbol.

16 Switch
attachment To deactivate, press the symbol face of switch.

One click: a wiper stroke and a liquid jet.
Screen wiper/
17 Switch Activates the screen-washer pump and the wiper
washer
as long as the switch face without symbol is kept
depressed.

One click: intermittent wiping.
18 Switch Windscreen wiper
As long as the switch is kept pressed the screen-
wiper operates continuously.
Cab raising: by keeping the push-button face with

the symbol (L) pressed, until the required height
or the maximum height is reached.
Cab at variable
19 Switch
height
Cab lowering: by keeping the push-button face
with the symbol (l) pressed, until the required
height or the minimum height is reached.
Activates and deactivates the electrical system.

20 Ignition key
Starting/Stopping the engine.
Safety during
Locking: press symbol face of switch, (the lamp
21 Switch activation of cab
lights up red).
at variable height
Rotary light To activate depress switch face without symbol.

22 Switch
To activate depress switch face without symbol.

23 Switch Magnet (optional)
To deactivate depress symbol face of switch.
Additional motor
24 Switch Activation/deactivation of additional motor.
(Optional)
25 Push-button Engine rpm Lowering of engine rpm up to idle run in 7 stages.
Engine rpm increase up to a maximum speed in 7

26 Push-button Engine rpm
steps (7 power stages with fixed speed levels).
Activation/deactivation of automatic engine speed

reduction.
27 Push-button Auto Idle After activation, the speed of the diesel engine is
automatically reduced to a lower speed during no-
work phases lasting longer than 4 seconds.
Sets engine to idling speed. If Auto Idle and Low

28 Push-button Low Idle Idle are on at the same time, Low-Idle has higher
priority.

Left light on and right light out: 1nd speed
engaged.
29 Push-button Gearbox
Left light out and right light on: 2nd speed
engaged.
Lights off: the automatic gearshift mode is active.

Lights off: brake released, upper structure free to
turn.
Left light on: holding brake engaged, upper
Upper structure
30 Push-button structure braked.
holding brake
Right light on: holding brake automatic mode.
Holding brake is applied and released
automatically. As soon as the upper structure
stops the brake applies.

Lights off: overload warning system off.
Overload Left light on: overload warning system on
31 Push-button
(optional) (machine not additionally stabilized).
Right light on: overload warning system on
(machine additionally stabilized).

Lights off: soft braking of upper structure rotation.
Upper structure Left light on: standard braking of upper structure
32 Push-button
holding brake rotation.
Lights on: abrupt braking of upper structure
rotation.
The opening/closing speed of the clamshell is

Clamshell
33 Switch determined by pre-set values. The speed
opening/closing
reduction is optional.
Stabilizer
independent
34 Switch Stabilizer independent raising/lowering.
activation
(optional)
2. CONTROLS AND PEDALS
By shifting the lever to the right - the upper

structure rotates to the right.
Rotation
By shifting the lever to the left - the upper
Left hydraulic structure rotates to the left.
1
control lever By shifting the lever forward - the dipper extends -
Dipper/blade and the blade/stabilizers lower.
stabilizers By shifting the lever backward - the dipper retracts
- the blade/stabilizers raise.
Allows to perform the levelling operation in an

2 Push-button Levelling
accurate and smooth way.
By shifting the lever upward the pilot control is

OFF.
3 Safety lever Pilot control
By shifting the lever downward the pilot control is
ON.
Generates an engine rpm and pressure increase

Power Boost
(for short work stages).
4 Push-button Independent
Allows to raise the stabilizers independently one
stabilizers
from another.
(optional)
Dipper/blade and
The controls for dipper/blade and stabilizers
stabilizers
switch over. (With blade/stabilizers activated the
controls switch-
buzzer sounds).
5 Push-button over
Independent
Allows to lower the stabilizers independently one
stabilizers
from another.
(optional)
Hydraulic
6 Push-button Hydraulic hammer engagement.
hammer
Clamshell
7 Push-button Left clamshell rotation.
rotation (optional)
With placing boom: extension/retraction of boom

adjusting cylinder.
Placing boom/ With hammer: hammer control.
8 Pedal
attachment
With rotary cutter: rotary cutter control.
With shears: shears control.
9 Footrest
It selects the lights type.

Main beams signal: by pushing the lever upward.
10 Lever Lights
Low beams: lever in middle position.
Main beams: by pushing the lever downward.
11 Lever Horn Acoustic signal.
12 Lever Lights Lights off.

13 Lever Lights Tail lights on.
14 Lever Lights Low beams on.
15 Lever Turn signal light Left signal light activation.
16 Lever Turn signal light Right signal light activation.
17 Push-button Flashing lights Flashing lights activation.
Steering wheel
18 Steering Transfers the steering motion to the steering axle.
and column
It locks the steering column to required inclination:

Locking of the by pushing downward - the column can be
19 Lever
steering column moved;
by releasing the lever - the column is locked.
Starts the machine travel and determines its

20 Pedal Travel
speed.
It brakes the machine travel. The control lever

locks the service brake to braking position. At the
21 Pedal Service brake same time, the floating axle blocks. When the
brake pedal is released, also the floating axle
releases automatically.
Clamshell
22 Push-button Right clamshell rotation.
rotation (optional)
23 Push-button Horn Acoustic signal.
24 Push-button Travel direction Selection of forward travel direction.
25 Push-button Travel direction Selection of reverse travel direction.

26 Push-button Travel direction Selection of idle run.
Upper structure
27 Pin It locks the upper structure to the undercarriage.
holding brake
By shifting the lever forward - the boom lowers.

Boom
By shifting the lever backward - the boom raises.
By pushing the lever to the right - the bucket

Bucket dumps.
Right hydraulic
28 By pushing the lever to the left - the bucket fills.
control lever
By pushing the lever to the right - the clamshell
Clamshell opens.
(optional) By pushing the lever to the left - the clamshell
closes.
29 Socket 12 V auxiliary socket.

3. MULTI-FUNCTION DISPLAY
This light turns on when the forward

1 Lamp Travel direction
travel is engaged.
It flashes when the left turn signal is

2 Lamp Turn signal light
activated.
3 Lamp Preheating It turns on during preheating.
It turns on blue, when the main

4 Lamp Main beams
beams are activated.
Upper structure This light turns on when the holding

5 Lamp
holding brake brake is engaged.
It turns on when the right turn signal

6 Lamp Turn signal light
is activated.
It turns on when the reverse travel is

7 Lamp Travel direction
activated.
Time in hours and minutes/machine

working hours display/fuel level
indication.
Time/Hourmeter/
Indication above the cross line =
Fuel level
Level OK 121 HOURS
Indication under the cross line = top

up fuel.
Time/Engine Time in hours and minutes / graphic

power level display of the engine power level.
Coolant
temperature/ It displays the temperature of coolant
8 Display hydraulic oil and the hydraulic oil temperature.
temperature
Input of secret code for the start-up

Secret code
electronic lock.
CODE
Display of service hours, according

to:
Operation hours Z total hours;
Z partial time;
OPERATION HOURS
Z days count.
Setting of hydraulic oil pressure and

of volumetric flow for the following
attachments:
Z 4 different hydraulic hammers;
Z 4 different rotary cutters;
ATTACHMENTS
Z 4 different hydraulic shears.
Further options can be activated by
the dealer for use by the operator:
Attachments Z degree of damping for equipment
movements and travel function;
Z rotation power limiting;
Z activation of “Auto Power Boost”
function;
Z setting of the levelling function;
Z basic setting;
Z clamshell rotation;
Z boom adjusting cylinder speed.
8 Display
Setting of display contrast and
Display brightness, clock, language and
measuring units.
DISPLAY
Displays operating data of the

Information
machine and the control system.
INFORMATION
Machine Display of all machine data.
MACHINE
Display of operating hours by

function groups of the machine
(disabled in normal machine
operation).
Display and setting of maintenance
intervals (disabled in normal MAINTENANCE
machine operation).
Maintenance Calibration of machine functions
(reserved for Service Department).
Activation of optional machine
functions (disabled in normal
8 Display machine operation).
Resetting of faults (reserved for
Service Department - password
protected).
Faults occurred are stored in detail

by electronic control unit.
Faults This menu is reserved for our

Service and disabled in normal
machine operation (password FAULTS RETRIEVAL
protected).
Push-button for selection and

9 Push-button “set” button confirmation of items in function and
navigation menus.
Push-button for selection and scroll-

Push-button with
10 Push-button down in function and navigation
downward arrow
menus.
Push-button for selection and scroll-

Push-button with
11 Push-button up or escape button in function and
upward arrow
navigation menus.
It lights up yellow: concurrently to

warning signal, to indicate
unimportant faults concerning the
safety and the operation.
By pressing “Set”, the fault is
displayed.
Multi-function If several faults have occurred, they
12 Lamp
display are displayed one after the other.
Not all yellow faults are displayed on
the display.
A detailed list of yellow faults is
accessible via the Fault Recall
menu, but it is reserved to the After-
sales service.
It lights up red: when the safety of

persons and the operation of the
machine’s main assemblies is
endangered.
The fault digital code is displayed
concurrently and an acoustic signal
Multi-function is released.
13 Lamp
display
In some fault cases, certain machine
functions can be switched on by
emergency operation.
There is also the possibility of
several faults being indicated at the
same time.
NOTES:
SECTION 03 - TECHNICAL
SPECIFICATIONS
1. MAIN COMPONENTS .................................................................................................................................. 1

2. DIMENSIONS - OPERATING WEIGHTS ..................................................................................................... 4
3. DIGGING PERFORMANCE ....................................................................................................................... 14
4. LIFTING CAPACITIES................................................................................................................................ 24
5. HYDRAULIC SYSTEM ............................................................................................................................... 30
6. ROTATION ................................................................................................................................................. 31
7. TRAVEL ...................................................................................................................................................... 32
7.1 TYRES ................................................................................................................................................. 33
8. BRAKES ..................................................................................................................................................... 33
9. STEERING.................................................................................................................................................. 33
10. ELECTRICAL SYSTEM ............................................................................................................................ 34
11. BUCKETS ................................................................................................................................................. 35
12. TIGHTENING TORQUES ......................................................................................................................... 36
13. CENTRALIZED LUBRICATION PUMP (OPTIONAL) ............................................................................... 36
14. FUEL SYSTEM ......................................................................................................................................... 36
15. ENGINE .................................................................................................................................................... 37
16. SUPPLY SUMMARIZING CHART ............................................................................................................ 38
SECTION 03 - TECHNICAL SPECIFICATIONS
SECTION 03 - TECHNICAL SPECIFICATIONS 1
1. MAIN COMPONENTS
1.1 OUTFIT WITH PLACING BOOM
1. Bucket 15. Multi-cooler

2. Bucket cylinder 16. Batteries
3. Dipper 17. Stabilizers
4. Dipper cylinder 18. Rear wheels
5. Placing boom 19. Rear rigid axle
6. Fuel tank 20. Cab
7. Boom 21. Stair and storage box
8. Boom cylinders 22. Front wheels
9. Boom adjusting cylinder 23. Front steering axle
10. Hydraulic oil tank 24. Axle floating locking cylinders
11. Hydraulic pumps 25. Upper structure
12. Muffler 26. Blade
13. Counterweight 27. Undercarriage
14. Diesel engine
2 SECTION 03 - TECHNICAL SPECIFICATIONS
1.2 OUTFIT WITH MONOBOOM
1. Bucket 14. Multi-cooler

2. Bucket cylinder 15. Batteries
3. Dipper 16. Stabilizers
4. Dipper cylinder 17. Rear wheels
5. Undercarriage 18. Rear rigid axle
6. Fuel tank 19. Cab
7. Boom 20. Stair and storage box
8. Boom cylinders 21. Front wheels
9. Hydraulic oil tank 22. Front steering axle
10. Hydraulic pumps 23. Axle floating locking cylinders
11. Muffler 24. Upper structure
12. Counterweight 25. Blade
13. Diesel engine
1.3 INDUSTRY OUTFIT
1. Clamshell bucket 14. Batteries

2. (Industry) handling boom 15. Cab raising device
3. Fuel transfer pump 16. Rear stabilizers
4. Handling boom cylinder 17. Rear wheels
5. Boom 18. Rear rigid axle
6. Boom cylinders 19. Stair and storage box
7. Fuel tank 20. Undercarriage
8. Hydraulic oil tank 21. Front wheels
9. Hydraulic pumps 22. Front steering axle
10. Muffler 23. Axle floating locking cylinders
11. Diesel engine 24. Upper structure
12. Counterweight 25. Cab
13. Multi-cooler 26. Front stabilizers
2. DIMENSIONS - OPERATING WEIGHTS

2.1 MH 6.6 MODELS
OUTFIT WITH PLACING BOOM

mm
Dipper A B C D E F G* H I L M O Q
2300 2750 370 1270 2750 300 3160 2520 3120 3900 330 5310 2540 9435
2600 2750 370 1270 2750 300 3160 2520 3120 3900 330 5310 2540 9435
2900 2750 370 1270 2750 300 3235 2520 3120 3900 330 5280 2540 9405
in
90.55 108.27 14.57 50.00 108.27 11.81 124.41 99.21 122.83 153.54 12.99 209.05 100.00 371.46
102.36 108.27 14.57 50.00 108.27 11.81 124.41 99.21 122.83 153.54 12.99 209.05 100.00 371.46
114.17 108.27 14.57 50.00 108.27 11.81 127.36 99.21 122.83 153.54 12.99 207.87 100.00 370.27
G = tyres maximum width

O = machine maximum width
* = dimension determined with twin-tyres 10.00-20
With twin tyres 11.00-20 .................................................................................................... 2545 mm (100.20 in)

With single tyres 18R-22.5................................................................................................... 2480 mm (97.64 in)
With single tyres 600/40-22.5 .............................................................................................. 2490 mm (98.03 in)
Front blade and Front and rear

Rear blade Rear stabilizers
Dipper mm (in) rear stabilizers stabilizers
kg (lb) kg (lb)
kg (lb) kg (lb)
2300 (90.55) 19720 (43384) 20280 (44616) 20880 (45936) 21350 (46970)
2600 (102.36) 19790 (43538) 20350 (44770) 20950 (46090) 21420 (47124)
2900 (114.17) 19850 (43670) 20410 (44902) 21010 (46222) 21480 (47256)
OUTFIT WITH MONOBOOM

mm
2300 2750 420 1320 2750 350 3225 2480 3170 3900 380 5550 2540 9675
2600 2750 420 1320 2750 350 3205 2480 3170 3900 380 5550 2540 9675
2900 2750 420 1320 2750 350 3285 2480 3170 3900 380 5560 2540 9685
in
90.55 108.27 16.53 51.97 108.27 13.78 126.97 97.64 124.80 153.54 14.96 218.50 100.00 380.90
102.36 108.27 16.53 51.97 108.27 13.78 126.18 97.64 124.80 153.54 14.96 218.50 100.00 380.90
114.17 108.27 16.53 51.97 108.27 13.78 129.33 97.64 124.80 153.54 14.96 218.89 100.00 381.30

* = dimension determined with single tyres 18R-22.5
With twin tyres 10.00-20 ...................................................................................................... 2520 mm (99.21 in)

With single tyres 600/40-22.5 .............................................................................................. 2490 mm (98.03 in)

kg (lb) kg (lb)
kg (lb) kg (lb)
2300 (90.55) 18920 (41624) 19480 (42856) 20080 (44176) 20550 (45210)
2600 (102.36) 18990 (41778) 19550 (43010) 20150 (44330) 20620 (45364)
2900 (114.17) 19050 (41910) 19610 (43142) 20210 (44462) 20680 (45496)
2.2 MH 8.6 MODELS

mm
2300 2750 370 1270 2750 300 3180 2730 3120 4360 330 5340 2540 9475
2600 2750 370 1270 2750 300 3155 2730 3120 4360 330 5310 2540 9435
2900 2750 370 1270 2750 300 3225 2730 3120 4360 330 5290 2540 9415
in
90.55 108.27 14.57 50.00 108.27 11.81 125.20 107.48 122.83 171.65 12.99 210.24 100.00 373.03
102.36 108.27 14.57 50.00 108.27 11.81 124.21 107.48 122.83 171.65 12.99 209.05 100.00 371.46
114.17 108.27 14.57 50.00 108.27 11.81 126.97 107.48 122.83 171.65 12.99 208.28 100.00 370.67

* = dimension determined with twin-tyres 10.00-20

With single tyres 18R-22.5................................................................................................. 2700 mm (106.30 in)
With single tyres 600/40-22.5 ............................................................................................ 2690 mm (105.90 in)

kg (lb) kg (lb)
kg (lb) kg (lb)
2300 (90.55) 20760 (45672) 21430 (47146) 22110 (48642) 22520 (49544)
2600 (102.36) 20840 (45848) 21510 (47322) 22190 (48818) 22600 (49720)
2900 (114.17) 20940 (46068) 21610 (47542) 22290 (49038) 22700 (49940)

mm
2300 2750 420 1320 2750 350 3265 2700 3170 4360 380 5585 2540 9710
2600 2750 420 1320 2750 350 3190 2700 3170 4360 380 5560 2540 9685
2900 2750 420 1320 2750 350 3270 2700 3170 4360 380 5560 2540 9685
90.55 108.27 16.53 51.97 108.27 13.78 128.54 106.30 124.80 171.65 14.96 219.88 100.00 382.28
102.36 108.27 16.53 51.97 108.27 13.78 125.59 106.30 124.80 171.65 14.96 218.90 100.00 381.30
114.17 108.27 16.53 51.97 108.27 13.78 128.74 106.30 124.80 171.65 14.96 218.90 100.00 381.30

* = dimension determined with single tyres 18R-22.5

With single tyres 600/40-22.5 ............................................................................................ 2690 mm (105.90 in)

kg (lb) kg (lb)
kg (lb) kg (lb)
2300 (90.55) 19980 (43956) 20650 (45430) 21330 (46926) 21740 (47828)
2600 (102.36) 20060 (44132) 20730 (45606) 21410 (47102) 21820 (48004)
2900 (114.17) 20160 (44352) 20830 (45826) 21510 (47322) 21920 (48224)
2.3 MH 6.6 Industry MODELS
mm (in)
Dipper A B C D E F G H I L L1 M M1
3800 2185 10110 3130 3200 2750 2750 2540 1270 330 2520 2730 4145 4355
(149.6) (86.02) (398.03) (123.22) (125.98) (108.26) (108.26) (99.99) (49.99) (12.99) (99.21) (107.48) (163.18) (171.45)
5200 3200 10040 3130 3200 2750 2750 2540 1270 330 2520 2730 4145 4355
(204.7) (125.98) (395.27) (123.22) (125.98) (108.26) (108.26) (99.99) (49.99) (12.99) (99.21) (107.48) (163.18) (171.45)
L-M = dimensions with standard undercarriage

L1-M1= dimensions with wide undercarriage
Dipper Front blade and rear Front and rear

Undercarriage
mm (in) stabilizers kg (lb) stabilizers kg (lb)
3800 (8360) 22200 (48840) 22700 (49940)
Normal operation
5200 (11440) 22500 (49500) 23000 (50600)
3800 (8360) 22700 (49940) 23100 (50820)
Wide
5200 (11440) 23000 (50600) 23400 (51480)
mm
Dipper A B C D E F G H I L M
3800 2185 10110 3130 3200 2750 2750 2540 1270 330 2730 4360
(149.6) (86.02) (389.03) (123.22) (125.98) (108.26) (108.26) (99.99) (49.99) (12.99) (107.48) (171.65)
5200 3200 10040 3130 3200 2750 2750 2540 1270 330 2730 4360
(204.7) (125.98) (395.27) (123.22) (125.98) (108.26) (108.26) (99.99) (49.99) (12.99) (107.48) (171.65)
Dipper Front blade and rear stabilizers Front and rear stabilizers
mm (in) kg (lb) kg (lb)
3800 (149.60) 24700 (54340) 25100 (55220)
5200 (204.72) 25000 (55000) 25400 (55880)
3. DIGGING PERFORMANCE
3.1 MH 6.6 MODELS
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

A Maximum digging height mm in 10200 401.57 10200 401.57 10500 413.38
B Maximum loading height mm in 7200 283.46 7300 287.40 7500 295.27
C Maximum digging depth mm in 5800 228.35 6000 236.22 6300 248.03
D Maximum vertical wall digging depth mm in 4300 169.29 4400 173.23 4700 185.04
Maximum digging depth of cut for level
E mm in 5700 224.41 5900 232.28 6200 244.09
bottom (L = 2438 mm (95.98 in))
F Maximum digging reach mm in 9400 370.08 9700 381.89 9900 389.76
G Maximum digging reach at ground mm in 9200 362.20 9500 374.01 9800 385.83
H Minimum swing radius mm in 3200 125.98 3100 122.05 3200 125.98
Maximum loading height (dipper
K mm in 3300 129.92 3000 118.11 2700 106.30
retracted)
F1 Bucket tensile force (370 bar (5366 psi)) kN lbf 125.7 28258.5 125.7 28258.5 125.7 28258.5
F2 Dipper tensile force (370 bar (5366 psi)) kN lbf 116.2 26122.8 107.5 24167 100.1 22503.4
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

E mm in 5500 216.53 5800 228.35 6100 240.16
bottom (L = 2438 mm)
K mm in 3400 133.86 3100 122.05 2700 106.30
retracted)
F1 Bucket tensile force (370 bar) kN lbf 125.7 28258.5 125.7 28258.5 125.7 28258.5
F2 Dipper tensile force (370 bar) kN lbf 116.2 26122.8 107.5 24167 100.1 22503.4
OUTFIT WITH CLAMSHELL BUCKET
Placing boom
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

A Maximum loading height mm in 6300 248.03 6400 251.97 6600 259.84
C Maximum depth mm in 6700 263.78 7000 275.59 7300 287.40
F Maximum outreach mm in 8000 314.96 8200 322.83 8500 334.64
H Front swing radius mm in 2800 110.24 2700 106.30 2800 110.24
K Minimum loading height mm in 2400 94.49 2100 82.68 1800 70.87
Monoboom
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

3.2 MH 8.6 MODELS
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

E mm in 5700 224.41 6000 236.22 6300 248.03
bottom (L = 2438 mm (95.98 in))
K mm in 3300 129.92 2900 114.17 2700 106.30
retracted)
F1 Bucket tensile force (370 bar (5366 psi)) kN lbf 157.7 35452.4 157.7 35452.4 157.7 35452.4
F2 Dipper tensile force (370 bar (5366 psi)) kN lbf 134.2 30169.4 122.2 27471.6 113.9 25605.7
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

E mm in 5500 216.53 5900 232.28 6200 244.09
bottom (L = 2438 mm)
K mm in 3400 133.86 3000 118.11 2700 106.30
retracted)
F1 Bucket tensile force (370 bar) kN lbf 157.7 35452.4 157.7 35452.4 157.7 35452.4
F2 Dipper tensile force (370 bar) kN lbf 134.2 30169.4 122.2 27471.6 113.9 25605.7
OUTFIT WITH CLAMSHELL BUCKET
Placing boom
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

Monoboom
Dipper mm in 2300 90.55 2600 102.36 2900 114.17

Dipper mm (in) 5200 (204.72) 3800 (149.60)

A Maximum loading height mm (in) 10600 (417.32) 9400 (370.07)
C Maximum depth mm (in) 6700 (263.77) 5300 (208.66)
F Maximum outreach mm (in) 11800 (464.56) 10500 (413.38)
H Front swing radius mm (in) 2800 (110.23) 2100 (82.67)
K Minimum loading height mm (in) 1500 (59.05) 2700 (106.29)
Dipper mm (in) 5200 (204.72) 3800 (149.60)

A Maximum loading height mm (in) 10600 (417.32) 9400 (370.07)
C Maximum depth mm (in) 6700 (263.77) 5300 (208.66)
F Maximum outreach mm (in) 11800 (464.56) 10500 (413.38)
H Front swing radius mm (in) 2800 (110.23) 2100 (82.67)
K Minimum loading height mm (in) 1500 (59.05) 2700 (106.29)
4. LIFTING CAPACITIES
4.1 MH 6.6 MODELS
3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5
A (m)
(9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60)
4.8 3.2 2.3 5.9 3.9 2.8 7.2 5.1 3.7 7.2 5.9 4.5 4.2 2.8 2.0
Z2
(15.75) (10.50) (7.55) (19.35) (12.79) (9.19) (23.62) (16.73) (12.14) (23.62) (19.35) (14.76) (13.78) (9.19) (6.56)
LD = 2.3 m 7.3 4.0 2.7 2.0 7.3 5.0 3.4 2.5 7.3 7.0 4.6 3.4 7.3 9.1 5.8 4.2 6.3 3.5 2.3 1.8
Z1
(7.55 ft) (23.95) (13.12) (8.86) (6.56) (23.95) (16.40) (11.15) (8.20) (23.95) (22.97) (15.09) (11.15) (23.95) (29.86) (19.03) (13.78) (20.67) (11.48) (7.55) (5.90)
7.6 4.0 2.7 2.0 9.8 5.1 3.4 2.5 11.1 7.0 4.6 3.4 11.1 8.4 5.8 4.3 6.4 3.5 2.3 1.8
Z3
(24.93) (13.12) (8.86) (6.56) (32.15) (16.73) (11.15) (8.20) (36.42) (22.97) (15.09) (11.15) (36.42) (27.56) (19.03) (14.11) (21.00) (11.48) (7.55) (5.90)
10.1 4.9 3.2 2.3 11.4 6.0 3.9 2.8 11.4 7.9 5.2 3.7 11.4 7.9 5.5 3.9 8.8 4.3 2.8 2.0
Z2
(33.14) (16.08) (10.50) (7.55) (37.40) (19.68) (12.79) (9.19) (37.40) (25.92) (17.06) (12.14) (37.40) (25.92) (18.04) (12.79) (28.87) (14.11) (9.19) (6.56)
LD = 2.6 m 7.3 4.0 2.7 2.0 7.9 5.0 3.3 2.5 7.9 7.0 4.5 3.3 7.9 9.0 5.7 4.2 6.2 3.4 2.3 1.7
Z1
(8.53) (23.95) (13.12) (8.86) (6.56) (25.92) (16.73) (10.83) (8.20) (25.92) (22.97) (14.76) (10.83) (25.92) (29.53) (18.70) (13.78) (20.34) (11.15) (7.55) (5.58)
7.4 4.0 2.7 2.0 9.6 5.0 3.3 2.5 11.0 7.0 4.5 3.3 11.0 8.9 5.7 4.2 6.2 3.4 2.3 1.7
Z3
(24.28) (13.12) (8.86) (6.56) (31.50) (16.73) (10.83) (8.20) (36.09) (22.97) (14.76) (10.83) (36.09) (29.20) (18.70) (13.78) (20.34) (11.15) (7.55) (5.58)
5.0 3.2 2.3 6.1 3.9 2.8 7.4 4.4 3.7 7.4 4.4 4.3 4.4 2.9 2.0
Z2
(16.40) (10.50) (7.55) (20.01) (12.79) (9.19) (24.28) (14.44) (12.14) (24.28) (14.44) (14.11) (14.44) (9.51) (6.56)
LD = 2.9 m 5.6 3.9 2.6 1.9 5.6 4.9 3.3 2.4 5.6 6.9 4.5 3.3 5.6 8.8 5.7 4.1 5.6 3.3 2.2 1.7
Z1
(9.51 ft) (18.37) (12.79) (8.53) (6.23) (18.37) (16.08) (10.83) (7.87) (18.37) (22.64) (14.76) (10.83) (18.37) (28.87) (18.70) (13.45) (18.37) (10.83) (7.22) (5.58)
7.3 3.9 2.6 1.9 9.5 4.9 3.3 2.4 10.4 6.9 4.5 3.3 10.4 7.3 5.7 4.1 6.1 3.3 2.2 1.7
Z3
(23.95) (12.79) (8.53) (6.23) (31.17) (16.08) (10.83) (7.87) (34.12) (22.64) (14.76) (10.83) (34.12) (23.95) (18.70) (13.45) (20.01) (10.83) (7.22) (5.58)
3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5
A (m)
(9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60)
9.5 5.6 3.7 2.5 9.5 6.1 4.4 3.0 9.5 6.1 5.6 3.9 9.5 6.1 5.6 4.8 8.8 5.0 3.3 2.2
Z2
(31.17) (18.37) (12.14) (8.20) (31.17) (20.01) (14.44) (9.84) (31.17) (20.01) (18.37) (12.79) (31.17) (20.01) (18.37) (15.75) (28.87) (16.40) (10.83) (7.22)
LD = 2.3 m 9.1 5.0 3.1 2.1 10.5 6.1 3.8 2.6 10.5 8.2 5.0 3.5 10.5 8.9 6.3 4.4 7.8 4.4 2.7 1.8
Z1
(7.55 ft) (29.86) (16.40) (10.17) (6.89) (34.45) (20.01) (12.47) (8.53) (34.45) (26.90) (16.40) (11.48) (34.45) (29.20) (20.67) (14.44) (25.59) (14.44) (8.86) (5.90)
8.7 4.5 2.9 11.0 5.6 3.6 16.2 7.7 4.9 19.5 9.8 6.1 7.4 3.9 2.6
Z3
(28.54) (14.76) (9.51) (36.09) (18.37) (11.81) (53.18) (25.26) (16.08) (63.98) (32.15) (20.01) (24.28) (12.79) (8.53)
10.0 5.6 3.8 2.5 10.2 6.3 4.4 3.0 10.2 6.3 5.5 3.9 10.2 6.3 5.5 4.8 8.8 5.0 3.4 2.2
Z2
(32.81) (18.37) (12.47) (8.20) (33.46) (20.67) (14.44) (9.84) (33.46) (20.67) (18.04) (12.79) (33.46) (20.67) (18.04) (15.75) (28.87) (16.40) (11.15) (7.22)
LD = 2.6 m 9.1 5.0 3.1 2.0 11.5 6.1 3.8 2.5 11.7 8.2 5.1 3.4 11.7 8.4 6.3 4.3 7.8 4.4 2.7 1.8
Z1
(8.53) (29.86) (16.40) (10.17) (6.56) (37.73) (20.01) (12.47) (8.20) (38.39) (26.90) (16.73) (11.15) (38.39) (27.56) (20.67) (14.11) (25.59) (14.44) (8.86) (5.90)
8.7 4.5 2.9 2.0 11.1 5.5 3.6 2.5 16.2 7.6 4.9 3.4 19.6 9.8 6.1 4.3 7.4 3.9 2.5 1.8
Z3
(28.54) (14.76) (9.51) (6.56) (36.42) (18.04) (11.81) (8.20) (53.18) (24.93) (16.08) (11.15) (64.30) (32.15) (20.01) (14.11) (24.28) (12.79) (8.20) (5.90)
10.2 5.5 3.7 2.5 11.1 6.5 4.1 3.0 11.1 6.9 4.1 4.0 11.1 6.9 4.1 4.0 9.0 4.9 3.3 2.2
Z2
(33.46) (18.04) (12.14) (8.20) (36.42) (21.32) (13.45) (9.84) (36.42) (22.64) (13.45) (13.12) (36.42) (22.64) (13.45) (13.12) (29.53) (16.08) (10.83) (7.22)
LD = 2.9 m 9.1 5.0 3.1 2.0 11.1 6.1 3.8 2.5 11.1 7.9 5.1 3.4 11.1 7.9 6.3 4.3 7.8 4.4 2.7 1.8
Z1
(9.51 ft) (29.86) (16.40) (10.17) (6.56) (36.42) (20.01) (12.47) (8.20) (36.42) (25.92) (16.73) (11.15) (36.42) (25.92) (20.67) (14.11) (25.59) (14.44) (8.86) (5.90)
8.4 4.5 2.8 2.0 10.8 5.6 3.5 2.5 15.9 7.7 4.8 3.4 17.2 9.8 6.0 4.3 7.2 3.9 2.5 1.8
Z3
(27.56) (14.76) (9.19) (6.56) (35.43) (18.37) (11.48) (8.20) (52.16) (25.26) (15.75) (11.15) (56.43) (32.15) (19.68) (14.11) (23.62) (12.79) (8.20) (5.90)
4.2 MH 8.6 MODELS
3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5
A (m)
(9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60)
10.9 6.4 4.2 2.8 10.9 7.1 5.2 3.5 10.9 7.1 6.4 4.6 10.9 7.1 6.4 5.6 10.6 5.8 3.8 2.5
Z2
(35.76) (21.00) (13.78) (9.19) (35.76) (23.29) (17.06) (11.48) (35.76) (23.29) (21.00) (15.09) (35.76) (23.29) (21.00) (18.37) (34.78) (19.03) (12.47) (8.20)
LD = 2.3 m 10.7 5.7 3.5 2.4 10.9 7.4 4.5 3.1 10.9 9.8 6.1 4.2 10.9 9.8 7.6 5.6 9.3 5.1 3.1 2.1
Z1
(7.55 ft) (35.10) (18.70) (11.48) (7.87) (35.76) (24.28) (14.76) (10.17) (35.76) (32.15) (20.01) (13.78) (35.76) (32.15) (24.93) (18.37) (30.51) (16.73) (10.17) (6.89)
10.3 5.2 3.3 14.2 6.8 4.3 21.5 9.5 5.9 22.9 12.9 7.9 9.0 4.6 2.9
Z3
(33.79) (17.06) (10.83) (46.59) (22.31) (14.11) (70.54) (31.17) (19.36) (75.13) (42.32) (25.92) (29.53) (15.09) (9.51)
11.6 6.4 4.3 2.8 11.6 7.2 5.2 3.6 11.6 7.2 6.0 4.7 11.6 7.2 6.0 5.8 10.5 5.8 3.8 2.5
Z2
(38.06) (21.00) (14.11) (9.19) (38.06) (23.62) (17.06) (11.81) (38.06) (23.62) (19.68) (15.42) (38.06) (23.62) (19.68) (19.03) (34.45) (19.03) (12.47) (8.20)
LD = 2.6 m 10.7 5.7 3.5 2.3 12.4 7.4 4.5 3.0 12.4 9.4 6.1 4.1 12.4 9.4 7.4 5.5 9.3 5.1 3.1 2.0
Z1
(8.53) (35.10) (18.70) (11.48) (7.55) (40.68) (24.28) (14.76) (9.84) (40.68) (30.84) (20.01) (13.45) (40.68) (30.84) (24.28) (18.04) (30.52) (16.73) (10.17) (6.56)
10.2 5.2 3.3 2.3 14.1 6.8 4.3 3.0 21.4 9.5 5.9 4.1 22.7 13.2 7.9 5.5 8.9 4.6 2.9 2.0
Z3
(33.46) (17.06) (10.83) (7.55) (46.26) (22.31) (14.11) (9.84) (70.21) (31.17) (19.36) (13.45) (74.47) (43.31) (25.92) (18.04) (29.20) (15.09) (9.51) (6.56)
11.7 6.4 4.2 2.8 11.7 7.8 5.2 3.6 11.7 7.8 5.6 4.7 11.7 7.8 5.6 5.0 10.5 5.7 3.8 2.6
Z2
(38.39) (21.00) (13.78) (9.19) (38.39) (25.59) (17.06) (11.81) (38.39) (25.59) (18.37) (15.42) (38.39) (25.59) (18.37) (16.40) (34.45) (18.70) (12.47) (8.53)
LD = 2.9 m 10.7 5.7 3.6 2.3 11.7 7.4 4.6 3.0 11.7 9.0 6.2 4.1 11.7 9.0 7.0 5.5 9.4 5.1 3.2 2.0
Z1
(9.51 ft) (35.10) (18.70) (11.81) (7.55) (38.39) (24.28) (15.09) (9.84) (38.39) (29.53) (20.34) (13.45) (38.39) (29.53) (22.97) (18.04) (30.84) (16.73) (10.50) (6.56)
10.0 5.2 3.2 2.3 13.9 6.8 4.2 3.0 20.3 9.5 5.8 4.1 20.3 13.2 7.8 5.5 8.7 4.6 2.8 2.0
Z3
(32.81) (17.06) (10.50) (7.55) (45.60) (22.31) (13.78) (9.84) (66.60) (31.17) (19.03) (13.45) (66.60) (43.31) (25.59) (18.04) (28.54) (15.09) (9.19) (6.56)
3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5 3.0 4.5 6.0 7.5
A (m)
(9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60) (9.84) (14.76) (19.68) (24.60)
5.6 3.6 2.6 7.2 4.6 3.3 8.3 6.2 4.4 8.3 6.8 5.7 5.0 3.3 2.3
Z2
(18.37) (11.81) (8.53) (23.62) (15.09) (10.83) (27.23) (20.34) (14.44) (27.23) (22.31) (18.70) (16.40) (10.83) (7.55)
LD = 2.3 m 8.0 4.6 3.1 2.3 8.0 6.2 4.1 3.0 8.0 8.7 5.6 4.1 8.0 11.4 7.5 5.4 7.6 4.1 2.7 2.0
Z1
(7.55 ft) (26.25) (15.09) (10.17) (7.55) (26.25) (20.34) (13.45) (9.84) (26.25) (28.54) (18.37) (13.45) (26.25) (37.40) (24.61) (17.72) (24.93) (13.45) (8.86) (6.56)
9.0 4.7 3.1 2.3 12.3 6.2 4.1 3.0 12.3 8.8 5.6 4.1 12.3 9.9 6.8 5.4 7.7 4.1 2.7 2.0
Z3
(29.53) (15.42) (10.17) (7.55) (40.35) (20.34) (13.45) (9.84) (40.35) (28.87) (18.37) (13.45) (40.35) (38.48) (22.31) (17.72) (25.26) (13.45) (8.86) (6.56)
11.9 5.6 3.7 2.6 13.2 7.3 4.7 3.3 13.2 9.1 6.2 4.4 13.2 9.1 6.3 5.4 10.4 5.0 3.3 2.3
Z2
(39.04) (18.37) (12.14) (8.53) (43.31) (23.94) (15.42) (10.83) (43.31) (29.86) (20.34) (14.44) (43.31) (29.86) (20.67) (17.72) (34.12) (16.40) (10.83) (7.55)
LD = 2.6 m 8.7 4.6 3.0 2.2 8.8 6.1 4.0 3.0 8.8 8.7 5.5 4.0 8.8 10.8 7.4 5.3 7.5 4.0 2.7 2.0
Z1
(8.53) (28.54) (15.09) (9.84) (7.22) (28.87) (20.01) (13.12) (9.84) (28.87) (28.54) (18.04) (13.12) (28.87) (35.43) (24.28) (17.39) (24.61) (13.12) (8.86) (6.56)
8.8 4.6 3.0 2.2 12.4 6.1 4.0 3.0 12.4 8.7 5.5 4.0 12.4 10.5 7.4 5.3 7.5 4.0 2.7 2.0
Z3
(28.87) (15.09) (9.84) (7.22) (40.68) (20.01) (13.12) (9.84) (40.68) (28.54) (18.04) (13.12) (40.68) (34.45) (24.28) (17.39) (24.61) (13.12) (8.86) (6.56)
5.7 3.7 2.6 7.4 4.7 3.3 8.5 5.9 4.4 8.5 5.9 5.7 5.1 3.3 2.3
Z2
(18.70) (12.14) (8.53) (24.28) (15.42) (10.83) (27.89) (19.36) (14.44) (27.89) (19.36) (18.70) (16.73) (10.83) (7.55)
LD = 2.9 m 6.2 4.5 3.0 2.2 6.2 6.1 4.0 2.9 6.2 8.6 5.5 4.0 6.2 10.2 7.4 5.3 6.2 3.9 2.6 1.9
Z1
(9.51 ft) (20.34) (14.76) (9.84) (7.22) (20.34) (20.01) (13.12) (9.51) (20.34) (28.21) (18.04) (13.12) (20.34) (33.46) (24.28) (17.39) (20.34) (12.79) (8.53) (6.23)
8.6 4.5 3.0 2.2 11.7 6.1 4.0 2.9 11.7 8.6 5.5 4.0 11.7 8.6 7.4 5.3 7.4 3.9 2.6 1.9
Z3
(28.21) (14.76) (9.84) (7.22) (38.39) (20.01) (13.12) (9.51) (38.39) (28.21) (18.04) (13.12) (38.39) (28.21) (24.28) (17.39) (24.28) (12.79) (8.53) (6.23)
4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0
A (m) (ft)
(14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52)
5.8 3.8 2.8 2.1 6.2 4.8 3.5 2.6 6.2 6.0 4.6 3.5 6.2 6.0 4.8 4.5 5.2 3.4 2.5 1.8
Z2
(19.02) (12.46) (9.1) (6.88) (20.34) (15.74) (11.48) (8.53) (20.34) (19.68) (15.00) (11.48) (20.34 (19.68) (15.74) (14.76) (17.06) (11.15) (8.2) (5.9)
LD =
4.6 3.1 2.3 1.8 6.1 4.1 3.0 2.4 7.1 5.1 4.1 3.0 7.1 5.1 4.2 3.0 4.0 2.7 2.0 1.6
3.8 m Z1
(15.09) (10.17) (7.54) (5.90) (20.01) (13.45) (9.84) (7.78) (23.29) (16.73) (13.45) (9.84) (23.29) (16.73) (13.77) (9.84) (13.12) (8.85) (6.56) (5.24)
(12.46 ft)
3.1 2.3 1.9 4.1 3.0 2.4 5.1 4.1 3.0 5.1 4.2 3.0 2.7 2.0 1.6
Z3
(10.17) (7.54) (6.23) (13.45) 9.84) (7.78) (16.73) (13.45) (9.84) (16.73) (13.77) (9.84) (8.85) (6.56) (5.24)
5.7 4.1 2.9 2.1 5.7 5.1 3.6 2.7 5.7 5.4 4.7 3.6 5.7 5.4 4.8 3.8 5.7 3.7 2.6 1.9
Z2
(18.70) (13.45) (9.51) (6.88) (18.70) (16.73) (11.81) (8.85) (18.70) (17.71) (15.41) (11.81) (18.70) (17.71) (15.74) (12.46) (17.06) (12.13) (8.53) (6.23)
LD =
4.4 3.0 2.2 1.7 5.9 3.9 2.9 2.3 8.0 5.5 4.0 3.1 8.0 6.7 5.2 4.0 3.8 2.6 1.9 1.5
5.2 m Z1
(14.43) (9.84) (7.21) (5.57) (19.35) (12.79) (9.51) (7.54) (26.24) (18.04) (13.12) (10.17) (26.24) (21.98) (17.06) (13.12) (12.46) (8.5) (6.23) (4.92)
(17.06 ft)
4.4 2.9 2.2 1.7 5.9 3.9 2.9 2.3 6.5 4.1 3.3 3.1 6.5 4.1 3.3 3.3 3.8 2.5 1.9 1.5
Z3
(14.43) (9.51) (7.21) (5.57) (19.35) (12.79) (9.51) (7.54) (21.32) (13.45) (10.82) (10.17) (21.32) (13.45) (10.82) (10.82) (12.46) (8.2) (6.23) (4.92)
4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0 4.5 6.0 7.5 9.0
A (m) (ft)
(14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52) (14.76) (19.68) (24.61) (29.52)
7.3 4.8 3.4 2.6 7.3 5.9 4.2 3.2 7.3 7.1 5.5 4.2 7.3 7.1 5.6 5.3 6.5 4.3 3.1 2.3
Z2
(23.95) (15.74) (11.15) (8.53) (29.95) (19.35) (13.77) (10.49) (23.95) (23.29) (18.04) (13.77) (23.95) (23.29) (18.37) (17.38) (21.32) (14.10) (10.17) (7.54)
LD =
5.8 3.9 2.9 2.3 7.6 5.0 3.7 2.9 8.4 6.0 4.9 3.5 8.4 6.0 4.9 3.5 5.2 3.5 2.6 2.1
3.8 m Z1
(19.02) (12.79) (9.51) (7.54) (24.93) (16.40) (12.13) (9.51) (27.55) (19.68) (18.04) (11.48) (27.55) (19.68) (16.07) (11.49) (17.06) (11.49) (8.53) (6.88)
(12.46 ft)
3.9 2.9 2.3 5.0 3.7 3.0 6.0 4.9 3.5 6.0 4.9 3.5 3.5 2.6 2.1
Z3
(12.79) (9.51) (7.54) (16.40) (12.13) (9.84) (19.68) (18.04) (11.48) (19.68) (16.07) (11.49) (11.49) (8.53) (6.88)
6.7 5.1 3.6 2.7 6.7 6.3 4.4 3.3 6.7 6.4 5.7 4.3 6.7 6.4 5.7 4.5 6.7 4.7 3.3 2.4
Z2
(21.98) (16.73) (11.81) (8.85) (21.98) (80.66) (14.43) (10.82) (21.98) (80.99) (18.70) (14.10) (21.98) (20.99) (18.70) (14.76) (21.98) (15.41) (10.82) (7.87)
LD =
5.6 3.8 2.8 2.2 7.4 4.9 3.6 2.9 9.8 6.6 4.9 3.8 9.8 7.8 6.2 4.8 5.0 3.4 2.5 2.0
5.2 m Z1
(18.37) (12.46) (9.18) (7.21) (24.27) (16.07) (11.81) (9.51) (32.15) (21.45) (18.04) (12.46) (32.15) (25.59) (20.34) (15.74) (16.40) (11.15) (8.2) (6.56)
(17.06 ft)
5.6 3.8 2.8 2.2 7.4 4.8 3.6 2.8 7.7 4.8 3.9 3.8 7.7 4.8 3.9 3.9 5.0 3.3 2.5 2.0
Z3
(18.37) (12.46) (9.18) (7.21) (24.27) (15.74) (11.81) (9.18) (25.26) (15.74) (14.79) (12.46) (25.26) (15.74) (14.79) (14.79) (16.40) (10.82) (8.2) (6.56)
5. HYDRAULIC SYSTEM
5.1 PUMPS
The hydraulic system is controlled by 3 pumps, 2 main ones and an independent one for rotation. The engine
and the pumps are monitored by the “Power Limit Control” system.
Up to 7 power levels can be selected for digging and lifting, included the levelling mode for fine works. The
power level can be increased automatically with “Drive” mode.
Main pumps............................................................................. No. 3 at variable displacement, at axial pistons.
VARIABLE-DISPLACEMENT TWIN PUMP
MH 6.6 MH 8.6
Model A8V0107 LA1H2/63R1
Power kW (ft·lb/s) 113 (83704)
Rated rpm rpm 2000
Maximum rpm rpm 2160
l/min 2 x 195 2 x 210
Maximum reach
(gal/min) (2 x 51.30) (2 x 55.30)
Vgmax cm3 (in3) 100.5 (6.13) 107 (6.53)
Attachment pressure / travel bar (psi) 340 / 345 (4929 / 5002)
Power Boost bar (psi) 370 (5364)
Pilot system bar (psi) 45 (652)
ROTATION PUMP
MH 6.6 MH 8.6
Model A4VG56 DE4D T1/32R A4VG71 DE4D T1/32R
bar 390
Service pressure
(psi) (5654)
Rated rpm rpm 2000
GEAR PUMP
MH 6.6 MH 8.6
Model WDOSA2C - 210 - 110
cm3/rev 21.5
Pump displacement 1
(in3/rev) (1.31)
cm3/rev 11.3
Pump displacement 2
(in3/rev) (0.69)
Service pressure pump 1 bar (psi) 210 (3045)
Rotation speed (maximum pressure) rpm 2900
Rotation speed (minimum pressure) rpm 500
5.2 CYLINDERS (Ø for stroke)
MH 6.6 MH 8.6
mm 135 x 1050 145 x 1050
Monoboom lifting cylinder
(in) (5.31 x 41.34) (5.71 x 41.34)
mm 135 x 985 145 x 985
Placing boom cylinder
(in) (5.31 x 38.78) (5.71 x 38.78)
mm 135 x 1400 145 x 1400
Dipper cylinder
(in) (5.31 x 55.12) (5.71 x 55.12)
mm 115 x 1075 125 x 1075
Bucket cylinder
(in) (4.53 x 42.32) (4.92 x 42.32)
mm 180 x 745 185 x 745
Placing boom cylinder
(in) (7.08 x 29.33) (7.28 x 29.33)
MH 6.6 Industry MH 8.6 Industry

mm 135 x 985 145 x 985
Monoboom lifting cylinder
(in) (5.31 x 38.78) (5.71 x 38.78)
mm 115 x 1130 125 x 1130
Handling boom cylinder
(in) (4.53 x 44.49) (4.92 x 44.49)
6. ROTATION
The rotation function is actuated by a closed hydraulic circuit, driving a mechanical gearbox with built-in auto-
matic static brake, with 3 possibilities of calibration.
MH 6.6 MH 8.6
Rotation speed rpm 9.5
kNm 60 70
Rotation moment (SAE J1371)
(lbs·ft) (44254) (51629)
ROTATION GEARMOTOR
MH 6.6 MH 8.6
Model MT706T056 MT706T057
Total ratio 24.5
Dry weight kg (lb) 140 (308)
Oil capacity litres (gal) 6 (1.60)
Engine A2FM56 A2FM63
Differential maximum pressure bar (psi) 370 (5364)
kNm
Output torque 8076 (5956543) 9086 (6701479)
(lbs·ft)
Opening pressure bar (psi) 12.5 (181)
Maximum operating pressure bar (psi) 50 (725)
Brake with discs
Nm
Maximum braking torque 475
(lbf·ft)
7. TRAVEL
Transmission with clutch pack.
MH 6.6 MH 8.6
Maximum travel speed at job site km/h 8
Maximum travel speed on the road km/h 20
High speed on road (optional) km/h 30
TRAVEL MOTOR
MH 6.6 MH 8.6
Model A6VM140 HA1T + BVD25
cm3/rev
Maximum intake volume Vgmax 140 (8.54)
(in3/rev)
cm3/rev
Minimum intake volume Vgmin 59 (3.60) 64 (3.90)
(in3/rev)
N/max at Vgmax rpm 3150
N/max at Vgmin rpm 4700
Rated pressure PN bar (psi) 400 (5799)
Service pressure P bar (psi) 370 (5364)
Maximum pressure PMAX bar (psi) 450 (6524)
Adjustment start bar (psi) 300 (4349)
Adjustment end bar (psi) 310 (4494)
Hydraulic over adjustment (connector x)
Vg/min at PX bar (psi) 0
Vg/max at PX bar (psi) 45 (652)
7.1 TYRES
MH 6.6 - MH 8.6
Pressure V (max)
Tyre Manufacturer Type
bar (psi) [km/h] (mph)
Mitas 10.00-20 PR16 NB38 7.50 (109) 30 (18.64)
Mitas 11.00-20 PR16 NB38 7.25 (105) 30 (18.64)
Bridgestone 10.00-20 PR16 FGF 7.50 (109) 30 (18.64)
Twin
Bridgestone 10.00-20 PR14 FG 6.5 (94) 30 (18.64)
Michelin 295/86 R22.5 XDA Energy 9.0 (131) 30 (18.64)
Single Mitas 600/40 - 22.5 I-331 6.00 (87) 30 (18.64)
Pressure V (max)
Mitas 10.00-20 16 PR 7.50 (109) 30 (18.64)
Mitas 11.00-20 16 PR 7.00 (102) 30 (18.64)
Twin
Bridgestone 10.00-20 16 PR 7.50 (109) 30 (18.64)
Bridgestone 11.00-20 16 PR 7.00 (102) 30 (18.64)
Michelin 18R 22.5 XT 7.80 (113) 30 (18.64)
Single
Mitas 600/40 - 22.5 TR12 6.00 (87) 30 (18.64)
8. BRAKES
SERVICE BRAKE
Wet, actives on all wheels.
PARKING BRAKE
Mechanical brake at springs actuation, active on
transmission.
9. STEERING
MH 6.6 MH 8.6
Turning circle diameter (with twin tyres 10.00.20) m (ft) 16.3 (53.48)
9.1 POWER STEERING
MH 6.6 - MH 8.6
Model OSPQ80/200 LS
Displacement cm3/rev (in3/rev) 80 / 200 (4.88 / 12.20)
Maximum steering pressure bar (psi) 190 / 195 (2755 / 2827)
Shock valve adjusting bar (psi) 240 / 260 (3480 / 3769)
10. ELECTRICAL SYSTEM

Service voltage.............................................................................................................................................24 V
Batteries ................................................................................................................................................. 2 x 12 V
Batteries rating ......................................................................................................................................... 100 Ah
Alternator......................................................................................................................................................70 A
Starter motor .......................................................................................................................... 4 kW (2963 ft·lb/s)
11. BUCKETS
11.1 MH 6.6 - BUCKETS
SAE capacity m3 (ft3) Heaped capacity m3 (ft3) Width mm (in) Weight kg (lb)
0.52 (18.36) 0.45 (15.89) 750 (29.53) 503 (1108)
0.62 (21.89) 0.53 (18.71) 850 (33.46) 537 (1183)
0.78 (27.54) 0.66 (23.30) 1000 (39.37) 634 (1397)
1.00 (35.30) 0.83 (29.30) 1200 (47.24) 651 (1435)
1.10 (38.84) 0.91 (32.13) 1300 (51.18) 698 (1538)
1.31 (46.25) 1.09 (38.49) 1500 (59.05) 766 (1688)
11.2 MH 8.6 - BUCKETS
0.58 (20.48) 0.50 (17.65) 750 (29.53) 585 (1289)
0.68 (24.01) 0.59 (20.83) 850 (33.46) 650 (1432)
0.85 (30.01) 0.73 (25.77) 1000 (39.37) 710 (1565)
1.10 (38.84) 0.95 (33.54) 1200 (47.24) 810 (1785)
1.20 (42.37) 1.03 (36.37) 1300 (51.18) 830 (1829)
1.40 (49.43) 1.20 (42.37) 1500 (59.05) 920 (2028)
NOTE: for the other available bucket models ad-

dress to Dealer.
12. TIGHTENING TORQUES
MH 6.6 MH 8.6
Wheels nuts M22 Nm (lbf·ft) 450 (331.90)
Slewing bearing M16 Nm (lbf·ft) 560 (413.03)
M12 Nm (lbf·ft) 104 (76.71)
Engine supports M16 Nm (lbf·ft) 250 (184.39)
M20 Nm (lbf·ft) 490 (361.40)
Rotation gearbox M16 Nm (lbf·ft) 250 (184.39)
Counterweight M30 Nm (lbf·ft) 2250 (1659.51)
Axles M20 Nm (lbf·ft) 410 (302.40)

Wheels nuts M22 Nm (lbf·ft) 450 (331.90)
Slewing bearing M16 Nm (lbf·ft) 560 (413.03)
M12 Nm (lbf·ft) 104 (76.71)
Engine supports M16 Nm (lbf·ft) 250 (184.39)
M20 Nm (lbf·ft) 490 (361.40)
Slewing gearbox M16 Nm (lbf·ft) 250 (184.39)
Counterweight M30 Nm (lbf·ft) 2250 (1659)
Axles M20 Nm (lbf·ft) 520 (383.53)
13. CENTRALIZED LUBRICATION PUMP (OPTIONAL)

Service temperature...................................................................................... - 40 °C at 70 °C (-40 °F at 158 °F)
Allowable service pressure ..........................................................................................................350 bar (5074)
Displacement: ................................................................................................................................... 2 l (0.5 gal)
Service voltage.............................................................................................................................................24 V
Maximum current consumption ...................................................................................................................... 3 A
Revolutions ................................................................................................................................... about 17 rpm
Delivery ....................................................................................................................2.8 cm3/min. (0.17 in3/min.)
Set working time......................................................................................................................................... 6 min
Down-time set ................................................................................................................................................ 3 h
14. FUEL SYSTEM
MH 6.6 - MH 8.6
litres 325
System capacity / tank
(gal) (85.60)
15. ENGINE
MH 6.6 MH 8.6
Type F4GE9684G*J601
Operation 4-stroke diesel
Cylinders number 6
Cylinders arrangement in V-line
Valves per cylinders 2
Boring mm (in) 104 (4.09)
Stroke mm (in) 132 (5.20)
Displacement dm3 (in3) 5.9 (360.04)
Power kW (ft·lb/s) 129 (95556)
Maximum torque Nm - rpm (lbf·ft) 690 at 1400 (508.92 at 1400)
Rated rpm rpm 2025
Minimum rpm rpm 800
Pump rotary
Alternator
-voltage V 24
-current A 70
Starting motor
-power kW (ft·lb/s) 4 (2963)
-voltage V 24
Weight kg (lb) 506 (1113)
16. SUPPLY SUMMARIZING CHART
New Holland International Quantity (litres) (gal)

Component to refill Suggested Product Viscosity
Standard Standard MH 6.6 MH 8.6
Water and liquid
26
Cooling system AMBRA AGRIFLU NH 900 C - -
(6.80)
50% and 50%
TUTELA
Windscreen washer 5
PROFESSIONAL - - -
system (1.30)
SC35
Decanted and filtered 325
Fuel tank - - -
diesel fuel (85.60)
Oil AMBRA API CI-4 16
Engine (with filter) NH 330 H SAE 15W40
MASTERGOLD HSP ACEA E7 (4.20)
Hydraulic system Oil HYDROSYSTEM NH 668 HV MIL-H-24459 ISO VG 68 285
68 HV DIN51524T2 (75.00)
or
Hydraulic oil tank oil PANOLIN HLP ISO VG 46 160
SYNTH 46 (42.10)
Oil AMBRA AXF API GL5 SAE 4

Slewing gearbox NH 520 C
80W-90 MIL-L-2105D 80W-90 (1.10)
Front steering axle:

- axle body 11.5 13.5
Oil AMBRA TRX SAE
NH 434 B API GL4 (3.00) (3.60)
20W-40 20W-40
- travel gearboxes 2x2.5 2x2.5
(2x0.70) (2x0.70)
Rear rigid axle:
- axle body 12 14
(3.20) (3.70)
Oil AMBRA TRX SAE
- gear box NH 434 B API GL4 2.4 2.4
20W-40 20W-40
(0.60) (0.60)
- travel gearboxes 2x2 2x2
(2x0.5) (2x0.5)
Air conditioning system: 950 g
R 134a - - -
- coolant (2 lb)
Greasing of grease
Grease AMBRA MG2 NH 585/GR NLGI2 - - -
nipples
1. MAIN COMPONENTS .................................................................................................................................. 1
2. SLEWING BEARING .................................................................................................................................... 3
3. ROTATION GEARMOTOR........................................................................................................................... 7
3.1 TECHNICAL SPECIFICATIONS............................................................................................................ 7
3.2 DISASSEMBLY AND ASSEMBLY....................................................................................................... 10
4. MULTI-COOLER......................................................................................................................................... 13
4.1 TECHNICAL SPECIFICATIONS.......................................................................................................... 14
4.2 COOLANT LEVEL, TOP-UP AND CHANGE....................................................................................... 15
5. HYDRAULIC PUMPS ................................................................................................................................. 17
6. MUFFLER ................................................................................................................................................... 18
7. HYDRAULIC OIL TANK.............................................................................................................................. 19
7.1 OIL RETURN FILTER.......................................................................................................................... 20
7.2 LEVEL CHECK AND TOP-UP ............................................................................................................. 21
7.3 OIL CHANGE AND CLEANING........................................................................................................... 22
7.4 BLEEDING VALVE .............................................................................................................................. 24
8. AIR FILTER................................................................................................................................................. 25
9. COUNTERWEIGHT.................................................................................................................................... 25
10. FUEL SYSTEM ......................................................................................................................................... 26
10.1 FUEL TANK ....................................................................................................................................... 29
10.2 FUEL FILTERS .................................................................................................................................. 31
11. CAB AND OPERATOR’S SEAT ............................................................................................................... 32
11.1 CAB AT VARIABLE HEIGHT (MH 6.6 Industry - MH 8.6 Industry) ................................................... 43
12. CENTRALIZED LUBRICATION PUMP .................................................................................................... 44
SECTION 04 - UPPER STRUCTURE 1
1. MAIN COMPONENTS
MH 6.6 - MH 8.6
1. Slewing bearing 7. Hydraulic oil tank

2. Rotation gearmotor 8. Air filter
3. Multi-cooler 9. Counterweight
4. Diesel engine 10. Fuel tank
5. Muffler 11. Cab and operator’s seat
6. Hydraulic pumps
2 SECTION 04 - UPPER STRUCTURE
1. Slewing bearing 7. Hydraulic oil tank

2. Rotation gearmotor 8. Air filter
3. Multi-cooler 9. Counterweight
4. Diesel engine 10. Fuel tank
5. Muffler 11. Cab and operator’s seat
6. Hydraulic pumps 12. Cab raising device
2. SLEWING BEARING
The slewing bearing consists of an external ring inte-
gral to the upper structure, an internal ring integral to
the undercarriage and a single series of balls.
The pinion of the rotation gearbox, controlled by the
rotation motor by means of the gears of the gearbox
itself, rotates around its own axis and makes a revo-
lution around the centre of the internal ring of the
slewing bearing, thus enabling the upper structure to
rotate independently from the undercarriage.
TECHNICAL SPECIFICATIONS
Teeth
Module .................................................................10
Number of teeth .................................................110
Pressure angle................................................... 25°
DISASSEMBLY
Lower the attachment to the ground.
Stop the engine.
Place some wedges under the wheels so as to pre-
vent the machine from moving.
draulic system.
For slewing bearing disassembly, it is necessary to
remove the upper structure.
Disconnect all hydraulic hoses and electric harness-
es from the rotary control valve and from the rotor.
Close all openings on pipes and rotary control valve
with plugs in order to prevent dirt from entering.
By using chains or ropes (with a carrying capacity of
20000 kg (44000 lb)), sling the upper structure in its
front and rear part.
Hook these ropes to two cranes (with a lifting capac-
ity of ~ 20000 kg (44000 lb) each) and slowly tension
them without lifting the upper structure.
Please remember that the internal ring (1) of the
slewing bearing is fastened to the undercarriage and
that the external ring (2) is fastened to the upper
structure.
Loosen and remove the screws (3) from the slewing
bearing’s external ring (2). Keep the spacers (5) be-
cause they will be reused.
Now the upper structure is detached from the under-
carriage.
Carefully lift the upper structure, until the pinion of
the rotation gearbox is freed. Turn the upper struc-
ture away from the undercarriage.
Using a hoist, hook the slewing bearing (7).
For this operation, insert 3 threaded eyebolts (8),
staggered by 120°, into the holes, fastening them
with the nuts (9).
Loosen and remove the screws (4) and keep the
spacers (6) as they will be reused.
Lift the slewing bearing (7) and remove it from the
undercarriage.
ASSEMBLY
When the slewing bearing is new, eliminate the anti-
corrosive protection coat.
Carefully clean all supporting surfaces of the under-
carriage and the upper structure. The metal of the
supporting surfaces must be bright, clean and de-
greased. Eliminate projections and burrs.
Clean the holes of the undercarriage. Carefully
clean the threaded holes of the upper structure and
check the threads. If damaged, pass them again
with the screw tap.
Apply the adhesive to the supporting surface of the
undercarriage. For this operation, use a painting roll-
er, a hard brush or a plastic spatula.
Do not let the adhesive enter the holes. Adhesive on
threads causes higher friction and, therefore, an al-
teration of the tightening torque.
Hook the new slewing bearing to the hoist.
Rotate the internal and the external ring so that the
mark (S) on the external ring is at 90° to the travel di-
rection, and the mark (S) on the internal ring is on the
opposite side.
Rotate the slewing bearing on the undercarriage and

leave it hanging above the supporting surface, with-
out resting it. As a guide, screw in at least three new
screws (4) with relevant spacers (6).
Carefully rest the slewing bearing and disconnect
the hoist from the slewing bearing.
Screw in all remaining new screws with the relevant
spacers and cross-tighten them using a torque
wrench.
Tightening torque: 280 Nm (206.52 lbf·ft)
Mark the screws (4) already tightened.
Apply the adhesive, as described, also to the sup-
porting surface of the upper structure.
Apply grease in a level coat to the teeth of the slew-
ing bearing, so that the gaps between the teeth are
completely filled.
Rotate the upper structure on the undercarriage and
leave it hanging above the slewing bearing without
resting it.
Carefully continue lowering the upper structure, in-
serting the pinion between the teeth.
As a guide, screw in at least three new screws (3)
with relevant spacers (5).
Carefully release the upper structure.
Screw in all remaining new screws (3) with the rele-
vant spacers (5) and cross-tighten them using a
torque wrench.
Mark the screws (3) already tightened.
Connect all hydraulic hoses and electric harnesses
again to the rotary control valve and to the rotor.
Remove the ropes from the upper structure.
Fill and bleed air from the hydraulic system. Operate
the machine and check all hydraulic hoses for tight-
ness.
The adhesive between the slewing bearing and the
upper structure and between the slewing bearing
and the undercarriage increases the load capacity of
the screwed connection and contemporarily serves
as a seal between the gaps.
The adhesive hardens when exposed to air.
A definitive rigidity is obtained after ca. six hours.
Fully load the machine only after this time has
elapsed.
3. ROTATION GEARMOTOR
The rotation device consists of an hydraulic motor
(1) and a gearbox (2). The hydraulic motor consists
of an axial-piston motor. The gearbox is used to ro-
tate the upper structure by means of the coupling of
the relevant pinion (3) with the internal teeth of the
slewing bearing. The rotation device is installed on
the main frame of the upper structure.
3.1 TECHNICAL SPECIFICATIONS
DIMENSIONS
DATA
MH 6.6 MH 8.6
Model MT706T056 MT706T057
Total ratio 24.5
kg 140
Dry weight
(lb) (308)
litres 6
Oil capacity
(gal) (1.60)
Engine A2FM56 A2FM63
bar 370
Differential maximum pressure
(psi) (5364)
kNm
Output torque 8076 () 9086 ()
(lbs·ft)
bar 12.5
Opening pressure
(psi) (181)
bar 50
Maximum operating pressure
(psi) (725)
Brake yes
Nm 475
Maximum braking torque
(lbf·ft) (350.34)
LUBRICATION
The gearmotor has two screw plugs (1) and (2) for oil
filling and a plug (3) to be unscrewed for draining.
TIGHTENING TORQUES
3.2 DISASSEMBLY AND ASSEMBLY
DISASSEMBLY
Stop the engine.
draulic system.
Mark and disconnect the hydraulic lines (2) and re-
move the speed sensor (3) from the slewing gearbox
(1).
Close all openings on hoses and rotation gearbox
Using ropes, hook the slewing bearing (1) by means
of eyebolts (5) and connect to a crane.
Mark the position of the rotation gearbox.
Unscrew and remove the screws (4).
Using the crane, lift and remove the slewing bearing
(1).
The slewing bearing is glued to the supporting sur-
face. To detach the glue, slightly hit the borders of
the flange with a hammer.
ASSEMBLY
Using a solvent, accurately clean the supporting sur-
faces of the rotation gearbox and of the upper struc-
ture’s frame from paint and grease. Then check for
possible damage.
The metal of the supporting surfaces must be bright,
clean and degreased.
Apply an adhesive strip with a thickness of approxi-
mately 1 mm (0.04 in) in the form of a ring around
the hole of each fastening screw.
The adhesive must be applied at a certain distance
from the holes, in order to prevent that, when cou-
pling the two surfaces, the adhesive enters the
threaded holes. The adhesive must only be applied
when the gearbox is ready to be installed.
Using the ropes connected to the eyebolts (5), hook
the gearbox to the crane, bring it to mounting posi-
tion and rest it without moving it.
Screw in the screws (4) and cross-tighten them,
marking the screws already tightened.
Assemble speed sensor (3).
Connect the hydraulic lines (2) and fill oil into the
gearbox.
Bleed air from the hydraulic system.
1. Rotation motor 18. Planetary gears assy

2. Screw 19. Planetary gears assy
3. Screw 20. O-ring
4. O-ring 21. Ring gear
5. Screw 22. O-ring
6. Washer 23. Spacer
7. Flange 24. Ring nut
8. Brake discs 25. Shim
9. O-ring 26. Bearing
10. Back-up ring 27. Seal ring
11. O-ring 28. Gearbox body
12. Back-up ring 29. Plug
13. Piston 30. Bearing
14. Spring 31. Ring
15. Ring 32. Shim
16. Snap ring 33. Pinion
17. Gear 34. Cross pin
4. MULTI-COOLER
The multi-cooler consists of three radiator cores. A low temperature forces the load-limit regulator to
The front radiator, in travel direction, is passed send a high current to the proportional valve. By
through by the return oil of the working hydraulics, means of the electric force, the control piston is
the rear radiator by the coolant of the diesel engine, opened further, and therefore a bypass is created,
while the upper radiator is passed through by the air through which the oil, passing in front of the motor,
of the turbocharger. The fan is actuated by a geared drains into the channel of tank T. In this way, a low
motor with adjustable speed. Speed adjustment is fan speed is set.
managed by the load-limit regulator, according to When temperature increases, the load-limit regula-
temperature. With low temperatures, the fan rotates tor reduces current on the proportional valve. The
slowly; this keeps the noise level low and contempo- control piston is less opened, and therefore the mo-
rarily reduces power demand to the minimum. tor receives a higher oil delivery. The fan speed in-
The cooling air flow is sucked by the fan in the mid- creases.
dle of the excavator, conveyed through the multi-
A pressure relief valve, integrated in the proportion-
cooler and then directed outside through the slots in
al valve, protects the fan system against possible
the panelling.
pressure peaks.
The geared motor receives on connection P the When the motor is stopped, a replenishing valve
pressurized oil coming from the brake and steering guarantees oil delivery to the motor during the fan
systems. There is pressurized oil also on the mo- deceleration phase, until it comes to a complete
tor’s closing plate, where an electronic proportional stop.
valve connected in parallel is located, with a bypass
function. In case of anomalies, e.g. in case a cable breaks,
the proportional valve receives no current. There-
The load-limit regulator analyses three signals it fore, the fan rotates at its maximum speed. In this
constantly receives from the temperature sensor of case, the pressure in the fan system is limited by the
the coolant, from the temperature sensor of the tur- pressure relief valve.
bocharger air and from the temperature sensor of
the hydraulic oil. The highest of these three values
is taken into consideration for proportional valve ad-
justment.
MH 6.6 MH 8.6
Oil mass A x B x C mm (in) 835 x 500 x 100 (32.87 x 19.68 x 3.94)
H2O D x E x F mass mm (in) 835 x 382 x 100 (32.87 x 15.04 x 3.94)
G x H x I Aftercooler mass mm (in) 795 x 202 x 113 (31.3 x 7.95 x 4.45)
L. Height mm (in) 997 ± 5 (39.25 ± 0.19)
M. Width mm (in) 1000 ± 5 (39.37 ± 0.19)
N. Thickness mm (in) 354 ± 3 (13.93 ± 0.12)
Aftercooler radiating surface dm2 (in)2 16 (248)
H2O radiating surface dm2 (in)2 31 (480)
Oil radiating surface dm2 (in)2 41.8 (648)
Aftercooler service pressure bar (psi) 2.5 (36)
H2O service pressure bar (psi) 1 (15)
Oil service pressure bar (psi) 16 (232)
Weight kg (lb) 130 (286)
4.2 COOLANT LEVEL, TOP-UP AND

CHANGE
LEVEL CHECK
The coolant level must be checked daily, so as to de-
tect in time liquid leaks and prevent damage.
Shut off the engine and wait until the engine and the
cooling system reach 50 °C (122 °F).
Open the engine compartment cover.
The coolant level must be between notches “min”
and “max” of the surge tank (1). If necessary, top up
the coolant.
To perform this operation, open with caution the cap
(2) of the surge tank of about half of a turn, to allow
the pressure to relieve from the cooling system.
Only after pressure relief can you completely un-
screw the plug (2) and top up the coolant.
Retighten the plug.
Close the engine compartment cover.
TOP-UP
The coolant must consists in a mixture of 50% of dis-
tilled water and 50% of antifreeze.
Before performing any top up or additive change, ask
the After-sales Service about the specifications of
the required additive allowed for your machine.
First of all mix the components in a clean container
and then pour the mixture into the cooling system. If
the mixture components are poured into the cooling
system one after the other, it is not possible to obtain
the correct mixture ratio. There is also the possibility
that components do not mix together in the correct
way.
NOTE: do not use not authorized additives. The cor-

rosion produced by this improper use, can cause
leaks in the cooling system and serious damages to
the engine.
GEAR BOX
Lower the working attachment to the ground.
Activate the parking brake.
Place the machine in a safe condition.
Stop the engine.
Open the cover of the engine compartment and the
door in front of the multi-cooler.
Prepare a collecting container for the coolant.
Unscrew plug (1) of expansion tank (2).
Using the oil drain hose, which must be clean, drain

the coolant from the cooler.
The drain sleeve (3) of the cooler coolant can be ac-
cessed from the front, on the left.
Collect the coolant in the previously prepared con-
tainer.
Fill the new liquid inside of the expansion tank, until
the level sets between references “min” and “max”.
Tighten the plug (1) again.
After a short test, check again the liquid level and, if
necessary, top up.
5. HYDRAULIC PUMPS
1. Diesel engine 4. Rotation pump

2. Flexible coupling 5. Double gear pump
3. Variable-displacement twin pump
The variable-displacement twin pump (3) is actuat- The hydraulic tank provides cleaned and cooled oil
ed by the diesel engine (1) through a flexible cou- to the pumps. The variable-displacement twin pump
pling (2). (3) sucks oil through the hydraulic hoses. The built-
in pilot control pump sucks oil directly into the dou-
The rotation pump (4) is flanged to the side of the
ble pump’s casing.
twin pump (3).
The auxiliary pump (supply pump), integrated into
A twin gear pump (5) is installed on the diesel en-
the rotation pump (4), sucks oil by means of a sep-
gine’s (1) power take-off. The first pump is provided
arate hose.
for the steering system, as well as for the fan motor.
The second pump supplies the brake system and The double gear pump sucks oil from the tank
the clamshell rotation device. through its own hose.
6. MUFFLER
Gases produced during the internal combustion are
conveyed to the muffler, which discharges them
through the terminal located outside the machine.
1. Clevis 11. Collar

2. Muffler 12. Screw
3. Bracket 13. Washer
4. Screw 14. Screw
5. Washer 15. Collar
6. Screw 16. Sleeve
7. Nut 17. Screw
8. Washer 18. Clamp
9. Nut 19. Hose
10. Washer 20. Hose
7. HYDRAULIC OIL TANK

The hydraulic tank (6) is used for hydraulic oil sup- The breather valve with filter (1) preserves the purity
ply. It contains the filter housing with the return fil- of oil from environmental influences. A built-in dou-
ter’s seat (16). ble-acting valve (17) makes sure that, when the oil
level in the tank reduces, the atmospheric pressure
The cover (4), in the middle with the breather valve
continues entering until the allowable pressure is
(1), closes the inspection opening.
reached. It also makes sure that the pressure in the
Several fittings for the return hoses to the filter hous- tank is limited when volume variations occur due to
ing, for the return hoses under the filter housing as oil heating or cylinder retraction.
well as the fitting for the suction hose are welded to
The temperature sensor (7), detects the hydraulic
the outer side of the tank. The oil drain plug (10) is
temperature. In order to control temperature, the
located at the bottom.
load-limit regulator receives the temperature signal
The pressure switch (6) on the filter housing has the in the form of electric resistance.
function to control the filter. If the filter element is
clogged (16) and pressure reaches a non-allowable
value, the contact closes. In this way, an optical and
acoustic signal is generated.
1. Breather valve with filter

2. Screw
3. Washer
4. Cover
5. O-ring
6. Oil tank
7. Pressure switch
8. Level gauge
9. Temperature sensor
10. Oil drain plug
11. Screw
12. Washer
13. Cover
14. O-ring
15. Spring
16. Filter element
17. Valve
18. Seal ring
7.1 OIL RETURN FILTER
The filter consists of a washer (1) and of the filter el-

ement (2) which is used to filter oil each time it runs
through the hydraulic system. It holds dust and dirt
particles in the oil. With the accumulation of dirt par-
ticles on the outer side of the filter, an increase oc-
curs in the pressure difference between the inner
and the outer side of the element (2) itself. A high
pressure difference opens the appropriate by-pass
(3), thus preventing the filter element (2) from break-
ing.
SWARNING
Immediately replace the filter element (2) when the
by-pass opens; otherwise the dirt in the oil could se-
riously damage the hydraulic components.
Operating pressure (maximum) ....... 7 bar (102 psi)
Temperature....... -40 °C ÷ 120 °C (-40 °F ÷ 248 °F)
By-pass calibration............................. 2 bar (29 psi)
REPLACEMENT
Beyond respecting the maintenance intervals for re-
turn filter change, replace it also:
Z when the display shows the relevant error mes-
sage. This means that the filter is very dirty;
Z after a repair on the hydraulic system.
Relieve the pressure from the oil tank.
Unscrew the screws (1) and remove the cover (2)
with spring (4) and gasket (3).
Take out the old return filter (5) and replace it with a
new one.
Check the conditions of the spring (4) and of the by-
pass (6).
Reassemble the cover (2) with a new gasket (3) and
spring (4).
7.2 LEVEL CHECK AND TOP-UP
Park the machine on a level surface and rest the at-

tachment on the ground.
Engage the parking brake. Stop the engine.
Relieve the pressure from the hydraulic system by
moving both hydraulic control levers repeatedly until
the hydraulic cylinders do not react to controls.
Open the cover of the pump compartment on the
right side of the upper structure. The level indicator
of the hydraulic oil is on the side of the hydraulic tank.
Check that the oil level is above the “min” notch of
the dipstick (1) in the hydraulic oil tank (2).
If this is not the case, top up the hydraulic oil.
No matter what the position of the working attach-
ment is, the oil level must always be between the
notches “min” and “max”.
TOP-UP
The hydraulic oil tank is slightly under pressure at
about 0.3 bar (4 psi).
As mentioned previously, before performing any top
up of the hydraulic oil, it is important to relieve the re-
sidual pressure inside the hydraulic system.
Loosen the screws (1) paying attention to the cover

(2) which is under the spring preload (4).
Reassemble the cover (2) with the spring (4) and the
gasket (3).
The return filter (5) can now be seen in the filter
housing.
The top-up has to be performed by letting the oil flow
though this filter, until the oil level sets between ref-
erences “min” and “max” of dipstick.
Before replacing the cover (2), check the gasket (3).
If this is damaged, replace it.
Reassemble the cover (2) with the gasket (3) and the
spring (4).
7.3 OIL CHANGE AND CLEANING
OIL DRAIN
Bring the hydraulic oil to operating temperature (ap-
proximately 50 °C (122 °F)).
Retract the cylinders as much as possible and lay the
working attachment on the ground.
Stop the engine.
Release the pressure from the hydraulic oil tank.
Place a collecting container under the hydraulic oil
tank (1) and the multi-cooler.
Drain the hydraulic oil from the tank (1) by means of
proper hose.
The oil drain sleeve (2) of the tank is accessible from
the bottom though an opening on the counterweight.
To drain the oil from the cooler, carefully unscrew the
drain plug (3) so as to allow the pressure in the oil
cooling system to be relieved. Only after this opera-
tion, unscrew the plug completely.
Disassemble the cover panel under the multi-cooler.
Drain the hydraulic oil from the multi-cooler by
means of the specially provided hose.
The oil drain sleeve (4) of the multi-cooler is accessi-

ble from the bottom though an opening in the bottom
of the undercarriage.
Collect the hydraulic oil in the container at disposal.
CLEANING
SWARNING
Do not use petroleum, paraffin oil or other solvents to
clean the tank.
This can cause the formation of gas easy flammable
and explosive.
Therefore, only use hydraulic oil or special detergent
oil for cleaning and washing the tank.
Dispose of the dirty hydraulic oil and rags in compli-
ance with the environmental protection regulations in
force.
Unscrew all screws (1) and remove the cover (2).

Place a container to collect detergent oil under the
hydraulic oil tank.
Clean the tank (3) inside with hydraulic oil or deter-
gent oil.
Remove all deposits and detergents residuals.
Replace the gasket under the cover (2).
Reassemble the cover (2) and fasten it with screws
(1).
HYDRAULIC OIL FILLING

Disassemble the return filter cover.
Loosen the bleeding plug on the hydraulic oil tank
(1).
Fill hydraulic oil in the filter chamber, until oil comes
out from the bleeding plug (1). Tighten the bleeding
plug.
Carry on with the hydraulic oil filling, until the level on
the gauge (4) reaches the “max” reference.
Check the oil level on the gauge (4) inside the hy-
draulic oil tank (3).
7.4 BLEEDING VALVE
The air bleeding and sucking valve (1) ensures this

operation inside the hydraulic oil tank (2), so as to
compensate the hydraulic oil level floating.
This valve maintains a pressure of about 0.3 bar
(4 psi) inside the tank.
The valve (1) contains a filter element (4), that can-
not neither be cleaned nor replaced. This is the rea-
son why the valve has to be replaced completely.
The filter head is connected to the lower side, so as
to be free to turn. In this way, you avoid that the valve
is removed without authorization.
To unscrew the valve, laterally insert the locking pin

(3) which is delivered with the new valve. Now the old
valve has to be unscrewed with great care (the pres-
sure inside the hydraulic oil tank is released).
Insert the locking pin (3) inside the new valve and
tighten the valve manually.
Take out the locking pin and store it (for instance in
the keys bunch) for a future use.
Pressure release
For this operation fit the locking pin (3) laterally into
the bleeding valve (1) and air intake. Now unscrew
the valve (1) with care, until the bleeding hole opens
(you hear a hissing).
Now the residual pressure inside the working attach-
ment and of hydraulic pilot control has been re-
leased.
Tighten the valve (1) manually and take out the lock-
ing pin (3).
8. AIR FILTER
This filter filters the intake air of the engine and is
connected to it by means of a rigid pipe.
It consists of a casing (5) containing 2 filter elements,
the main one (3) and the safety one (4) and of a cov-
er (1), locked by means of clamps (2) and equipped
with a dust discharge valve (6) for air intake.
Filter element change

Open the cover on the left side of the machine.
Open the clamps (2) on the filter housing and re-
move the cover (1).
Remove the main filter element (3) carefully from the
case (5).
Remove from the case (5) also the safety element
(4).
NOTE: beyond respecting the maintenance interval

of the safety element (4), this has to be replaced af-
ter the main element (3) has been cleaned three
times.
Clean the inside of the filter case (5) and the cover
(2) accurately, by means of a vacuum cleaner.
Install the new safety element (4) and then the main
new element (3).
Reassemble the cover (1) and lock it with the fasten-
er (2).
9. COUNTERWEIGHT
The counterweight (1) fastened to the upper struc-
ture in the rear part of the machine by means of the
screws (3) balances the weight of the front attach-
ment, preventing the machine from overturning.
1. Counterweight
2. Washer
3. Screw
4. Insulator
5. Insulator
MH 6.6 MH 8.6 MH 6.6 Industry MH 8.6 Industry

Counterweight Normal Heavy
Normal operation Normal operation Normal operation
operation duty
kg 3800 5000 3800 5000 6000
Weight
(lb) (8360) (11000) (8360) (11000) (13200)
10. FUEL SYSTEM
1. Fuel tank 5. Fuel filters

2. Hose 6. Hose
3. Hose 7. Diesel engine
4. Hose
AIR BLEEDING
When components on the fuel delivery line are re-
placed, the air bleeding of the system is automatical-
ly performed.
When the fuel line under high pressure is disassem-
bled or replaced, the air bleeding is not required for
engine start-up. The fuel pump during start-up gen-
erates high pressure in the fuel and discharges air
through the injectors on the high-pressure side.
If such an amount of air, plenty exceeding the aver-

age required, should penetrate into the system,
bleed the fuel system immediately.
Loosen the delivery line on the injection pump (1).
Activate repeatedly lever (2) on the delivery pump,
until air is completely bled from the system. Once the
air has been completely relieved, connect the fitting
again. The fuel pump is activated by the camshaft of
the engine block at the side directed towards the
cab. The fuel pump is accessible through the rear
cover of the panelling right.
If air bubbles are still noticed for several minutes, air
is penetrating into the system. Because of breaks or
pores in the welding link, fastening the hose to the
connector, air can penetrate into the fuel system.
Check for the presence of leaks on all hoses and
connections, as well as on the fuel filter.
An injector jammed to open position, can generate
the return of exhaust gas to the pump, and the pres-
ence of too much air into the system. Start the en-
gine and check the hoses. If exhaust gas returns
through the hoses, the injector is still open or
jammed.
WATER DRAINING
Dirt and water settle on the bottom of the fuel tank.
This happens especially when the machine refuelling
is often or periodically performed with fuel stored into
cans or barrels, or when the machine is employed in
areas with strong thermal differences between day
and night. In such a case there is the formation of
condensate, in particular when the tank is not com-
pletely full. With temperatures lower than 0 °C
(32 °F), the condensate freezes and the draining,
through the threaded cap (1), is impossible.
Because of this, bleed water and sludge at the end
of the work-shift and then refuel the tank.
Disassemble the base-plate for maintenance below
the fuel tank.
Now the drain sleeve is accessible.
Place a collecting container below the tank drain
plug (1).
With caution unscrew the drain plug (1) under the
fuel tank and drain water and sludge. Retighten the
drain plug. Reinstall the maintenance base-plate.
10.1 FUEL TANK
1. Fuel tank
2. Plug
3. Filter
4. Screw
5. Washer
6. Sensor
7. Plug
8. Plug
LEVEL CHECK
The fuel level must be checked with the multi-func-
tion display.
At the screen side, column (1) is always showing the
fuel quantity contained in the machine.
Indication above the cross line = level OK.
Indication under the cross line = top up fuel. 12 HOURS
FUEL TOP UP AND REFUELLING

If the machine is refuelled often or regularly with fuel
from cans or barrels, there is an increased risk of for-
eign matter and water penetrating into the fuel sys-
tem.
In this case:
Z always refuel through a fine mesh filter;
Z user only intake hoses with a fine mesh filter;
Z bleed water and sludge from the fuel tank at more
frequent intervals;
Z change all fuel filters at more frequent intervals.
Refuel with following operations:
Z open the filler cap cover (1);
Z refuel through the filler neck filter (2). Do not re-
move the filter.
10.2 FUEL FILTERS
REPLACEMENT
SWARNING
For this kind of replacement shut off the engine and
wait until it is cool.
Collect fuel, rags and old filters and dispose in com-
pliance with the environmental protection regulations
in force.
The fuel filters are installed inside the engine com-

partment on the engine’s side and are accessible
through the rear right-hand cover of the hood.
There is no need to clean these filters, but they have
to be replaced according to service schedule.
Unscrew the filter cartridges (1), paying attention not
to spill the fuel over, but to collect it in a container.
Discard the old cartridges.
Clean the seal face of the filter head.
Fill the new cartridges with fuel.
Lightly oil the gasket of the new cartridges.
Screw in the new cartridges, until the gasket is flush
and then tighten by hand.
After a while, check the tightness of connection be-
tween filter head and cartridges.
If the engine does not start, bleed the air from the fuel
line.
11. CAB AND OPERATOR’S SEAT

The cab assembly consists of an external structure
and driver’s station with controls, dashboards and
seat. The whole assembly is mounted on vibration-
damping elastic blocks.
The whole cab is designed in a people-friendly man-
ner in compliance with the ISO standards, with an
optimum internal soundproofing. The size of the
glass surfaces offer a high visibility in all directions.
1. Steering column 7. Attachment pedal

2. Right hydraulic control lever 8. Footrest
3. Operator’s seat 9. Mat
4. Elastic supports 10. Left hydraulic control lever
5. Accelerator pedal 11. Electric harness
6. Brake pedal
A. Front glass
B. Left door
C. Glasses
D. Panellings
E. Cab protections (optionals)

F. Rotary light (optional)
G. Rear lights (optionals)
H. Front lights
I. Cab lifting frame (no Industry Models)
FRONT GLASS
1. Guide 19. Lock

2. Screw 20. Screw
3. Gasket 21. Plug
4. Lower glass 22. Screw
5. Stopper 23. Washer
6. Gasket 24. Nut
7. Screw 25. Plug
8. Guide 26. Clamp
9. Gasket 27. Screw
10. Upper glass 28. Sunblind
11. Frame 29. Frame
12. Lock 30. Cylinder
13. Bushing 31. Snap ring
14. Bushing 32. Pin
15. Washer 33. Plug
16. Screw 34. Screw
17. Plug 35. Washer
18. Bushing 36. Bushing
LEFT DOOR
1. Glass 13. Lever

2. Key 14. Screw
3. Lock 15. Panelling
4. Gasket 16. Door frame
5. Washer 17. Screw
6. Screw 18. Washer
7. Strip 19. Glass
8. Gasket 20. Nut
9. Nut 21. Washer
10. Tie-rod 22. Washer
11. Screw 23. Nut
12. Plate 24. Stopper
GLASSES AND MIRROR
1. Right-hand glass 11. Nut

2. Nut 12. Washer
3. Cover 13. Screw
4. Upper glass 14. Clamp
5. Strip 15. Washer
6. Rear glass 16. Nut
7. Screw 17. Cover
8. Left-hand glass 18. Guide
9. Mirror 19. Gasket
10. Pin
PANELLINGS
1. Right-hand panelling 20. Screw

2. Screw 21. Cover
3. Radio compartment 22. Gasket
4. Right-hand panelling 23. Air filter
5. Air intake 24. Grid
6. Screw 25. Clamp
7. Roof panelling 26. Screw
8. Washer 27. Screw
9. Screw 28. Washer
10. Screw 29. Screw
11. Washer 30. Hammer
12. Water tank 31. Left panelling
13. Water pump 32. Washer
14. Washer 33. Screw
15. Screw 34. Bracket
16. Cover 35. Washer
17. Gasket 36. Screw
18. Rear panel 37. Panelling
19. Washer 38. Air conditioner control compartment
CAB LIFTING FRAME (MH 6.6 - MH 8.6)
1. Screw 10. Screw

2. Washer 11. Washer
3. Screw 12. Screw
4. Elastic support 13. Frame
5. Frame 14. Washer
6. Ladder 15. Screw
7. Panel 16. Washer
8. Handle 17. Screw
9. Washer
OPERATOR’S SEAT
The seat (1) is mounted on a sliding guide, which
also carries the consoles of the hydraulic control le-
vers.
Loosen and remove the screws (2) with the washers
(3).
Lift the connector for the automatic height adjust-
ment.
Carefully remove the seat from the cab.
STEERING COLUMN
1. Ignition cylinder 10. Right-hand panelling

2. Left panelling 11. Screw
3. Turn signal light/wiper lever 12. Screw
4. Steering column 13. Lower right-hand panelling
5. Steering wheel 14. Plate
6. Knob 15. Screw
7. Washer 16. Lower left-hand panelling
8. Cover 17. Screw
9. Nut
CAB DISASSEMBLY
Stop the engine.
draulic system.
Screw in the four eyebolts (6) on the cab roof (1) and
connect to a crane by means of ropes or chains.
Loosen and remove the four screws (9) with the
washers (10) in order to disassemble the water tank
(11).
Remove the water pump (12).
Loosen and remove the screws (5) and remove the
sheet metal plate (4) in the cab’s rear part.
Loosen and remove the screws (8) and remove the
cover (7).
Disconnect the electric harnesses of the cooling sys-
tem.
Make sure that the heating knob is set to “cold” po-
sition and that the valve regulator is positioned to the
right.
Disconnect the connectors (13) and the ground ca-
ble (14).
Remove the rubber mat.
Loosen and remove the six screws (2) with the
washers (3).
Carefully lift and remove the cab (1).
ELASTIC SUPPORT DISASSEMBLY
Remove the rubber mat.

Place a wood block between the upper structure’s
plate and frame in order to guarantee that the oper-
ating space remains unchanged. Danger of being
entangled.
(5) in the front part of the cab.
Loosen, without removing them completely, the rear
screws (6).
Slightly lift the front part of the cab with the plate, so
that the screws of the elastic supports can be un-
screwed.
(3).
Remove the front elastic supports (1) from the guide
and replace them with new supports.
Secure them by tightening the screws (2) with the
washers (3).
Remove the wood block.
For rear support replacement, proceed in the same
way as for replacing the front buffers.
AIR FILTER - CLEANING

The heating blower takes air from outside through
the rear wall of the cab.
The filter element is accessible by opening the cover
(1) on the rear wall of the cab by means of a square-
section tool.
Clean the filter weekly.
Open the cover.
Take out the filter and shake it slightly or blow it with
a jet of compressed air without oil, lower than 6 bar
(87 psi). Keep the nozzle of the compressed air at a
distance of 3 cm (1.18 in) from the paper.
If dirt is heavy or after 3 cleanings the filter element
has to be replaced.
SWARNING
During the cleaning with compressed air, always
wear protective goggles.
Do not clean the filter element with blows or strikes,

it could get damaged.
Insert the filter element, cleaned or new into the
guide and close the cover.
11.1 CAB AT VARIABLE HEIGHT (MH 6.6 Industry - MH 8.6 Industry)
The cab at hydraulically variable height is used to el-

evate the control position of the machine.
The cab with hydraulic raising and lowering adjust-
ment, works on the principle of the parallelogram.
By means of this system, the cab can move upwards
and forwards in a circular motion, to give the opera-
tor a better view of the working site.
It is not allowed to move the machine with the raised
cabin!
Lift and lower the cab exclusively if the environment
conditions allow this.
During the raising stage and when the cab is already

raised, a section of the hydraulic system is under
pressure.
During the raising, the cab can move up to a maxi-
mum of 1 m (3.28 ft) forward and of 2.5 m (8.20 ft) in
height. Pay therefore particular attention during
slewing.
Never lift, nor lower the cab, if persons or other ob-
stacles are staying within the hazard area of lifting or
upper structure slewing.
When moving the machine pay attention to cab at
variable height, the height raising system protrudes
beyond the same cab.
12. CENTRALIZED LUBRICATION PUMP

The tank pump (1) is secured behind the cab and is
accessible through the left side door. The lubrication
processes are handled according to the machine
service hours. When the ignition key is set to “I”, the
centralized lubrication system activates and lamp (2)
lights up.
A lubrication cycle consists of a down-time and a
work time. The lubrication system is repeated con-
tinuously after machine start. During the working
time, the tank pump delivers lubricant to the different
points to be lubricated, flowing through the distribu-
tion manifolds.
The down-time determines the frequency of the lu-

brication cycles within the operating time. The work-
ing time defines the quantity of lubricant delivered. A
longer working time means an higher quantity of lu-
bricant, a shorter working time means a lower quan-
tity of lubricant. When the machine is shut off, the
down-times and working times already passed are
summarized and memorized on an unlimited time.
When the ignition cylinder is activated again, the
control restarts from the point of disconnection.
TROUBLESHOOTING
It is possible to check from the outside if the tank
pump operates correctly, by checking the rotation of
the mixing blade (for instance, by opening the con-
nection of an additional lubrication assy or by check-
ing the lamps of the control board).
FAULT POSSIBLE CAUSE ACTION
If the pump motor in the tank Power supply cut out. Check the electric power supply for
does not rotate. the tank pump and, if necessary,
clear the trouble.
Cut out of electric power supply for Check that the wire from tank pump
control board. connector is linked to the control
board. If power supply is present, the
left lamp is alight.
Cut out of electric power supply from Start additional lubrication. If power
control board to starter motor. supply is present, the right lamp (3)
remains alight during the working
time.
Control board defective. Replace control board. Before

assembling the new board, you have
to set the time-outs and working
times as on the old board. Have
these setting performed by the After-
sales service.
The right lamp (3) blinks. One of the two selectors (1) and (2) is Set both selectors on position 3.
positioned to 0.
Signals: 4-times flickering.
Short-circuit on button (4). Check if the short-circuit is occurred

Signals: 3-times flickering. on the control board. Replace the
board if necessary.
Different lubricant quantity on Wrong quantity. Check the quantity according to lubri-
lubrication points. cation diagram.
The relevant valve body has been Remove the valve and fit the locking
assembled without locking ring. ring.
Wrong setting of working and time- Check the times setting.

out times.
Excess or lack of lubrication on Wrong setting of working and time- Check the setting of the working and
the lubrication point. out times. time-out time on control units, control
boards or controls.
System locking downhill. Articulation points, pipes or distribu- Detect and clear the locking cause as
tion manifold clogged. described hereunder:
The trouble can be determined from Activate the tank pump.
following signals: On the main distribution manifold (B)
Z grease output from pressure relief detach one by one all high pressure
valve; hoses (G) leading to the sub-mani-
Z the checking plugs, installed on the folds. If, for instance, grease under
manifold pistons (if installed), do not pressure comes out of output 1 of the
move. main distribution manifold (B), this
means that the clogging must be
looked for in the lubrication system of
the sub-manifold (D).
Let the tank pump operate.
Detach one by one all high pressure
hoses (E) of the sub-manifold (D). If,
for instance, grease comes out under
pressure from output 3 of sub-distri-
bution manifold (D), this means that
the clogging has to be searched in
the piping of connector 3 or in the
articulation point connected to the
same.
By means of a manual pump clear all
clogged pipes of articulation points.
Distribution manifold clogged. Replace the distribution manifold or

have it cleaned by the After-sales
service.
1. UNDERCARRIAGE COMPONENTS............................................................................................................ 1
2. REAR RIGID AXLE....................................................................................................................................... 2
2.1 TECHNICAL SPECIFICATIONS............................................................................................................ 3
2.2 DISASSEMBLY AND ASSEMBLY......................................................................................................... 6
2.4 TROUBLESHOOTING......................................................................................................................... 87
2.5 SPECIAL TOOLS................................................................................................................................. 89
3. TRAVEL MOTOR........................................................................................................................................ 90
3.1 TECHNICAL SPECIFICATIONS.......................................................................................................... 90
4. CARDAN SHAFT ...................................................................................................................................... 103
4.1 DISASSEMBLY AND ASSEMBLY..................................................................................................... 104
5. FRONT STEERING AXLE ........................................................................................................................ 106
5.1 TECHNICAL SPECIFICATIONS........................................................................................................ 107
5.4 TROUBLESHOOTING....................................................................................................................... 184
5.5 SPECIAL TOOLS............................................................................................................................... 186
6. WHEELS AND TYRES ............................................................................................................................. 187
7. BLADE ...................................................................................................................................................... 191
7.1 BLADE CYLINDER ............................................................................................................................ 193
8. AXLE FLOATING LOCKING CYLINDERS ............................................................................................... 201
8.1 TECHNICAL SPECIFICATIONS........................................................................................................ 202
8.3 AIR BLEEDING.................................................................................................................................. 204
9. STABILIZERS ........................................................................................................................................... 208
9.1 STABILIZER CYLINDERS................................................................................................................. 211
10. LEFT LADDER........................................................................................................................................ 223
11. RIGHT LADDER AND TOOL STORAGE BOX....................................................................................... 224
12. ROTARY CONTROL VALVE AND ELECTRIC ROTOR ........................................................................ 225
12.1 TECHNICAL SPECIFICATIONS...................................................................................................... 225
12.2 DISASSEMBLY AND ASSEMBLY................................................................................................... 226
12.3 DISASSEMBLY AND ASSEMBLY................................................................................................... 227
12.4 ELECTRIC ROTOR ......................................................................................................................... 229
SECTION 05 - UNDERCARRIAGE 1
1. UNDERCARRIAGE COMPONENTS
1. Rear rigid axle and gearbox 7. Axle floating locking cylinders

2. Travel motor 8. Stabilizers
3. Cardan shaft 9. Left ladder
4. Front steering axle 10. Right ladder and tool storage box
5. Tyres and wheels 11. Rotary control valve
6. Blade
2 SECTION 05 - UNDERCARRIAGE
2. REAR RIGID AXLE

The rear rigid axle (A) houses the gearbox (2) and
the travel motor (1).
On the wheel hubs (3) are installed planetary gear-
boxes complete with disc brakes.
The axle is fastened in the lower part to the under-
carriage and is connected to the front axle by means
of the cardan shaft.
The motion from the travel motor is conveyed to the
wheel hubs through the gearbox and the central dif-
ferential box (4).
1. Travel motor 4. Differential

2. Gearbox A. Rear rigid axle
3. Wheel hubs and side gearboxes
According to the speed different types of axle can be

installed:
Z axle for 20 km/h (12.43 mph)
(AXLES MH 6.6) DIMENSIONS

DATA
MH 6.6 MH 8.6
ASP125 for ASP125 for ASP125 for ASP125 for
Model 20 km/h 30 km/h 20 km/h 25 km/h
(12.43 mph) (18.64 mph) (12.43 mph) (15.53 mph)
i 1st gear 106.29 106.29
i 2nd gear 28.34 28.34
i A 22.67 22.67
Differential oil capacity 12 litres (3.20 gal) 14 litres (3.70 gal)
Oil capacity epicyclic reduction gear 2 + 2 litres (0.50 + 0.50 gal)
Gearbox oil capacity 2.4 litres (0.60 gal)
Axle static load rating 320 kN (71942 lbf) 320 kN (71942 lbf)
Axle dynamic load rating 125 kN (28102 lbf) 125 kN (28102 lbf)
Total weight 657 kg (1445 lb) 700 kg (1540 lb)
Engine A6VM140 HA1T A6VM140 HA1T
822 Nm at 370 bar 822 Nm at 370 bar
M max
(606 lbf·ft at 5364 psi) (606 lbf·ft at 5364 psi)
h max 2539 rpm 4509 rpm 2539 rpm 4509 rpm
Brake with discs
Dynamic braking torque 13500 Nm (9957 lbf·ft) 13500 Nm (9957 lbf·ft)
Static braking torque 18409 Nm (13577 lbf·ft) 18409 Nm (13577 lbf·ft)
Service pressure 63 bar (913 psi) 63 bar (913 psi)
Number of brake discs (each side) 5 5
Number of brake counterdiscs (each
5 5
side)
Brake discs nominal thickness 2.6 mm (0.10 in) 2.6 mm (0.10 in)
Brake counterdisc nominal thickness 2.7 mm (0.11 in) 2.7 mm (0.11 in)
Brake disc maximum wear (each
0.2 mm (0.0079 in) 0.2 mm (0.0079 in)
side)
Piston maximum stroke (wear) 3.8 mm (0.15 in) 3.8 mm (0.15 in)
TIGHTENING TORQUES
DISASSEMBLY
Lift the excavator by means of the stabilizers, so that
the wheels of the rigid axle can turn freely.
Block the wheels of the steering axle by placing
chocks under them and by lowering the blade.
Place the undercarriage safely on trestles.
Shut off the engine and place the machine in a safe
condition.
draulic system.
Place a carriage (2) suitable for transportation and
lifting under the rigid axle (1).
Lay some wooden chocks (3) between the axle and
the carriage, so as not to damage them.
Unscrew and remove the wheel nuts (4).

Remove the wheels (5) from the rigid axle (1).
Unscrew the screws (7) and disconnect the cardan

shaft (6) from the rigid axle.
Disconnect the hydraulic hoses and plug all open-
ings of hoses, axle and travel motor.
Position the lifting carriage correctly and lift it until

the axle is supported.
Unscrew and remove the screws (8) from both sides.
Disassemble the rigid axle (1) and by means of the
carriage remove it from the undercarriage.
TRAVEL MOTOR
1. Nut 9. Screw
2. Flange 10. Travel motor
3. Shield 11. O-ring
4. Screw 12. Screw
5. Spring 13. Engine flange
6. Ball 14. O-ring
7. Eccentric pin 15. Seal ring
8. O-ring
Disassembly
Drain oil from gearbox, axle and wheel hub and apply the
hydraulic manual pump to lock the parking brake.
Loosen and remove the nut (1).
Remove the flange (2) and the shield (3).
Remove the seal ring (15).

Remove the screw (4).
Remove the washer (5).
Remove the ball (6).
Remove the eccentric pin (7) and the O-ring (8).

Loosen and remove the screws (9).
Remove the travel motor (10) and the O-ring (11).
Loosen and remove the screws (12).
Remove the motor flange (13) and the O-ring (14).

Assembly
Apply Loctite® 242 on the fastening holes of the engine
flange.
Apply a thin layer of Loctite® 510 on the housing seat of the

engine flange.
Apply a thin layer of grease and assemble the O-ring (14).
Position the engine flange (13), align the holes of the en-
gine flange with the holes of the gearbox.
Tighten the screws (12) to the prescribed torque 117 Nm

(86.29 lbt·ft).
Assemble the O-ring (11) on the travel motor (10).

(210.20 lbt·ft).
Shift the gearbox gear to neutral position.

Assemble the O-ring (8) on the eccentric pin (7) and apply
a thin layer of grease.
Assemble the eccentric pin (7) by striking slightly with a

hammer.
Check the operation of the eccentric pin by turning it of

360°.
NOTE: check the engagement with the drive wheel.
Prepare for travel by aligning the marks of gearbox and of

eccentric pin (7).
Assemble the ball (6).
Assemble the spring (5).
Tighten the screw (4) to the prescribed torque 80 Nm

(59 lbf·ft).
Fit seal ring (15) inside tool 2897005.

Apply Loctite® 510 on the outer face of the seal ring.
Assemble the seal ring by striking slightly with a plastic

hammer.
Remove the flange (2) and the shield (3) by means of a

hammer.
Apply Loctite® 242 on the nut (1).
Tighten the nut (1) to the prescribed torque 400 Nm

(295.02 lbf·ft).
NOTE: if installed on the vehicle, the clutch locking is not

required.
GEAR BOX
1. Spring 29. Bearing

2. Spring 30. Brake assy
3. Spring 31. Snap ring
4. Spring 32. Bearing
5. Piston 33. Shim
6. Intermediate ring 34. Snap ring
7. Piston gasket 35. Bearing
8. O-ring 36. Ring
9. Ring 37. Snap ring
10. Ring 38. Bearing
11. Ring 39. Gear
12. Disc 40. Pin
13. Disc 41. Spacer
14. Flange 42. Gear
15. Ring gear 43. Screw
16. Plate 44. Shim
17. Snap ring 45. Piston
18. Ring 46. Spring
19. Disc 47. Spring
20. Disc 48. Spring
21. Ring 49. Snap ring
22. Gear 50. O-ring
23. Screw 51. O-ring
24. Screw 52. Ring
25. Planetary gears assy 53. O-ring
26. O-ring 54. O-ring
27. O-ring 55. Gearbox
28. O-ring 56. Gearbox
Remove the springs (1), (2), (3) and (4).
Remove the piston (5).
Remove the intermediate ring (6) and the piston gasket (7)
and the O-ring (8).
Remove the ring (9) and the O-rings (10) and (11) from
their seats.
Remove the discs (12) and (13).
Remove the snap ring (17).
SWARNING
Drain the hydraulic clutch by applying a pressure of 50-
100 bar (725-1450 psi). Use the gearbox hole.
Remove the ring (18).
Remove the discs (19) and (20).

Remove the gear (22) and the plate (16).
Remove the screws (23).
Remove the screws (24) from the gearbox (56).

Unscrew tie rods M12 x 260 and by means of levers disas-

semble the gearbox (56).
Remove the gearbox (56) with the planetary gears assy

(25). Remove the O-ring (26).
Remove the O-ring (27).

Remove the flange (14).
Remove the bearing (29) by means of a puller.
Remove the ring gear (15) and the brake assy (30) by
means of a puller.

Remove the bearing (32).
Remove the shims (33).
Remove the bearing (35) by means of a puller.

By means of a puller, remove the bearing cup (38) from the

gear (39).
Remove the gear (39) from the planetary gears assy (25).
Remove the pin (40), the shim (41) and the gear (42).
Remove the four screws (43), remove the two screws on

the right and replace them with two tie rods.
Assemble the two tie rods. The size of the upper tie rod
should be M12 x 260 while the lower on M12 x 220.
Remove the gearbox (55).

Remove the snap ring (49) with tool 2897008.
Remove the bearing cup (35).
Remove the shim (44).

Remove the springs (46), (47) and (48).

Assembly
Assemble the ring (52).
Assemble O-ring (51).
Assemble the O-ring (50).

Grease the piston (45).
Assemble the springs (46), (47) and (48).
SWARNING
Assemble the springs in this way:
No.5 sets of 3 springs;
No.3 sets of 2 springs.
Assemble the O-rings (53) and (54) onto the piston (45).
Assemble the clutch and check that all springs are seated
correctly.
Assemble the bearing (38).
Assemble the shim (44).
Assemble the bearing cup (35) by using the tool 2897010.
Place the snap ring (49).

Apply pressure on the piston with tool 2897008.
Assemble the snap ring (49).
Check the tightness of the clutch.

Apply 50 ÷ 100 bar (725 ÷ 1450 psi).
Before applying Loctite® 510 remove any sealant or rust

from the surface.

(86.29 lbf·ft).
Assemble the gear (39) on the planetary gears assy (25).
Apply Loctite® 510 on the inner cup of the bearing (38) and
assemble it.
Assemble the pin (40), the shim (41) and the gear (42).
Pay attention to the assembly position.
Place the ring (36) on the snap ring (37).
Assemble the bearing (35) by using the tool 2897011.

Assemble the shims (33).

Apply Loctite® 638.
Assemble the ring gear (15) on the brake assy (30).

Assemble the ring gear (15) and the brake assy (30) on the
planetary gear assy (25).

Assemble the flange (14).
Disassemble the flange (14).

Grease the O-ring (27) and fit it.
Reassemble the ring gear and the planetary gears assy.
SWARNING
The groove must be on the side of the hole to let the oil flow
through.
Grease the O-ring (28) and fit it.
Apply Loctite® 510 paying attention that the sealant does

not touch the flange.
Assemble the O-ring (26) in the gearbox.

Position the gearbox (56).

(86.29 lbf·ft).

(86.29 lbf·ft).
Assemble the gear (22) and the plate (16).

Assemble the discs (19) and (20).
NOTE: check the discs sequence.
Assemble the snap ring (17). Drain the clutch and apply
50 - 100 bar (725 - 1450 psi) of pressure.
Apply a measuring bar and the depth gauge.

Place the gauge on a plate (16) with clutch supplied and
hold it to 0.
Drain the clutch and measure.
Normal value: 1.65 ÷ 1.85 mm (0.06 ÷ 0,07 in)
Insufficient backlash: to withdraw the snap ring (17), disas-
semble the ring (18) and polish it.
Excessive backlash: assemble the outside discs and adapt
the ring (18) if necessary.
Reassemble the snap ring.
Check the backlash between gearbox and flange (14), it
should be not higher than 0.3 ÷ 0.5.
Assemble the disc pack, including the inner discs (12) and
the outer discs (13).
Mark the flange oil groove (14) on the ring gear (15) and
assemble the inner discs to align the flange oil groove and
the discs. Begin from the inner disc.
NOTE: check the discs sequence.
Lubricate and assemble the ring (9) and the O-rings (10)
and (11).
Lubricate and assemble the intermediate ring (6), the gas-

ket (7) and the O-ring (8).
Pay attention that the oil groove corresponds to the disc
groove.
Lubricate the piston (5).

Pay attention that the oil groove corresponds to the disc
groove.
SWARNING
Ensure that the piston does not seize.
Assemble the springs (1), (2), (3) and (4).
SWARNING
Assemble the springs in this way:
No.10 sets of 2 springs.
EPICYCLIC GEARBOX AND BRAKE
1. Plug 17. Bleeding valve

2. Fixing screw 18. Bearing
3. Planet carrier cover 19. Seal ring
4. Snap ring 20. Bearing
5. Ring gear 21. Washer
6. Brake discs 22. Cross pin
7. Screw 23. Planetary gear
8. Piston 24. Shaft
9. O-ring 25. Sleeve
10. O-ring 26. Shim
11. Screw 27. Dowel
12. Brake ring gear 28. Gear
13. O-ring 29. Snap ring
15. Spring 31. Shaft
16. Wheel hub 32. Shim
Disassembly
Before draining the oil, place the wheel hub with the plug
(1) in the highest position and unscrew it of a few turns in
order to relieve a possible internal pressure, then com-
pletely remove it. Rotate the hub until the hole reaches the
lowest position.
Drain the oil completely.
Remove the fastening screws (2) from the planet carrier

cover.
By means of levers inserted in the provided slots, remove

the planet carrier cover (3).
Remove the planet carrier cover (3) and the O-ring (30).
Remove the ring gear (5) with the gear (28) and the snap
ring (29).
Remove the brake discs (6).
Remove the screws (7) and the springs (15).

Remove the O-rings (9) and (10) from the piston (8).
Remove the screws (11) and the washers (21) from the
brake ring gear (12).
ring (29). Remove the snap ring (4) and the brake ring gear
(12) with a three-point puller.
Remove the pins (22).
Remove the O-rings (13) and (14) from the brake ring gear
(12).
Remove the wheel hub (16) with the bearings (18) and (20)
and the seal ring (19) with a three-point puller.
Remove the bleeding valve (17).

Remove the sleeve (25).
Remove the shaft (24).

Remove the planetary gears (23) from the planet carrier

cover (3) using a puller.
Remove the shaft (31).
Assembly
Assemble the bearing cup (18) onto wheel hub (16).

Assemble the bearing (18) onto wheel hub (16).
Assemble the seal ring (19).
Apply Loctite® 510 to seal ring (19).

Assemble the seal ring (19) onto the wheel hub (16).
Use tool 2897003.
Lubricate the axle beam for wheel hub assembly.
SWARNING
Lubricate the hub and the oil inlet holes.
Assemble the wheel hub assy (16). Strike alternately on

the bearing (18).
SWARNING
The bearing must rest on the axle beam.
Preheat the bearing (20) up to 100 °C (212 °F).

SWARNING
Wear gloves to avoid burns.
Assemble tool 2897012, No. 3 tie rods M10 x 285 and

No. 3 nuts M10.
Use a depth gauge to measure the value (G) of the wheel

hub.
Use a depth gauge to measure the value (F) of the brake

ring gear (12).
Calculate the X1 shims by following the procedure indicat-

ed:
X1 (G - F) + 0.05.
(X1 (G - F) + 0.002 in).
Assemble the shims X1 (26) calculated previously.
Assemble the O-rings (13) and (14) from the brake ring
gear (12).
Assemble the piston (8) onto the brake ring gear (12) with
the springs (15) and the screws (7).
Assemble the brake ring gear assy onto the wheel hub.
SWARNING
The holes of the brake ring gear and of the axle beam must
be aligned.
Assemble the inner brake discs (6).
SWARNING
During assembly all slots of the inner discs must be
aligned.
Assemble the outer brake discs (6).
SWARNING
During assembly all slots of the outer discs must be
aligned.
ring (29).
Assemble the two screws (11) temporarily in order to test

the brake.
SWARNING
Do not assemble the pins (22).
Remove the plug (27).

Assemble an adapter instead of the plug.
Test the brakes, paying attention that pressure should be

within 100 ÷ 105 bar (1450 ÷ 1522 psi) for about 1 minute.
Assemble the pins (22).
SWARNING
Pay attention to the assembly direction of the pins.
Apply Loctite® 242 in the holes.

Assemble the screws (11) and the washers (21).

Tighten the screws (11) to the prescribed torque of 68 Nm
(50.15 lbf·ft).
Align the brake discs. Use tool 2897014.
SWARNING
A screw must correspond to each tooth.
Pressurize the brakes in order to prevent the external discs

from moving.
Grease and assemble the O-ring (30).

Assemble the planetary gears (23) on the planet carrier

cover (3) by using the tool 2897009.
Assemble the shaft (24).
Assemble the sleeve (25).
Lubricate with grease the contact surface of the planet car-

rier cover (3).
Assemble the shaft (31).
Assemble the planet carrier cover (3) and relieve the pres-
sure in the hydraulic pump.

(33.93 lbf·ft).
AXLE BEAMS AND DIFFERENTIAL ASSY
1. Screw 14. Pin

2. Ring gear 15. Planetary gear
3. Axle beam body 16. Planetary gear
4. Axle beam 17. Planetary gear
5. Bearing 18. Planetary gear
6. Shim 19. Spherical washer
7. Bearing 20. Spherical washer
9. O-ring 22. Spherical washer
10. Screw 23. Gear
11. Differential half box 24. Gear
12. Differential half box 25. Shim
13. Pin 26. Shim
Disassembly
Remove the gear assy. Sling and slightly tension the rope.
Turn the assy and place it vertically.
Loosen and remove the screws (1) fastening the axle beam
(3) to the body and to axle beam (4).
Remove the plug, lock the axle beam by means of a tie rod
M8x250 with nut and washer.
Sling the axle beam (3) and lift it slightly.

Disassemble the whole differential assy.

body (4).


axle beam (3).
Use a puller to remove the bearing (7) from the differential

assy.

assy.
Unscrew all screws (10) from the ring gear (2).
SWARNING
This operation will free also the two differential half boxes,
so take care not to drop the internal components.
Remove the ring gear (2).
Check marking points on differential half boxes (11) and

(12) that will be useful during the assembly.
Remove the gear (23) and the shim (25).

Remove the pins (13) and (14), the planetary gears (15),
(16), (17) and (18) and the spherical washers (19), (20),
(21) and (22).
Assembly
Apply a thin layer of Molicote G-n plus on the differential
half boxes (11) and (12).
SWARNING
Remove the rests of sealant.
Apply a thin layer of Molicote G-n plus on the planetary

gears (15), (16), (17), and (18) and on the gears (23) and
(24).
Assemble the gear (24) and the shim (26).
Assemble the pin (13) and the planetary gears (15) and
(16) and the spherical washers (19) and (20).
Assemble the pin (14) and the planetary gears (17) and
(18) and the spherical washers (21) and (22).

Assemble the two differential half boxes (11) and (12).
SWARNING
Carefully check that the marks of both differential half box-
es are aligned.
Assemble the ring gear (2).
Apply Loctite® 242 on the thread of the screws (10).

(151.2 lbf·ft).
NOTE: fit the differential assy in a vice.

Push in the bearing (7).
Assemble the shims (6) X1 = 1.8 (0.07) on the body (4).
By means of tool 2897004 assemble the bearing cup (5) on

the body (4).
Lubricate and assemble the O-ring (9) on the axle beam

(3).
Assemble the shims (8) X2 on the axle beam (3).
By means of tool 2897004 assemble the bearing cup (7) on

the axle beam (3).
Place the differential assy on the body (4).

Position tool 2897002.

Assemble the bearing (7) on the tool.
While screwing the tool nut up to a torque of 10 Nm

(7.37 lbf·ft), turn the ring gear and strike on the nut with a
hammer, so that components can settle correctly.
Measure the value G.
Value marked on axle beam (3) F1.

Drawing for detection of coupling backlash between the

gears of bevel gear set.
X1 = 1.8 (0.07)
Calculate the X2 shims.
X2 = G - (22 + F1) + 0.15 ÷ 0.1
(X2 = G - (0.86 + F1) + 0.006 ÷ 0.004)
F1 = sum of the values marked on axle beams + 22 (0.86)
0.15 ÷ 0.1 (0.006 ÷ 0.004) corresponds to the bearing
preload.
Shift the pinion shaft back and forth and note the backlash
between pinion and ring gear, (measured with the dial
gauge). Make sure that the feeler touches the head of the
screw assembled on the flange with an angle of 90°. Check
if the measured backlash value is within the requested
range: 0,15 ÷ 0.25 mm (0.006 ÷ 0.009 in).
If the backlash is insufficient or excessive, modify the shim
X1 = 1.8 (0.07) by increasing or decreasing it.
Apply Loctite® 510 on the contact surface of body (4).
Apply Loctite® 242 on the screws (1).


(413.03 lbf·ft).
PINION ASSY
1. Screw 11. Bearing

2. Pinion 12. Shim
3. Axle beam 13. Bearing
4. Body and axle beam 14. Spacer
5. O-ring 15. Shim
6. Nut 16. Snap ring
7. Gear 17. Disc
8. Gear 18. O-ring
9. Gear 19. Seal ring
10. Flange 20. Seal ring
Disassembly
Remove the axle beam. Sling and slightly tension the rope.
Remove the plug, lock the axle beam by means of a tie rod
M8 x 250 and a nut.

Extract the differential assy.
Remove the gear (7).

Remove the O-ring (18) and the seal rings (19) and (20).
Remove the disc (17).

Tap with a soft hammer on the shaft splined end to remove

the bevel pinion.
Once the pinion (2) has been removed, collect the shims
(12) and the spacer (14).
Pull out the bearing (13) from the pinion shaft, using a pull-
er.
Pull out the bearing cup (11) from the central body.
Pull out the bearing cup (13) and the shims (15) from the
central body.
Assembly
163.50 163.50 163.70

X
(6.43) (6.43) (6.44)
29.25 29.45 29.25
B
(1.15) (1.16) (1.15)
133.00 133.20 132.80
V
(5.24) (5.24) (5.23)
162.25 162.65 162.05
A
(6.39) (6.40) (6.38)
1.25 0.85 1.65
S
(0.05) (0.03) (0.06)
Value marked on body X.

To determine the gap (S) between the pinion and the bear-
ing, it is sufficient to sum the value (V) printed on the pinion
head (V = prescribed distance) with value B - width of bear-
ing - and subtract the value X from the value marked on the
axle beam.
S = X - (V + B)
Example: gap S = 163.7 - (132.80 + 29.25) = 1.65 mm
(6.44 - (5.23 + 1.15) = 0.065 in)
The preload reduction is of about 0.02 - 0.04 mm (0.00078

- 0.0016 in) for a torque of 2 - 3 Nm (1.47 - 2.21 lbf·ft).
49.50 49.30 49.80

G
(1.95) (1.94) (1.96)
1.25 0.85 1.65
S
(0.05) (0.03) (0.06)
2.25 2.25 2.57
L1
(0.08) (0.08) (0.10)
2.25 2.25 2.57
L2
(0.08) (0.08) (0.10)
55.25 54.65 56.59
S1
(2.17) (2.15) (2.23)
54.50 54.50 54.40
B1
(2.14) (2.14) (2.14)
0.75 0.15 2.19
S2
(0.03) (0.006) (0.08)
The preload reduction is of about 0.02 - 0.04 mm

(0.00078 - 0.0016 in) for a torque of 2 - 3 Nm (1.47 -
2.21 lbf·ft).
To determine gap S2.
S2 = B1 - (L1 - S - G - L2)
S = values calculated previously
G = value of the axle beam
L1 = bearing height
L2 = bearing height
B1 = spacer height.
Alternative procedure, use the starting spacer S = 1.5
(0.06 in).
Place the bearing cup (11) on the body (4).
Place the shims (9) and the bearing cup (13) on the body
(4).
Push the bearing cups into the relevant seats using the
special tools included in kit 2897007.
Push in the bearing (13) on the pinion (2) by using the tool
2897009.
Assemble the pinion (2) with the bearing and the spacer
(14) and the shims (12) on the body (4).

Assemble the bearing (11) into its relevant seat on body

(4).
SWARNING
Use a suitable glove so as not to get scorched.
Grease the pinion (2).
Assemble the disc (17).

Assemble the O-ring (18) and the seal rings (19) and (20).
Grease and assemble the gear (9).
Assemble the gear (7).
Grease and assemble the gear (8).

Assemble the flange (10) and the nut (6) and tighten the
nut (6) to the prescribed torque 400 Nm (295 lbf·ft).
Measure the preload (P) of the pinion bearings using a dy-

namometer with its cord wound on the flange diameter.
The adjustment is obtained by adding gradually the shims
(12) assembled under the bearing (11).
All preloads must be measured without seal ring.
P = 2 ÷ 3 Nm (1.47 ÷ 2.21 lbf·ft)
Assemble the whole differential assy.
Grease and assemble the O-ring (5) on the axle beam (3).
Assemble the screws (1) and tighten them to the pre-

scribed 560 Nm (413 lbf·ft) tightening torque.
In order to check the contact mark of the ring gear teeth,

colour the ring gear with red lead paint and examine con-
tact. Always check the contact marks of the ring gear teeth
and on both sides.
OK - Correct contact
If the ring gear is correctly adjusted, contact between the
surfaces of the teeth will be regular.
Z - Excessive contact on tooth tip.
Bring the pinion closer to the ring gear and then move the
ring gear away from the pinion in order to adjust the back-
lash.
X - Excessive contact at tooth base.
Move the pinion away from the ring gear and bring the ring
gear closer to the pinion in order to adjust the backlash.
Contact adjustment.
1 - move the pinion for type X contact adjustment.
2 - move the pinion for type Z contact adjustment.
2.4 TROUBLESHOOTING
Ring gear teeth broken Excessive gear load compared to the Replace bevel gear.
outside. one foreseen.
Gear adjustment wrong (excessive Follow carefully the recommended

backlash). operations for the adjustment of bevel
gear set backlash.
Pinion nut loose. Tighten pinion nut.
Ring gear teeth broken inside. Load bump. Replace bevel gear.
Gear adjustment wrong (insufficient Follow carefully the recommended

gear set backlash.
Ring gear teeth or pinion teeth Insufficient lubrication. Use proper lubrication, fill up to right
damaged or scored. Contaminated oil. level and replace at recommended
Incorrect lubrication or depleted intervals.
additives.
Worn out pinion bearings that cause Replace bevel gear.

an incorrect pinion axle backlash and
wrong contact between pinion and
ring.
Overheated ring and pinion Prolonged functioning at high Replace bevel gear.
teeth. temperatures.
Incorrect lubrication. Use proper lubrication, fill up to right

Low oil level. level and replace at recommended
Contaminated oil. intervals.
Drive pinion teeth pitted. Excessive use. Replace bevel gear.
Insufficient lubrication. Use proper lubrication, fill up to right

level and replace at recommended
intervals.
Axle beam bent. Vehicle overloaded. Replace the axle beam of the axle.
Damaged vehicle.
Load bump.
Bearings worn or pitted. Insufficient lubrication. Use proper lubrication, fill up to right
Contaminated oil. level and replace at recommended
intervals.
Excessive use. Replace bearings.

Oil leakage from gaskets and Prolonged functioning at high Replace the gasket or seal and
seals. temperature of the oil. matching surface if damaged.
Oil gasket assembled incorrectly. Replace.
Damaged or worn gasket lip. Replace.
Contaminated oil. Use correct lubricants and replace at

recommended intervals.
Excessive wear of input flange Excessive use. Replace the flange.

spline.
Excessive pinion axial backlash. Check and adjust the backlash.
Pinion teeth cracked because Excessive use or continuous Replace bevel gear.
of the fatigue. overload.
Break of pinion and ring gear Crash load of differential Check and/or replace other
teeth. components. differential components.
Side gear spline worn out. Excessive use. Replace differential gear assy.
Replace axle beam, if necessary.
Thrust washer surface worn Insufficient lubrication. Use a correct lubricant, top up to
out or scratched. Incorrect lubrication. correct level and replace washers.
Contaminated oil.
Inner diameter of tapered roller Excessive use. Replace bearing.

bearings worn out.
Excessive pinion axial backlash. Check pinion axial backlash.

intervals.
Bent or broken axle beam. Vehicle intensively operated or Replace.

overloaded.
Axle beam broken at wheel Wheel support loose. Replace.

side.
Axle beam body bent. Ensure that wheel support is not worn
out or wrongly adjusted.
2.5 SPECIAL TOOLS
CODE USE
2897004 Differential assy bearing cups assembly
2897002 Differential assy bearings preload
2897005 Gearbox seal ring assembly
2897008 Gearbox snap ring removal
2897010 Gearbox bearing assembly
2897011 Gearbox planetary assy bearing assembly
2897007 Pinion bearing cups assembly
3. TRAVEL MOTOR
The travel hydraulic motor is designed to transfer The displacement can vary from maximum (Vgmax)
the motion, by means of the speed change, to rear to minimum (Vgmin).
axle. At travel thrust or during travel on slopes the engine
The hydraulic travel motor is conceived with tilted displacement increases with consequent increase
axle (tilted body), with variable displacement, and of travel force.
with a rotary assy with taper axial pistons. To achieve the maximum travel speed, the engine
The displacement regulator is mounted on the travel displacement should be at minimum value.
motor head.
MH 6.6 MH 8.6
Model A6VM140 HA1T + BVD25
cm3/rev
Maximum intake volume Vgmax 140 (8.54)
(in3/rev)
cm3/rev
Minimum intake volume Vgmin 59 (3.60) 64 (3.90)
(in3/rev)
N/max at Vgmax rpm 3150
N/max at Vgmin rpm 4700
Rated pressure PN bar (psi) 400 (5799)
Service pressure P bar (psi) 370 (5364)
Maximum pressure PMAX bar (psi) 450 (6524)
Adjustment start bar (psi) 300 (4349)
Adjustment end bar (psi) 310 (4494)
Hydraulic over adjustment (connector x)
Vg/min at PX bar (psi) 0
Vg/max at PX bar (psi) 45 (652)
DISASSEMBLY
Stop the engine.
draulic system.
Disconnect the hydraulic hoses from travel motor.
Close all openings on hoses and cylinder with plugs
in order to prevent dirt from entering.
Sling the travel motor (1) by means of ropes.
Now the travel motor (1) can be disassembled.
ASSEMBLY
Place the travel motor (1), lifted with ropes, into cor-
rect assembly position.
Screw in the screws (2) and tighten them to the pre-
scribed 194 Nm (143.1 lbf·ft) tightening torque.

1. Snap ring 50. Valve seat

2. Shim 51. Ball
3. Seal ring 52. Valve
4. Motor crankcase 53. Bushings
5. Engine fixing screw 54. O-ring
6. Plug 55. Ring
7. Plug 56. O-ring
8. Setscrew 57. O-ring
9. Nut 58. Valve
10. Rotary assy 59. Spool
11. Gasket 60. Ball
12. Regulator assy 61. Spring
13. Screw 62. Spring
14. Brake valve assy 63. Plug
15. Screw 64. Valve body
16. Snap ring 65. O-ring
17. Shim 66. Ring
18. Bearing 67. Spring retainer
19. Adjuster washer 68. Spring
20. Bearing 69. Spring retainer
21. Shaft 70. Spool
22. Return plate 71. Valve seat
23. Plate screw 72. Pin
24. Central pin 73. O-ring
25. Spring 74. Ring
26. Shim 75. Valve body
27. Pistons 76. O-ring
28. Piston gasket 77. Plug
29. Cylinder 78. Plug
30. Pin 79. Plug
31. Control plate 80. Plug
32. Screw 81. Screw
33. Cover 82. O-ring
34. O-ring 83. Plug
35. O-ring 84. Plug
36. Screw 85. O-ring
37. Slide 86. Spring
38. Slide gaskets 87. Pin
39. Pilot piston 88. Spring
40. Regulator assy body 89. Pin
41. Pin 90. Brake valve
42. Control piston 91. Plug
43. Spring 92. Brake valve body
44. Selector bush 93. O-ring
45. Spring 94. O-ring
46. O-ring 95. Pin
47. Belleville washer 96. Spring
48. Control block 97. Pin
49. Screw
DISASSEMBLY
Before starting the disassembly, clean the hydraulic Each time an assy is dismantled, we suggest to re-
travel motor outside thoroughly, then unscrew the place the involved gaskets, the seal rings and the
fastening screws, lift the travel motor with a hoist, af- bearings, because it results difficult to determine
ter the draining of the hydraulic oil and the discon- visually their rest service life. In case of damaged
nection of the concerned hydraulic hoses. gears, never replace a single gear alone, but the
complete reduction stage with drive gear.
SWARNING
The travel motor weighs about 50 Kg (110 lb).
Unscrew the screws (15) and remove the brake

valve assy (14).
To disassemble the regulator assy (12) set rotary

assy to a tilting angle of 0°.
Z Mark value (X).
Z Unscrew and remove upper setscrew (8) and nut
(9).
Z Place the rotary assy to 0° handling on lower screw
(8).
Z Mark position to 0°.
Z Unscrew and remove the screws (13).
Z Remove regulator assy (12) and the gasket (11).
Remove the snap ring (1) and the shim (2).
Fit the sleeve for gasket (A) assembly until you touch
it and mark the position. Screw up screws (V) into
the rubber coated holes of the seal ring (3).
Assemble the seal ring (3).
By means of a puller, remove the rotary assy (10).

Remove the valves of the regulator assy.
Unscrew the screws (32) and remove the cover (33)

of regulator assy. If necessary, remove the pilot pis-
ton (39). Unscrew and remove the screw (36) and
the slide (37) with relevant gaskets (38). Remove
the O-rings (34) and (35) for possible checks and re-
placements.
Unscrew the screws (49) and assemble the control

block (48). Remove the O-rings (46) and (47) for
possible checks and replacements. Disassembly the
control piston (42), the springs (45) and (43) and the
selector bushing (44).
Check and possible replacement of brake valve

components.
Disassemble the rotary assy.
Disassemble the control plate (31), the pin (30) and

the cylinder (29).
NOTE: perform the checks:

A. Bores with scores and wear.
B. Even surface, without splits or scores.
Unscrew the screws (23) (use torsion tool because

they are glued). Remove the plate (22), the central
pin (24) and the pistons (27). Perform the checks:
Z pistons holding plate: without scores and wear;
Z central pin: without scores and pittings;
Z pistons: without scores and pittings.
Disassemble the snap ring (16) and the shim (17).

Remove the bearings (18) and (20) and the adjuster
washer (19) from the shaft (21).
ASSEMBLY
Perform bearings assembly.
Caulk the bearings (18) and (20) on the shaft (21).

Determine the value of adjuster washer (19) accord-
ing to the value of M (correct pre-charge dimension).
Pre-charge the bearings.

Determine the value of shim (17):
Z assemble the snap ring (16) to determine the value
S;
Z determine the value of shim and disassemble the
snap ring;
Z assemble the shim (17) and reassemble the ring
(16).
Assemble the gaskets (28) on the pistons. Assemble

the pistons (27) and the central pin (24) on the disc
(22). Fit disc with pistons and fix it by tightening
screws (23).
Fit the spring (25) and the shim (26). Assemble the
cylinder (29). Stop rotary assy in vertical position
and lock the liner with a screw and a nut (J).
Assemble the sleeve (A) for the rotary assy (10) as-
sembly.
Heat the crankcase (4) to 80 °C (176 °F).

Assemble the rotary assy (10) up to casing stroke

end (4) (maximum tilting angle).
Unscrew and remove the screw and the nut (J). As-
semble the gasket (11).
Assemble the pin (30) and the control plate (31).
Assemble body of regulator assy (40) by tightening

the screws (13). Achieve the correct inclination on
regulator assy through the setscrew (8) and the nuts
(9).
Check and/or determine values X using the measur-

ing gauge (J).
Reassemble (if fitted) the regulator assy.

Reassemble (if fitted) the regulator assy.
Assemble the brake assy (14) by tightening the

screws (15).
Assemble the seal ring (3). By means of sleeve (A)

fit seal ring by inserting the sleeve up to the mark ap-
plied before disassembly. Assemble the shim (2)
and the snap ring (1).
4. CARDAN SHAFT
The cardan shaft is located between the two axles. It
is flanged to the gearshift output shaft, on one end,
and to the front axle on the other end; it has the func-
tion to provide a four-wheel drive on the four wheels.
Moreover, grease nipples are installed on the shaft
for a correct lubrication.
These excavator models may have (according to the
type of application) one or two cardan shafts.
MH 6.6 MH 6.6 Industry MH 8.6 MH 8.6 Industry

No. 1 No. 2 No. 1 No. 2
No. 2 shaft No. 2 shaft
shaft shaft shaft shaft
Completely 2040 885 2040 885 885 885
mm
retracted (80.3) (34.8) (80.3) (34.8) (34.8) (34.8)
Stroke mm 33 (1.29) 60 (2.36) 33 (1.29) 60 (2.36) 60 (2.36) 60 (2.36)
120 120 120 120 120 120
Ø1 mm
(4.72) (4.72) (4.72) (4.72) (4.72) (4.72)
Ø2 mm 101.5 (3.99) 101.5 (3.99) 101.5 (3.99) 101.5 (3.99)
Ø3 mm 10 (0.39) 10 (0.39) 10 (0.39) 10 (0.39)
SINGLE CARDAN SHAFT
1. Cardan shaft 4. Screw

2. Screw 5. Nut
3. Nut

Stop the engine.
Support the cardan shaft (1) so that it does not fall
down during disassembly operations.
Unscrew and remove the screws (2) and the nuts (3).
Unscrew and remove the screws (4) and the nuts (5).
Now the cardan shaft (1) can be disassembled.
DOUBLE CARDAN SHAFT
1. Intermediate support 9. Washer

2. Rear cardan shaft 10. Nut
3. Front cardan shaft 11. Screw
4. Screw 12. Nut
5. Nut 13. Bracket
6. Screw 14. Washer
7. Nut 15. Screw
8. Screw
Park the machine on a level and firm surface. Unscrew and remove the screws (4) and the nuts
(5).
Unscrew and remove the screws (6) and the nuts
(7).
Now the front cardan shaft (3) may be disassem-
Stop the engine. bled.
Secure the machine with wheel chocks as to pre- Unscrew and remove the nuts (12).
vent its rolling or overturning.
Unscrew and remove the screws (11) and the nuts
Support the cardan shafts (2) and (3) so that they do (10).
not fall down during disassembly operations.
Now the rear cardan shaft (2) may be disassembled.
5. FRONT STEERING AXLE

The front steering axle (1) is a drive axle consisting The axle is connected to the frame of the undercar-
of external planetary gears with built-in oil-bath disc riage by means of a floating articulation. The free
brakes. The steering cylinder (2), integrated in the floating of the axle, necessary while travelling, must
axle body, moves the articulated supports (4) by be blocked while working by means of the relevant
means of the rods (3). lock cylinders (7).
1. Front steering axle 5. Wheel hubs and side gearboxes

2. Steering cylinder 6. Axle floating pin
3. Rods 7. Axle floating locking cylinders
4. Articulation supports

DATA
MH 6.6 MH 8.6
Model ALPP125 ALPP125
i 22.67 22.67
Differential oil capacity 13.5 litres (3.60 gal) 13.5 litres (3.60 gal)
Oil capacity epicyclic reduction gear 2.5 x 2 litres (0.70 x 2 gal) 2.5 x 2 litres (0.70 x 2 gal)
Axle static load rating 320 kN (71942 lbf) 320 kN (71942 lbf)
Axle dynamic load rating 125 kN (28102 lbf) 125 kN (28102 lbf)
Total weight 640 kg (1408 lb) 774 kg (1703 lb)
Brake with discs
Dynamic braking torque 13500 Nm (9957 lbf·ft) 13500 Nm (9957 lbf·ft)
Static braking torque 20500 Nm (15210 lbf·ft) 18409 Nm (13577 lbf·ft)
Service pressure 63 bar (913 psi)
Number of brake discs (each side) 5 5
Number of brake counterdiscs (each side) 5 5
Brake discs nominal thickness 2.6 mm (0.10 in)
Brake counterdisc nominal thickness 2.7 mm (0.11 in)
Brake disc maximum wear (each side) 0.2 mm (0.0079 in)
Piston maximum stroke (wear) 3.8 mm (0.15 in)
TIGHTENING TORQUES
DISASSEMBLY
Set working equipment down on ground.
Lift the excavator by means of the levelling blade, so
that the wheels of the steering axle can turn freely.
Block the wheels of the rigid axle with chocks and
lowering the stabilizers.
Place the undercarriage safely on trestles.
Shut off the engine and place the machine in a safe
condition.
draulic system.
Place a carriage (2) suitable for transportation and
lifting under the steering axle (1).
Place wood blocks (3) between the axle and the car-
riage in order not to damage them.
Unscrew and remove the wheel nuts (4).

Remove the wheels (5) from the steering axle (1).
Disconnect the hydraulic hoses (6) and (7) of the

steering cylinder and the brake hoses (8) and (9) on
both wheel hubs. Plug all openings in order to pre-
vent dirt from entering.
Loosen the screws (10) and disconnect the cardan
shaft (11).
Now correctly position the lifting carriage and lift it

until the steering axle is supported.
From the bottom of the machine, loosen and remove
the screw (12) and the nut (13) to free the floating pin
(14).
By means of the carriage (2), remove the axle from

under the undercarriage.
STEERING CYLINDER
1. Split pin 13. Seal ring

2. Pin 14. Piston
3. Rod 15. O-ring
4. Shim 16. Rod
5. Screw 17. Cylinder liner
6. Fork 18. Gaskets
7. Screw 19. O-ring
8. Cylinder head 20. O-ring
9. O-ring 21. Gasket
10. O-ring 22. Gasket
11. Gasket 23. Wiper ring
12. Gasket 24. Shims
Disassembly
Remove the split pins (1).
SWARNING
Discard used split pins.
Remove the pins (2) and the shims (4).
Remove the rods (3).

Unscrew and remove the forks (6).
Remove the cylinder head (8). Hit with a plastic hammer.
Remove the gaskets (11), (12) and the seal ring (13).
Remove the O-rings (9) and (10).
Remove the rod (16) and the liner (17).

Fasten the rod (16) in a vice after screwing in the fork (6).
Remove the gaskets (18) and the O-ring (19).
Remove the O-ring (20) and the shims (24).
Remove the gaskets (21), (22) and the wiper ring (23).
Assembly
Assemble the gaskets (21) and (22) and the wiper ring
(23).
Assemble the gaskets (18) and the O-ring (19).
SWARNING
The cuts in the gaskets (18) must not be aligned.
Shims to be inserted.
Measure value F1.

Measure value F2.
Measure value F3.
Measure value F4.
Assemble the shims (24) and the O-ring (20).

Assemble the O-rings (9) and (10).
Assemble the gaskets (11), (12) and the seal ring (13).
Lubricate the contact surface with grease.

Assemble the piston (14).
Fasten the rod (16) in a vice after screwing in the fork (6)
and assemble the cylinder liner (17).
Lubricate the right cylinder rod gaskets with grease.
Assemble the rod (16) and the cylinder liner (17).

Lubricate the left cylinder rod gaskets with grease.
Assemble the head (8). Hit with a plastic hammer. Apply

Loctite® 510.

scribed 560 Nm tightening torque. Apply Loctite® 242.
Lubricate the rod thread (16) with grease.

Screw in the forks (6).

scribed torque of 117 Nm (86.29 lbf·ft).
Assemble the rods (3).
Assemble the pins (2) and the shims (4).

Assemble the split pins (1).

EPICYCLIC GEARBOX AND BRAKE
1. Plug 17. Bleeding valve

2. Screw 18. Bearing
3. Planet carrier cover 19. Seal ring
4. Snap ring 20. Bearing
5. Ring gear 21. Washer
6. Disc brake 22. Bushing
7. Screw 23. Planetary gear
8. Piston 24. Snap ring
9. O-ring 25. Spacer
10. O-ring 26. Shims
11. Screw 27. Dowel
12. Brake ring gear 28. Gear
13. O-ring 29. Snap ring
15. Spring 31. Shim
16. Wheel hub
Disassembly
lowest position.
Remove the screws (2) from the planet carrier cover.

ring (29).
Remove the brake discs (6).
Remove the screws (7) and the springs (15).

Remove the O-rings (9) and (10) from the piston (8).
Remove the spacer (25).

Remove the screws (11) and the washers (21) from the
brake ring gear (12).
ring (29). Remove the snap ring (4) and the brake ring gear
(12) with a three-point puller.
Remove the O-rings (13) and (14) from the brake ring gear
(12).
Remove the wheel hub (16) with the bearings (18) and (20)
and the seal ring (19).
Remove the bleeding valve (17).


Remove the planetary gears (23) from the planet carrier

cover (3).
Assembly
Assemble the bearing (18) onto wheel hub (16).

Apply Loctite® 510 to seal ring (19).
Assemble the seal ring (19) onto wheel hub (16) by means
of tool 2897003.
Lubricate the axle beam for wheel hub assembly.
SWARNING
Lubricate the hub and the oil inlet holes.
Assemble the wheel hub assy (16). Strike alternately on

the bearing (18).
SWARNING
The bearing must rest on the axle beam.
SWARNING
Wear gloves to avoid burns.
Assemble tool 2897012, No. 3 tie rods M10 x 285 and

No. 3 nuts M10.
Use a depth gauge to measure the value (G) of the wheel

hub.
Use a depth gauge to measure the value (F) of the brake

ring gear (12).
Calculate the X1 shims by following the procedure indicat-

ed:
X1 (G - F) + 0.05.
(X1 (G - F) + 0.002)
Assemble the shims X1 (26) calculated previously.

Assemble the O-rings (13) and (14) from the brake ring
gear (12).
Assemble the piston (8) onto the brake ring gear (12) with
the springs (15) and the screws (7).
Apply Loctite® 638 to screws (7).
Assemble the brake ring gear assy onto the wheel hub.
SWARNING
The holes of the brake ring gear and of the axle beam must
be aligned.
Assemble the inner brake discs (6).
SWARNING
During assembly all slots of the inner discs must be
aligned.
Assemble the outer brake discs (6).
SWARNING
During assembly all slots of the outer discs must be
aligned.
ring (29).
Assemble the two screws (11) temporarily in order to test

the brake.
Remove the plug (27).
Assemble an adapter instead of the plug.
Test the brakes, paying attention that pressure should be

within 100 ÷ 105 bar (1450 ÷ 1522 psi) for about 1 minute.
SWARNING
Pay attention to the assembly direction of the pins.
Assemble the screws (11) and the washers (21).

(50.15 lbf·ft).
Align the brake discs by means of tool 2897014.
SWARNING
A brake screw must correspond to each tooth.

from moving.
Assemble the planetary gears (23) on the planet carrier

cover (3) by using the tool 2897009.

rier cover (3).
Assemble the planet carrier cover (3) and relieve pressure

from the hydraulic pump.

scribed 55 Nm (40.56 lbf·ft) torque.
ARTICULATED JOINT
1. Plug 16. Snap ring

2. Screw 17. Shaft
3. Planet carrier cover 18. Bushing
4. Snap ring 19. O-ring
5. Spacer 20. Disc
6. O-ring 21. Bushing
7. Screw 22. O-ring
8. Screw 23. Disc
9. Rotation pin 24. Gasket
10. Rotation pin 25. Bushing
11. Cardan joint 26. Cross pin
12. Gasket 27. Disc
13. Gasket 28. Gasket
14. Snap ring 29. Bushing
15. Shaft
Disassembly
lowest position.
Remove the screws (2) from the planet carrier cover.

Remove the spacer (5).

Secure the joint box to a hoisting equipment.
Screw in two M12 x 100 screws and remove the rotation

pin (9).
Screw in two M12 x 100 screws and remove the rotation

pin (10).
Remove the articulated joint assy.

Remove the cardan joint (11).
Remove the gasket (12).
Remove the snap ring (14) and extract the shaft (15).
Remove the snap ring (16) and extract the shaft (17).
Remove the bushing (18).

Remove the O-ring (22) and the disc (23).


Assembly
Assemble the disc (20).
Pay attention to the assembling direction.
Assemble the bushing (18) by using the tool 2897017.
Assemble the O-ring (22) and the disc (23). Pay attention
to the assembly direction.
Apply Loctite® 510 to gasket (24).
Assemble the gasket (24) by using the tool 2897017.

Apply Loctite® 510 to gasket (28).
Assemble the gasket (28) by using the tool 2897017.

Grease and assemble the disc (27).
Lubricate the shaft (17), assemble the snap ring (16) and
assemble onto cardan shaft (11).
Lubricate the shaft (15), assemble the snap ring (14) and
assemble onto cardan shaft (11).
Assemble the gasket (12). Pay attention to the assembly

direction.
Assemble the gasket (13). Pay attention to the assembly

direction.
Assemble the cardan joint (11).
Assemble the wheel hub assy.
Lubricate and assemble the rotation pin (10).

Lubricate and assemble the rotation pin (9).
Apply Loctite® 242 and assemble the screws (7).

Tighten the screws to the prescribed torque of 285 Nm
(210 lbf·ft).
Apply Loctite® 242 and assemble the screws (8).

Tighten the screws to the prescribed torque of 285 Nm
(210 lbf·ft).
Assemble the spacer (5).

Align the brake discs by means of tool 2897014.

from moving.


rier cover (3).
Assemble the planet carrier cover (3) and relieve pressure

from the hydraulic pump.

scribed 55 Nm (40.56 lbf·ft) torque.
AXLE BEAMS AND DIFFERENTIAL ASSY
1. Screw 14. Pin

2. Ring gear 15. Planetary gear
3. Axle beam 16. Planetary gear
4. Axle beam body 17. Planetary gear
5. Bearing 18. Planetary gear
7. Bearing 20. Spherical washer
9. O-ring 22. Spherical washer
10. Screw 23. Gear
11. Differential half box 24. Gear
12. Differential half box 25. Shim
13. Pin 26. Shim
Disassembly

Use a puller to remove the bearing cup (5) from the body
(4).
Use a puller to remove the bearing cup (7) from the axle
beam (3).

assy.

assy.
Unscrew all screws (10) from the ring gear (2).
SWARNING
This operation will free also the two differential half boxes,
so take care not to drop the internal components.
Remove the ring gear (2).
Check marking points on differential half boxes (11) and

(12) that will be useful during the assembly.
Remove the pins (13) and (14), the planetary gears (15),
(16), (17) and (18) and the spherical washers (19), (20),
(21) and (22).
Assembly
Apply a thin layer of Molicote G-n plus on the differential
half boxes (11) and (12).
SWARNING
Remove the rests of sealant.
Apply a thin layer of Molicote G-n plus on the planetary

gears (15), (16), (17), and (18) and on the gears (23) and
(24).
Assemble the planetary gear (24) and the shim (26).

Assemble the pin (13), the planetary gears (15) and (16)
and the washers (19) and (20).
Assemble the pin (14), the planetary gears (17) and (18)
and the washers (21) and (22).
Assemble the two differential half boxes (11) and (12).
SWARNING
Carefully check that the marks of both differential half box-
es are aligned.
Assemble the ring gear (2).
Apply Loctite® 242 on the thread of the screws (10).

(151.2 lbf·ft).
SWARNING
Fit the differential assy in a vice.
Push in the bearing.

Assemble the shims (6) X1 = 1.8 (0.07) onto body (4).
Use tool 2897004 to assemble the bearing cup (5) onto

body (4).
Place the shims (8) X2 on the axle beam (3).
Use tool 2897004 to assemble the external bearing cup (7)

onto axle beam (3).
Place the differential assy on the body (4).
Position tool 2897002.

Assemble the bearing (7) on the tool.
While screwing the tool nut up to a torque of 10 Nm

(7.37 lbf·ft), turn the ring gear and strike on the nut with a
hammer, so that components can settle correctly.
Measure the value G.
Value marked on axle beam (3) F1.
Drawing for detection of coupling backlash between the

gears of bevel gear set.
X1 = 1.8 (0.07)
Calculate the X2 shims.
X2 = G - (22 + F1) + 0.15 ÷ 0.1
(X2 = G - (0.86 + F1) + 0.006 ÷ 0.004)
F1 = sum of the values marked on axle beams + 22 (0.86).
0.15 ÷ 0.1 (0.006 ÷ 0.004) corresponds to the bearing
preload.
Shift the pinion shaft back and forth and note the backlash
between pinion and ring gear, (measured with the dial
gauge). Make sure that the feeler touches the head of the
screw assembled on the flange with an angle of 90°. Check
if the measured backlash value is within the requested
range: 0.15 ÷ 0.25 mm (0.06 ÷ 0.009 in).
If the backlash is insufficient or excessive, modify the shim
X1 = 1.8 (0.07) by increasing or decreasing it.
Apply Loctite® 242 on the screws (1).

PINION ASSY
1. Screw 8. Spacer
2. Pinion 9. Shim
3. Axle beam 10. Flange
4. Axle beam body 11. Bearing
5. O-ring 12. Shim
6. Nut 13. Bearing
7. Seal ring 14. Disc
Disassembly

Loosen the nut (6).
Remove the nut (6) and the flange (10).
Remove the seal ring (7) with a puller.

Tap with a soft hammer on the shaft splined end to remove

the pinion from its seat.
Once the pinion (2) has been removed, collect the shims
(9) and the spacer (8).
Pull out the bearing (13) from the pinion using a puller.
Pull out the bearing cup (11) from the central body.
Pull out the bearing cup (13) and the shims (9) from the
central body.
163.50 163.50 163.70

X
(6.43) (6.43) (6.44)
29.25 29.45 29.25
B
(1.15) (1.16) (1.15)
133.00 133.20 132.80
V
(5.24) (5.24) (5.23)
162.25 162.65 162.05
A
(6.39) (6.40) (6.38)
1.25 0.85 1.65
S
(0.05) (0.03) (0.06)
Value marked on body X.

To determine the gap (S) between the pinion and the bear-
ing, it is sufficient to sum the value (V) printed on the pinion
head (V = prescribed distance) with value B - width of bear-
ing - and subtract the value X from the value marked on the
axle beam.
S = X - (V + B)
Example: gap S = 163.6 - (132.80 + 29.25) = 1.55 mm
(6.44 - (5.23 + 1.15) = 0.065 in)
49.50 49.30 49.80

G
(1.95) (1.94) (1.96)
1.25 0.85 1.65
S
(0.05) (0.03) (0.06)
2.25 2.25 2.57
L1
(0.08) (0.08) (0.10)
2.25 2.25 2.57
L2
(0.08) (0.08) (0.10)
55.25 54.65 56.59
S1
(2.17) (2.15) (2.23)
54.50 54.50 54.40
B1
(2.14) (2.14) (2.14)
0.75 0.15 2.19
S2
(0.03) (0.006) (0.08)
The preload reduction is of about 0.02 - 0.04 mm (0.00078

- 0.0016 in) for a torque of 2 - 3 Nm (1.47 - 2.21 lbf·ft).
To determine gap S2.

S2 = B1 - (L1 - S - G - L2)
S = values calculated previously.
G = value of the axle beam.
L1 = bearing height.
L2 = bearing height.
B1 = spacer height.
Alternative procedure, use the starting spacer S = 1.5
(0.06 ).
Place the bearing cup (11) on the body (4).
Place the shims (9) and the bearing cup (13) on the body
(4).
Push the bearing cups into the relevant seats using the
special tools included in kit 2897007.
Push in the bearing (13) on the pinion (2) by using the tool
2897009.
Assemble the pinion (2) with its bearing, the spacer (8) and
the shims (12) onto body (4).

Assemble the bearing (11) into its relevant seat on body

(4).
SWARNING
Use a suitable glove so as not to get scorched.
Grease the pinion (2).
Fit seal ring (7) inside tool 2897015.

Apply Loctite® 510 on the outer face of the seal ring.
Assemble the seal ring by striking slightly with a plastic

hammer.
NOTE: clean the box with a rotary brush.

Apply Loctite® 242 on the nut (6).
Assemble the flange (10) together with the disc (14) by

means of a hammer.
Assemble the flange (10) and the nut (6).
Tighten the nut with tool 2897001 to the prescribed 340 Nm

(250.7 lbf·ft) tightening torque.
Caulk the nut (6).
Measure the preload (P) of the pinion bearings using a dy-

namometer with its cord wound on the flange diameter.
The adjustment is obtained by adding gradually the shims
(12) assembled under the bearing (11).
P = 2 ÷ 3 Nm (1.47 ÷ 2.21 lbf·ft)
Assemble the whole differential assy.

In order to check the contact mark of the ring gear teeth,

colour the ring gear with red lead paint and examine con-
tact. Always check the contact marks of the ring gear teeth
and on both sides.
OK - Correct contact
If the ring gear is correctly adjusted, contact between the
surfaces of the teeth will be regular.
Z - Excessive contact on tooth tip.
Bring the pinion closer to the ring gear and then move the
ring gear away from the pinion in order to adjust the back-
lash.
X - Excessive contact at tooth base.
Move the pinion away from the ring gear and bring the ring
gear closer to the pinion in order to adjust the backlash.
Contact adjustment.
1 - move the pinion for type X contact adjustment.
2 - move the pinion for type Z contact adjustment.
TOE-IN ADJUSTMENT
Assemble 2 identical linear bars, each 1 m (3.3 ft) long, on
the wheels’ sides, blocking them with two nuts, on the
wheel hub stud bolts.
SWARNING
The two bars must be locked in their centerline, so that they
are perfectly perpendicular to the supporting surface and
parallel to the pinion axis. Align the two bars.
Using a tape measure (M), measure the distance (mm) (in)

from the bar ends.
NOTE: select the minimum value by rotating the measure-

ment points.
Check that the difference between the measurements at

the ends of the wheel hub diameters is within the required
tolerance range.
The nominal toe-in value (A) refers to the external diameter
of the wheel hub flange; therefore, the toe-in value meas-
ured (M) at the ends of the bars must be referred to the pro-
portion between the length of the bar and the diameter of
the flange.
Nominal toe-in measured

A±1 toe-in = M ± 3
(A ± 0.04) (M ± 0.12)
If toe-in is incorrect, remove the pins from the forks. Screw

in and out until toe-in is within the required tolerance range.
Once adjusted, tighten the nuts to the prescribed tightening

torque of 117 Nm (86.3 lbf·ft).
STEERING ANGLE ADJUSTMENT

Use the same bars assembled for toe-in adjustment and a
long bar perfectly rested on the machined part of the cen-
tral body (pinion side), so that, at maximum steering, the
two bars form an acute angle.
Adjust a goniometer to the prescribed angle and place it

onto the long bar.
Position a wheel side so that the two bars form the angle of
the goniometer.
Adjust the mechanical steering stopper, by screwing in or

out the relevant screws on the body, and then locking them
by means of the lock nut.
Completely steer to the opposite side and repeat the same

operations.
5.4 TROUBLESHOOTING
Ring gear teeth broken Excessive gear load compared to the Replace bevel gear.
outside. one foreseen.
Gear adjustment wrong (excessive Follow carefully the recommended

gear set backlash.
Ring gear teeth broken inside. Load bump. Replace bevel gear.
Gear adjustment wrong (insufficient Follow carefully the recommended

gear set backlash.
Ring gear teeth or pinion teeth Insufficient lubrication. Use proper lubrication, fill up to right
damaged or scored. Contaminated oil. level and replace at recommended
Incorrect lubrication or depleted intervals.
additives.
Worn out pinion bearings that cause Replace bevel gear.

an incorrect pinion axle backlash and
wrong contact between pinion and
ring.
Overheated ring and pinion Prolonged functioning at high Replace bevel gear.
teeth. temperatures.
Incorrect lubrication. Use proper lubrication, fill up to right

Low oil level. level and replace at recommended
Contaminated oil. intervals.
Drive pinion teeth pitted. Excessive use. Replace bevel gear.

level and replace at recommended
intervals.
Axle beam bent. Vehicle overloaded. Replace the axle beam of the axle.
Damaged vehicle.
Load bump.
Bearings worn or pitted. Insufficient lubrication. Use proper lubrication, fill up to right
intervals.
Excessive use. Replace bearings.

Oil leakage from gaskets and Prolonged functioning at high Replace the gasket or seal and
seals. temperature of the oil. matching surface if damaged.
Oil gasket assembled incorrectly. Replace.
Damaged or worn gasket lip. Replace.
Contaminated oil. Use correct lubricants and replace at

recommended intervals.
Excessive wear of input flange Excessive use. Replace the flange.

spline.
Excessive pinion axial backlash. Check and adjust the backlash.
Pinion teeth cracked because Excessive use or continuous Replace bevel gear.
of the fatigue. overload.
Break of pinion and ring gear Crash load of differential Check and/or replace other
teeth. components. differential components.
Side gear spline worn out. Excessive use. Replace differential gear assy.
Replace axle beam, if necessary.
Thrust washer surface worn Insufficient lubrication. Use a correct lubricant, top up to
out or scratched. Incorrect lubrication. correct level and replace washers.
Contaminated oil.
Inner diameter of tapered roller Excessive use. Replace bearing.

bearings worn out.
Excessive pinion axial backlash. Check pinion axial backlash.

intervals.
Bent or broken axle beam. Vehicle intensively operated or Replace.

overloaded.
Axle beam broken at wheel Wheel support loose. Replace.

side.
Axle beam body bent. Ensure that wheel support is not worn
out or wrongly adjusted.
5.5 SPECIAL TOOLS
CODE USE
2897003 Wheel hub seal ring assembly
2897012 Wheel hub bearing assembly
2897014 Brake disc assembly
2897009 Wheel hub planetary gear assembly
2897004 Differential assy bearing cups assembly
2897017 Wheel hub articulated joint bushing assembly
2897016 Axle beam bushing assembly
2897015 Pinion seal ring assembly
6. WHEELS AND TYRES

TYRES - PRESSURE CHECK
Before inflating the tyres, check the tyres, rims and
rim parts for damage, penetrated foreign objects and
proper fitting.
Check the tyre inflation pressure only when the tyres
are cold, as when they are warm, the pressures indi-
cated are higher than usual.
Use inflation equipment with long filling hose, self-fix-
ing nozzle and pressure gauge.
Inflate the tyres only with compressed ambient air.
Never use inflammable gases: risk of explosion!
During tyre inflation, do not stand near the tyre and
always in the plane of the tyre tread.
Watch the tyre and the pressure gauge of the inflat-
ing equipment permanently during the inflation and
never exceed the prescribed tyre pressures.
If available, place a safety cage around the wheel.
Make sure that nobody is standing near the tyre
when it is being inflated.
Always inflate tyres to the prescribed pressure:
Z excessive tyres pressure means poor handling
properties off the road and a risk of bursting tyres;
Z insufficient pressure means increased wear on the
tyres and inadequate stability of the machine.
Apply the right tyre pressure for each axle and fore-
seen application.
Do not keep tyres pressure lower than the values
due, so as not to overheat the tyres, because this
could cause:
Z tyre breaks;
Z tread damage;
Z inner damage;
Z uneven wear and short life.
1
Do not overinflate the tyres, because if bumped they

can break easily and under extreme conditions the
rim can get deformed and the tyre can burst.
SCAUTION
The tyres inflating pressure varies according to the
load applied to axles.
Park the machine on level and firm ground with suf-

ficient strength.
Stop the engine.
Attach the self-locking nozzle of the inflating equip-
ment to the tyre filling valve (1).
The device is equipped with a pressure gauge (2),
that when connected, allows to check the pressure
value.
If the pressure results to be lower than expected,
proceed to the inflation. 2
Recommended pressures
Pressure V (max)
Mitas 10.00-20 PR16 NB38 7.50 (109) 30 (18.64)
Mitas 11.00-20 PR16 NB38 7.25 (105) 30 (18.64)
Twin
Bridgestone 10.00-20 PR14 FG 6.5 (94) 30 (18.64)
Michelin 295/86 R22.5 XDA Energy 9.0 (131) 30 (18.64)
Single Mitas 600/40 - 22.5 I-331 6.00 (87) 30 (18.64)
The pressures are valid for the types of tyres and

equipment listed and to following conditions:
Z working attachment installed;
Z bucket empty;
Z tyres at environment temperature (about 20 °C
(68 °F));
Z fuel tank full.
REPLACEMENT
Loosen the nuts (1) of approximately 1 full turn.
Raise the axle with the defective wheel slightly, until
the wheels come clear of the ground. For this oper-
ation the machine can be lifted at the concerned side
either with the working equipment or with the stabi-
lizers.
Place wood chocks under the lifted axle, in order to
prevent it from lowering.
Relieve the pressure from the tyres.
Unscrew the nuts (1) and remove the outer wheel
(2), the intermediate ring (3) and the inner wheel (4).
Mark the inner wheel and the outer one. Do not lose
the centering rings, the spring washers and the
wheel nuts. They have to be reused for reassembly.
Assemble the new tyres and inflate both of them to
about 1 bar (15 psi).
Observe the assembly sequence:
Z inner wheel (4) (rims with bigger camber angle);
Z intermediate ring (3);
Z outer wheel (2) (rims with smaller camber angle). It
is absolutely necessary to follow the sequence: in
case of wrong assembly of the wheels, the maxi-
mum allowable width of the machine could be ex-
ceeded;
Z pay attention to the tread position;
Z do not damage the threads of the wheel studs;
Z centre the intermediate ring;
Z no foreign body must be stuck between the tyres
and the intermediate ring.
Tighten the nuts (1) by hand.
Remove the wooden chocks under the raised axle
and lower it.
Tighten the nuts (1) to the prescribed tightening
torque of 450 Nm (331.9 lbf·ft).
Inflate the tyres to the correct pressure.
After a few service hours, check that the nut tighten-
ing by means of a torque wrench.
Wheel tread position

Observe the tread position when fitting the wheels.
(A) = Shows the tread position recommended for all-
wheel driven machines which must have the same
traction power for both driving directions.
3
(B) = Shows the tread position of the tyres when the
all-wheel-driven machine needs especially good
traction in one direction, e.g. during work with the lev-
elling blade.
4
7. BLADE
The levelling blade has the function of improving the
excavator’s stability during all digging movements
and may also be used for levelling the ground.
The blade is available in two outfits:
Z front blade;
Z rear blade.
The levelling blade kinematics is calculated in order
to obtain a parallel vertical movement to the under-
carriage frame on the entire movement arc of the hy-
draulic cylinders.
DISASSEMBLY
1. Levelling blade 9. Pin

2. Screw 10. Screw
3. Washer 11. Washer
4. Pin 12. Pin
5. Connecting rod 13. Rod
6. Blade cylinders 14. Pin
7. Screw 15. Washer
8. Washer 16. Screw

Lower the blade to the ground.
Stop the engine.
Move both hydraulic control levers in all directions, to
release possible residual pressure inside the hy-
draulic system.
Using ropes, sling the connecting rod (5) in order to
prevent it from moving during disassembly opera-
tions.
(3).
Using a hammer and a brass punch, extract the four
pins (4).
The blade (1) can now be removed.
7.1 BLADE CYLINDER
MH 6.6 - MH 8.6
mm 60
Ø1 Rod
(in) (2.36)
mm 125
Ø2 Liner
(in) (4.92)
mm 50
Ø3 Rod connection
(in) (1.97)
mm 50
Ø4 Bottom connection
(in) (1.97)
mm 550
A Completely retracted
(in) (21.65)
mm 43
B Rod connection
(in) (1.69)
mm 105
C Bottom connection
(in) (4.13)
mm 250
Stroke
(in) (9.84)
bar 380
Service pressure
(psi) (5509)
DISASSEMBLY AND ASSEMBLY
Disassembly
Lower the blade to the ground.
Stop the engine.
draulic system.
Using ropes, sling the connecting rod (8) in order to
prevent it from moving during disassembly opera-
tions.
Disconnect the hydraulic hoses from the blade cylin-
der and close the openings on hoses and cylinder
Unscrew and remove the screw (7) with the washer
(6).
Using a hammer and a brass punch, extract the pin
(5).
Now the cylinder rod is free (4).
Manually retract the rod into cylinder and secure it to
the liner so that it cannot move.
Using a rope, fasten the cylinder (4) to a crane, in or-
der to prevent it from falling during disassembly op-
erations.
Loosen and remove the screw (1) with the washer
(2).
(3).
Using the crane, lift and remove the blade cylinder
(4).
Assembly
Using the crane, lift and place the blade cylinder (4)
in the correct assembly position.
Assemble the pin (3) and block it with the screw (1)
and the washer (2).
Connect the hydraulic hoses after removing the
plugs from the blade cylinder (1).
Perform air bleeding.
In order to bleed air from the hydraulic system, re-
peatedly and slowly extend and retract the cylinder
rod.
Align the rod hole to the connecting rod hole (8). To
facilitate this operation, it is possible to move the rod
with the hydraulic control lever.
Assemble the pin (5) and block it with the screw (7)
and the washer (6).
1. Wiper ring 16. Gasket

2. Bushing 17. Piston
3. Plug 18. O-ring
4. O-ring 19. Grease nipple
5. Spring 20. O-ring
6. Valve body 21. Back-up ring
8. Back-up ring 23. Head
9. Needle 24. Cross pin
10. Piston 25. Guide ring
11. Valve 26. Seal ring
12. Plug 27. Wiper ring
13. Cylinder liner 28. Rod
14. Ring nut 29. Snap ring
15. Guide ring 30. Bushing
Disassembly
Using a crane, lift the cylinder and, after positioning
it, fasten it to a workbench. Be sure that the cylinder
is placed horizontally. Drain hydraulic oil from cylin-
der.
Fully extend the rod (28) and secure its end by

means of a crane. Remove the pin (24) and unscrew
the head (23).
IMPORTANT: be sure to pull out the cylinder rod

(28) straight so as not to damage the sliding surfac-
es.
Extract the rod (28) and the head (23) from the cyl-
inder liner (13).
Remove the wiper rings (1) from the cylinder liner

(13).
Secure the rod (28) to workbench.

Unscrew the ring nut (14) and remove the piston (17)
from the rod (28).
Remove the guide ring (15), the gasket (16) and the
O-ring (18) from the piston (17).
Remove the O-ring (20) with the back-up ring (21)

and the O-ring (22) from the head (23).
Remove the wiper ring (27), the seal ring (26) and
the guide rings (25).
If necessary, disassemble and remove the valves.

Unscrew the plug (3) and check the conditions of the
O-ring (4), and replace it, if necessary.
Remove the spring (5) and the valve body (6) check-
ing the conditions of the O-ring (7) and of the back-
up ring (8). Replace if necessary.
Remove the needle (9) and the piston (10) checking
the conditions of the O-ring (7).
Unscrew the plug (12) and check the conditions of
the O-ring (4), and replace it, if necessary.
Remove the spring (5) and the valve (11) checking
the conditions of the O-ring (7) and of the back-up
ring (8). Replace if necessary.
Assembly
Reassemble the valves.
Install the valve (11), the spring (5) and screw in the
plug (12).
Insert the piston (10), the needle (9), the valve body
(6), the spring (5) and screw in the plug (3).
Assemble the guide ring (15), the gasket (16) and

the O-ring (18) onto piston (17).
Assemble the O-rings (22) and (20) with the back-up

ring (21) onto head (23).
Install the guide rings (25), the seal ring (26) and the
wiper ring (27).
Insert the head (23) into rod (28).

Screw in the piston (17) onto rod (28), locking it with

the ring nut (14).
Assemble the wiper rings (1) onto cylinder liner (13).
Insert rod (28) into cylinder liner (13).
Screw the head (23) onto cylinder liner (13) and lock
it by inserting the pin (24).
8. AXLE FLOATING LOCKING CYLINDERS

The axle floating locking cylinders are single-acting
cylinders with built-in blocking valves (1) connected
by means of a hose. This hose is connected to a
supply hose, which is also a control hose.
The cylinder pistons (2) rest on the thrust blocks of
the floating axle. The fittings of the two cylinders are
equipped with restrictor valves and check valves.
They stop the oil coming out of the cylinder and en-
able the inlet oil to fill the cylinder chambers through
the check valve without being stopped.
During off-road travel with the blocking valves (1)
opened, the axle floats according to the ground pro-
file. The movement of the axle pushes a a piston in-
side a cylinder, while the oil thus conveyed enters
the opposite cylinder, pushing out its piston. With the
blocking valves (1) closed, the oil remains blocked
inside the cylinders, and therefore the axle remains
blocked too.
Without opening pressure, the blocking valve is
closed, retracted by the force of the spring and pos-
sibly supported by the internal pressure of the cylin-
der. When opening the floating axle blocking, the
pilot control pressure, as opening pressure, reach-
es, through the solenoid valve, the blocking valves,
which are opened. By means of the open valves, the
pilot control pressure acts as preload pressure on
the pistons, which, in turn, are pushed against the
thrust blocks of the axle.
MH 6.6 - MH 8.6
mm 100
Ø1 Piston
(in) (3.93)
mm 156
Ø2
(in) (6.14)
mm 200
A
(in) (7.87)
mm 120
B
(in) (4.72)
mm 350
C
(in) (13.78)
mm 155
Stroke
(in) (6.10)
bar 400
Service pressure
(psi) (5799)
DISASSEMBLY
Stop the engine.
draulic system.
Set the ignition key to position “0” and pull it out.

Disconnect the hydraulic hoses from the axle float-
ing locking cylinders (1).
Close all openings on hoses and cylinders with
plugs in order to prevent dirt from entering.
Collect the bushings (2).
Now the axle floating blocking cylinder (1) can be
disassembled.
ASSEMBLY
Repeat the operations described for disassembly in
reverse order.
Bleed air from cylinders.
8.3 AIR BLEEDING

Stop the engine.
Unscrew the plugs (2) on both cylinders.
Push the pistons down, until they rest on the thrust
blocks of the axle.
Fill both cylinders with hydraulic oil and retighten
the plugs (2) to a torque of 180 Nm (132.7 lbf·ft).
Unscrew both breather screws (1) and fill the ports
with hydraulic oil.
Screw up the breather screws (1) without tightening
them.
Release the parking brake.
Start the engine.
Disconnect the floating axle lock by depressing
push-button (3), the lamp and the symbol turn off.
Deliver pressure to the cylinder.
When the oil flowing out does not contain air bubbles
any more, tighten the bleeding screws (1) to a torque
of 280 Nm (206.5 lbf·ft).
1. Screws 9. Cylinder liner

2. Flange 10. Piston
3. O-ring 11. Seal ring
4. Valve needle 12. Wiper ring
5. Gasket 13. Plug
6. Valve body 14. O-ring
7. Gaskets 15. Air breather plug
8. Plug A. Blocking valve assy
PISTON GASKET REPLACEMENT

Unscrew and remove the plug (13).
Extract the piston (10) by pushing it downwards
through the hole of the plug (13).
When performing this operation, pay attention not to
damage the upper surface of the piston (10).
Remove the seal ring (11) with a rounded tool.
Check the wiper ring (12) for signs of damage and
replace it with a new one, if necessary.
By means of a tool, deform the new seal ring (11)
and insert it into its seat.
Once positioned, the seal ring is released so that is
can fit in its seat.
Lubricate the seal ring (11) and the wiper ring (12).
BLOCKING VALVE REPLACEMENT

Make sure that there is no pressure inside the cylin-
der.
Extract the flange (2) and check the conditions of the
O-ring (3).
Replace, if necessary.
Extract the needle (4) and the valve body (6).
Check the conditions of the gaskets (5) and (7) and
replace them, if necessary.
While reassembling, check that the needle (4) can
move freely inside the valve body (6).
Reassemble in reverse order and tighten the screws
(1) to a torque of 16 Nm (11.8 lbf·ft).
8.5 TROUBLESHOOTING
Floating-axle support not Floating-axle blocking valve faulty. Consult your Dealer.
blocking.
Pilot valve faulty. Consult your Dealer.
Floating-axle not blocking. Floating-axle blocking valve faulty. Consult your Dealer.
Pilot valve faulty. Consult your Dealer.
Switch in blocked position. Check and remove switch from

blocking position.
Floating-axle blocking not Floating-axle blocking valve faulty. Consult your Dealer.
stable.
Blocking valve not vented. Vent blocking valve.
Noises during floating of axle. Contact faces of blocking cylinder not Lubricate contact faces of cylinders.
lubricated.
9. STABILIZERS
The stabilizers have the function of guaranteeing a
firm base to the machine during digging movements.
Stability is enhanced thanks to a wider supporting
surface and the propping of the undercarriage.
Several possible outfits are available:
Z front stabilizers;
Z rear stabilizers;
Z front and rear stabilizers.
The supporting frame of the stabilizers can be weld-
ed directly to the undercarriage or in a removable
way so that it can be disassembled.
STABILIZER ASSY DISASSEMBLY

Rest the stabilizers to the ground.
Stop the engine.
draulic system.
Disconnect the hydraulic hoses from the cylinders
and plug all openings of hoses and cylinders.
Using ropes, sling the stabilizer frame (1) and se-
cure the stabilizer legs in order to prevent them from
suddenly moving during disassembly operations.
(3) on both sides.
Using a hammer and a brass punch, extract the up-
per pins (4).
(6) on both sides.
Using a hammer and a brass punch, extract the low-
er pins (7).
The whole stabilizer assy can now be disassembled.
BRACKET AND STABILIZER LEG DISASSEMBLY
1. Stabilizer leg 11. Cover

2. Pin 12. Pin
3. Washer 13. Screw
4. Screw 14. Cover
5. Bracket 15. Pin
6. Pin 16. Washer
7. Washer 17. Screw
8. Screw 18. Cover
9. Screw 19. Screw
10. Bushing

Rest the stabilizers to the ground.
Completely retract the cylinder rod and secure it to
the liner.
Stop the engine.

Remove bushings (10) from both sides.
Remove the cover (11).
Using a rope, support the cylinder in order to prevent

it from falling during disassembly operations.
(12).
Completely retract the cylinder rod and secure it to
the liner.
With a rope inserted in the pin hole (12), support the

bracket (5) together with its stabilizer leg (1).
(7).
(6).
Lift and remove the bracket (5) together with its sta-
bilizer leg (1).
It is now possible to disassemble the bracket (5) and

the stabilizer leg (1).
(3).
(2).
9.1 STABILIZER CYLINDERS
MH 6.6 MH 8.6
MH 6.6 MH 8.6
Industry Industry
mm 70 85
Ø1 Rod
(in) (2.75) (3.34)
mm 160 165
Ø2 Liner
(in) (6.30) (6.49)
mm 60 60
Ø3 Rod connection
(in) (2.36) (2.36)
mm 60 60
(in) (2.36) (2.36)
mm 890 890
A Completely retracted
(in) (35.0) (35.0)
mm 55 55
B Rod connection
(in) (2.16) (2.16)
mm 140 140
C Bottom connection
(in) (5.51) (5.51)
mm 520 520
Stroke
(in) (20.47) (20.47)
bar 370 370
Service pressure
(psi) (14.56) (14.56)
Disassembly
Lower the stabilizers to the ground.
Stop the engine.
draulic system.
Remove bushings (2) from both sides.
Remove the cover (3).
Manually retract the cylinder rod (4) and fasten it to

the liner in order to prevent it from moving.
Disconnect the hydraulic hoses from the cylinder
and plug the openings of the hoses and of the cylin-
der.
Using a rope, fasten the stabilizer cylinder (4) to a
crane in order to relieve it from the load and to pre-
vent it from falling during disassembly operations.
(5).
With a rope inserted in the pin hole (5), support the

bracket together with its stabilizer leg.
(7).
Screw the puller (9) into the threaded hole of the pin
(6) and disassemble the pin by slightly hitting the
sliding weight.
Using the crane, lift and remove the cylinder (4).
Assembly
Using the crane, lift and place the cylinder (4) in the
correct assembly position, inserting it into the stabi-
lizer frame.
Make sure that the bottom hole matches the pin hole
(6).
Insert the pin (6) and lock it by tightening screw (8)
with the washer (7).
Connect the hydraulic hoses to the cylinder and
bleed air from the hydraulic system.
To carry out this operation, repeatedly and slowly
extend and retract the cylinder rod.
Remove the rope from the bracket.
Lift the cylinder (4) and align the rod hole with the
bracket hole. It is possible to facilitate this operation
by moving the rod with the hydraulic control lever in
the cab.
Insert pin (5) tapping with a hammer and a brass
punch.
Place the end cover (3) in position. Assemble the

bushings (2) and tighten the screws (1) on both
sides.
1. Bushing 16. Piston gasket

2. Grease nipple 17. Guide ring
3. Plug 18. Piston
5. Spring 20. Back-up ring
6. Needle 21. Snap ring
7. Valve body 22. Bushing
8. O-ring 23. Wiper ring
9. Back-up ring 24. Guide ring
10. Piston 25. Seal ring
11. Plug 26. Screw
12. Cylinder liner 27. Head
13. Ring nut 28. Back-up ring
14. Guide ring 29. O-ring
15. Seal ring
Disassembly
Using a crane, lift the cylinder, place and fasten it to
a workbench. Be sure that the cylinder is placed hor-
izontally. Drain hydraulic oil from cylinder.
Fully extend the cylinder rod (30). Secure the rod

end using a crane. Remove the screws (26) from the
head (27).
IMPORTANT: be sure to pull out the cylinder rod

(30) straight so as not to damage the sliding surfac-
es.
Extract the head (27) from the cylinder liner (12) by

using a plastic hammer. Remove the rod (30).
Secure the rod to workbench. Unscrew the ring nut

(13) and remove the piston (18) from the rod (30).
Remove the guide ring (14), the seal ring (15), the
piston gasket (16) and the guide ring (17) from the
piston (18).
Remove the O-ring (19) and the back-up ring (20).
Remove the O-ring (29), the back-up ring (28), the

wiper ring (23), the guide rings (24) and the seal ring
(25) from the head (27).
If necessary, disassemble and remove the valves.

Unscrew the plug (3) and check the conditions of the
O-ring (4), and replace it, if necessary.
Remove the spring (5), the needle (6), the valve
body (7) and the piston (10).
Check the conditions of the O-ring (8) and of the
back-up ring (9) and replace, if necessary.
Unscrew the plug (11) and check the conditions of
the O-ring (4).
Remove the spring (5), the needle (6) and the valve
body (7).
Check the conditions of the O-ring (8) and of the
back-up ring (9).
Assembly
Reassemble the valves.
Install the piston (10), the valve body (7) and the
needle (6).
Insert the spring (5).
Fasten the valve with the plug (3).
Install the valve body (7) and the needle (6).
Insert the spring (5).
Fasten the valve with the plug (11).
Install the O-ring (29) and the back-up ring (28) onto
head (27).
Install the guide rings (24), the seal ring (25) and the
wiper ring (23).
Assemble the guide ring (17), the piston gasket (16),

the seal ring (15) and the guide ring (14) onto piston
(18).
Assemble the O-ring (19) and the back-up ring (20)

into piston (18).
Assemble the piston (18) onto rod (30). Screw in and

tighten the ring nut (13).
Insert the rod (30) into cylinder liner (12).

Lock the head (27) to cylinder liner (12) by means of

the screws (26).
9.2 TROUBLESHOOTING
Stabilizer not operational. Pilot control lever not in working Check and position lever correctly.
position.
Pilot control lever defective. Consult your Dealer.
Hydraulic oil level too low. Top up hydraulic oil in correct

quantity.
Pilot control pressure limiting valve Consult your Dealer.

faulty.
Pumps drive coupling defective. Consult your Dealer.
Primary pressure limiting valve Consult your Dealer.

defective.
Pilot control valve operation Consult your Dealer.

defective.
Engine inner leaks. Consult your Dealer.
Non-return valves of cylinders Consult your Dealer.

defective operation.
Stabilizer legs not operational. Pilot control lever not in working Check and position lever correctly.
position.

quantity.

faulty.
Pump driving coupling defective. Consult your Dealer.
Primary pressure limiting valve Consult your Dealer.

defective.
Pilot control valve operation Consult your Dealer.

defective.
Engine inner leaks. Consult your Dealer.
Non-return valves of cylinders Consult your Dealer.

Storage pressure of brake system too Check and increase the braking
low. pressure.
Selection of individual Non-return valves of cylinders Consult your Dealer.

stabilizer leg cylinders not defective operation.
possible.
Storage pressure of brake system too Check and increase the braking
low. pressure.
Switch defective. Replace the switch.
Cylinders switching valve defective. Replace the valve.

Cylinder extends without Non-return valves of cylinders Consult your Dealer.

control. defective operation.
Cylinders internal leaks. Consult your Dealer.
Stabilizer cylinders retract Non-return valves of cylinders Consult your Dealer.

without control. defective operation.
Blade cylinders extend or Non-return valves of cylinders Consult your Dealer.

retract without control. defective operation.
The blade lays only one side. Non-return valves of cylinders Consult your Dealer.
Stabilizer legs lay only on one Non-return valves of cylinders Consult your Dealer.
side. defective operation.

10. LEFT LADDER

The left ladder is used to access the cab.
Only use this ladder to enter and leave the cab.
Therefore, keep it constantly clean of mud, ice, etc.
in order to prevent slipping.
DISASSEMBLY
Shut off the engine and remove the ignition key.
Sling the left ladder (1) by means of ropes.
(3).
The ladder (1) can now be lifted and removed.
ASSEMBLY
Using a crane, place the left ladder (1) in the correct
assembly position.
Screw in the screws (2) with the washers (3).
Remove the ropes.
11. RIGHT LADDER AND TOOL STORAGE BOX

The right ladder is used to access the upper struc-
ture from the right side of the machine.
Never use any other support to climb the machine.
Therefore, keep it constantly clean of mud, ice, etc.
in order to prevent slipping.
The right ladder also carries the tool storage box,
where the tools used for maintenance operations or
repairs are stored.
DISASSEMBLY
Shut off the engine and remove the ignition key.
Sling the right ladder (1) by means of ropes.
(3).
The ladder (1) can now be lifted and removed.
ASSEMBLY
Using a crane, place the right ladder (1) in the correct
assembly position.
Screw in the screws (2) with the washers (3).
Remove the ropes.
12. ROTARY CONTROL VALVE AND ELECTRIC ROTOR

The rotary control valve is a rotary connection be-
tween the upper structure and the undercarriage. It
consists of an inner and an outer part, assembled so
that they can rotate one against the other. The hoses
of the upper structure are connected to the head of
the inner part, and they are arranged laterally along
the whole circumference. Vertical holes of different
depths, at the end of which horizontal holes are ar-
ranged, form the connection to the channels of the
outer part. The channels are arranged along the
height of the outer part, and they are provided with
holes laterally leading to the outside.
The hoses for the components of the undercarriage
are connected to these connections.
Working position .......................................... vertical

(no radial force should be present)
Maximum revolution speed .......................... 12 rpm
Operating temperatures ...........................................
...........................-15 °C ÷ +100 °C (5 °F ÷ +212 °F)
Pressure
Outlets Normal Maximum
Ref. Use
operation
Liner Rod bar (psi) bar (psi)
1 M33 x 2 M33 x 2 350 (5074) 400 (5799) Forward travel
2 M33 x 2 M33 x 2 350 (5074) 400 (5799) Reverse travel
3 M22 x 1.5 M22 x 1.5 350 (5074) 400 (5799) Stabilizer lowering
4 M22 x 1.5 M22 x 1.5 350 (5074) 400 (5799) Stabilizer raising
5 M16 x 1.5 M16 x 1.5 170 (2465) 200 (2900) Rear axle brakes
6 M16 x 1.5 M16 x 1.5 170 (2465) 200 (2900) Front axle brakes
7 M18 x 1.5 M18 x 1.5 170 (2465) 200 (2900) Steering to the left
8 M18 x 1.5 M18 x 1.5 170 (2465) 200 (2900) Steering to the right
9 M16 x 1.5 M16 x 1.5 80 (1160) 100 (1450) Pilot control
10 M18 x 1.5 M18 x 1.5 6 (87) 10 (145) Oil leakage
DISASSEMBLY
Stop the engine.
Turn the ignition key to “0” position and remove it.
draulic system.
Disconnect the hydraulic hoses from the rotary con-
trol valve (mark all assembly positions of the hoses).
Close all openings on all hoses and on the control
valve with plugs in order to prevent dirt from entering.
Disconnect the electric connector (7) from the elec-
tric harness of the undercarriage.
(5).
Disassemble the electric rotor (6).
While performing this operation, carefully extract the
electric cable from the rotary control valve (1).
(3).
Remove the rotary control valve (1) from the lower
part of the undercarriage.
ASSEMBLY
For assembly, repeat the operations described for
disassembly in reverse order.
1. Upper flange 9. Rod gaskets

2. Dowel 10. Outer liner
3. Seal ring 11. Ring
4. Bushing 12. Lower disc
5. Rotary rod 13. Screw
6. Seal ring 14. Internal tube
7. Back-up ring 15. Screw
8. O-ring
DISASSEMBLY
Disconnect all hydraulic hoses.
Unscrew the fastening screws of the electric rotor
and remove the rotor from the hydraulic control
valve.
Unscrew and remove the dowel (2).
Remove the upper flange (1), the seal ring (3) and
the bushing (4).
Extract and remove the internal tube (14).
Remove the lower disc (12) and the ring (11).
By means of an universal puller, extract the rotary
rod (5) from the external liner (10).
Remove the seal ring (6) from the rod.
Now, if necessary, it is possible to remove the O-
rings (8) with the back-up rings (7) and the rod gas-
kets (9) from the external liner (10).
ASSEMBLY
Before assembly, clean all parts, make sure that
they are not damaged and lubricate them with en-
gine oil or grease.
Carry out the operations described for disassembly
in reverse order.
NOTE: be extremely careful when assembling the

rod gaskets (9). Insert the O-ring into the relevant
seat, then assemble the internal ring by deforming it.
In order to prevent damaging the seal, it is recom-
mended that, while assembling, this does not come
in contact with sharp edges and threaded parts. A
slight lubrication facilitates the assembly of the dif-
ferent components.
12.4 ELECTRIC ROTOR
The electric rotor is the rotary connection between

the upper structure and the undercarriage. Its inter-
nal part, called stator, is screwed to the external part
of the hydraulic rotor. The stator contains the collec-
tor cups, where the cable harness is fastened, which
is lead downwards through the central hole. The out-
er part of the electric rotor is coupled to the stator in
a rotary way, and it is connected to the upper struc-
ture. The collectors, from which the cable harness for
the upper cable comes out laterally, are arranged on
the base plate of the outer part. The electric rotor has
16 collector rings, installed and numbered in se-
quence from the bottom. They are arranged as fol-
lows:
Collector 1 = parking brake
Collector 2 = creep speed
Collector 3 = output revolution sensor 1
Collector 4 = output revolution sensor 2
Collector 5 = sensor voltage supply
Collector 6 = 1st gear
Collector 7 = floating axle lock
Collector 8 = parking brake
Collector 9 = independent stabilizer control
Collector 13 = free
Collector 14 = free
Collector 15 = ground
Collector 16 = ground
1. Cover
2. Stator and rotor
3. Upper structure electric harness
4. Rotary control valve connection flange
5. Undercarriage electric harness
COMPONENTS
1. Nut 16. Washer

2. Washer 17. Disc
3. Cover 18. Shim
4. Tie-rod 19. Bearing
5. Disc 20. Spacer
6. Nut 21. Bearing
7. Disc 22. Shim
8. Tie-rod 23. Seal ring
9. Brake discs 24. Stopper
10. Ring 25. Bearing
11. Gasket 26. Electric cable
12. Ring 27. Nut
13. Ring 28. Flange
14. Piston 29. Electric cable
15. Nut
1. TYPES OF FRONT ATTACHMENT ............................................................................................................. 2

2. HYDRAULIC CYLINDERS............................................................................................................................ 4
2.1 BOOM CYLINDER................................................................................................................................. 6
2.2 DIPPER CYLINDER (MH 6.6 - MH 8.6)............................................................................................... 16
2.3 DIPPER CYLINDER (MH 6.6 Industry - MH 8.6 Industry) ................................................................... 26
2.4 BUCKET CYLINDER ........................................................................................................................... 36
2.5 BOOM ADJUSTING CYLINDER ......................................................................................................... 46
2.6 SPECIAL TOOLS................................................................................................................................. 55
3. BUCKETS MH 6.6 - MH 8.6........................................................................................................................ 56
4. MH 6.6 - MH 8.6 QUICK COUPLER........................................................................................................... 60
5. CLAMSHELL BUCKET ............................................................................................................................... 64
SECTION 06 - FRONT ATTACHMENT 1
The machine can be equipped with various working

attachments. The components of the attachments
are assembled with hydraulic cylinders and connec-
tors. Components can be combined in various ways
for optimum adaptation of the working attachment to
the specific application.
Operate the machine only with the attachments and
component combinations expressly approved by the
Manufacturer.
Attachments from other manufacturers may be as-
sembled and put into operation only if in compliance
with Machinery Directive 89/392 EEC and only if the
Manufacturer’s Declaration of Conformity of the at-
tachment as well as the Manufacturer’s Declaration
of Compatibility of the machine are available.
Assembly work may be carried out only by operating
or servicing personnel who have the necessary
know-how at their disposal.
If such know-how is lacking, meticulous instruction
must be given by experienced personnel.
Only such persons may start up the machine during
assembly work in order to adjust the attachments.
Incorrect operation of the machine or the attach-
ments may cause life threatening situations.
Tools, hoists, slings, trestles and other devices must
be in a safe and reliable state of operation.
Metal splinters may cause injury when attachment
pins are being driven in or out. A brass or copper
mandrel should therefore be used for this purpose,
and goggles must be worn.
At the end of work, place equipment on the ground in
such a way that no movements can be made if me-
chanical or hydraulic connections become detached.
When working in jointed areas, block off the joints.
Remove the blocks on finishing work.
Secure any attachment or component which is to be
mounted or disassembled, or whose position is to be
changed, with hoists or appropriate slinging/support-
ing devices to prevent them from moving, slipping or
falling inadvertently.
2 SECTION 06 - FRONT ATTACHMENT
1. TYPES OF FRONT ATTACHMENT

According to the type of job, wheel excavators may
have three different outfits:
Z front attachment with monoboom;
Z front attachment with placing boom;
Z attachment with off-set boom.
PLACING BOOM ATTACHMENT

On this attachment, between the boom (3) and the
placing boom (1), there is a further articulation point
(2).
By means of a further hydraulic cylinder, boom ad-
justing cylinder (4) the placing boom can be adjusted
(1).
The positioning attachment offers advantages both
during travelling and during the work:
Z enlarging the visual range;
Z better attachment mobility;
Z easy transport of machine on trailers;
Z observance of prescribed dimensions during road
travel.
MONOBOOM ATTACHMENT
This type of attachment is composed of two booms:
Z the boom (4) and the dipper (2);
and of three cylinders:
Z the boom cylinders (5);
Z the dipper cylinder (3);
Z the bucket cylinder (1).
INDUSTRY OUTFIT (MH 6.6 Industry -

MH 8.6 Industry)
The models MH 6.6 Industry and MH 8.6 Industry
are equipped with a special working attachment con-
sisting of special booms: the boom (1) actuated by
the lifting cylinders (2) and the handling boom (3) ac-
tuated by cylinders (4).
On the handling boom (3) are usually never installed
buckets, but attachments suitable for the lifting and
handling of objects.
2. HYDRAULIC CYLINDERS
MONOBOOM ATTACHMENT
1. Boom cylinders 3. Bucket cylinder

2. Dipper cylinder
PLACING BOOM ATTACHMENT
1. Boom cylinders 3. Bucket cylinder

2. Dipper cylinder 4. Boom adjusting cylinder
INDUSTRY OUTFIT (MH 6.6 Industry - MH 8.6 Industry)
1. Boom cylinders
2. Boom shifting cylinders
2.1 BOOM CYLINDER
PLACING BOOM MONOBOOM

INDUSTRY OUTFIT
ATTACHMENT ATTACHMENT
MH 6.6 MH 8.6
MH 6.6 MH 8.6 MH 6.6 MH 8.6
Industry Industry
mm 85 90 85 90 85 90
Ø1 Rod
(in) (3.34) (3.54) (3.34) (3.54) (3.34) (3.54)
mm 135 145 135 145 135 145
Ø2 Liner
(in) (5.31) (5.71) (5.31) (5.71) (5.31) (5.71)
mm 100 110 100 110 100 110
Ø3 Rod connection
(in) (3.94) (4.33) (3.94) (4.33) (3.94) (4.33)
mm 90 90 90 90 90 90
(in) (3.54) (3.54) (3.54) (3.54) (3.54) (3.54)
mm 985 985 1050 1050 985 985
A Stroke
(in) (38.78) (38.78) (41.34) (41.34) (38.78) (38.78)
Completely mm 1565 1565 1630 1630 1565 1565
B
retracted (in) (61.61) (61.61) (64.17) (64.17) (61.61) (61.61)
mm 106 106 106 106 106 106
C Rod connection
(in) (4.17) (4.17) (4.17) (4.17) (4.17) (4.17)
mm 116 116 116 116 116 116
D Bottom connection
(in) (4.56) (4.56) (4.56) (4.56) (4.56) (4.56)
215 225 215 225 215 225
Weight kg (lb)
(473) (495) (473) (495) (473) (495)
Disassembly
Park the machine on a level and firm ground.
Stop the engine.
draulic system.
Disconnect lubrication hoses (1) and hydraulic hos-
es (2).
Close all openings on hoses and cylinders with
plugs in order to prevent dirt from entering.
Using a rope, sling the cylinder and fasten it to a
crane, in order to prevent it from moving or falling
during disassembly operations.
Loosen and remove screw (4) with its nuts (8) and
washers (5).
Remove ring (9).
Using a hammer and a brass punch, hit the pin (6)
until the cylinder rod (3) is free.
The pin (6) blocks both boom cylinders; therefore,
extract it only partially. Remove it only in case both
cylinders are to be disassembled.
Collect shims (7).
Retract the cylinder rod and fasten it to the liner in or-
der to prevent it from moving.

(10).
Using a hammer and a brass punch, extract pin (13).
Collect shims (12).
Now it is possible to lift and remove the cylinder (3).
Assembly
correct assembly position.
Assemble the shims (12), the pin (13) and block it
with the screw (11) together with the washer (10).
Connect the hydraulic hoses.
rod.
Using the crane, lift the cylinder (3) and align the rod
hole with the boom hole.
Help alignment by using the hydraulic control lever

in the cab.
Using a hammer and a brass punch, restore pin (6)
into position. While performing this operation, com-
pensate the distance between the cylinder rod and
the boom by inserting the shims (7).
Push the pin (6) to the opposite side of the boom and
hit the pin until it comes out of the hole as much as
necessary. Assemble the ring (9) onto pin (6). Fas-
ten the ring (9) by tightening screw (4) and nuts (8)
with washers (5).
Connect the lubrication hoses.
1. Wiper ring 11. Piston

2. Grease nipple 12. Piston gaskets
3. Rod 13. Shim
4. Bushing 14. Nut
5. Rod gaskets 15. Dowel
6. Screw 16. Ball
7. Head 17. Cylinder liner
8. Back-up ring and O-ring 18. Wiper ring
10. Brake bushing
Disassembly
a workbench.
Be sure that the cylinder is placed horizontally. Drain
hydraulic oil from cylinder.
Fully extend the cylinder rod (3).

Secure the rod end using a crane.
Remove the screws (6) from the head (7).
IMPORTANT: be sure to pull out the cylinder rod (3)

straight so as not to damage the sliding surfaces.

using a plastic hammer.
Remove the rod (3).

(17).
Secure the rod (3) onto workbench.

Put matching reference marks on rod (3) and nut
(14).
Remove dowel (15) and ball (16).
Unscrew the nut (14) by means of tools 380000812

and 000000000.
Extract the piston (11) and the brake bushing (10).
Remove O-ring (9) from rod (3).
Remove the wiper rings (1) from the rod (3).
Extract the head (7) from the rod (3).

Remove piston gaskets (12) from piston (11).
Remove the gaskets (5), the two O-rings and the

back-up rings (8) from the head (7).
Assembly
Assemble the gaskets (5), the two O-rings and the
back-up rings (8) on the head (7).
Assemble the piston gaskets (12) onto piston (11) by

using tool 380001035.
Assemble the wiper rings (1) onto rod (3).

Assemble the O-ring (9) onto rod (3).

Insert the brake bushing (10), the piston (11) and as-
semble the shim (13) onto rod (3).
Tighten nut (14).
Make sure to match the marks previously made on
nut and rod.
Tighten the nut (14) by using tools 380000812 and
000000000, complying with the following tightening
torques:
MH 6.6: 6075 Nm (4480 lbf·ft)
MH 8.6: 7484 Nm (5520 lbf·ft)
Align the holes on cylinder rod (3) and nut (14).

Insert ball (16) and dowel (15) into the hole.
Make two dents on the dowel (15) by using a punch
and a hammer.
Assemble the wiper rings (18) onto cylinder liner

(17).
Use the workbench to horizontally secure the cylin-

der liner (17).
Fasten the head (7) onto cylinder liner (17) by tight-

ening the screws (6).
Tighten the screws (6) to the following tightening tor-
ques:
MH 6.6 - MH 8.6: 367 Nm (270.7 lbf·ft)
2.2 DIPPER CYLINDER (MH 6.6 - MH 8.6)
MH 6.6 MH 8.6
mm 95 95
Ø1 Rod
(in) (3.74) (3.74)
mm 135 145
Ø2 Liner
(in) (5.31) (5.71)
mm 80 90
Ø3 Rod connection
(in) (3.15) (3.54)
mm 80 90
(in) (3.15) (3.54)
mm 1400 1400
A Stroke
(in) (55.12) (55.12)
mm 1975 1975
B Completely retracted
(in) (77.75) (77.75)
mm 116 123
C Rod connection
(in) (4.56) (4.84)
mm 116 123
D Bottom connection
(in) (4.56) (4.84)
kg 270 280
Weight
(lb) (594) (616)
Disassembly
Stop the engine.
draulic system.
Insert a wood block (B) between the cylinder (1) and
the boom.
Disconnect the lubrication hoses (2).
Using ropes, sling the cylinder (1) and fasten it to a
crane, in order to prevent it from moving during dis-
assembly operations.
Loosen and remove the screw (3) and the washer

(4).
(5).
Collect shims (6).
Disconnect the hydraulic hoses from the cylinder.

(8).
(9).
Collect shims (10).
Assembly
Assemble the shims (10), the pin (9) and block it with
the screw (7) together with the washer (8).
rod.
hole with the dipper hole.

in the cab.
Secure the pin (5) by tightening screw (3) with wash-
er (4).

1. Wiper ring 13. O-ring

2. Grease nipple 14. Front brake bushing
3. Rod 15. Piston
4. Bushing 16. Piston gaskets
5. Stopper 17. Shim
6. Gasket 18. Nut
7. Snap ring 19. Ball
8. Brake bushing 20. Dowel
9. Rod gaskets 21. Cylinder liner
10. Screw 22. Wiper ring
11. Head 23. Bushing
12. Back-up ring and O-ring
Disassembly
a workbench.



Remove the rod (3).

(21).

(18).

and 000000000.
Remove the shim (17), the piston (15), the front
brake bushing (14) and the ring (13) from the rod (3).
Remove the snap ring (8), the rear brake bushing

(7), the gasket (6) and the stopper (5) from the rod
(3).

Remove the gaskets (9), the O-ring and the back-up

ring (12) from the head (11).
Assembly
Assemble the gaskets (9), the O-ring and the back-
up ring (12) onto head (11).

using tool 8488399.

Assemble the stopper (5), the gasket (6), the brake

bushing (7) and the snap ring (8) onto rod (3).
Assemble the ring (13), the front brake bushing (14),

the piston (15) and the shim (17) onto rod (3).
torques:
MH 6.6: 10200 Nm (7523 lbf·ft)
MH 8.6: 10990 Nm (8106 lbf·ft)
Align the holes on rod (3) and nut (18).

Insert the ball (19) and the dowel (20) into the hole.
and a hammer.

(21).

der liner (21).
Insert cylinder rod (3) into cylinder liner (21).

Tighten the screws (10) to the following tightening
torque:
MH 6.6: 367 Nm (270.7 lbf·ft)
MH 8.6: 520 Nm (383.5 lbf·ft)
2.3 DIPPER CYLINDER (MH 6.6 Industry - MH 8.6 Industry)

mm 85 85
Ø1 Rod
(in) (3.34) (3.34)
mm 115 125
Ø2 Liner
(in) (4.53) (4.92)
mm 90 90
Ø3 Rod connection
(in) (3.54) (3.54)
mm 90 90
(in) (3.54) (3.54)
mm 1130 1130
A Stroke
(in) (44.49) (44.49)
mm 1685 1685
(in) (66.34) (66.34)
mm 96 96
C Rod connection
(in) (3.78) (3.78)
mm 96 96
D Bottom connection
(in) (3.78) (3.78)
kg 162 184
Weight
(lb) (356) (405)
Disassembly
Make sure that the cab is placed to its lowest posi-
tion.
Lower the stabilizers to the ground.
Stop the engine.
draulic system.
Disconnect the lubrication hoses.
Loosen and remove screw (2) with its nuts (5) and
washers (4).
Remove ring (3).
until the cylinder rod (1) is free.
The pin (6) blocks both cylinders; therefore, extract
it only partially. Remove it only in case both cylinders
are to be disassembled.
Collect shims (7).

Remove the plate (9) and the disc (10).
until the cylinder bottom (1) is free.
The pin (11) blocks both cylinders; therefore, extract
it only partially. Remove it only in case both cylinders
are to be disassembled.
Collect shims (12).
Assembly
Assemble the shims (12). Insert the pin (11) into cyl-
inder bottom and block it by fitting the disc (10), the
plate (9) and the screws (8).
rod.
hole with the boom hole.
in the cab.
Push the pin (6) to the opposite side of the boom and
hit the pin until it comes out of the rod hole as much
as necessary.
Assemble the ring (3) onto pin (6).
Fasten the ring (3) by tightening screw (2) and nuts
(5) with washers (4).


3. Rod 13. Shim
4. Bushing 14. Nut
5. Rod gasket 15. Ball
6. Screw 16. Dowel
7. Head 17. Cylinder liner
8. Back-up ring and O-ring 18. Wiper ring
10. Front brake bushing
Disassembly
a workbench.



Remove the rod (3).

(17).

(14).

and 000000000.
Remove the shim (13), the piston (11), the brake
bushing (10) and the O-ring (9) from the rod (3).

Remove the gaskets (5), the O-ring and the back-up

Assembly
Assemble the gaskets (5), the O-ring and the back-
up ring (8) onto head (7).

using the tool.

Assemble the O-ring (9), the brake bushing (10), the

piston (11) and the shim (13) onto the rod (3).
torques:
MH 6.6 Industry: 5640 Nm (4160 lbf·ft)
MH 8.6 Industry: 5470 Nm (4034 lbf·ft)
Align the holes on rod (3) and nut (14).

Insert ball (15) and dowel (16) into the hole.
and a hammer.

(17).

der liner (17).

torque: 267 Nm (197 lbf·ft)
2.4 BUCKET CYLINDER
MH 6.6 MH 8.6
mm 80 85
Ø1 Rod
(in) (3.15) (3.34)
mm 115 125
Ø2 Liner
(in) (4.53) (4.92)
mm 80 80
Ø3 Rod connection
(in) (3.15) (3.15)
mm 70 80
(in) (2.75) (3.15)
mm 1075 1145
A Stroke
(in) (42.32) (45.08)
mm 1660 1735
(in) (65.35) (68.31)
mm 96 123
C Rod connection
(in) (3.78) (4.84)
mm 96 123
D Bottom connection
(in) (3.78) (4.84)
kg 165 198
Weight
(lb) (363) (436)
Disassembly
Stop the engine.
draulic system.
the dipper.
Using ropes, sling the cylinder (1) and the bucket
linkage, in order to prevent them from moving during
disassembly operations.
Loosen and remove screw (4) together with nuts (2).
(3).
Collect shims (5).

(8).
(9).
Collect shims (10).
Assembly
the screw (7) together with the washer (8).
rod.
hole with the holes of the bucket link and the rods
(6).
in the cab.
Insert pin (3). While performing this operation, com-
pensate the distance between cylinder rod and
bucket link and between bucket link and rods (6) by
inserting the shims (5).
Secure the pin (3) by tightening screw (4) with nuts
(2).
DISASSEMBLY AND ASSEMBLY (MH 6.6 - MH 8.6 CYLINDER)

3. Rod 12. Nut
4. Rod gaskets 13. Piston
5. Head 14. Ball
6. Back-up ring and O-ring 15. Dowel
7. Grease nipple 16. Cylinder liner
8. Screw 17. Wiper ring
9. Brake bushing 18. Bushing
Disassembly
a workbench.



Remove the rod (3).

(16).

(13).

and 000000000.
Remove the shim (12), the piston (10), the brake
bushing (9) and the O-ring (8) from the rod (3).

Remove the gaskets (4), the O-ring with the back-up

Assembly
Assemble the gaskets (4) and the O-ring with the
back-up ring (6) onto head (5).

using tool 380001790.

Assemble the O-ring (8), the brake bushing (9) and

the piston (10) onto rod (3).
Insert shim (12).
Screw in the nut (13) and tighten it by using tools
380000812 and 000000000, complying with the fol-
lowing tightening torques:
MH 6.6: 5640 Nm (4160 lbf·ft)
MH 8.6: 5470 Nm (4034 lbf·ft)
Make sure to match the marks previously made on
nut and rod.
Insert ball (14) and dowel (15).

and a hammer.

(16).

der liner (16).

Tighten the screws (5) to the following tightening tor-
ques:
MH 6.6 - MH 8.6: 267 Nm (197 lbf·ft)
2.5 BOOM ADJUSTING CYLINDER
MH 6.6 MH 8.6
mm 108 100
Ø1 Rod
(in) (4.25) (3.94)
mm 180 185
Ø2 Liner
(in) (7.08) (7.28)
mm 110 110
Ø3 Rod connection
(in) (4.33) (4.33)
mm 110 110
(in) (4.33) (4.33)
mm 745 745
A Stroke
(in) (29.33) (29.33)
mm 1360 1360
(in) (53.54) (53.54)
mm 126 126
C Rod connection
(in) (4.96) (4.96)
mm 126 126
D Bottom connection
(in) (4.96) (4.96)
kg 271 289
Weight
(lb) (596) (636)
Disassembly
Lower the blade and the stabilizers.
Stop the engine.
draulic system.
the placing boom.
(3).
(4).
Collect shims (5).

(7).
(8).
Collect shims (9).
Assembly
the screw (6) and the washer (7).
rod.
hole with the placing boom hole.

in the cab.
Insert pin (4). While performing this operation, com-
Secure the pin (4) by tightening screw (2) with wash-
er (3).

1. Wiper ring 14. O-ring

2. Grease nipple 15. Back-up ring
3. Rod 16. Piston
4. Head 17. Washer
5. Back-up ring 18. Screw
6. O-ring 19. Pin
7. Snap ring 20. Ring
8. Wiper ring 21. Guide ring
9. Seal ring 22. Piston gaskets
10. Ring 23. Wiper ring
11. Bushing 24. Bushing
12. Screw 25. Cylinder liner
13. Guide ring
Disassembly
a workbench.



Remove the rod (3).

(25).

(17).
Extract pin (19) from piston (16).
Unscrew and remove the piston (16) from the rod
(3).
Remove the head (4) from the rod (3).
Remove the rings (20), the guide rings (21) and the
piston gasket (22) from the piston (16).
Remove the O-ring (14) and the back-up ring (15).

Remove the wiper ring (8), the seal ring (9) and the
Extract the guide rings (13), the O-ring (6) and the
back-up ring (5).
Assembly
Insert the guide rings (13), assemble the O-ring (6)
and the back-up ring (5) onto head (4).
Insert the ring (10), the seal ring (9), the wiper ring
(8) and the snap ring (7).
Assemble the piston gaskets (22), the guide rings

(21) and the rings (20) onto piston (16) by using tool
38000.
Insert the back-up ring (15) and the O-ring (14) onto
piston (16).
Assemble the head (4) onto rod (3).
Screw in the piston (16) onto rod (3).

Insert the pin (19) and block it with the screw (18) to-
gether with the washer (17).

(25).

der liner (25).

torque: 1050 Nm (774.4 lbf·ft).
2.6 SPECIAL TOOLS
CODE CYLINDER USE

380000812 All Unlocking and tightening the piston nut.
Boom Unlocking and tightening the piston nut.
Dipper Unlocking and tightening the piston nut.
Bucket Unlocking and tightening the piston nut.
380001035 Boom Assembling the piston gaskets.
2488399 Dipper Assembling the piston gaskets.
Dipper (MH 6.6 Industry and
Assembling the piston gaskets.
MH 8.6 Industry)
380001790 Bucket Assembling the piston gaskets.
Boom adjusting Assembling the piston gaskets.
3. BUCKETS MH 6.6 - MH 8.6

MH 6.6
0.52 (18.36) 0.45 (15.89) 750 (29.53) 503 (1108)
0.62 (21.89) 0.53 (18.71) 850 (33.46) 537 (1183)
0.78 (27.54) 0.66 (23.30) 1000 (39.37) 634 (1397)
1.00 (35.30) 0.83 (29.30) 1200 (47.24) 651 (1435)
1.10 (38.84) 0.91 (32.13) 1300 (51.18) 698 (1538)
1.31 (46.25) 1.09 (38.49) 1500 (59.05) 766 (1688)
MH 8.6
0.58 (20.48) 0.50 (17.65) 750 (29.53) 585 (1289)
0.68 (24.01) 0.59 (20.83) 850 (33.46) 650 (1432)
0.85 (30.01) 0.73 (25.77) 1000 (39.37) 710 (1565)
1.10 (38.84) 0.95 (33.54) 1200 (47.24) 810 (1785)
1.20 (42.37) 1.03 (36.37) 1300 (51.18) 830 (1829)
1.40 (49.43) 1.20 (42.37) 1500 (59.05) 920 (2028)
NOTE: for the other available bucket models ad-

dress to Dealer.
BUCKET DISASSEMBLY AND ASSEMBLY

Place the working attachment on the ground.
Shim the bucket bottom.
It could overturn, when the pins are removed.
Unscrew the screws (2) and (4).
Take out pins (1) and (3).
Carefully raise the working attachment (5).

Now the bucket (6) is free.
Before assembly pins and bushings have to be
cleaned and protected against corrosion.
Assembly the new bucket in reverse sequence.
BUCKETS TEETH - CHANGE
SWARNING
Nobody must stay in the way of the tooth or tooth
safety latch that has to be extracted.
The safety latch or the tooth can suddenly be ejected
when driven out and hit persons.
Metal splinters may cause injury.
Always wear your personal protective clothing and
devices, as well as protective goggles.
Drive out tooth safety latch (1) using a piece of

smooth metal or of hard wood (2).
To drive out the tooth (3) from the housing (4), cover
the same with a piece of smooth metal or of hard
wood (2).
Clean the inside of the housing and remove dirt and

rust.
Fit new tooth (3) into the housing (4).
The tooth must be in contact with the point indicated

by the arrow.
Drive in new safety latch (1) into the port (5) of the
housing (4). The latch can be driven into the housing
from either side.
4. MH 6.6 - MH 8.6 QUICK COUPLER

The hydraulic quick coupler has been designed ac- The use of the quick coupler for works other than
cording to the most severe quality parameters. It those for which it has been planned are prohibited.
corresponds to the safety rules in force. All this Never use the quick coupler as a hammer. Never
though does not prevent the hazard of accidents. use the quick coupler to sweep or level the ground
For this reason it is compulsory to observe carefully or to move objects.
the safety rules and precautions. Never put your hands inside the quick coupler and
Use the quick coupler only for the applications or never try to adjust or repair it while the engine is run-
purposes described in this Manual. ning.
The quick coupler has been designed to allow the Check that the safety rod operates correctly and that
quick replacement of attachments. it is not jammed because of foreign bodies. Clean
the locking system.
Any modification or adaptation, not expressly ap-
proved by the Manufacturer, causes the non con- Unauthorized modifications of the quick coupler can
formity of the quick coupler with the safety cause serious injuries. Never perform any modifica-
prescriptions. tion without prior approval of the Dealer. Any modi-
fication carried out, must be in conformity with the
SAFETY INSTRUCTIONS machine’s technical specifications and must con-
form to current safety regulations.
Do not use the quick coupler before to have read
carefully and well understood the instructions and
safety prescriptions, indicated in this Manual.
During the machine operation, the switch for quick
coupler locking and unlocking must always be set to
“locked” position.
Check daily that the quick coupler does not show
hydraulic oil leak. Possibly tighten the connectors or
replace the concerned pieces.
Check that the safety rod operates correctly and that
it is not jammed because of foreign bodies. Clean
the locking system.
Each time the bucket is fitted on the quick coupler,
close the bucket and lift the attachment, to check
visually and make sure that the bucket pin is correct-
ly fitted into the hooks.
The quick coupler modifies the machine operating
range. In particular positions the attachment can hit
the machine, therefore it has to be operated always
at a certain safety distance.
The loads handling must always be performed in
strict conformity with the instructions given in this
Manual and in conformity with the rules in force.
During the handling of loads, never use the front and
rear anchoring points, as they are necessary to fit
the tool on the quick coupler.
ASSEMBLY
Make sure that the attachment to be fitted is stand-
ing firmly on a flat surface and that it is equipped with
the pins delivered with the quick coupler.
Set the switch to unlocking position. The acoustic
alarm sounds.
By handling on the hydraulic control levers, place
the dipper to vertical position, slightly tilted toward
the cab, so as to release the safety device.
Pull out the bucket cylinder rod completely and hold
it under pressure, to allow the locking hook to retract.
Use the hydraulic control lever of the dipper to guide

the quick coupler hook (1) onto the bucket pin (2).
Move the bucket hydraulic control lever in such a

way that the pin (2) fits completely into the locking
hook and pin (4) sits in the hook (3).
Lift the dipper and completely extract the bucket cyl-

inder rod.
Set the switch to locking position.
The acoustic alarm stops sounding.
Keep the bucket cylinder under pressure so as to al-

low the closure of the locking hook. Lift the working
attachment so that the bucket pin (4) becomes visi-
ble.
By means of a visual check, verify that the bucket pin

is correctly fitted into the locking hook.
To allow the engagement of the safety device, com-

pletely retract the bucket cylinder rod, by moving the
bucket hydraulic control lever.
IMPORTANT: if a visual check is not possible when

sitting, dismount from the machine and check if the
working attachment is properly secured with the
safety device hooked.
DISASSEMBLY
By moving the dipper hydraulic control lever, place
this one to vertical position, slightly tilted towards the
cab, so as to release the safety device.
By moving the bucket hydraulic control lever, lean
the bucket on the ground on a flat and firm surface.
Set the switch to unlocking position. The acoustic
alarm sounds.
Pull out the bucket cylinder rod completely and hold
it under pressure, to allow the locking hook to retract.
Lift the dipper and leave the bucket on the ground.
5. CLAMSHELL BUCKET
ROTATION DEVICE
With the aid of the clamshell rotation device, it is
possible to rotate the clamshell as desired, in order
to excavate trenches or wells. The system may also
be used to move the buckets for channel cleaning or
for placing movements of other attachments.
One of the two pumps of the double gear pump (2)
delivers the oil flow to the solenoid valve (1). The so-
lenoid valve has an open centre, thanks to which the
oil, in neutral position and with no pressure, may
drain into the hydraulic tank. The solenoid valve is
equipped with two magnetic coils (A) and (B).
If actuated in one direction or the other, the solenoid
valve (1) moves the control piston and the oil moves
forwards, through the quick coupler, into the clam-
shell rotation motor or into the other attachment to
be activated.
An adjustable pressure relief valve, located in the so-
lenoid valve’s connection block, limits the system’s
pressure.
ROTATION SOLENOID VALVE

The solenoid valve is used for positioning the clam-
shell by means of the control of the clamshell rota-
tion motor.
It consists of a connection plate (1) with built-in pres-
sure relief valve (2), as primary valve for pump oper-
ation. The valve is adjustable.
The control piston of the double solenoid valve (3)
has a control piston with open neutral position. In
this way it is guaranteed that, after the system’s
start, no pressure builds up and that power require-
ment remains low. When the solenoid valve receives
the control, the magnetic force moves the control
piston accordingly, so that the oil under pressure is
forced to move to the relevant working connection
and to proceed into the motor. The motor’s return is
connected to the tank by means of the control piston.
ROTATION MOTOR
A. Working connection 1. Direct-control secondary valves

B. Working connection 2. Replenishing valves
The clamshell rotation motor is a slow-rotation hy-

draulic motor, operating according to the Gerotor
principle.
It rotates the clamshell and its clams, so that taking
and releasing the material may be performed in a tar-
geted manner. By means of its shaft, the motor actu-
ates a pinion which engages in a ring gear.
The forces externally acting on the rotation motor are
reduced on both sides by means of secondary
valves (1). A possible not allowable high pressure
opens one of the valves and the pressure peak is re-
lieved to the low-pressure side. Possible lack of oil is
compensated through replenishing valves (2), locat-
ed on both sides.
ASSEMBLY
SWARNING
Before performing the assembly, check if the clam-
shell bucket and the machine are filled with the same
hydraulic oil or with oil mixed.
Otherwise, drain oil from the hydraulic system of the
clamshell bucket.
Disassemble the clamshell rotation.

Retract the bucket cylinder or assemble the safety
pin for the bucket link (1).
NOTE: after installation of the safety pin, the bucket

cylinder should not be extended, because this oper-
ation could damage the pin and also the bucket link.
Stop the engine, turn the ignition key to position “I”

(3).
Relieve the pressure from the hydraulic hoses of the
clamshell.
Press to the left and hold the right hydraulic control
lever (4).
Depress button “Clamshell rotation” (5) and button
(6).
Press to the right the right hydraulic control lever (4).
Release push-buttons (5) and (6) and the right hy-
draulic control lever (4).
Turn ignition key to position “0” (2) and disconnect

the pilot control with lever (7).
Set the marker grooves on the valves squares (8) to

horizontal position.
Clean and grease pin and bushes.

Drive the machine towards the clamshell.
Insert dipper into grab bearing, push bearing pin (9)
home and secure it.
Stop the engine and relieve the hydraulic pressure

from clamshell hoses as described.
Clean quick couplers on clamshell and dipper.
Connect the hydraulic hoses of the clamshell cylin-
der (10) and of the clamshell rotation motor (11).
Check that quick couplers are perfectly engaged.
Grease all nipples on clamshell and gearing of clam-
shell rotating mechanism.
Start the engine and lift the clamshell from the
ground.
Bleed clamshell hydraulic system by opening and
closing the clamshell repeatedly and by turning it
clockwise and counter-clockwise.
DISASSEMBLY
Completely open clamshell valves and rest the
clamshell on the ground.
Stop the engine, turn the ignition key to position “I”
(3).
Relieve the pressure from the hydraulic hoses of the

clamshell.
Press to the left and hold the right hydraulic control
lever (4).
Press push-button clamshell rotation (5) and push-
button (6).
Press to the right the right hydraulic control lever (4).
Release push-buttons (5) and (6) and the right hy-
draulic control lever (4).
Turn ignition key to position “0” (2) and disconnect
the pilot control (7).
Disconnect hydraulic hoses (10) and (11) and quick
couplers.
Protect the quick couplers of clamshell and dipper
from dirt by applying the dust cups.
Unscrew the pin’s mechanical lock (9) and extract

the pin.
Start the engine.
Lift working attachment carefully to release the
clamshell.
WEAR CHECK
When the normal wear of the clamshell blades and
end stroke stops exceeds the allowed value, the
clamshell cylinder may get damaged. In such a case
the allowed cylinder stroke is exceeded; cylinder pis-
ton and liner bump one against the other at stroke
end.
To verify the wear status on clamshells for trenches,
reference marks are applied in the factory:
Z on the guide rod (1) by means of a punch;
Z on the cylinder rod (2) by means of a tool.
Repair the bucket prior that the cylinder rod (2)
aligns with one of the marks on the guide rod (1).
The lower mark indicates the clamshell blades wear,
while the upper mark indicates the wear of the end
stroke stops of the clamshell clams.
TROUBLESHOOTING
Clamshell rotation not Clamshell rotation pump defective. Consult your Dealer.
operational.
Hydraulic oil level too low. Top up with hydraulic oil in correct
quantity.
Malfunction of clamshell-rotation Consult your Dealer.

pressure-limiting valve.
Clamshell rotation valve defective. Consult your Dealer.
Button on hydraulic control lever Consult your Dealer.

defective.
Clamshell rotation solenoid defective. Consult your Dealer.
Clamshell rotation motor defective. Consult your Dealer.
Pinion and ring gear worn. Replace pinion and ring gear.
Clamshell rotates very slowly. Malfunction of clamshell-rotation Consult your Dealer.

pressure-limiting valve.
Clamshell rotation solenoid defective. Consult your Dealer.
Clamshell rotation motor defective. Consult your Dealer.
At cylinders stroke end the Malfunction of clamshell-rotation Consult your Dealer.

clamshell does not rotate. pressure-limiting valve.
Clamshell blades or limit stops worn Replace.

out.
1. OPERATION................................................................................................................................................. 1
2. POWER STEERING ..................................................................................................................................... 3
3. PRIORITY VALVE ...................................................................................................................................... 23
4. TROUBLESHOOTING................................................................................................................................ 24
SECTION 07 - STEERING SYSTEM 1
1. OPERATION
1. Diesel engine 6. Rotary control valve

2. Gear pump 7. Fan motor
3. Priority valve 8. Power steering
4. Pedal brake valve 9. Front steering axle
5. Accumulators 10. Front steering cylinder
2 SECTION 07 - STEERING SYSTEM
By means of the auxiliary power takeoff, the diesel

engine (1) actuates the gear pump (2). It supplies the
double-circuit system of the brakes, the steering sys-
tem as well as the multi-cooler’s fan motor.
During operation, the gear pump (2) delivers the oil
first of all to the pedal brake valve (4). Beyond the
double-circuit pedal valve, also the accumulator
charger (5) is mounted on the brake valve.
Once the accumulator’s charge (9) is completed, the
accumulator charging valve switches, so that oil de-
livery moves to the priority valve (3).
On the priority valve (3), delivery is distributed be-
tween power steering (8) and fan motor (7); anyway,
power steering has priority.
With the power steering (8) in neutral position, its LS
hose has no pressure; therefore, the priority valve (3)
delivers the entire oil flow to the fan motor (7).
With the power steering (8) not in neutral position, oil
under pressure is delivered to the steering cylinder
(10) on the front axle (9).
According to which of the two rods of the steering
cylinder (10) is retracted (the opposed rod is extend-
ed), the machine steers to one side or to the opposite
side.
STEERING ADJUSTMENT
In order to guarantee a correct travel and steering
operation, the steering stopper has to be adjusted
according to the axle and to the tyre type.
At each axle or tyre change, correctly adjust the
steering stopper and constantly keep it under con-
trol.
Through the axle joint rotation (4), the steering forc-
es are transferred to the wheel, which is steered.
The steering stopper is limited by a spacer (1), fas-
tened to the joint by means of a screw (2) and a
thrust stopper (3), placed on the axle body. In this
way the steering wheels can turn safely without
coming in touch with other elements, even when
they are completely steered and the axle is fully in-
clined.
2. POWER STEERING
Power steering consists of:
Z a 4-way rotary control valve consisting of an outer
toothed sleeve and an inner toothed selection rotor.
The rotor is connected to the steering wheel by
means of the steering column;
Z a spline shaft which enables motion transmission;
Z centering springs between the outer sleeve and the
inner rotor;
Z safety valves between the return openings and the
pressure intake.
MH 6.6 - MH 8.6
Model OSPQ80/200 LS
Displacement cm3/rev (in3/rev) 80 / 200 (4.88 / 12.20)
Maximum steering pressure bar (psi) 190 / 195 (2755 / 2827)
Shock valve adjusting bar (psi) 240 / 260 (3480 / 3769)
L. Left control port (steering cylinder)

P. Steering pump inlet
R. Right control port (steering cylinder)
T. Outlet to hydraulic tank
2.2 OPERATION
The power steering is of the Load-Sensing type, with

closed centre and built-in delivery amplification.
Proportionally to the steering wheel revolutions and
according to the amplification factor, an oil delivery
is dosed to the left L or to the right R.
If the steering wheel’s speed is lower than 10 rpm,
there is no delivery amplification. When the steering
speed increases, delivery amplification is activated.
It fully operates when the steering wheel’s speed is
>20 rpm.
The amplification factor is 2.5.

This means that, with a steering wheel’s speed of
>20 rpm, the steering cylinder receive an oil volume
which is 2.5 times higher.
NEUTRAL POSITION
In neutral position, the rod is closed and the LS hose
leading to the tank is not pressurized.
STEERING TO THE LEFT
When steering to the left, the amplifier and the rod
move in the direction indicated by the arrow. The oil
flow moves to the steering cylinder, by passing
through the orifice meter to the gear assembly by
means of the L connection. The pressure building up
because of the resistance of the steering reaches
the proportional valve in the LS hose. This LS pres-
sure signal determines the quantity of oil the propor-
tional valve delivers to the steering. The remaining
oil is delivered to the fan circuit.
When the steering wheel’s speed increases, a pres-
sure drop occurs in the orifice meter; therefore, the
amplifier piston starts amplifying delivery.
By means of the built-in pressure relief valve, the
steering’s maximum pressure is limited in the LS
channel of the power steering. Safety valves protect
the steering cylinder and the hoses. Check valves
provide for oil top-up, thus preventing the formation
of cavitations in the steering system.
STEERING TO THE RIGHT

When steering to the right, the oil flows in the oppo-
site direction.
EMERGENCY STEERING
The power steering is equipped with a check valve
which enables manual steering also in case of prob-
lems with the oil supply.
COMPONENTS
1. Screw 16. Ring

2. Special screw 17. Bearing
3. Washer 18. O-ring
4. End cover 19. Check valve
5. O-ring 20. Ball
6. Stator gear 21. Power steering body
7. O-ring 22. Pin
8. Rotor gear 23. Spring
9. Distributor plate 24. Ball
10. O-ring 25. Pin
11. Cardan shaft 26. Ball
12. Springs 27. Dust sealing ring
13. Sleeve 28. Relief valve
14. Cross pin 29. Anticavitation valve
15. Spool 30. Pressure relief valve
DISASSEMBLY
For a precise keying and alignment of the power
steering, pay attention to the parallelism of (A), (B),
(C) and (D) reference marks.
A. Rotor/stator surface
B. Plate surface
C. Cross pin axis
D. Housing surface
E. Inner gear case
F. Cardan shaft
Loosen and remove the screws (1) and (2) with the
washers (3) from the end cover (4).
Remove the end cover (4), sideways.

Take out the rotor/stator gear (6) and (8) from the
power steering (with spacer, if fitted).
Take out the two O-rings (5) and (7).
Remove the cardan shaft (11).
Remove the distributor plate (9).
Unscrew the check valve (19).

Shake out and remove the check valve ball (20), the
pins (22) and the balls (24). Replace the pins (22)
prior to reassembly.
Take care to keep the cross pin in the sleeve and

spool horizontal. The pin can be seen through the
open end of the spool. Press the spool inwards and
the sleeve (13), ring, bearing races and needle bear-
ing will be pushed out of the housing together.
Take the ring (16), the bearing races and the needle
bearing (17) from sleeve and spool. The outer (thin)
bearing cup can sometimes “stick” in the housing,
therefore check that is has come out.
Press out the cross pin (14). Use the special screw
(2). A small mark has been made with a pumice
stone on both spool and sleeve close to one of the
slots for the neutral position springs (see drawing). If
the mark is not visible, remember to leave a mark of
your own on sleeve and spool before the neutral po-
sition springs are dismantled.
Press spool (15) carefully out of the sleeve (13).
Press the springs (12) out of their slots in the spool.
Remove the dust seal (27) and the O-ring/Roto-Glyd

(18).
Remove the plugs from the safety valves using an

hexagonal wrench.
Remove the seal washers.
Unscrew the setting screws using a 6 mm (0.23 in)

hexagon socket spanner.
Shake out the two springs and two valve balls into
your hand. The valve seats are bonded into the
housing and cannot be removed.
The safety valves (28) are now disassembled.
CLEANING
Clean all parts carefully.
INSPECTION AND REPLACEMENT
Check for signs of wear in the following areas:
Z rotor and stator of metering unit move freely;
Z check the drive pin is not cracked or bent;
Z check the rollers in the bearing are free to rotate;
Z ensure thrust washers are not warped or cracked;
Z ensure non-return valve ball is free to move;
Z check the rotor/stator gear, the spool and the
sleeve for wear for wear or scoring;
Z replace all seals and O-rings.
LUBRICATION
Before assembling, lubricate all parts with hydraulic
oil.
ASSEMBLY
NOTE: great care should be taken during re-assem-

bly.
Place the two flat neutral position springs in the slot.

Place the curved springs between the flat ones and
press them into place.
Line up the spring set (12).
Fit the spool (15) into the sleeve (13). Make sure that
spool and sleeve are placed correctly in relation to
each other.
Assemble spool and sleeve.

When assembling spool and sleeve, only one of two
possible ways of positioning the spring slots is cor-
rect. There are three slots in the spool and three
holes in the sleeve in the end of the spool/sleeve op-
posite to the end with spring slots. Place the slots
and holes opposite each other so that parts of the
holes in the sleeve are visible through the slots in the
spool.
Press the springs together (12) and push them into

place in the sleeve.
Line up the springs (12) and centre them.
Guide the ring (16) down over the sleeve.
NOTE: the ring should be able to move - free of

springs.
Fit the cross pin (14) into the spool/sleeve.
Fit the bearing cups and the needle bearings (17).
13. Sleeve
15. Spool
17. Needle bearing
A. Outer bearing cup
B. Needle bearing
C. Inner bearing cup
The inside chamfer on the inner bearing cup must

face the inner spool.
Turn the power steering until the hole is horizontal.

Guide the outer part of the assembly tool into the
hole for the spool/sleeve.
Lubricate the O-ring / Roto-Glyd (18) with hydraulic

oil and install it onto the tool.
Hold the outer part of the assembly tool in the bottom

part of the power steering housing and guide the in-
ner part of the tool right to the bottom.
Press and turn the O-ring / Roto-Glyd into position in

the housing.
Draw the inner and outer parts of the assembly tool

out of the power steering hole, leaving the guide on
the inner side of the hole.
Lubricate the dust seal ring (27) with hydraulic oil

and place it onto the assembly tool.
Guide the assembly tool right to the bottom.
Press and turn the dust seal ring in the housing.
With a light turning movement, guide the spool and

sleeve into the hole. Fit the spool set holding the
cross pin horizontal.
The spool set will push out the assembly tool guide.
The O-ring and Roto Glyd are now in position.
Turn the power steering until the hole is vertical

again. Put the check valve ball (20) into the hole in-
dicated in the picture.
Screw the check valve (19) slightly into the check

valve hole. The top of the bush must lie just below
the surface of the housing.
Insert the balls (24) into the two bores in the power
steering body.
Insert the pins (22) in the same two holes.
Lubricate and assemble the O-ring (10).
Place the distributor plate (9) so that the channel

holes match the holes in the housing.
Guide the cardan shaft (11) down into the hole so

that the slot is parallel to the connection flange.
Place the cardan shaft (11) so that it is held in posi-

tion by the mounting fork.
Grease the two O-rings and place them in the two

grooves in the gear rim. Fit the rotor/stator gear (6)
and (8) onto the cardan shaft (11).
Fit the gearwheel (rotor) and cardan shaft so that a

tooth base in the rotor is positioned in relation to the
shaft slot. Turn the gear rim so that the seven
through holes match the holes in the housing.
For a precise keying and alignment of the power

steering, pay attention to the parallelism of (A), (B),
(C) and (D) reference marks.
A. Rotor/stator surface
B. Plate surface
C. Cross pin axis
D. Housing surface
E. Inner gear case
F. Cardan shaft
Place the end cover (4) in position.
Install the special screw (2) with the washer (3).

Fit the six screws (1) with washers (3) and insert
them. Cross-tighten all screws to prescribed torque
of 30 ± 6 Nm (22.18 ± 4.42 lbf·ft).
The initial torque is 10.8 Nm (7.96 lbf·ft).
Insert the balls into the two holes.
Place the springs and the valve seats onto the two
balls.
Screw in the two setting screws.

Screw in the two safety valves’ plug with the seal

ring and tighten to the prescribed torque of
30 ± 10 Nm (22.12 ± 7.37 lbf·ft).
Place the dust seal ring (27) in the housing.
Fit the dust seal ring (27) into the housing using a
buffer and a plastic hammer.
3. PRIORITY VALVE
The priority valve is used together with the power
steering in the Load-Sensing version.
It allows distributing delivery between the steering
and the fan motor, although maintaining the priority
of the steering.
The priority valve operates as a 3-way delivery con-
trol valve. The dosed oil volume (CF) is delivered to
the steering, while the remaining delivery volume
(EF) is delivered to the fan motor.
In neutral position, the load signal hose (LS) is con-
nected to the tank by means of the power steering.
The pump pressure acts on both sides of the control
piston by means of the orifices. As the LS pipe is not
pressurized, a positioning force is built up, which
pushes the control piston against the spring. Thus,
the oil flow is completely delivered to the fan motor.
(P) = Gear pump
(CF) = Steering
(EF) = Fan motor
(LS) = Load signal
4. TROUBLESHOOTING
Steering not operational. Air in the hydraulic system of the Bleed the system.
steering.
Steering wheel hard. Double pump without frictional Consult your Dealer.
connection.
Steering wheel hard to turn Oil level too low. Top up hydraulic oil in correct
when travelling on level quantity.
ground.
Defective valves. Consult your Dealer.
Tyres pressure too low. Check and inflate tyres at correct

pressure.
The steering floats (needs Air in the hydraulic system of the Bleed the system.
constant adjustments). steering.
Internal leaks in the power steering or Consult your Dealer.

cylinders.
Steering wheel easy to turn at Internal leaks in the power steering or Consult your Dealer.
stopper. cylinders.
Steering wheel turns fast and Air in the hydraulic system of the Bleed the system.
uneven during steering action steering.
(steering discontinuous).
Internal leaks in the power steering or Consult your Dealer.
cylinders.
Oil supply rate insufficient. Consult your Dealer.

1. OPERATION................................................................................................................................................. 1
2. SERVICE BRAKE ......................................................................................................................................... 4
3. PARKING BRAKE......................................................................................................................................... 7
4. PEDAL BRAKE VALVE ................................................................................................................................ 8
5. ACCUMULATORS........................................................................................................................................ 9
SECTION 08 - BRAKE SYSTEM 1
1. OPERATION
1. Diesel engine 5. Accumulators

2. Gear pump 6. Front axle
3. Rotary control valve 7. Rear axle
4. Pedal brake valve
2 SECTION 08 - BRAKE SYSTEM
By means of the auxiliary power takeoff, the diesel As regards the brake system, once the accumula-
engine (1) actuates the gear pump (2). It supplies tors have been charged by pressing the brake valve
the double-circuit system of the brakes, the steering pedal (4), oil, passing through the rotary control
system as well as the multi-cooler’s fan motor. valve (3), reaches and blocks the brakes on the front
(6) and rear (7) axles.
During operation, the gear pump (2) delivers the oil
first of all to the pedal brake valve (4). Beyond the The braking action is hydraulically actuated in both
double-circuit pedal valve, also the accumulator axles by means of oil-bath discs.
charger (5) is mounted on the brake valve. The hydraulic oil under pressure coming from the
Once the accumulators’ charge is completed, the brake valve reaches the axle pistons.
charging valve switches, so that oil delivery moves These pistons, after overcoming the reaction of the
to the priority valve. springs which keep the drive plate in rest position,
The priority valve uses oil delivery for the steering ensure that the discs are pressed one against the
system. other, thus providing the braking action.
By releasing the pedal, the brakes unlock.
The service brake’s pressure is always under con-
trol.
If pressure decreases under a preset minimum val-

ue, the red warning lamp (A) lights up on the display
and the buzzer gives an intermittent warning sound.
Concurrently, the display shows an error code and
the symbol “Brake pressure too low”. You are also
required to switch off the engine immediately.
SWARNING
If, during operation, warning lamp (A) lights up:
Z stop the machine immediately;
Z apply the parking brake;
Z place the machine in a safe condition.
Reset the machine in motion only after clearing the
problem.
2. SERVICE BRAKE
In order to activate the service brake, press pedal
(1).
Before using the machine, check that the service
brake operates properly.
During operation, you can lock the brake pedal to
braking position. For this operation, press pedal (1)
which, in its lowest position, is stopped by means of
locking lever (2).
Concurrently also the floating axle is blocked (inde-
pendently from the position of the floating axle block-
ing button).
The machine cannot be started as the service brake
is applied.
By activating the travel pedal with the travel direction
selected but with the service brake blocked, the dis-
play warns only once for some seconds that the
service brake must be released.
If not only the service brake but also the parking
brake is applied, and the travel direction has been
selected, and you press the travel pedal, the display
warns that the parking brake has to be released.
To release the service brake, press locking lever (2)
on the left side of pedal (1); in this way, the pedal is
unlocked and the brake released. If the floating axle
had not been blocked beforehand by means of but-
ton (3), it is unlocked at the same time.
SWARNING
Under certain circumstances, the automatic un-
blocking of the floating axle by service brake re-
lease, can impair the machine stability: for instance
when travel has to be performed with a load lifted
and the upper structure turned.
BRAKE DISCS CHECK

The check to carry out is the thickness of coatings.
To purchase the measurement device address to
your Dealer.
MH 6.6 MH 8.6
Measurement of
4.5 (0.177)
maximum gap mm (in)
The measurement has to be carried out on all

wheels and by following this procedure.
Move the machine so that the plugs (1) set to shown
position.
Place the working attachment on the ground.
Stop the engine.
Unscrew the screw plug (1).
Lock the service brake.
Screw the measuring device (2) in the threaded hole

of the plug.
Loosen the lock-nut (4) of measuring device.
Screw the threaded shaft (5) up to stroke end by
means of star knob.
Bring the scaled ring nut (3) to “0” and then lock the
lock-nut (4).
Release the service brake.
Screw the threaded shaft (5) up to stroke end by
means of star knob.
During the tightening determine the quantity of full
turns (see “0” reference of the graduated scale) and
the value of the last half-turn. A complete turn corre-
sponds to 1 mm of shaft stroke, while each notch of
the graduated scale corresponds to 0.1 mm
(0.004 in).
Perform the measurement and check the value de-
tected with the reference one.
If the value detected is higher or equal to the refer-
ence value, replace the brake discs. In such cases,
contact the After-sales service.
Unscrew the measuring device (2) and tighten the
screw plug (1).
AIR BLEEDING
The brake system of this machine consists of two
braking circuits. One circuit is designed for the pair of
wheels of the steering axle, while the other circuit is
designed for the pair of wheels of the rigid axle.
If operations have been performed on the braking
system, causing the penetration of air inside the sys-
tem, for instance during hose replacement, once
these works have been completed, bleed air from the
concerned circuit.
Secure the machine so that it cannot move acciden-
tally.
Link a hose to the connection (1) of a disc brake.
Connect the other end of the hose with a container,
previously filled with hydraulic oil.
Start the engine.
Depress the pedal and hold, until hydraulic oil, flows
out from the hose without air bubbles.
Repeat this operation also with the other brake of the
same axle. In this way, air is bled from one braking
circuit.
3. PARKING BRAKE
SWARNING
Apply the parking brake only with machine station-
ary! Only in emergency case, for instance if the serv-
ice brake fails, you can activate the parking brake
while the machine is still moving.
In this case, the braking effect is immediate and the
wheels lock!
The gearbox contains two packs of discs, that are

pressed by preloaded springs, when the parking
brake is applied.
ACTIVATION
The parking brake is applied with switch (1), by de-
pressing the side equipped with locking selector. In
this way the switch is protected against accidental
activation. The luminous slot on the switch lights up
red. Concurrently also the floating axle is blocked (in-
dependently from the position of push-button (2) for
floating axle blocking).
With push-buttons (3) and (4) for travel direction you
can select the travel direction but cannot start the
machine as the parking brake is engaged.
When activating the travel pedal with the travel direc-
tion selected but with the service brake engaged, the
display warns only once for some seconds that the
service brake must be released.
Before using the machine, always check that the
parking brake operates properly and is in good con-
ditions.
DEACTIVATION
Unlock switch (1) and press its surface under the
light strip. The light strip turns off and the floating
axle unlocks.
4. PEDAL BRAKE VALVE

The pedal brake valve (1) is a compact assembly
which includes a double-circuit charging valve (2) for
the accumulators (4), a double-circuit brake valve (5)
and a maximum delivery valve (6).
During the charging phase, the delivery valve sup-
plies the accumulators (4) with a constant oil flow.
Once the maximum pressure, i.e. the brake circuit’s
disengagement pressure, is reached, the oil flow is
interrupted, and the entire delivery is diverted to the
S connection, where the proportional valve is locat-
ed.
When pressure in the accumulators (4) decreases
and minimum pressure, i.e. engagement pressure is
reached, the accumulators are charged again and
the cycle starts again. When braking, the pedal actu-
ates two pressure relief valves (5). They allow a pre-
cise adjustment of the brake pressure on
connections F1 and F2, proportionally to the pedal’s
stroke, i.e. to the force applied to it.
When the pedal (3) is in rest position, the connec-
tions F1 and F2 have no pressure and the brake cyl-
inders are drain-connected to the tank.
When applying a force on the brake pedal (3), pres-
sure increases proportionally to the variation of the
pedal angle.
If the pedal (3) is completely pressed, pressure in-
creases, but it is limited within the preset value of 60
bar. This pressure limitation is independent from the
pressure of the accumulators (4). Both braking cir-
cuits are separated by means of protection valves
(5). If one of the two circuits is defective, the other re-
mains fully operational. The operational circuit ena-
bles emergency braking.
In the lower part of the pedal brake valve (1) there
are 3 sensors:
Z sensor (7): for stop light; beyond 4 bars (58 psi), the
stop light turns on. The control unit disengages the
stop light after 5 minutes;
Z sensor (8): for automatic lock of floating axle; with a
brake pressure above 52 bars (754 psi), the floating
axle is locked;
Z sensor (9): for minimum braking pressure control;
above 105 bars (1522 psi), the warning light turns
off.
5. ACCUMULATORS
The machine has different accumulators.
The accumulators, of a membrane-type, are func-
tionally identical and guarantee a certain number of
actuations of the users they are connected to in case
of lack of hydraulic pressure. The membrane accu-
mulator consists of a pressure-resistant steel con-
tainer, inside which a membrane made of elastic
material is assembled as separating element. The
membrane is locked with a ring nut between the
body lower and upper part. In the membrane central
lower section is dived a metallic disc preventing its
slipping out from fluid inlet port.
1. Gas valve
2. Container
3. Membrane
4. Valve poppet
5. Oil-side connection
With no hydraulic pressure, the membrane, charged

on the gas-side to precharge pressure (P0), leans
against the inner surface of the accumulator and the
poppet stops the fluid flow. With hydraulic pressure
applied, the precharge pressure is exceeded by
compressing nitrogen, the poppet is lifted and liquid
flows into the accumulator. The useful quantity of liq-
uid results from the difference between gas volume
and minimum and maximum service pressure.
5.1 MAINTENANCE
PRESSURE REDUCTION CHECK

For this operation, the hose is not necessary. Dis-
charge pressure from pump circuit, remove or cut-
out the accumulator, take off protection plug of pre-
charge valve from damper, assemble precharge de-
vice, by tightening ring nut (1), on accumulator valve
(8).
Screw the knob (4) without tightening it and read the
charge pressure on pressure gauge (3); if it is too
high, slightly open the relief valve (2). Unscrew the
knob (4), remove the precharger, re-install the pro-
tection cap onto the accumulator valve.
CHARGING PRESSURE INCREASE
To precharge or to increase precharge pressure, re-
move the protection cap of the valve on the damper,
install the precharger by screwing in the ring nut (1),
leaving the knob (4) unscrewed, and fully tighten the
relief valve (2). Remove the cap (5) and connect the
hose (6) to a nitrogen cylinder (9). Screw in, without
forcing it, the knob (4) and slowly open the valve of
the nitrogen cylinder. By checking pressure gauge
(3), increase the precharge pressure up to a value
slightly higher than the one required.
Loosen the knob (4), close the valve of the cylinder,
empty the hose (6) by opening and closing the valve
(2) and wait for a few minutes. Tighten the knob (4)
and check pressure; if correct, unscrew the knob (4)
and remove the device with the hose (6), by loosen-
ing the ring nut (1); if incorrect, increase or decrease
pressure as previously indicated.
NOTE: for precharge, use nitrogen only.

6. TROUBLESHOOTING
Insufficient braking action or no Brake pedal valve faulty. Consult your Dealer.
braking action at all.
Air in the accumulator. Consult your Dealer.
Air in the hydraulic braking system. Check for leaks and rectify.
Brake discs worn out. Replace the discs.
Air in the braking system. Bleed the system.
Brake valve faulty. Consult your Dealer.
Insufficient braking action or no Brake valve faulty. Consult your Dealer.

braking action at all.
Brake activation and release Brake supply and discharge speed is Check that the diameter of the brake
are delayed. insufficient. hoses is large enough to suit the
length and the fluid capacity.
The hydraulic fluid viscosity is too Drain and fill the system with a fluid
high. with the correct viscosity.
Brakes stay activated. Discharge is defective (hydraulic Check the pedal stop adjuster; there
hoses are not freely discharging into should be a slight clearance before
the tank and pressure is feeding back the pedal begins operating the piston.
to the brakes).
The pedal does not return (please Check pedal area and clean it of soil,
note that, when the pedal is in rest sand traces, etc.
position, brake ports are freely Keep the floor-mat away from the
connected to the tank port through pedal.
the valve).
On horizontal versions, remove the

front cover and any dirt which may
have accumulated in the cavity under
the pedal.
The warning light does not turn The pressure switch adjustment is Check the pressure switch on the
on or stays always on. incorrect. charging valve.
Uneven braking pressure. The minimum pressure of the Check the accumulator pressure
accumulator is lower than the intake: it should be higher than the
maximum braking pressure. maximum braking pressure. Adjust
the accumulator charging valve.
Knocks are felt at pedal. Sudden changes of pressure on Brake discharge flow is too high.
release. Increase diameter of drain hose or fit
an independent one onto pedal.
PARKING BRAKE
The parking brake does not Malfunction of the parking brake Consult your Dealer.
release. valve.
Brake release pressure too low. Consult your Dealer.
Switch defective. Consult your Dealer.
Gearbox blocked. Consult your Dealer.
Parking brake not breaking. Malfunction of the parking brake Consult your Dealer.
valve.
ACCUMULATORS
Continuous recharge of Nitrogen precharge of accumulators Drain oil from accumulators and
accumulators. too high or too low. check nitrogen pressure. Gas
recharging accumulator as per
instructions and specifications in the
Manufacturer’s manual.
Braking capacity too high for the Check brake adjustment and/or fit
installed accumulator’s volume. accumulators with a higher capacity.
The accumulator is not A foreign body clogs the priority Check that all parts move freely; in
charged. valve. particular, check the supply valve.
Disassemble and clean it, if
necessary.
Check hydraulic connections; tighten
them, if necessary, and remove
possible leaks.
If the accumulator charging valve has
been disassembled, check that the
stop ring on the piston in front of the
supply fitting has been correctly
reassembled. Check the piston
direction.
1. HYDRAULIC SYSTEM ................................................................................................................................. 1
2. HYDRAULIC SYSTEM DIAGRAMS ............................................................................................................. 5
2.1 HYDRAULIC SYSTEM DIAGRAMS - UPPER STRUCTURE ............................................................... 5
2.2 HYDRAULIC SYSTEM DIAGRAMS - UNDERCARRIAGE ................................................................. 21
2.3 HYDRAULIC SYSTEM DIAGRAMS BLADE AND/OR STABILIZERS ................................................ 25
3. HYDRAULIC PUMPS ................................................................................................................................. 28
3.1 VARIABLE-DISPLACEMENT TWIN PUMP......................................................................................... 29
3.2 ROTATION PUMP ............................................................................................................................... 38
3.3 GEAR PUMP ....................................................................................................................................... 47
4. UPPER STRUCTURE CONTROL VALVE ................................................................................................. 48
5. UNDERCARRIAGE CONTROL VALVE ..................................................................................................... 60
6. PILOT CONTROL ASSY ............................................................................................................................ 62
6.1 PILOT CONTROL ASSY SOLENOID VALVES................................................................................... 67
7. ROTATION SYSTEM.................................................................................................................................. 71
7.1 ROTATION GEARBOX........................................................................................................................ 73
8. TRAVEL ...................................................................................................................................................... 75
8.1 TRAVEL MOTOR................................................................................................................................. 79
9. STABILIZATION HYDRAULIC SYSTEM.................................................................................................... 87
10. BOOM HYDRAULIC SYSTEM ................................................................................................................. 93
11. HYDRAULIC SYSTEM ........................................................................................................................... 100
12. HYDRAULIC SYSTEM OF DIPPER ....................................................................................................... 106
13. HYDRAULIC SYSTEM OF PLACING BOOM......................................................................................... 110
14. HYDRAULIC SYSTEM WITH COMBINATION OF DIFFERENT FUNCTIONS
(BOOM, PLACING BOOM, DIPPER AND BUCKET) .............................................................................. 117
15. HYDRAULIC SYSTEM OF HAMMER (WITH PLACING BOOM) ........................................................... 119
16. HYDRAULIC SYSTEM OF HAMMER AND SHEARS (WITH PLACING BOOM)................................... 122
17. HYDRAULIC SYSTEM OF SHEARS (WITH PLACING BOOM) ............................................................ 127
18. HYDRAULIC SYSTEM OF HAMMER (WITH MONOBOOM)................................................................. 130
19. HYDRAULIC SYSTEM OF HAMMER AND SHEARS (WITH MONOBOOM) ........................................ 133
20. HYDRAULIC SYSTEM OF SHEARS (WITH MONOBOOM) .................................................................. 138
21. TROUBLESHOOTING............................................................................................................................ 141
SECTION 09 - HYDRAULIC SYSTEM 1
1. HYDRAULIC SYSTEM
The hydraulic system consists of different systems.
It includes the pilot control system, the working sys-
tem, the rotation system, the brake and steering sys-
tem as well as an additional optional system. The
pilot control system supplies the pump control, the
load-limit adjustment, the control valve rod adjust-
ment and the engagement systems for undercar-
riage and upper structure control. The working
system is used for supplying oil to the cylinders of the
working attachment, the cylinders of the upper struc-
ture stabilizers and the drive as well as the auxiliary
attachments. There is a separate system for rotation,
which generates the rotation movements of the up-
per structure. Another system supplies the brake
system, the steering system and the actuation of the
cooler fan. The additional optional system manages
the clamshell rotation or the swinging bucket for dig-
ging pits or other attachments.
2 SECTION 09 - HYDRAULIC SYSTEM
UPPER STRUCTURE HYDRAULIC SYSTEM
1. Bucket cylinder 12B. Control valve: stabilizer control

2. Dipper cylinder 12C. Control valve: boom control
3. Boom adjusting cylinder 12D. Control valve: bucket control
4. Boom cylinders 12E. Control valve: dipper control
5. Rotary control valve 12F. Control valve: boom adjusting cylinder control
6. Rotation gearmotor 12G. Control valve: hammer and shear control
7. Multi-cooler 13. Pilot control assy
8. Gear pump 14. Pump delivery hose
9. Diesel engine 15. Additional pump delivery hose
10. Hydraulic oil tank 16. Rotation pump
11. Oil Filter 17. Pilot control pump
12. Control valve 18. Variable-displacement twin pump
12A. Control valve: travel control 19. Suction hose
The variable-displacement double pumps (18), (A)

VARIABLE-DISPLACEMENT TWIN PUMP
and (B), suck the hydraulic oil from the tank.
Pump A Pump B
The delivery hose (14) of the pump (A) is flanged to
the control valve (12) on the right side in travel direc- Travel motor Hammer and shears
tion. Boom adjusting
Boom cylinders
Oil delivery to the pump (A) involves, in sequence, cylinder
the travel rod (12A) and then the oil track which runs Bucket cylinder Dipper cylinder
through the control valve, touching the boom rod
(12C), the bucket rod (12D) and the dipper rod Dipper cylinder Bucket cylinder
(12E). Once the drain channel has been run Boom cylinders
through, oil reaches the oil cooler and finally returns
Stabilizers
to the tank (10) through the return filter (11).
Hydraulic oil tank
The delivery hose of the pump (B) is flanged to the
control valve (12) on the left side. The oil of the
pump (B) involves, in sequence, the additional ham-
mer and shear rod (12G), the boom adjusting cylin-
der rod (12F), the dipper rod (12E), the bucket rod
(12D), the boom rod (12C) and the stabilizer rod
(12B). Once the drain channel has been run
through, oil reaches the oil cooler (7) and finally re-
turns to the tank (10) through the return filter (11).
The pumps (A) and (B) deliver the oil to the travel
motor and to the cylinders, according to the position
of the rods in the control valve. By means of differ-
ential pressure valves and according to viscosity, oil
returns to the tank (10), first passing through the
cooler (7), or directly passing through the return filter
(11).
The rotation system is a closed hydraulic system.
The oil directly delivered by the pump (16) to the
gearbox (6) returns to the pump (16). Losses
caused by oil leaks are compensated by means of a
built-in auxiliary pump. In this case, the auxiliary or
supply pump sucks oil from the hydraulic tank, thus
keeping the system closed under pressure. The dif-
ferent rotation directions of the upper structure are
obtained by reversing the delivery directions of the
pump.
The pilot control pump (17) sucks the oil directly
from the casing of the variable-displacement double
pump (18). The oil delivered supplies the pilot con-
trol assy (13), where the pressure relief system is lo-
cated. Excess oil not necessary for control
operations returns to the hydraulic tank (10) through
the pressure relief valve. The pilot control pressure
thus relieved is available to the engagement sys-
tems as well as to the control valve for rod shifting
and to the engagement systems of the upper struc-
ture.
UNDERCARRIAGE HYDRAULIC SYSTEM
1. Cardan shaft 7. Steering cylinder

2. Valve block 8. Undercarriage control valve
3. Rotary control valve 9. Travel motor
4. Blade cylinder 10. Gearbox
5. Front steering and floating axle 11. Rear rigid axle
6. Axle floating locking cylinder 12. Stabilizer cylinder
The working system of the upper structure refers to The pilot control pressure becomes available to the
stabilizer operation. Through the rotary control valve control valve as engagement pressure for the park-
(3), the pump oil (B) reaches the valve block (2), ing brake, for gear engagement, for floating axle
where the oil track for stabilizer cylinders (12) can locking (5) and for creep speed in the travel motor
be preselected. Other machine stabilization sys- (9).
tems, not described herein, enlarge the application
field of the valve block (2).
The travel system is supplied by the pump (A). The
oil delivered by the control valve travel rod runs
through the rotary control valve (3) and reaches the
travel motor (9). The return oil runs through the trav-
el brake valve, the rotary control valve (3) and the
control valve (8), finally draining into the hydraulic
tank.
2. HYDRAULIC SYSTEM DIAGRAMS

2.1 HYDRAULIC SYSTEM DIAGRAMS - UPPER STRUCTURE
DIAGRAM FOR HYDRAULIC SYSTEM WITH PLACING BOOM - MH 6.6
1. Diesel engine 33. Pilot control assy

2. Pump assy 34. Pilot control assy filter
3. Variable-displacement twin pump 35. Pressure relief check valve
4. Rotation pump 36. Pilot control assy pressure relief valve
5. Gear pump for brake, steering and fan systems 37. Accumulator
6. Multi-cooler 38. Load-limit adjusting proportional valve
7. Check valve (only on 25 km/h (15.53 mph) or 39. Sensor for pressure activation and deactivation
30 km/h (18.64 mph) axles) 40. Pressure control sensor
8. Supply valve (only on 25 km/h (15.53 mph) or 41. Sensor
30 km/h (18.64 mph) axles) 42. Accumulator
9. Rotation gearmotor 43. Boom cylinder pressure sensor
10. Speed sensor 44. Dipper cylinder
11. Hydraulic oil tank 45. Bucket cylinder
12. Return filter 46. Check valve on bucket cylinder rod side
13. Breather filter 47. Switching valve for standard bucket cylinder and
14. Pressure switch clamshell cylinder on cylinder rod side
15. Hydraulic oil temperature sensor 48. Switching valve for standard bucket cylinder and
16. Power steering clamshell cylinder on cylinder bottom side
17. Pedal brake valve 49. Boom adjusting cylinder
18. Accumulator 50. Hose break protection valve on boom adjusting
19. Steering priority valve and fan motor cylinder rod side
20. Steering shut-off pressure switch 51. Frequency change valve
21. Brake shut-off pressure switch 52. Pressure relief solenoid valve for clamshell
22. Stop light opening pressure switch rotation
23. Shut-off pressure switch for automatic floating 53. Clamshell rotation motor
axle lock 54. Clamshell cylinder
24. Hammer 55. Rotary control valve
25. Switching sensor for hammer and shears 56. Boom cylinders
26. Control valve 57. Hose break protection valves on boom adjusting
27. Pressure sensor for pump 1 cylinder bottom
28. Pressure sensor for pump 2 58. Sensor
29. Pressure sensor for automatic gearshift 59. Sensor
30. Pressure sensor 60. Rotation pump pressure switch
31. Hammer by-pass pilot control valve
32. Hammer and shear valve
DIAGRAM FOR HYDRAULIC SYSTEM WITH PLACING BOOM (LOW FLOW) - MH 6.6

21. Brake shut-off pressure switch 52. Hose break protection valves on boom adjusting
22. Stop light opening pressure switch cylinder bottom
26. Control valve 57. Low flow valve
29. Pressure sensor for automatic gearshift 60. Rotation pump pressure switch
30. Pressure sensor
DIAGRAM FOR HYDRAULIC SYSTEM WITH MONOBOOM - MH 6.6

1. Diesel engine 32. Hammer and shear valve

2. Pump assy 33. Pilot control assy
3. Variable-displacement twin pump 34. Pilot control assy filter
4. Rotation pump 35. Pressure relief check valve
5. Gear pump for brake, steering and fan systems 36. Pilot control assy pressure relief valve
6. Multi-cooler 37. Accumulator
7. Check valve (only on 25 km/h (15.53 mph) or 38. Load-limit adjusting proportional valve
30 km/h (18.64 mph) axles) 39. Sensor for pressure activation and deactivation
8. Supply valve (only on 25 km/h (15.53 mph) or 40. Pressure control sensor
30 km/h (18.64 mph) axles) 41. Sensor
9. Rotation gearmotor 42. Accumulator
10. Speed sensor 43. Boom cylinder pressure sensor
11. Hydraulic oil tank 44. Dipper cylinder
12. Return filter 45. Bucket cylinder
13. Breather filter 46. Check valve on bucket cylinder rod side
14. Pressure switch 47. Switching valve for standard bucket cylinder and
15. Hydraulic oil temperature sensor clamshell cylinder on cylinder rod side
16. Power steering 48. Switching valve for standard bucket cylinder and
17. Pedal brake valve clamshell cylinder on cylinder bottom side
18. Accumulator 49. Frequency change valve
19. Steering priority valve and fan motor 50. Pressure relief solenoid valve for clamshell
20. Steering shut-off pressure switch rotation
21. Brake shut-off pressure switch 51. Clamshell rotation motor
22. Stop light opening pressure switch 52. Clamshell cylinder
23. Shut-off pressure switch for automatic floating 53. Rotary control valve
axle lock 54. Boom cylinders
24. Hammer 55. Hose break protection valves on boom adjusting
25. Switching sensor for hammer and shears cylinder bottom
26. Control valve 56. Sensor
28. Pressure sensor for pump 2 58. Rotation pump pressure switch
29. Pressure sensor for automatic gearshift
30. Pressure sensor
HYDRAULIC SYSTEM DIAGRAM FOR MH 6.6 Industry


10. Speed sensor 44. Boom cylinders
17. Pedal brake valve 49. Clamshell cylinder
18. Accumulator 50. Clamshell rotation motor
23. Shut-off pressure switch for automatic floating 53. Accumulator
axle lock 54. Cab lifting cylinder
24. Boom shifting cylinders 55. Cab emergency lowering valve
25. Pipe break protection valve on boom shifting 56. Check valve
cylinder bottom 57. Cab lifting cylinder valve
29. Pressure sensor for automatic gearshift 61. Rotary control valve
30. Pressure sensor 62. Magnet
31. Cab lifting valve
32. Electromagnet valve
DIAGRAM FOR HYDRAULIC SYSTEM WITH PLACING BOOM - MH 8.6


21. Brake shut-off pressure switch 52. Pressure relief solenoid valve for clamshell
22. Stop light opening pressure switch rotation
26. Control valve 57. Hose break protection valves on bottom side of
27. Pressure sensor for pump 1 boom cylinders
29. Pressure sensor for automatic gearshift 59. Sensor
30. Pressure sensor 60. Rotation pump pressure switch
DIAGRAM FOR HYDRAULIC SYSTEM WITH PLACING BOOM (LOW FLOW) - MH 8.6

26. Control valve 57. Low flow valve
29. Pressure sensor for automatic gearshift 60. Rotation pump pressure switch
30. Pressure sensor
DIAGRAM FOR HYDRAULIC SYSTEM WITH MONOBOOM - MH 8.6

1. Diesel engine 32. Hammer and shear valve

2. Pump assy 33. Pilot control assy
3. Variable-displacement twin pump 34. Pilot control assy filter
4. Rotation pump 35. Pressure relief check valve
5. Gear pump for brake, steering and fan systems 36. Pilot control assy pressure relief valve
6. Multi-cooler 37. Accumulator
7. Check valve (only on 25 km/h (15.53 mph) or 38. Load-limit adjusting proportional valve
30 km/h (18.64 mph) axles) 39. Sensor for pressure activation and deactivation
8. Supply valve (only on 25 km/h (15.53 mph) or 40. Pressure control sensor
30 km/h (18.64 mph) axles) 41. Sensor
9. Rotation gearmotor 42. Accumulator
10. Speed sensor 43. Boom cylinder pressure sensor
11. Hydraulic oil tank 44. Dipper cylinder
12. Return filter 45. Bucket cylinder
13. Breather filter 46. Check valve on bucket cylinder rod side
14. Pressure switch 47. Switching valve for standard bucket cylinder and
15. Hydraulic oil temperature sensor clamshell cylinder on cylinder rod side
16. Power steering 48. Switching valve for standard bucket cylinder and
17. Pedal brake valve clamshell cylinder on cylinder bottom side
18. Accumulator 49. Frequency change valve
21. Brake shut-off pressure switch 51. Clamshell rotation motor
22. Stop light opening pressure switch 52. Clamshell cylinder
23. Shut-off pressure switch for automatic floating 53. Rotary control valve
axle lock 54. Boom cylinders
24. Hammer 55. Hose break protection valves on boom adjusting
25. Switching sensor for hammer and shears cylinder bottom
30. Pressure sensor
HYDRAULIC SYSTEM DIAGRAM FOR MH 8.6 Industry


10. Speed sensor 44. Boom cylinders
17. Pedal brake valve 49. Clamshell cylinder
18. Accumulator 50. Clamshell rotation motor
23. Shut-off pressure switch for automatic floating 53. Accumulator
axle lock 54. Cab lifting cylinder
24. Boom shifting cylinders 55. Cab emergency lowering valve
25. Pipe break protection valve on boom shifting 56. Check valve
cylinder bottom 57. Cab lifting cylinder valve
29. Pressure sensor for automatic gearshift 61. Rotary control valve
30. Pressure sensor 62. Magnet
31. Cab lifting valve
32. Electromagnet valve
2.2 HYDRAULIC SYSTEM DIAGRAMS - UNDERCARRIAGE

HYDRAULIC SYSTEM DIAGRAM FOR UNDERCARRIAGE WITH 20 km/h (12.42 mph) AXLE
1. Hydraulic rotary control valve

2. Electric rotor
3. Rear rigid axle
4. Gearbox
5. Hydraulic travel engine
6. Accumulator
7. Control valve
7A. Control valve: creep speed control
7B. Control valve: floating axle lock control
7C. Control valve: gear engagement control
7D. Control valve: parking brake control
8. Parking brake pressure switch
9. Front steering axle
10. Axle floating locking cylinders
HYDRAULIC SYSTEM DIAGRAM FOR UNDERCARRIAGE WITH 25 km/h (15.53 mph) AND 30 km/h (18.64 mph) AXLE

2. Electric rotor
3. Rear rigid axle
4. Gearbox
5. Hydraulic travel engine
6. Accumulator
7. Control valve
7B. Control valve: floating axle lock control
7C. Control valve: parking brake control
7D. Control valve: gear engagement control
8. Parking brake pressure switch
2.3 HYDRAULIC SYSTEM DIAGRAMS BLADE AND/OR STABILIZERS
OUTFIT WITH REAR STABILIZERS
1. Rear stabilizer cylinders

2. Stabilizer control valve
3. Rotary control valve
OUTFIT WITH FRONT AND REAR STABILIZERS
1. Rear stabilizer cylinders 3. Rotary control valve

2. Stabilizer control valve 4. Front stabilizer cylinders
OUTFIT WITH FRONT AND REAR STABILIZERS (INDEPENDENT CONTROL)

2. Stabilizer control valve 4. Front stabilizer cylinders
OUTFIT WITH FRONT BLADE AND REAR STABILIZERS

2. Blade and stabilizers control valve 4. Front blade cylinders
OUTFIT WITH FRONT BLADE AND REAR STABILIZERS (INDEPENDENT CONTROL)

2. Stabilizer control valve 4. Blade cylinders
3. HYDRAULIC PUMPS
1. Diesel engine 4. Rotation pump

2. Flexible coupling 5. Gear pump
The variable-displacement twin pump (3) is actuat- The hydraulic tank provides cleaned and cooled oil
ed by the diesel engine (1) through a flexible cou- to the pumps. The variable-displacement twin pump
pling (2). The rotation pump (4) is flanged to the side (3) sucks oil through the hydraulic hoses. The built-
of the twin pump (3). in pilot control pump sucks oil directly into the dou-
ble pump’s casing.
A twin gear pump (5) is installed on the diesel en-
gine’s (1) power take-off. The auxiliary pump (supply pump), integrated into
The first pump is provided for the steering system, the rotation pump (4), sucks oil by means of a sep-
as well as for the fan motor. The second pump sup- arate hose.
plies the brake system and the clamshell rotation The double gear pump (5) sucks oil from the tank
device. through its own hose.
3.1 VARIABLE-DISPLACEMENT TWIN

PUMP
The diesel engine actuates the gearbox (1) through

a flexible coupling.
Two of the four gearbox gear wheels are used for
motion transmission to the variable-displacement
twin pump (2). An intermediate gear actuates the pi-
lot pump (3) and the auxiliary power output (4) of the
rotation pump.
The reduction ratio according to the variable-dis-
placement twin pump and to the rotation pump is 1.
The variable-displacement twin pump (2) consists of
two axial piston pumps with tilted shaft, housed in-
side a single casing. Each pump is equipped with
own regulator, able to adjust the delivery independ-
ently from the other pump. The pilot control pump (3)
is a gear pump.
MH 6.6 MH 8.6
Model A8V0107 LA1H2/63R1
i 1:1
kW 113
Power
(ft·lb/s) (83704)
Rated rpm rpm 2000
l/min 2 x 195 2 x 210
Displacement
(gal/min) (2 x 51.30) (2 x 55.30)
cm3 100.5 107
Vgmax
(in3) (6.13) (6.53)
OPERATION
1. Suction connection 6. Gliding plate, control plate

2. Axial piston cylinder 7. Adjusting pin
3. Central pin 8. Positioning piston
4. Spring pack 9. Cylinder tilting adjustment
5. Control plate
A1 Pump 1 delivery connection

A2 Pump 2 delivery connection
S Suction connection
A3 Delivery connection for pilot control pump
R1, R3 Breathers
R2 Oil draining
X1 Load-sensing pressure ports
X3 Control pressure for load-limit regulator
Pilot control pressure after the engine
Y3
start
M Measuring point for control chamber
M1, M2 Closed
M3 Control pressure measuring port
The variable-displacement twin pump consists of

pump 1 and pump 2.
Each pump is equipped with own output regulator,
able to adjust the pumps independently one from an-
other.
Being conditioned by a tilted shaft, the piston stroke
is generated when the pump starts turning. At one
end the axial pistons suck the oil by moving back-
ward inside the cylinder (2), at the other end the axial
pistons push the sucked oil by moving forward inside
the cylinder (2).
The cylinder is driven by a central pin (3). At one end
the central pin seats in the circular seat, at the other
a preload is actuated/exerted on the control plate (5),
by a pack of springs (4). The preload of the spring
pack amplifies the centering effect of the drum
against the control plate. The tightness of the rota-
tion cylinder is therefore improved, according to the
control plate stationary, in the circular surface area.
This occurs mainly in the low pressure range, where
still low hydraulic compression power operates. The
control plate (5) is mechanically connected to the po-
sitioning piston (8) by means of an adjusting pin (7).
In this way the motion of the positioning piston (8) is
transferred to the control plate (5). During this oper-
ation, the control plate is lead into a sliding race (6),
while the cylinder (2) is driven, with following adjust-
ment of its tilting according to the drive shaft. As the
tilting adjustment a is modified, also the piston stroke
inside the cylinder changes and consequently the oil
delivery to the pump.
Output regulator
The output regulator adjusts the pump delivery ac-
cording to:
Z load-sensing pressure;
Z pump pressure;
Z load-limit regulator control pressure.
These three kinds of pressures act simultaneously
on the output regulator, so that they could even be
superposed. The control pressure has priority be-
cause it prevents an excessive power take-up by the
pumps, and diesel engine overload.
With engine stationary, the pumps 1 and 2 are ad-
justed to their maximum tilting, by the spring force
(2).
With engine started, the integrated pilot control
pump, delivers pressure to the pilot control unit and
to connection (Y3) of pump regulator. By means of
an inner duct, this pressure acts on both pressure
adjusters.
Thanks to the switching valves, the pressure at con-
nection (Y3), flowing through the adjusting pin (1),
reaches the adjusting chamber (A) under the posi-
tioning piston (3). Both pumps shift to Vgmin.
Y3 Pilot control pressure

X1 Load-sensing pressure
HD Pump Pressure
X3 Control pressure, GLR
A Control chamber pressure
Output regulation by means of load-sensing

pressure
The pressure level depends from the stroke of the
control levers or pedals.
A little lever stroke generates a low load-sensing
pressure and vice versa. This load-sensing pressure
acts on port X1. It raises the piston (6) partially or
completely against the spring (5). The force of the
adjusting springs (2) and (4) lifts the regulator ele-
ments, such as the adjustment piston (1), pin (10),
the multi-stage piston (9) with the control bushing (8)
and dowel (7), against the step piston (6), adjusted
on its turn by the load-sensing pressure. On the con-
trol piston (1) a pilot edge opens a passage towards
the casing allowing the oil flow into the control cham-
ber (A).
The adjusting springs (2) and (4) move the pump to
Vgmax, therefore on a higher delivery.
The load-sensing pressure, assigned to the adjust-
ment angle, is achieved by the balance between the
adjusting springs force (2) and (4) and piston (1) ad-
justing force. When the load-sensing pressure
changes, also the adjusting force on piston (1)
changes, on which reacts the regulator by adapting
the delivery. When the hydraulic control levers and
pedals are set to neutral, the load-sensing pressure
lowers and the regulator leads the pump toward Vg-
min.
The diagram shows the relation between load-sens-

ing pressure and delivery.
The characteristic line explains the volume variation
of delivery according to load-sensing pressure.
Output regulation by means of pump high

pressure
The output regulator adjusts the oil delivery accord-
ing to the pumps high pressure, so as not to exceed
a determined engine power.
The basic mechanical adjustment of the power of
each regulator is performed by means of setscrew
(11). This basic power can be over-adjusted by
means of variable control pressures on port X3, de-
pending on the power mode preselected.
In presence of hydraulic pressures, with a power be-
low the power setting a corresponding load-sensing
pressure signal at port X1, the pump is forced by the
adjusting springs (2) and (4) to the Vgmax position.
The pump delivers the maximum oil volume for fast
working movements.
The pump pressure increase, for instance for dig-
ging movements, acts on the measuring surface of
the step piston (9) and therefore against the spring
(12), the dowel (10) and the piston (1). When the hy-
draulic force exceeds the spring force, the piston (1)
opens its pilot edge, so that pump pressure can
reach chamber A under the positioning piston that,
on its turn, moves the pump backwards. The hydrau-
lic force lifts the positioning piston first against the
adjusting spring (2) and then, with the pressure in-
crease, against the adjusting spring (4).
The pump adjustment ends when the adjusting
spring forces and the hydraulic force under the posi-
tioning piston are balanced. The piston (1) is lifted
and the pilot edge is closed, thus closing the connec-
tion with the positioning piston’s surface. According
to the spring characteristic lines, indicated in the
power diagram, a delivery is adjusted, assigned to
the pump pressure. A changing high pressure value
results in a new control cycle along the spring char-
acteristic lines of the output diagram. This ensures
that the drive power is not exceeded.
Example 1
With a pressure of 140 bar (2030 psi), the regulator
brings the oil delivery to 127 l/min (33.40 gal/min),
being only the adjusting spring (2) concerned.
Example 2
With a pressure of 220 bar (3190 psi), the regulator
brings the oil delivery to 77 l/min (20.30 gal/min), be-
ing both adjusting springs (2) and (4) concerned.
Output regulation by load-limit control

The sum of the available hydraulic power of all
pumps largely exceeds the engine power installed.
The electronic regulation of the load-limit affects in
such a way the power of the variable-displacement
twin pump, that the pump delivery is cut-off until the
hydraulic power totally absorbed, corresponds to the
engine power output.
For output regulation of the variable displacement
twin pump, the pump regulators are fed with a con-
trol pressure from the load-limit regulation which ris-
es when the engine is overloaded and which drops
when the engine loading decreases.
This variable control pressure acts on both pump
regulators through port X3. The step pistons (9) of
both pump regulators receive pressure on the upper
measuring surface, where a downward hydraulic
force is generated. This force is added to the hydrau-
lic force existing due to the pump high pressure at
the lower measuring surface of step piston (9).
Since the pressures of pump 1 and pump 2 are sel-
dom the same while working, the regulators conse-
quently adjust positioning forces which generate
different adjustment behaviours.
The positioning force resulting from the control pres-
sure and the pump high pressure acts against the
force of the spring (12). When the positioning force
prevails, the piston (1) is pushed downwards against
the force of the adjusting springs (2) and (4), thus
opening the pilot edge towards the adjusting cham-
ber (A). The positioning piston changes the angle of
the pump and thus its discharge flow until a balance
of forces is established in the output regulator.
The hydraulic power of both pumps is in this way
adapted to the engine power, even with different ad-
justment processes of the pumps.
Example 3
With a pump pressure of 210 bar (3045 psi) and a
control pressure of 28.5 bar (413 psi) on X3, the
pump delivers 120 l/min (31.60 gal/min).
Example 4
With a pump pressure of 210 bar (3045 psi) and a
control pressure of 34 bar (493 psi) on X3, the pump
delivers only 80 l/min (21.10 gal/min).
PILOT CONTROL PUMP

The gear pump (1) supplies the pilot control system.
It is actuated by the gearbox of the variable-dis-
placement twin pump (2). During the operation, the
gear pump sucks oil from the casing of the variable-
displacement twin pump. Its gear wheels, coupled
between them, transfer to the teeth recesses the liq-
uid under pressure from the suction side to delivery
connection (A3) and, from there, to the pilot control
system.
3.2 ROTATION PUMP
The rotation pump (1) is flanged to the side of the

variable-displacement twin pump (2).
It is a pump at axial pistons.
MH 6.6 MH 8.6
Model A4VG56DE4D T1/32R A4VG71DE4D T1/32R
bar 390
Service pressure
(psi) (5654)
Rated rpm rpm 2000
A. Working connection 12. Bearing

B. Working connection 13. Connection plate
1. Shaft 14. Auxiliary supply pump
2. Seal ring 15. Supply pressure relief valve
3. Bearing 16. Secondary pressure-limiting valve
4. Bearing 17. Secondary pressure-limiting valve
5. Swash plate 18. Pressure cut-off valve
6. Piston seat 19. Control block
7. Piston 20. Pressure relief valve
8. Cylinder 21. Pressure relief valve
9. Springs 22. Replenishing valve
10. Spring 23. Adjusting cylinder
11. Control plate 24. Sensor
The rotation pump is an axial piston pump with By means of the control plate (11) twisting, caused
swash plate for closed hydraulic systems. by the motion of the eccentric pin, it is possible to in-
fluence the rotation of the pump. When the control
By means of the swash plate motion (5), the oil de-
plate twists, the influence of the restoring forces,
livery increases, from zero to its maximum value. If
generated by high pressure, against the swash
the swash plate (5) is shifted by means of zero po-
plate (5) changes.
sition, the oil flow changes delivery direction.
The shaft (1) though its end pin actuates the supply
To protect the transmission system, the pump is
pump (14). The pressure inside the supply pump is
equipped with high pressure relief valves (16) and
limited by the pressure relief valve (15).
(17) (also called secondary valves). These valves
contain the check and top-up valves. A built-in aux- The connection plate (13) controlling the right/left
iliary pump (14) (called supply pump) has the task to rotation, contains the secondary valves (16) and
top-up the closed circuit constantly. (17), containing on their turn the relevant check and
top-up valves.
A control block (19), receiving the control instruc-
tions from the hydraulic control lever and from the The pressure cut-off valve (18) limits high pressure
electro-hydraulic controller, checks the adjusting and therefore the rotation speed in both direction. A
cylinder (23), which shifts the inclination and direc- switching valve, installed upstream, lets the rotation
tion of the swash plate (5). High pressure is relieved high pressure act on the measuring piston of the
by the pressure cut-off valve. pressure cut-off valve.
During rotation, the shaft (1) actuates the cylinder The control block (19) with the pressure relief valves
(8) and the supply pump (14). The cylinder (8) is (20) and the replenishing valves (22) is used to
connected to the shaft by means of a positive me- move the swash plate. The pressure relief valves
chanical engagement. It contains the holes though (20) are powered by the electro-hydraulic controller.
which pass the axial pistons (7). The axial pistons
The pilot control pressure, through connection PS,
lean on the swash plate (5) by means of the sliding
containing a nozzle of Ø 1.4 mm (0.055 in), is
shoe (6). The friction surfaces of the sliding shoe on
present on both pressure relief valves (23) and (21)
the swash plate (5) and on the circular seats are lu-
and pressure cut-off valve (18). The Ø 1.4 mm
bricated with pressurized oil. This oil reaches the cir-
(0.055 in) nozzle is necessary to allow to pressure
cular seat through a central hole in the axial piston
cut-off valve (18) to discharge, against the outside
(7), and under the sliding shoe through another
pressure supply.
hole.
During rotation, a pressure relief valve actuates, al-
The cylinder (8) is pushed against the control plate lowing the pilot control pressure to reach the adjust-
(11) by means of a pack of springs (9) and by spring ing cylinder chamber (23). The positioning piston
(10), so as to achieve sufficient endurance with low performs a stroke so that the swash plate (5) chang-
pressure. es its inclination. When the upper structure rotation
The control plate (11) is adjusted by means of the speed decreases, the adjusting cylinder (23) is re-
pressure relief valve (15) setscrew. On the setscrew positioned by the spring force, while the replenish-
is installed a eccentric pin that fits into the groove of ing valve (22) refills the space increase in the
the control plate. positioning chamber.
ROTATION PUMP VALVES
A4VG56 DE4D pump valves (MH 6.6)

1. Plate of the valves
2. Pressure relief valve
3. Pressure relief valves (secondary)
4. Pressure cut-off valve
A4VG71 DE4D pump valves (MH 8.6)

1. Plate of the valves
3. Pressure relief valves (secondary)
1. Pressure cut-off valve
Pressure relief and top-up valve (A4VG56 pump)

The supply pressure valve limits the pressure of the
built-in auxiliary pump. It is a pressure relief valve at
direct control with damping.
The supply pressure (P) available, acts on the
measure surface (M) through the flat section of the
valve piston (1).
Here builds up the hydraulic power reacting against
the spring (2) force.
During operation, the supply pump fills the relevant
system.
The exceeding oil, flowing in front of the piston
opened by the valve, reaches the casing and returns
to the tank line (G). The supply pressure, building up
during this operation remains constant.
Pressure relief and top-up valve (A4VG71 pump)

The supply pressure valve limits the pressure of the
built-in auxiliary pump. It is a pressure relief valve at
direct control with damping.
The supply pressure (P) available, acts on the
measure surface (M) through the flat section of the
valve piston (1). Here builds up the hydraulic power
reacting against the spring (2) force.
The spring force (2) can be adjusted by means of
setscrew (3).
During operation, the supply pump fills the relevant
system. The exceeding oil, flowing in front of the
valve piston (1) open, reaches the casing and re-
turns to the tank (G) through the draining line. The
supply pressure, building up during this operation re-
mains constant.
Secondary pressure-limiting valve (A4VG56

pump)
The secondary valve has two tasks inside the closed
system. It protects the system against pressure
peaks and ensures the system filling.
To each rotation direction corresponds a relief valve.
The filling of the system, also called supply, is al-
ways performed from the side not controlled by the
pressure. The supply pressure force (P) pushes
spring (1) against spring (6) so that oil can be sup-
plied on the high-pressure side (HD).
The high pressure reaches the spring chamber in
the plate (4) centre and, by means of a slot, also the
supply spring chamber (6). Here builds up the hy-
draulic pressure oriented downwards and reacting
against the high pressure spring (3) force.
A high pressure peak, not allowable, pushes the
plate (4) and the spool (2) downward against the
spring (3). The cone, positioned on the spool (2) lifts
from the sealing edge. The pressure peak relieves
against the supply pressure through the secondary
valve on the low pressure side.
The setscrew (5) has the task to adjust the plate (4)
position.
Secondary pressure-limiting valve (A4VG71

pump)
The safety valve has two tasks inside the rotation
closed system. It protects the system against pres-
sure peaks and ensures the system filling.
To each rotation direction corresponds a relief valve.
The valve is besides equipped with a by-pass func-
tion.
The filling of the system, also called supply, is al-
ways performed from the side not controlled by the
pressure. The supply pressure force (P) pushes
spring (1) against spring (6) so that oil can be sup-
plied on the high-pressure side (HD).
The high pressure reaches the spring chamber in
the plate (4) centre and, by means of a slot, also the
supply spring chamber (6). Here builds up the hy-
draulic pressure oriented downwards and reacting
against the high pressure spring force.
A high pressure peak, not allowable, pushes the
plate (4) and the spool (2) downward against the
spring (3). The cone, positioned on the spool (2) lifts
from the sealing edge. The pressure peak relieves
against the supply pressure through the secondary
valve on the low pressure side.
The valve by-pass function is deactivated for exca-
vator use. For this purpose, screw (7) has to be
turned completely counterclockwise and secured.
Pressure cut-off valve

The pressure cut-off valve limits the high pressure of
rotation, thus adjusting the control pressure (PS).
The switching valve (1) ensures the rotation in both
directions.
An high pressure on one side, pushes the high pres-
sure piston (2) against the control piston (3) and the
spring (5). When the hydraulic force overrides the
piston (2) force, the control piston (3) with its pilot
edge is lifted. The control pressure reaches the cas-
ing, until the high pressure begins to lower again.
The spring force (5) now pushes the control piston
(3) downward, so that the pilot edge can close. In
this way the control pressure (PS) is adjusted and it
can establish the rotation high pressure. During this
operation, the hydraulic pressure force under the
piston (2) is related to the spring force.
An increasing high pressure (HD) lowers the control
pressure and vice versa.
The spring force can be modified by the setscrews
(7) adjusting the plate position (6).
Pressure relief valve

The pressure relief valve consists mainly of a mag-
netic coil (2) housed into the valve’s body (1), whose
core activates a control piston (4). The signals sent
by the electro-hydraulic controller reach connection
(3) and are proportionally converted into control
pressure.
In absence of control current, the positioning cham-
ber (B) is connected to the casing (A) by means of
the control piston (4) without pressure.
A control current generates an electric power shift-
ing the control piston (4) downward against the
spring (5). The casing connection is closed and the
pilot control pressure generated, reaches the posi-
tioning chamber (B) through an opening. The pres-
sure lowering inside the positioning chamber (B)
depends on the intensity of the control current. As
soon as the control current decreases, spring (5)
pushes again the control piston (4) upwards and the
passage decreases.
CONTROL BLOCK
The control block has the task to move the swash
plate and therefore to adjust the delivery.
Inside the valve body (1) there are the pressure relief
valves (2) and (3) and the replenishing valves (4) for
both rotation directions.
The pressure relief valves convert the control cur-
rent received by the electro-hydraulic controller in
control pressure.
The replenishing valves (4) ensure the filling of the
actuating chamber for left rotation (7) and of posi-
tioning chamber for right rotation (8).
Neutral
When positioned to neutral, the control block does
not contain any pilot pressure.
The chambers of the adjusting cylinder (6) contain
no pressure, due to the fact that it has been released
in the casing (9) by the pressure relief valves (2) and
(3). The swash plate is set to zero position.
Rotation
When the hydraulic control lever is shifted, the elec-
tro-hydraulic controller transfers current to the sole-
noid valve, before any motion is started, and the pilot
pressure by means of nozzle Ø 1.4 mm (0.055 in) on
the PS connection, reaches the pressure relief
valves (2) and (3).
The control current from the electro-hydraulic con-
troller reaches one of the pressure relief valves,
through which the pilot control pressure supplies one
positioning chamber (7) or (8). From the opposite
chamber, oil can flow into the casing by means of the
second pressure relief valve.
When the hydraulic control lever returns to neutral
position, the pilot control pressure is released. The
adjusting cylinder (6) and the swash plate are repo-
sitioned by means of control pressure release and by
the spring force. The vacuum increasing inside the
chamber sucks the oil from the casing (9) by means
of a replenishing valve (4).
Brake
The braking effect, by means of push-button can be
set on three levels. According to the correspondent
decrease of control current on the pressure relief
valves, the electro-hydraulic controller performs
three different sensitive braking effects.
3.3 GEAR PUMP
The double gear pump (1) supplies with a section

the steering system and the fan and with the other
section delivers oil to the brake system and to the
clamshell rotation system or other optional attach-
ment.
The pump is activated by the power take-off installed
inside the diesel engine gear case. This pump has a
common suction connection to the two sections that
branches off inside the case.
The gear pumps consist mainly of two gear wheels,
coupled between them and closed into a case. One
of the two gear wheels is activated by a shaft, pass-
ing through to the outside, while the second wheel is
driven by the teeth.
Oil enters through the suction side, and by means of
the teeth recesses is delivered along the case to the
delivery side. From here, oil is delivered to the sys-
tem.
MH 6.6 MH 8.6
Model WDOSA2C - 210 - 110
cm3/rev 21.5
Pump displacement 1
(in3/rev) (1.31)
cm3/rev 11.3
Pump displacement 2
(in3/rev) (0.69)
Rotation speed (maximum pressure) rpm 2900
Rotation speed (minimum pressure) rpm 500
4. UPPER STRUCTURE CONTROL VALVE

The control valve is an essential part of the excava-
tor hydraulic system.
The control valve receives oil from the pumps and
delivers it to all actuators installed on the machine.
The control valve consists essentially of a main body
(1) containing 6 control spools for:
Z placing boom;
Z dipper;
Z bucket;
Z boom;
Z stabilizers;
Z travel.
Should the machine be equipped with the hammer
and shears attachment, an additional section (2) is
positioned between the body and the closing plate
(3).
HYDRAULIC DIAGRAM (MH 6.6 - MH 8.6)

1. Pressure sensor for pump 1

2. Primary pressure-limiting valve on pump 1
3. Pressure sensor for pump 1 activation
4. Pressure sensor
6. Proportional valves
8. Oil cooler
9. Oil tank
10. Return filter
A. Hammer and shears control valve spool
B. Placing boom control valve spool
C. Dipper control valve spool
D. Bucket control valve spool
E. Boom control valve spool
F. Stabilizers control valve spool
G. Travel control valve spool
Ports:
P1. Pump 1 port
P2. Pump 2 port
T1. Cooler drain connection
T2. Oil tank drain connection
L. Leakage line connection pressure less to tank
PF. Pilot control pressure port
M1. Pressure measuring point port on pump 1
HYDRAULIC DIAGRAM (MH 6.6 Industry - MH 8.6 Industry)


3. Pressure sensor for pump 1 activation
4. Pressure sensor
6. Proportional valves
8. Oil cooler
9. Oil tank
10. Return filter
A. Electromagnet control valve spool
B. Handling boom control valve spool
C. Bucket control valve spool
D. Boom control valve spool
E. Stabilizers control valve spool
F. Travel control valve spool
Ports:
P1. Pump 1 port
P2. Pump 2 port
T1. Cooler drain connection
T2. Oil tank drain connection
L. Leakage line connection pressure less to tank
PF. Pilot control pressure port
OPERATION
1. Pressure sensor for pump 1 E. Stabilizers control

2. Primary pressure-limiting valve on pump 1 F. Travel control
3. Pressure sensor for automatic gearshift en- G. Control valve body
gagement H. Closing plate
4. Pressure sensor
5. Primary pressure-limiting valve on pump 2 Ports:
6. Proportional valves P1. Pump 1 port
7. Pressure sensor for pump 2 P2. Pump 2 port
8. LS relief valve T1. Drain connection to oil cooler
9. Bucket parallel valves T2. Oil tank drain connection
10. Delivery relief valve L. Leakage line connection pressure less to tank
11. Plugs PF. Pilot control pressure port
12. Pump 1 load-holding valves M1. Pressure measuring point port on pump 1
13. Pump 2 load-holding valves M2. Pressure measuring point port on pump 2
14. Secondary pressure-limiting valves A1÷A7.Delivery ports for travel motor, cylinders
A. Placing boom control opening and hammer delivery
B. Dipper control B1÷B7.Ports for travel motor return, cylinders clos-
C. Bucket control ing and hammer return
D. Boom control
Oil flow pump 1 They are controlled by the load pressure of the ad-
justing cylinder and ensure that a load-pressure in-
The oil flows through port P1 into the control valve
dependent discharge flow supplies the adjusting
and then to pressure measuring point M1 and to the
cylinder. The excess oil from pump 2 that is not used
primary pressure-limiting valve of pump 1.
by the adjusting cylinder is available through the de-
The oil flows through the two parallel channels P1 livery relief valve to other functions.
and P01 to the control spools and the valves.
The valve of the bucket parallel circuit opens and
Channel P1 directs the oil flow through a valve of the the oil flow from pump 2 joins the oil flow from
bucket parallel circuit to the bucket control spool. pump 1.
Channel P01 directs the oil flow to the travel spool, Both pumps supply partial oil volumes for the bucket
from where a branch-off leads to a load- or pressure parallel circuit.
holding valve. The load-holding valve opens and the Channel P2 leads oil through the connection plate,
oil is available at the travel spool, ready to be re- oil continues its flow as channel P02 through the
called. The oil flow by-passes the stabilizer spool control valve.
and reaches the boom spool. A branch-off ahead of
Channel P2 leads oil in the hammer and shears con-
the spool directs the oil flow also through another
trol valve and to the other pressure compensator for
load-holding valve to the boom spool. The oil flows
the hammer and shears operation. The solenoid
then to the bucket spool. The oil is then available to
valve, receiving the control from the electro-hydrau-
the bucket spool via a load-holding valve. The oil
lic controller, with the pressure compensator offers
flow reaches then the dipper spool. Also here a
the possibility of selecting four different power lev-
branch-off delivers oil to the dipper spool through a
els, for instance four different sizes of hammer.
load-holding valve. Two parallel channels P2 and
P02 direct the oil flow through the control valve. A bore in the connection plate ensures the connec-
tion between channel P2 and channel P02.
Oil flow pump 2
With the adjusting spool in neutral position, the oil
The oil flows to the control valve through port P2. At flows to the dipper spool, ahead of which a branch-
first it reaches the pressure measuring point M2 and off, by means of a load-holding valve, delivers oil to
the primary pressure-limiting valve. the dipper spool. The oil reaches then the bucket
Two parallel channels P2 and P02 direct the oil flow spool. A load-holding valve opens the passage al-
through the control valve. lowing the oil flow to the bucket spool. The boom
spool is the next receiving the oil flow, and also in
Channel P2 directs the oil flow to the delivery relief this case by means of a load-holding valve, the
valve, to the pressure compensator and to the buck- boom operation is available. The oil flows then to the
et parallel circuit valve. stabilizer spool and is available through another
The delivery relief valve and the pressure compen- load-holding valve. After that, oil from pump 2 reach-
sator are part of the adjusting spool circuit. es the tank channel past through the travel spool.
PRIMARY PRESSURE-LIMITING VALVES

The primary valves limit the working pressure of
pump 1 and of pump 2.
The pressure sequence stages permit higher pump
pressures for operation with the power assist or
power boost function.
The primary valves are located in the channel of the
corresponding pump ahead of the control valve
spool.
By design, these valves are pilot operated pressure-
limiting valves with a flow-independent response.
The high-pressure is admitted to main piston (2) and
passes at the same time through the centre bore be-
hind the main piston into the cavity with spring (3)
and from there through a throttle below pilot valve
(4). Until the opening pressure is reached, spring (5)
holds the pilot valve (4) closed. When the opening
pressure is reached, the pilot valve is lifted off its
seat, the spring chamber (3) is pressure-relieved
and the main piston (2) opens the passage to the
tank channel of the control valve.
The input stage with stroke-adjustable piston (9)
permits two different opening pressures.
The lower opening pressure is determined by the
force of spring (5) without pilot pressure (B).
The high opening pressure (A) is reached with the A. High pressure
help of pilot pressure (B) applied on the piston (9). B. Pilot control pressure
In this case, piston (9) is driven to stroke end inside C. Tank channel
the threaded bushing (8), pushing the plunger (7) 1. Valve body
against spring (5). The spring force increases and 2. Main piston
greater high pressure is required to overcome this 3. Chamber with spring
force. 4. Pilot valve
5. Spring
After pressure relief of piston (9), spring (5) is de-
6. Plunger seat
compressed so that the pump pressure is limited by
7. Plunger
the lower opening pressure.
8. Threaded bushing
9. Piston
10. Locknut
11. Piston guide
12. Locknut
CHECK VALVES
The return oil from the control valve, must return to
the tank flowing though le check valves, parallel con-
nected to port T1 and port T2. To perform this oper-
ation, the valves poppets must be pushed
backwards against the spring forces. To the force
present at port T1 of the valve, also the cooler deliv-
ery resistance must be added. Because of this re-
sistance the preloading pressure generates in the
tank channel. The amount of preloading pressure is
also determined by the return-oil volume.
A large volume of oil requires a bigger draining sec-
tion. The valve poppet opens further, so that the
spring under the poppet is compressed strongly.
This preloading pressure ensures the oil supply to
cylinders and travel motor by means of the check
valves and top-up valves.
The check valve at T1 is equipped with a 2-bar
(29 psi) spring. While the valve in T2 is equipped
with a 5-bar (73 psi) spring.
The amount of return oil flowing through the valve in
T1, must overcome the force of the 2-bar (29 psi)
spring, and the resistance to cooler delivery, accord-
ing to viscosity. When oil is cold, the total resistance
is higher, therefore and part of the oil volume flows
through the 5-bar (73 psi) valve in T2. In this way, the
cooling oil volume is regulated, according to viscosi-
ty, by the differential resistances in T1 and in T2.
In addition, the 5-bar (73 psi) valve in T2 protects the
cooler against inadmissibly high pressures.
The by-pass bore (B), parallel to the valve in T2, re-
lieves the pressure into the tank channel (S) after the
engine stop.
SECONDARY PRESSURE-LIMITING VALVES

The secondary pressure-limiting valves protect the
cylinders and the travel motor against inadmissibly
high pressures, generated by the forces occurring
when the machine is working. Peak loads are thus
effectively avoided.
The secondary valves protect the boom, bucket, dip-
per and adjusting cylinders at their piston and rod
sides respectively.
The travel motor is equipped with secondary pres-
sure-limiting valves on both sides.
The integrated replenishing system receives pressu-
rized oil from the preloaded tank channel, which
supports filling of the components in the event of in-
sufficient oil in the cylinders or in the travel motor.
By design, the secondary pressure-limiting valve is
a pilot-controlled valve maintaining the preset open-
ing pressure almost independent from the delivery.
The high pressure as reaction pressure from the cyl-
inder or from the travel motor is lead to main piston
(2). At the same time, it passes through the central
bore into spring chamber (3) where it is available at
pilot valve (4). The adjustable force of spring (5)
maintains the pilot valve (4) closed, until the hydrau-
lic force under the same valve (4) is greater.
In this case, the spring chamber is pressure-relieved 1. Valve body

and the main piston (2) opens towards the tank 2. Main piston
channel. The pressure peak, overcomes the 3. Chamber with spring
preloading pressure of the tank channel and flows- 4. Pilot valve
back into the tank. Once the opening pressure has 5. Spring
been overcome, the pilot valve (4) closes again, by 6. Setscrew
generating a force in the spring chamber (2) which 7. Locknut
closes the valve again. A. High pressure
S Tank channel
In the event of oil shortage in the cylinder or in the
travel motor, the preloading pressure acting on rod
side (A), raises the main piston (2) allowing the
preloaded oil to reach the cylinder chambers or the
travel motor from the tank channel.
PROPORTIONAL VALVE
The proportional valves for bilateral spool adjust-
ment are located in the same housing.
Their purpose is to convert the electrical control cur-
rent from the electro-hydraulic controller into a pilot
control pressure.
The pilot control pressure is available at port P and
at both proportional valves only after a cylinder or a
travel function has been activated.
If the valve with identification letter (a) is energized,
the pilot control pressure passes into the upper cap.
The control spool is pushed down-wards.
The valve with identification letter (b) lets pilot pres-
sure flow into the lower cap, this causes the control
spool moving upwards.
Any movement of the hydraulic control levers or
pedals is detected by the electro-hydraulic control-
ler, which sends to the relevant proportional valve a
control current according to the lever or pedal
stroke.
When all control elements are in neutral position,
both pilot control caps are linked with the leakage oil
channel by means of the control pistons in the pro-
portional valves.
After the activation of the ignition and after the initial-
isation of the electronic system, a signal of approxi-
mately 100 mA is available even without actuating
any function. The reason for this is the acknowl-
edgement of a fault, such as the breaking of a wire
or a short-circuit.
SENSORS
The pressure sensor converts hydraulic pressure

into a current signal in the mA range.
The pressure sensors (1) for pump 2, (2) for pump 1
and (3) for the load-sensing pressure (LS) are re-
quired for calibration of the electro-hydraulic pilot
control.
The pressure sensor (4) is necessary for the auto-
matic gearshift engagement.
PIN1 = 0 Volt / signal to electro-hydraulic controller

PIN2 = ground
PIN3 = + voltage
5. UNDERCARRIAGE CONTROL VALVE

This control valve is installed in the undercarriage
frame above the gearbox. The pilot control pressure
is available for engagement operations and a line is
connected to the tank.
On the undercarriage control valve (1) are installed 4
solenoid valves (2), (3), (4), (5) an accumulator (6)
and a pressure switch (7).
Z Solenoid valve (2) is in charged of the gearshift en-

gagement.
With parking brake released, this valve always de-
livers the available pilot control pressure, to one of
the two disc clutches. Which clutch will receive the
pressure, depends on the fact whether the solenoid
is connected or disconnected. With lack of current
the pilot control pressure reaches the clutch with
2nd gear engaged. If voltage is available on the
coil, the pilot control pressure reaches the clutch
with 1st gear engaged.
Z The solenoid valve (3) concerns the parking brake. Z The pressure switch (7) checks the activation pres-
The parking brake is operated by the disc clutches sure of the gearbox clutches. When the machine is
inside the gearbox. When both disc clutches are moving and the parking brake is released, the
not under pressure, the parking brake operation is switching contact of the pressure switch must be
taken over by the gearbox. open. When the parking brake is blocked, the
With a lack of current the control piston is connect- switching contact of the pressure switch must be
ed to the tank. A gear already engaged and its cor- closed, otherwise an error fault is generated.
responding clutch are engaged without pressure.
The engagement pressure of clutch with the sup-
ply pressure, discharges through the nozzle of the
line leading to the tank.
When the parking brake is released, the voltage
reaches the magnetic coil, so that the control pis-
ton let the pilot control pressure flow as a switching
pressure into a clutch of the gearbox. In addition,
the accumulator is charged, by opening the switch-
ing contact of the pressure switch (7). The relevant
disc clutch opens and deactivates the operation of
the parking brake inside the gearbox.
In case of faulty electronics, an emergency open-
ing device placed at magnet’s side, allows to shift
the control piston mechanically, so that the pilot
control pressure can open the disc clutch.
Z The solenoid valve (4) is used to block and unlock
the floating axle. When the magnetic coil is under
voltage, the floating axle is blocked, because the
blocking valves, integrated in the cylinders are not
under pressure. When the magnetic coil is under
voltage, the control piston moves in such a way
that the pilot control reaches the cylinders blocking
valves and unlocks them.
Z The solenoid valve (5) engages the creep speed
on the travel motor.
During the engagement of the creep speed, the
magnetic coil receives voltage and the control pis-
ton sends the pilot control pressure to the engine
controller. The control piston of the controller is
shifted and the travel high pressure reaches the pi-
lot piston, this moves the engine body to position
Vgmax. The engine is positioned to engine maxi-
mum delivery absorption and the machine travels
at creep speed.
Z The accumulator (6) by means of the pressure
force delays the pressure relief into a disc clutch
after the blocking of the parking brake. The braking
effect starts softly.
6. PILOT CONTROL ASSY

1. Pilot control assy

2. Pilot control assy filter
4. Pressure relief check valve
5. Load-limit adjusting proportional valve
6. Pilot control pressure disengaging solenoid
valve
7. Holding brake solenoid valve
8. Travel pilot control pressure solenoid valve
9. Power Boost operation solenoid
10. Proportional solenoid valve for pump 1 control
11. Proportional solenoid valve for pump 2 control
12. Solenoid valve
13. Pilot control pressure sensor
14. Sensor for pilot control activation/deactivation
15. Sensor
16. Accumulator
17. Accumulator
18. Undercarriage control valve
19. Parking brake sensor
20. Accumulator
22. Upper structure control valve
25. Pressure switch/pressure sensor for automatic
gearshift engagement
26. Pressure switch/sensor
27. Diesel engine
29. Rotation pump
The pilot control system supplies the pump control, The electro-hydraulic controller sends the control to
the load-limit adjustment, the control valve rod ad- the solenoid valve (8), only when the travel hydraulic
justment and the engagement systems for under- control pedal is activated. The pilot control pressure
carriage and upper structure control. influences the proportional valves of the travel spool
inside the control valve, only after the activation of
The pilot control pump delivers oil to the pilot control
the travel pedal.
assy (1) including the pressure relief system.
The power boost solenoid valve (9) receives the
The limited pilot control pressure reaches port (Y3)
control from the Electro-Hydraulic Controller. When
of variable-displacement twin pump (28), by means
the power boost is unpowered it cannot operate.
of which both pumps are moved to Vgmin position,
but not completely to neutral delivery. Both pumps After the engine stop, the accumulator (16) supplies
receive a low pressure from the load-sensing on the pilot control system on port (S) so as to allow the
ports (X1) by means of proportional valves for hydraulic system to bleed or to allow the emergency
pumps (10) and (11) control. This load-sensing lowering of the attachment. For this operation, igni-
pressure moves the pumps, so that each of them tion must be powered and the control started, so
conveys through the control valve (22) only an oil that the relevant solenoid valves are activated and
flow for cooling. All these operation are controlled by the pilot control pressure reaches the control valve
the electro-hydraulic controller sending the control (22).
to the proportional valves (10) and (11), when the The check valve (4), located under the accumulator
control levers are positioned to neutral. (16) is pilot controlled and operates as pressure
The proportional valve of the load-limit regulator (5) load-holding valve. Without this function, the pres-
receives the control by means of another delivery of sure contained inside the accumulator would re-
the load-limit regulator. By means of this, the maxi- lease quickly after the engine stop. By means of port
mum control pressure acts on both pump regulators (A) the control valve (22) for undercarriage control is
through port (X3). This maximum control pressure powered.
decreases the minimum power absorption of pumps
1 and 2.
The solenoid valve for pilot control pressure deacti-
vation (6) for the working functions and for rotation,
remains unpowered, also after the engagement of
the pilot control pressure lever, installed on the port
console.
The electro-hydraulic controller sends the control to
the solenoid valve (6), only when an hydraulic con-
trol lever is moved to neutral position. This means
that the pilot control pressure influences the propor-
tional valves of the control valve and the proportion-
al valves of the rotation pump, only when a working
operation is started.
The solenoid valve (7) of the rotation holding brake
is unpowered, therefore the disc brake remains
blocked under the thrust of the springs. Solenoid
valve (7) receives the control from the electro-hy-
draulic controller.
Solenoid valve (8) for pilot control pressure deacti-
vation of travel is unpowered.
PILOT CONTROL BLOCK

4. Pressure relief check valve
5. Load-limit adjusting proportional valve
valve
7. Holding brake solenoid valve
8. Travel pilot control pressure solenoid valve
9. Power Boost operation solenoid
10. Solenoid valve for pump 1 control pressure
12. Solenoid valve
16. Sensor
17. Accumulator
The pilot control assy (1) consists of a control valve

on which are installed some solenoid valves.
The valves communicate by means of oil through
port P.
On the pilot control assy is installed a filter (2) at in-
put, protecting the downhill elements from possible
dirt.
The check valve (4), installed downstream of filter (2)
opens and let the oil delivery flow through to the
pressure relief valve (3), by means of which the pilot
control system is secured. Excess oil returns, with no
pressure, to the hydraulic tank through port T.
The pilot control pressure released by the pressure
load-holding valve, reaches the accumulator (14) at
port A for undercarriage control and solenoid valve
(6) supply. Besides, the pilot control pressure is
available on proportional valve (5), on solenoid valve
(7), on pressure measuring point M, on solenoid
valve (8) and on the flanged valves (9), as well as on
the proportional valves (10) and (11).
The accumulator (13) is under nitrogen preload. Dur-
ing operation, it is loaded by the pilot control pres-
sure. The force of the accumulated pressure, after
the engine stop, is available for solenoid valves (6)
and for the undercarriage control. When the solenoid
valve (6) is powered, by means of accumulator pres-
sure, the pressure can be relieved from all cylinders
functions. In this way the working attachment can be
lowered in case of emergency.
The pressure load-holding valve under the accumu-
lator (14) ensures, after the engine stop, that the ac-
cumulator pressure is held and not conveyed to the
pilot control pump.
Through port A of the basic group, the pilot control
pressure, reaches the undercarriage control valve,
after its flowing through the hydraulic control valve.
Both pressure switches (14) and (15) detect, if the
solenoid valves (6) and (8) when powered, convey
the pilot control pressure and, if when they are un-
powered, they release the pressure again.
6.1 PILOT CONTROL ASSY SOLENOID

VALVES
LOAD-LIMIT ADJUSTING PROPORTIONAL

SOLENOID VALVE
The proportional valve is used as a signal converter.
This valve transforms the electric current controlling
the load-limit regulator into control pressure (A3) for
the adjustment of the working pumps output. The
control pressure produced is proportional to the con-
trol current.
The valve body (1) contains a magnetic coil (2), a
plunger (3) and the control piston (4) with the spring
seat (5) and the adjusting spring (6).
The current flow on coil (2) produces electric power,
moving the plunger (3) and the control piston (4)
against the force of the adjusting spring. The pilot
edge (5) of the control piston (4) opens a section
through which the pilot control pressure (P) reaches
port (A3) partially under form of control pressure.
The control pressure generated, produces a return
force supported by the adjusting spring (6), moving
the control piston (4) backwards against the electric
power.
The passage section on the pilot edge (S) remains
open until the electric power overrides it. As long as
the pilot edge remains open, the control pressure in-
creases and the return forces as well.
The pilot edge (S) closes, when the forces are bal-
anced.
When coil (2) is crossed by less current, the return
forces push the control piston (4) into a position,
where a passage through the tank is generated (L),
this passage allows the control pressure (P) release.
The release section closes when the balance of the
forces is restored.
Emergency activation
In order to preserve the machine operations in case
of electronics failure, the proportional valve is
equipped with a mechanical emergency activation
(7), this can move the control piston (4). Thanks to
this emergency operation the machine can carry on
working at creep speed.
BRAKE SOLENOID FOR ROTATION GEARBOX

The solenoid valve engages the brake of rotation
gearbox (1). When in neutral position, the rotation
brake is connected with the release port T of the ba-
sic unit, by means of port A2.
The brake is in this case not under pressure, but it
remains blocked by the spring force (2).
When the magnetic coil (5) is powered, the valve
control piston (6) is moved, so as to allow the pas-
sage of the pilot pressure that reaches the gearbox
brake. Piston (4) pushes the springs (2) backwards
and the brake discs (3) are released, so that the up-
per structure can be turned.
This valve is also equipped with mechanical emer-

gency activation.
In case of electric system failure, the proper screw
(7) can be screwed to the limit stop. The control pis-
ton (6) is moved mechanically and the pilot control
pressure releases the brake.
POWER BOOST SOLENOID VALVE

This solenoid valve controls the Power Boost func-
tion.
The solenoid valve is powered when the Power
Boost function is connected.
This valve conveys the pilot control pressure to the
pressure sequence stages of both primary pressure-
limiting valves. This allow to increase the pump pres-
sure beyond the normal value.
When the valve is set to normal position, the pres-
sure sequence stages of primary valves are drain-
connected to the tank with no pressure. The primary
valves instead limit the pressure of the pumps to a
normal value.
PILOT CONTROL PRESSURE ACTIVATION/

DEACTIVATION SOLENOID
This solenoid valve activates the pilot control pres-
sure for all working operations, except for travel.
When the pilot control is deactivated, the valve is
placed to neutral position. The pressure flow from
the pilot control to the control valve and to the rota-
tion pump is cut-off. In this case, the pilot control sys-
tem is equipped with a connection between port A1
and port L, whose line returns the oil to the tank with
no pressure.
During the engagement of the pilot control, the mag-
net moves the control piston this enables the pas-
sage of the control pressure to the proportional
valves of control valve and of rotation pump.
The solenoid valve is equipped with a mechanical
emergency activation, by means of which in case of
fault, the control piston can be moved.
A pressure switch detects the build-up of pressure at
working operation start and the build-up of pressure
after the pilot control engagement.
TRAVEL PILOT CONTROL PRESSURE
ACTIVATION/DEACTIVATION SOLENOID
This solenoid valve activates the pilot control pres-
sure for travel proportional valves.
When the travel pedal is not activated, the solenoid
valve is to neutral position and therefore no pilot con-
trol pressure is available on proportional valve for
spool shifting. In this case the pressure switch is
closed.
After the travel direction has been selected and the
travel pedal has been pressed, the magnet is pow-
ered and the pilot pressure reaches the proportional
valve of travel spool. In this case the pressure switch
is open.
A pressure switch detects the build-up of pressure at
travel start and the build-up of pressure at travel end.
By means of the mechanical emergency start, the
solenoid valve can open to allow the travel in case of
faults.
PUMP CONTROL SOLENOID VALVES

Each valve controls a pump regulator.
The valves are an essential part of the pump control.
They transform proportionally the electric signal re-
ceived from the pilot control into hydraulic pressure
of control or load-sensing pressure.
The valve body (1) contains a magnetic coil (2), a
plunger (3) and the control piston (4) with the spring
seat (5) and the adjusting spring (6).
When a function is started, current is sent by the
electro-hydraulic controller to the magnetic coil (2),
where it is converted into electric power, moving the
plunger (3) and the control piston (4) against the
force of the adjusting spring (6).
The pilot edge (5) of the control piston (4) opens a
section through which the pilot control pressure
reaches port (241) and (242), partially under form of
load-sensing pressure.
The load-sensing pressure generated, produces a
return force supported by the adjusting spring (6),
moving the control piston (4) backwards against the
electric power.
The passage section on the pilot edge (S) remains
open until the electric power overrides it. During this
time the pilot control pressure reaches the pump
regulator under form of load-sensing pressure. The
load-sensing pressure raises, this increases the re-
turn forces. The pilot edge (S) closes, when the forc-
es are balanced.
As soon as the current inside the electro-hydraulic
controller starts decreasing, the return forces over-
ride the other forces. They push the control piston (4)
backwards, this movement opens a passage to the
tank by means of which the load-sensing pressure is
released. The release section closes when the bal-
ance of the forces is restored.
Thanks to the emergency activation (7) the piston
can be moved mechanically so as to allow that the
load-sensing pressure reaches the pump regulators,
in case of electronic failure.
7. ROTATION SYSTEM
1. Oil tank 7. Solenoid valve

2. Oil return filter 8. Diesel engine
3. Rotation motor 9. Variable-displacement twin pump
4. Rotation gearbox 10. Gear pump
5. Rotary control valve 11. Rotation pump
6. Pilot control assy 12. Swash plate angle sensor
The rotation system is a closed hydraulic system. It By starting the motor, the pilot control pressure
mainly consists of the rotation pump (11) and rota- builds up in the pilot control assy (4).
tion motor (3), located on the gearbox (4). By driving rotation in one direction, the electro-hy-
In order to guarantee the filling of the closed system, draulic controller activates the solenoid valve (7)
an auxiliary or supply system is necessary. The sup- and the pilot control pressure, through the Ø 1.4
ply system is supplied by the built-in supply pump. (0.055 in) nozzle in connection PS, reaches the con-
Pressure is relieved by the supply pressure valve. trol block.
By means of two check and top-up valves, this pres- The rotation process is controlled by the hydraulic
sure is made available to the closed system in order control lever, which sends electric signals to the
to fill it up. It compensates the losses due to leaks electro-hydraulic controller. The electro-hydraulic
generating on the high-pressure side. Power is sup- controller is also informed if the rotation power limi-
plied on the low-pressure side of the closed system. tation has been engaged and what power has been
set. The electro-hydraulic controller examines these
The rotation high pressure, and hence the rotation
signals and provides current to the relevant pres-
boost, is relieved on both sides by a pressure cut-off
sure relief valve in the control block.
valve.
The angle sensor (12) detects the angle of the plate
High-pressure safety valves, called secondary
and therefore the real pump delivery (real Vg) and
valves, protect the closed system against non-al-
sends it to the electro-hydraulic controller as voltage
lowable pressure peaks.
signal.
The oil temperature in the rotation system is kept
Pump delivery (nominal Vg) is set by shifting the hy-
within safety limits both through the delivery of fresh
draulic control lever.
oil by the supply system and through the transverse
cooling of the rotation motor (3). In the upper structure acceleration phase, the hy-
draulic control lever sets a higher delivery. As long
Fresh oil delivery by means of a check and top-up
as there is a difference between (real Vg) and (nom-
valve depends on the quantity of leaks on the high-
inal Vg), the regulator in the electro-hydraulic con-
pressure side.
troller increases the control current provided to the
The transverse cooling of the motor is obtained by pressure relief valve, until the real pump delivery
means of the different pressures in both lines of the (real Vg) matches the delivery set by the hydraulic
motor casing. control lever.
A control block for delivery adjustment is installed di- In the deceleration phase, adjustment is made in the
rectly on the adjusting cylinder. opposite way.
7.1 ROTATION GEARBOX
The rotation gearbox is a two-stage planetary gear-

box which engages into the teeth of the ball slewing
bearing.
The gearbox has been designed so that the rotation
movement is started and stopped by an axial-piston
motor.
With its shaft, the axial-piston motor drives the sun
wheel of the first planetary gear.
The planetary wheel kit engages into the internal
body ring gear. The planet carrier of the first stage
drives the sun wheel of the second stage. The plan-
etary wheels of the second stage also engage into
the internal body ring gear. The planet carrier of the
second stage drives the pinion. The pinion engages
into the teeth of the slewing bearing.
An axial-piston motor with constant absorption vol-
ume is used as hydraulic motor. The driving speed
is proportional to the oil volume coming from the ro-
tation pump.
The torque provided increases with the pressure de-
crease between the high-pressure and the low-pres-
sure side. The hydraulic motor is supplied with a
transverse flush for cooling down its temperature.
During the working phase, in the connected tank
lines, a different pressure level builds up; this causes
an oil flow, which carries away heat towards the tank.
DISC BRAKE
A disc brake, integrated in the rotation gearbox, is
used as upper structure brake. This brake operates
according to the preloaded spring principle, with no
pilot control pressure, i.e. the brake remains blocked
by the spring force (1). When the pilot control pres-
sure is applied, the brake piston (2) compresses the
springs (1) and the discs (5) can turn freely.
When the pilot control in the cab is deactivated, the
brake is automatically locked for safety reasons.
By means of the controls, the operator has different
possibilities for brake operation:
Z brake locked: the solenoid valve does not receive
current and pressure in the brake is relieved;
Z brake released: the solenoid valve is activated and
therefore pressure is available to the brake;
Z brake in automatic mode.
SPEED SENSOR
The rotation movements are detected by a sensor
arranged directly on the motor. When the hydraulic
control lever is brought back to neutral position, the
upper structure decelerates and stops according to
the braking effect set. The sensor detects the stop-
ping and disengages the solenoid valve. By means
of the solenoid valve, the brake pressure relieves
into the tank and the brake locks because of the
force of the springs.
The sensor (1) for rotation motor speed detection
has been directly screwed to the motor body (2).
The sensor (1) is equipped with two Hall elements
for speed and rotation direction detection. The fre-
quency signals generated are shifted by 90°. This
means that, assuming a rotation direction to the
right, frequency signal f2 is shifted by 90° with re-
spect to frequency signal f1.
The frequencies provided are analyzed by the elec-
tro-hydraulic controller.
In case of problems with the sensor, an error mes-
sage is displayed and, after 3 seconds, the brake
locks.
H1. Hall element for frequency f1
H2. Hall element for frequency f2
V. Voltage
T. Time
f1; f2.Frequency signals
8. TRAVEL

3. Undercarriage control valve
3B. Control valve: axle floating locking control
3C. Control valve: parking brake control
3D. Control valve: gear engagement control
4. Accumulators
5. Pressure switch
6. Travel motor
7. Gearbox
8. Rear rigid axle
9. Feed pressure valve
11. Electric rotor
15. Travel rod
16. Load-holding valve
17. Travel proportional valve
18. Travel proportional valve
19. Filter
20. Check valve
21. Travel pilot control solenoid valve
N. Neutral
F. Forward
R. Reverse
OPERATION According to pedal stroke, the electro-hydraulic con-

The travel system is only supplied with the oil of troller also provides current to the proportional
pump (P1). Once it has entered the control valve valve, while the pilot control pressure delivers oil to
(12), oil acts on the pressure measuring port, the the pump regulator on connection X1. According to
sensor (13) and the primary valve. pedal stroke, the proportional valve (18) receives
current from the electro-hydraulic controller.
Neutral Proportionally to current, the valve (18) admits the
With the travel rod (15) in neutral position, the cool- pilot control pressure into the upper cup of the con-
ing oil of pump (P1) moves to channel C1 of the control valve. This pressure moves the travel rod (15)
trol valve and proceeds through the other rods, then downwards against the springs. In this operation,
reaching the tank channel. channel C1 is blocked and the oil flow of the pump
(P1), through the load-holding valve (16), moves to
The circulation pressure of the pump (P1) opens the channel P and, along the opened pilot edge, to con-
load-holding valve (16) and the oil flows into channel nection A1, to finally reach the travel motor (6), by
P. proceeding into the rotary control valve (10).
Pressure, generated by the preloaded valves of the
The loading pressure thus generated acts on the
tank channel by means of the two check and top-up
sensor (14). The output signal of the sensor (14)
valves, remains available to the travel motor, in or-
and the speed signal of the sensor on the gearbox
der to prevent cavitation.
(7) are processed by the electro-hydraulic controller
The pilot control pressure becomes available to the for automatic gearshift. The return oil from the travel
control valve of the undercarriage (3), where it pro- motor (6) must return to the control valve, passing
vides delivery to the solenoid valves for the parking through the brake valve and the rotary control valve
brake (3C), for floating axle locking (3B) and for the (10), and then drain through the preloaded valves in
engagement of the creep speed (3D). the tank channel.
Before travel Fill-up during forward travel

Once the parking brake has been released, the gear Oil fill-up guarantees the travel motor filling at high
set on the solenoid valve (3D) is engaged. speeds. The supply valve (9) is automatically acti-
vated by CU A100 when travelling forwards in sec-
The pressure switch (5) opens and the control lamp
ond gear.
of the parking brake turns off.
The pressurized oil of the fan system is used to sup-
When current reaches the solenoid valve (3B), the
ply the top-up system. The minimum pressure relief
pilot control pressure unlocks the cylinders of the
valve reduces fan pressure to the top-up pressure
floating axle (2).
which is available on connection A1.1 of the control
The travel motor (6) is in the Vgmin position when valve (12) and which delivers oil to the line for for-
the solenoid valve (3A) is unpowered. ward travel through a check valve.
The travel motor (6) can adjust according to high If travel pressure drops below the top-up pressure,
pressure. e.g. when travelling downhill, the check valve (20)
on connection A1.1 opens and the motor is supplied
Forward travel with the top-up pressure.
Once the travel direction has been selected and the An increase in travel pressure closes the check
travel pedal has been gently pressed, this condition valve (20).
is detected before travel movement occurs.
The electro-hydraulic controller activates the sole-
noid valve (2) of the pilot control assy (22) in this
way, and the pilot control pressure reaches the pro-
portional valves (17) and (18) through the inlet filter
(19) in connection PF.
Reverse travel
When travelling backwards, the proportional valve is
operational (17). Proportionally to the travel pedal
stroke, it provides pilot control pressure to the control
valve lower cup, thus shifting the travel rod upwards
against the springs. Now the pump oil (P1) moves
from the pump channel to connection B1 of the con-
trol valve (12) and, passing through the rotary control
valve (10), reaches the travel motor (6).
Starting on slopes
The load-holding valve is important (16) for a smooth
start on slopes with a low rpm. In this process, the
loading pressure acts on the load-holding valve until
the pump (P1) builds up high pressure, higher than
the loading pressure. The machine starts moving
only now. The load-holding valve prevents the ma-
chine from moving backwards.
8.1 TRAVEL MOTOR
The travel motor (1) is flanged to the gearbox (2).

As regards the disc gearbox, flanged to the rigid axle
(4), it is a single-stage planetary gearbox with two
gears and a neutral position. Gearshifting is per-
formed by means of two disc clutches.
The pilot control drives the disc clutches by means
of a solenoid valve.
The solenoid valve always provides delivery to one
of the two clutches, so that a gear is always en-
gaged, unless the parking brake is engaged. In this
case, both clutches are not under pressure, and
therefore the parking brake operation is taken over
by the disc gearbox.
The speed sensor (3) sends a speed signal and a
direction signal to the electronics.
For towing purposes, the driving group has a neutral
position which interrupts the connection between the
axle (4) and the travel motor (1). The neutral position
is obtained mechanically, by rotating an eccentric. In
this operation, a gearwheel in the gearbox is moved
on its axis so as to interrupt the mechanical connec-
tion of two gears.
OPERATION
The hydraulic travel motor is designed to transfer
motion, by means of the speed change, to the front
and rear axles.
The hydraulic travel motor is conceived with tilted
axle (tilted body), with variable displacement, and
with a rotary assy with taper axial pistons. The dis-
placement regulator is mounted on the travel motor
head.
The displacement can vary from maximum (Vgmax)
to minimum (Vgmin).
At travel thrust or during travel on slopes the engine
displacement increases with consequent increase of
travel force. To achieve the maximum travel speed,
the engine displacement should be at minimum val-
ue.
The hydraulic travel motor essentially consists of the

following parts:
1. Driving shaft and bearings

2. Cylinder and pistons
3. Control plate
4. Stroke-end screw Vgmin
5. Stroke-end screw Vgmax
6. Regulator
7. Brake valve
8. Secondary valves
Rotary assy
The rotary assy consists of: control plate (1), seven
pistons (2), driving shaft (3), cylinder block (4),
spring (5), central pivot (6), bearings (7), seal ring
(8).
The hydraulic oil pressure is applied to the piston by
means of the control plate (1), and the pistons, under
the oil thrust, perform the extension stroke and, be-
ing bound to the driving shaft, convert their motion
into a rotary motion of the driving shaft.
The cylinder block (4) rotates with the pistons (2)
that, by carrying out in sequence the extension
stroke, generate an output torque on the driving
shaft (3).
The oil, after pistons (2) displacement, is discharged
on pistons return line during the retraction stroke.
The cylinders block (4) can vary its tilting with rela-
tion to the shaft axis from 5° to 25°. When the tilting
angle is changed, also the piston stroke changes
and as a consequence the generated torque.
The output torque of the drive shaft depends on the
hydraulic pressure and on the tilting of cylinders
block (4), while the rotating speed depends on the oil
flow and on the tilting of cylinders block (4); so if the
cylinders block tilting is reduces, as a consequence
the speed increases and the tractive force decreas-
es, on the contrary, by increasing the angle the
speed decreases and the traction force increases.
Regulator
The motor is equipped with an automatic capacity
regulator according to service pressure. The control
takes service pressure from port (A) or (B) and
checks the position of the tilted shaft and then the
motor displacement from a minimum position (mini-
mum torque - maximum speed) to a maximum dis-
placement (maximum torque - minimum speed).
In neutral position and when travelling at low pres-
sure, the motor body (2) is in Vgmin position. In this
condition, the control plate (3) is against the Vgmin
stroke-end screw (4).
The axial pistons (1) performing a stroke convert the
hydraulic power from delivery pressure to low-torque
high pressure.
The pressure adjusted while travelling reaches the
rod side (S1) of the pilot piston (5) and the measur-
ing surface of the regulator control piston (7).
The hydraulic force acting on the pilot piston (5)
keeps the motor body (2) at Vgmin stroke end. The
hydraulic force on the control piston’s (7) surface
acts in the opposite direction.
As the spring force (8) is adjustable, it determines
the travel motor adjustment start.
With the travel resistance increasing, the high pres-
sure increases until it reaches the adjustment start.
In this operation, the high pressure shifts the control
piston (7) with its pilot edge, through which the high
pressure reaches the wide flat surface (S2) of the pi-
lot piston (5).
The adjustment force shifts the cylinder (9) to a wid-
er angle, and thus the piston stroke (1) increases,
too. The motor torque increases and the speed de-
creases. According to high pressure, the motor body
shift (2) progressively changes up to adjustment
end.
The adjustment end is reached when the motor body
(2) touches the Vgmax stroke end (10) with the con-
trol plate (3). Once the travel resistance has been
exceeded, the high pressure decreases and the
control piston (7) is brought back by the spring force.
Pressure under the pilot piston (5) relieves inside the
casing and the motor body (2) moves towards Vg-
min.
Speed increases while torque decreases.
Creep speed
The automatic adjustment process is overridden by
the creep speed engagement.
This system allows performing a slow travel with
maximum driving force.
The solenoid valve on the undercarriage control
valve provides pilot control pressure to connection X
of the regulator. The control piston (3) is shifted
against the adjusting spring. The pilot edge opens
and pressure arrives under the flat surface of the pi-
lot piston (5). The force of the pilot piston (5) moves
the motor body (2) against the Vgmax stroke-end
screw (10).
Additional adjustment (25 km/h (15.53 mph) and

30 km/h (18.64 mph) versions only)
On 25 km/h (15.53 mph) and 30 km/h (18.64 mph)
machines, the travel motor is set to a lower oil vol-
ume absorption, in order to obtain higher rpms.
In order to protect it against non-allowable excessive
rpms, e.g. when travelling downhill, and to improve
braking behaviour, the motor is equipped with an ad-
ditional hydraulic adjustment (2). This Vgz adjust-
ment consists of a preloaded-spring engagement
piston, which provides delivery to a positioning pis-
ton, located under the adjusting piston.
The adjustment (2) is only operational when travel-
ling forwards in 2nd gear. Connection B is the deliv-
ery side for forward travel. The return oil coming
from the motor must reach connection A, by passing
around the brake valve piston as braking pressure.
Connection A receives pressure for reverse travel.
When travelling downhill in 2nd gear, at first the trav-
el motor is in its Vgmin position. By means of the low
traction torque, a high braking pressure builds up
between the motor and the brake valve piston.
As soon as the braking pressure reaches the en- 1. Regulator

gagement pressure of the Vgz adjustment, the en- 2. Hydraulic adjustment Vgz
gagement piston shifts against the spring, letting 3. Brake valve
pressure arrive under the positioning piston. 4. Secondary valve
5. Cooling oil nozzle
The positioning piston lifts the adjusting piston, so
M3. Measuring point for regulation start
that the motor body inside the motor is adjusted to
M2. Measuring point for Vgz adjustment
an angle which remains ca. in the middle of the ad-
justment range.
With the angle increasing, the motor’s rpm is re-
duced. The traction torque increases, while the
braking pressure decreases.
In 1st gear, the Vgz adjustment is not operational.
The engagement pressure, which engages the 2nd
gear clutch, also moves to the engagement piston of
the Vgz adjustment.
The travel motor is also equipped with a nozzle for
cooling oil (5), for pressure limitation.
Thanks to the nozzle, the return oil flows into the
motor casing and then into the tank through the
leakage oil line.
Vgz adjustment means middle position within the ad-

justment range of the motor. The adjustment oper-
ates in a merely hydraulic manner, and only when
travelling forwards.
In backward travel, the Vgz adjustment is on the mo-
tor’s delivery side. With travel high pressure, the ad-
justment, which depends on high pressure, would
respond faster, thus overriding the Vgz adjustment.
The Vgz adjustment protects the motor against non-
allowable high speeds, especially when travelling
downhill, when the machine’s weight pushes the mo-
tor beyond the transmission chain.
In 1st gear, the Vgz adjustment is deactivated. In this
case, the engagement pressure of the 2nd gear
clutch acts on the control piston of the Vgz adjust-
ment through connection X2. Here, the adjustment
cylinder is depressurized towards the motor’s con-
nection T2.
In 2nd gear, the adjustment deactivation is ineffi-
cient. The pressure between the motor and the brake
valve piston acts as braking pressure on the control
piston, which acts against the spring of the Vgz ad-
justment.
When travelling downhill at high speeds, a high brak-
ing pressure builds up, which shifts the control piston
so that the braking pressure arrives under the regu-
lator piston surface as positioning pressure. The mo-
tor is moved to a wider angle, which causes the
braking pressure to drop. On a long downhill slope,
a balance between the braking pressure and the
spring force on the control piston builds up. This bal-
ance allows a pressure to build up under the posi-
tioning piston, which brings the motor body inside the
motor approximately to the middle of its adjustment
range. In this way, the speed and, above all, the mo-
tor rpm are efficiently limited.
Secondary valves
High non-allowable pressures are prevented thanks
to the secondary valves. Each travel direction is
equipped with a valve. Further to pressure relief, the
valves are equipped with replenishing check valves.
Brake valves
The travel brake valve (1) is flanged to the motor. It
operates as automatic restrictor valve and is used to
protect the motor in both directions against non-al-
lowable high speeds.
With no pressure, the brake piston (2) is in neutral
position under the thrust of spring (5). The motor
rests on both sides to the closed brake piston.
Through the restrictor check valves (3), n opening
remains, which, with released brake, would enable
the machine to move when on downhill slopes.
During travel, for example, pressure runs through
connection A in the brake valve and, through the
check valve (3), it directly reaches the motor on con-
nection A1. At the same time, it also reaches the
spring chamber, acting on the brake piston (2). 1. Brake valve
2. Piston
During travel on level surfaces, the pressure level is 3. Check valves
high enough to push the brake piston against the 4. Secondary valves
adjusting spring, so that oil return is enabled without 5. Spring
restrictions from connection B1 to connection B2 of A. Travel pressure from control valve
the motor, by passing around the brake piston (2) A1. Travel pressure to motor
and through a check valve (3). B1. Return from motor
With the decrease in the pressure level, the adjust- B. Return to control valve
ing spring shifts the brake piston, so that the return
section is reduced and the oil flowing out is restrict-
ed.
In this way, the motor rpm, and hence the machine’s
speed, is controlled while travelling downhill.
Check valves (3) protect the motor from oil lack on
both sides, e.g. when travelling on slopes. In order
to obtain this, the preloading pressure, from the con-
trol valve tank channel, through valves in the control
valve itself, and through rod connection A-B-T in
neutral position, reaches the undercarriage in the
check valves (3), located in the travel brake valve
(1).
9. STABILIZATION HYDRAULIC SYSTEM

1. Stabilizer cylinders
2. Check valves
6. Stabilizer rods
7. Proportional valve
9. Filter
11. Solenoid valve for pump 2 control
valve
13. Regulator
N. Neutral
U. Lifting
L. Lowering
The stabilizers and the blade increase the applica- By driving a stabilizer function in one direction, the
tion field of the machine. electro-hydraulic controller activates the solenoid
valve (12), so that the pilot control pressure reach-
The blade can be used for levelling operations. The
es, through the inlet filter (9), the two proportional
levelling blade is equipped with parallel drive, which
valves (7) and (8) in connection PV.
guarantees the same cutting angle, independently
from the current blade height. The electro-hydraulic controller also delivers oil to
the proportional valve (11), through which the pilot
When stabilising, the blade improves the machine’s
control pressure reaches connection X1 of the
stability.
pump regulator (13).
When lowered, the stabilizers are only used to im-
prove the machine’s stability and to increase its Lowering
safety, e.g. while lifting heavy loads. When lowering the stabilizers, the proportional
The blade and stabilizer cylinders are equipped with valve (8) receives current from the electro-hydraulic
unlockable check valves, integrated in the cylinders, controller; therefore, the available pilot control pres-
which block the cylinder bottom and rod side without sure reaches the lower cup of the control valve (3).
causing leaks. The control valve rod moves upwards against the
spring pack. In this operation, channel C2, which
Neutral leads to the tank channel, is blocked. Therefore, the
Only pump 2 supplies the stabilizing function. oil flow, through the load-holding valve, must move
Through connection P2, oil reaches the control to channel P and, passing along the rod’s pilot edge
valve (3), acts on the sensor (4), the pressure meas- (6), to connection B2, to finally reach, by continuing
uring port and the primary maximum pressure relief in the rotary control valve (5), the undercarriage and
valve. the cylinder bottom surface (1).
With the stabilizer rod (6) in neutral position, the Thus, pressure opens a check valve in the valve (2)
cooling oil of pump 2 moves passes through chan- on the bottom side, so that oil directly enters the cyl-
nel C2 of the control valve, to move to the drain inder. At the same time, through the pilot piston,
channel through the preloaded valves. pressure unlocks the second check valve, which
opens the drain to the tank.
In this phase, both working lines A2 and B2 for sta-
bilizer cylinders are also connected to the leakage
oil channel through the pressure relief in the control
valve. This pressure relief is necessary to enable a
correct closing of the check valves (2) in the cylin-
ders (1). A residual pressure would keep the valves
(2) open, thus letting the stabilizer cylinders (1) fall.
The machine could loose stability or, if the stabiliz-
ers are raised, they could drop.
Boom
When lifting the stabilizers, the proportional valve (7)
receives current from the electro-hydraulic control-
ler; therefore, the available pilot control pressure
reaches the upper cup of the control valve. The con-
trol valve rod moves downwards against the spring
pack.
Through connection A2, the oil of pump 2 moves to
the rod surfaces of the stabilizer cylinders. In this
case, too, the check valve is unlocked and run
through by oil in the reverse direction.
BLADE AND STABILIZER CYLINDER

OPERATION
The double-acting cylinder with unlockable check
valve is used to lower and lift the levelling blade or
the stabilizers.
For lowering, oil reaches connection B, and, through
the check valve (2), is delivered directly to the bot-
tom surface. At the same time, the check valve (4) is
unlocked by the opening piston (3), so that the return
oil can drain.
For blade lifting, oil reaches the cylinder through
connection A. Through the check valve (4), it directly
reaches the rod surface and the opening piston (3).
The opening piston unlocks the check valve (2)
through which the return oil can drain.
DIFFERENT OUTFITS - OUTFIT WITH BLADE

AND STABILIZERS
In the outfit with stabilizers, the oil for lowering and
lifting does not flow directly into the cylinders, but into
a combination of solenoid valves which, according to
the outfit, may be equipped with two, three or four so-
lenoid valves. As for their design, the solenoid valves
are the same. They have an open neutral position.
The block with the combination of solenoid valves is
located in the centre of the undercarriage.
In all outfits, the line bringing the oil of pump 2 to the
bottom surface of the stabilizer cylinders is connect-
ed to connection P of the valve block. From the sin-
gle solenoid valves, the lines lead to the connections
on the cylinder bottom surface. The rod surfaces are
directly connected to the control valve by means of
the rotary control valve. A leakage oil line is also con-
nected to connection T of the valve blocks.
Rear stabilizers
In neutral position, the solenoid valves (A) and (B)
have an open passage; therefore, both stabilizer cyl-
inders (1) may be moved in parallel. The single con-
trol is obtained by activating one or the other valve.
1. Stabilizer cylinders
2. Solenoid valve block
A/B. Solenoid valves
Front blade and rear stabilizers

In neutral position, the solenoid valves (A) and (B)
have an open passage. The levelling blade cylinder
(4) and both stabilizer cylinders (1) move in parallel.
Once the solenoid valve (A) has been activated, the
levelling blade cannot operate any more. Once the
solenoid valve (B) has been activated, the stabilizer
cylinders (1) cannot move any more. The combina-
tion of solenoid valves decides whether the front or
the rear cylinders can be moved.
4. Front blade cylinder
Front and rear stabilizers

In neutral position, both solenoid valves (A) and (B)
have an open passage; therefore, the four stabilizer
cylinders may be moved in parallel. The actuation of
the cylinders arranged on the right side in travel di-
rection is obtained by activating the solenoid valve
(A). The cylinders on the left side are moved by ac-
tivating the solenoid valve (B).
4. Front stabilizer cylinders
Front blade and rear stabilizers (independent

control)
In neutral position, the three solenoid valves (A), (B)
and (C) have an open passage; therefore, the blade
cylinder (4) and the stabilizer cylinders (1) move
contemporarily and in parallel. By activating the so-
lenoid valve (A), the operation of the blade is disa-
bled, so that only the stabilizer cylinders (1) can
move in parallel.
By activating the solenoid valve (B), only the left sta-
bilizer may be moved, while by activating the sole-
noid valve (C), only the right stabilizer may be
moved.
4. Front blade cylinder
A/B/C. Solenoid valves
Front and rear stabilizers (independent control)

In neutral position, the four solenoid valves (A), (B),
(C) and (D) have an open passage; therefore, the
four stabilizer cylinders (1) and (4) may be moved in
parallel.
By activating the solenoid valves (A) and (B), only
the rear stabilizer cylinders may be moved in paral-
lel, while by activating the solenoid valves (C) and
(D), only the front stabilizers may be moved.
In this way, the front (4) or rear (1) stabilizer cylin-
ders may move in pairs.
Further to this, by activating the single solenoid
valves, it is possible to lock the relevant cylinders,
while the other cylinders may be moved.
In this way, it is possible to individually move all sta-
bilizer cylinders.
This option allows moving the stabilizer cylinders in
all possible combinations.
NOTE: the cylinders may be controlled in parallel,

but this does not mean that the stabilizer legs lift or
lower synchronously.
The cylinders of the stabilizer legs which have to
overcome a lower resistance move first.

4. Front stabilizer cylinders
A/B/C/D. Solenoid valves
10. BOOM HYDRAULIC SYSTEM

1. Boom cylinders 18. Load-holding valve

2. Pipe break protection valves 19. Preloading pressure
3. Pressure switch N. Neutral
4. Upper structure control valve U. Lifting
5. Lifting rod L. Lowering
6. Filter P01. Delivery channel of pump 1
7. Proportional valve C1. Connection channel for pump 1
8. Proportional valve P02. Delivery channel of pump 2
9. Solenoid valve C2. Connection channel for pump 2
10. Pilot control assy P. Channel P (bridging channel)
11. Solenoid valve A3. Boom cylinder rod side
12. Solenoid valve B3. Boom cylinder bottom side
13. Regulator assy T. Tank channel
14. Secondary valve - bottom side K1. Boom lowering with regeneration function
15. Plug K2. Pressure of boom on the ground without re-
16. Check valve generation function
17. Secondary valve - rod side
The boom cylinder system (1) is supplied by both The return oil from the rod sides flows through con-
pumps. The double delivery only operates for boom nection A3, enters the control valve and, passing in
lifting. If another cylinder function engages at the front of the pilot edge, drains into the tank channel.
same time, the boom cylinders receive delivery from
one pump only. Lowering the boom
For boom lowering, the electro-hydraulic controller
Neutral
provides current to the proportional valve (12), so
With the control valve rod (5) in neutral position, the that the load-sensing pressure acts on the regulator
cooling oil of both pumps, passing in front of the of pump 1.
control valve rod, moves to channels C1 and C2, The proportional valve (7) receives current, too. The
passes in front of the other rods and finally drains pilot control pressure moves to the upper cup and
into the tank channel. The circulation pressure the control valve rod is shifted downwards.
opens both pressure-holding valves (18), so as to
enable the deliveries of both pumps to meet in chan- From the upper cup, the pilot control pressure also
nel P. controls the boom locking valve or the pipe break
protection valves, thus enabling the oil return from
The secondary valves (14) and (17) protect the cyl-
the cylinders.
inders and the lines against pressure peaks.
Once the pipe break protection valves have opened,
The preloading pressure in the tank channel re- the loading pressure, dominant on the bottom side,
mains available on both cylinder sides, in order to is delivered to the pressure sensor (3) which, in turn,
prevent cavitation by means of check and top-up sends a corresponding signal to the electro-hydrau-
valves. lic controller.
Starting movement With the lowering movement, the regeneration sys-
tem activates, and remains active for the whole time
in which the loading pressure dominates in the bot-
noid valve (9) of the pilot control assy (10), so that
tom sides.
the pilot control pressure reaches the proportional
valves (7) and (8) through an inlet filter on control When the bucket rests on or penetrates the ground,
valve connection PV. the loading pressure in the bottom part decreases.
The pressure sensor (3) detects this pressure de-
Lifting the boom crease and the electro-hydraulic controller provides
For boom lifting, the electro-hydraulic controller pro- current to the proportional valves for control valve
vides current to the pump control proportional rod shifting, so that the operation of the regeneration
valves (11) and (12), so that the load-sensing pres- system is deactivated.
sure acts on both pump regulators (13) on connec-
Boom lowering with regeneration function (with
tion X1.
loading pressure on bottom side)
Moreover, the proportional valve (8) receives cur-
The current intensity on the proportional valve (7)
rent from the electro-hydraulic controller, and this
decreases; therefore, the control valve rod performs
enables the pilot control pressure to reach the lower
a shorter downward stroke. The pilot edge is re-
cup. The control valve rod (5) moves upwards
stricted towards channel C1, so that a part of the oil
against the spring force.
of pump 1, through the load-holding valve (18),
In this operation, the pilot edges close channels C1 reaches channel P (bridging channel) and, through
and C2. Therefore, the oil flow of both pumps must the rod’s pilot notches, the channel on the cylinder
move, through the pressure-holding valves, to chan- rod side.
nel P (bridging channel) and to connection B3, by
The remaining oil of pump 1 moves to channel C1
passing in front of the open pilot edge.
and to the following rods through the restricted pilot
The oil flow passes through connection B3 and edge.
reaches the boom cylinder bottom side, after pass-
ing through the pipe break protection valves (2) or
the lift locking valve in control valve connection B3.
The oil of pump 2 can flow into channel P02, pass in The top check valve (19) with its preload is available
front of the rod’s long section and move to channel for filling the rod side by means of the bottom check
C2. Pump 2 does not affect the lowering process at valve (16), in case of cavitation danger on the rod
all. side during digging operations.
The return oil on the cylinder bottom side, through
connection B3 and the transverse holes with stag-
gered heights in the control valve rod, enters its cen-
tral axial hole. The return pressure opens the bottom
check valve (16) and oil, together with the oil part of
pump 1, arrives to the rod sides of both cylinders
from connection A3.
From the bottom sides, an oil quantity is delivered
which is higher than the quantity the cylinder rod
sides can contain. Excess oil generates a return
pressure which opens the top preloading valve (19)
in the hollow part of the piston, and drains into the
tank channel. The preloading pressure thus gener-
ated guarantees the filling of the of the cylinder rod
sides during fast boom lowering.
Starting pump 1, during the boom lowering phase,
guarantees that there are no slow-downs when
switching over from pressureless lowering to pres-
sure build-up, when the bucket penetrates the
ground.
Lowering with pressure when the bucket

touches or penetrates the ground
(with no loading pressure in the bottom part, the re-
generation function is not active)
When the bucket touches the ground, the pressure
sensor (3) detects a pressure loss in the cylinder
bottom part; therefore, its signal to the electro-hy-
draulic controller changes. The electro-hydraulic
controller provides a higher current intensity to the
proportional valve (7) and the control valve rod
stroke increases.
The pilot edge closes channel C1 and the whole oil
flow of pump 1, through the pressure-holding valve
(18), moves to channel P (bridging channel). By
passing in front of the open edge of the control valve
rod, it also moves to connection A3, in order to
reach the rod side of the boom cylinders.
The return oil coming from the bottom side, through
the open pipe break protection valves, or through
the boom locking valve, reaches connection B3.
The oil enters the central axial hole of the control
valve rod. As the bottom check valve (26) remains
closed by the high pressure of pump 1, the return oil
is forced to drain completely into the tank channel,
through the top preloading valve (19).
LOCKING VALVE WITH EMERGENCY ACTIVATION
1. Locking valve 5. Pilot control pressure

2. Restrictor check valve 6. Leakage channel
3. Unlocking valve 7. Spring
4. Screw
The locking valve (1) is used to block the loading Emergency activation
pressure on the bottom side of the boom cylinders, In emergency situations (the boom remains raised),
without causing leaks. the unlocking valve (3) may be activated by means
The loading pressure, present in the cylinders when of a screw (4). By tightening the screw (4), the valve
the attachment is raised, acts, by means of connec- (3) opens the passage towards the leakage oil chan-
tion B3, on the rod side of the locking valve, on nel (6) of the control valve. The opening section on
which an opening force acts. At the same time, by the unlocking valve (3) determines the lowering
means of the restriction in the check valve (2), the speed of the attachment.
loading pressure reaches the spring chamber (7).
The loading pressure, assisted by the spring force,
closes the locking valve (1).
When lowering the boom, the pilot control pressure
(5) opens the unlocking valve (3), through which the
closing pressure in the spring chamber (7) discharg-
es into the leakage oil channel (6). When lifting the
attachment, the pump pressure opens the locking
valve, while oil is ejected out of the spring chamber
through the check valve (2).
PIPE BREAK PROTECTION VALVES
A. Control valve connection E. Compensation line connection, only used on

B. Cylinder connection boom cylinders
X. Pilot control pressure connection SV. Secondary valve, adjustable
L. Drain connection
The pipe break protection valves are safety valves

which are flanged directly to the cylinder. According
to the function and to the purpose of the cylinder, the
pipe break protection valves are arranged on the bot-
tom-side connection or on the rod-side connection of
the cylinder.
The pipe break protection valve is an hydraulically
controlled check valve with variable passage section
the oil column in the cylinder rests on with its loading
pressure, without leaks forming.
High non-allowable pressures in the cylinders are re-
lieved, through the secondary valve, into the control
valve and from here, through the provided secondary
valve, into tank.
In the STOP function (1), the pipe break protection

valve is closed. Through connection B, the pressure
in the cylinder reaches the spring chamber, behind
the check valve, and the secondary valve. The pres-
sure force, assisted by the spring force, closes the
check valve.
In the UP position (2), oil flows from the control valve
through connection A and the open check valve until
it reaches connection B in the cylinder chamber.
In the DOWN position (3), the oil column can move
from the cylinder to the control valve after the pipe
break protection valve has been opened. The open-
ing control occurs on connection X by means of the
pilot control pressure applied to the pilot control pis-
ton. It is pushed against the adjusting springs, while
the plunger opens a pressure relief valve in the
check valve against the spring. The spring chamber
relieves pressure towards the control valve, while the
check valve opens proportionally to the pilot control
pressure on connection X.
Also the STOP position is obtained by disengaging
the pilot control pressure. The pilot control piston is
retracted by the springs. By means of the spring
force, the pressure relief valve closes, while cylinder
pressure builds up in the spring chamber behind the
check valve. The check piston is pressed in its seat
by the closing force and, in this way, cylinder pres-
sure is locked, without leaks forming.
11. HYDRAULIC SYSTEM

1. Bucket cylinder
2. Restrictor check valve
3. Switching valve for standard bucket cylinder and
clamshell cylinder on cylinder rod side
4. Switching valve for standard bucket cylinder and
clamshell cylinder on cylinder rod side
5. Clamshell cylinder
7. Dipper cylinder rod
10. Filter
11. Solenoid valve
12. Solenoid valve
14. Solenoid valve
15. Secondary valve - rod side
16. Check valve
17. Load-holding valve
18. Secondary valve - bottom side
N. Neutral
R. Reverse
S Tank channel
P1. Delivery channel of pump 1
P01.Delivery channel of pump 1
C1. Connection channel for pump 1
P. Channel P (bridging channel)
A3. Boom cylinder bottom side
B4. Boom cylinder rod side
T. Tank channel
The shear system is supplied by pump 1 and 2.

The sum of the oil flows, the so-called double deliv-
ery, only operates if the bucket cylinder is actuated.
If another cylinder function engages at the same
time, the bucket cylinder (1) receives delivery from
one pump only.
Neutral Bucket cylinder closing

With the control valve rod (1) in neutral position, the To close the bucket cylinder, the proportional valve
cooling oil of both pumps, passing in front of the (9) receives current from the electro-hydraulic con-
control valve rod, moves to channels C1 and C2, troller. The pilot control pressure moves to the lower
passes in front of the other rods and finally drains cup. The control valve rod moves upwards against
into the tank channel. the springs.
The circulation pressure opens both load-holding Through connection B4 and the restrictor check
valves (17), so as to enable the oil flow of pump 1 valve (2), the oil flow reaches the rod side of the
and 2 to meet in channel P (bridging channel). bucket cylinder.
Also the check valves of the bucket parallel system The return oil from the bottom side drains into the
are opened by the pump circulation pressure. tank channel through connection A4.
The pressure generated by the preloading valves in
the tank channel remains available on both bucket
cylinder sides, in order to prevent cavitation by
means of check and top-up valves, integrated in the
secondary valves (15) and (18).
Starting movement
valves (8) and (9) through an inlet filter (10) on con-
trol valve connection PV.
The electro-hydraulic controller also provides cur-
rent to the pump control solenoid valves (11) and
(12) which provides the load-sensing pressure act-
ing on both pump regulators on connection X1.
Bucket cylinder opening

By activating this function, the proportional valve (8)
receives current from the electro-hydraulic control-
ler, and this enables the pilot control pressure to
reach the upper cup. The control valve rod moves
downwards against the spring pack.
In this operation, channels C1 and C2 are blocked.
Therefore, the oil flow of both pumps is forced to
move through the load-holding valves (1) to channel
P (bridging channel) and, passing in front of the pilot
edge, to connection A4, to finally reach the bottom
side of the bucket cylinder.
The oil drained on the rod side must return to the
tank channel through the restrictor check valve (2)
and the control valve connection B4.
BUCKET PARALLEL SYSTEM

The bucket parallel system enables performing a
controlled bucket movement while the boom and the
dipper are moving, This is important when three or
more cylinder functions operate contemporarily.
The oil supply for boom operation is guaranteed by
pump 1.
The oil supply for dipper operation is guaranteed by
pump 2.
The bucket function, in the middle, partially receives
oil from pump 1 and 2 by means of the two bucket
parallel valves (1).
As this is a parallel system, a higher loading pres-
sure for the boom affects, for example, the quantity
of oil supplying the bucket cylinder. An inlet orifice on
each parallel valve of the bucket prevents the boom
and/or dipper operation from being remarkably influ-
enced when the bucket movement is activated in
parallel.
CHECK VALVE
The restrictor check valve is a combination between
a restrictor valve and a check valve. It is arranged on
the connection on the bucket cylinder rod side.
The valve is used to open the cylinder in a restricted
manner, so that no oil lack generates on the bottom
side.
In this case, the oil returns from the rod side by pass-
ing through the adjustable section of the restriction.
The setscrew (5) limits the stroke of the restriction
piston (2) and hence the drain section.
If the setscrew of the restriction piston is completely
tightened, a section remains open, which remarka-
bly slows down the cylinder movement. Moreover, in
this the case, oil would heat remarkably.
When dumping the bucket, i.e. when the cylinder is
closed, the oil flow, by passing through the check
valve, reaches the cylinder rod side without being re-
stricted.
1. Valve block
2. Restrictor piston
3. Spring
4. O-ring
5. Setscrew
6. Valve body
7. Screw locknut
SWITCHING OVER FROM STANDARD TO CLAMSHELL BUCKET
1. Valve, bottom side 4. Quick coupler, clamshell opening

2. Valve, rod side 5. Pressure relief valve
3. Quick coupler, clamshell closing 6. Restrictor check valve
Switching from standard bucket operation to clam-

shell operation and vice versa is obtained by means
of both cylinders.
The closed bucket cylinder is blocked on the bottom
side by valve (1) and on rod side by valve (2).
To switch, both valves are used.
For safety reasons, a pressure relief valve (5) is in-
stalled in the valve casing (2). This safety valve pro-
tects the bucket cylinder on the rod side from non-
allowable pressures which may generate each time
the valves are activated incorrectly.
SWARNING
Incorrect activation is, for example, when only the
valve on the rod side (2) closes for switching.
12. HYDRAULIC SYSTEM OF DIPPER

1. Dipper cylinder
2. Control valve
3. Dipper rod
4. Filter
valve
11. Pump regulator
12. Check valve
13. Preloading pressure
N. Neutral
R. Dipper cylinder retraction
E. Dipper extension
P. Channel P (bridging channel)
A5. Dipper cylinder - bottom side
B5. Dipper cylinder - rod side
T. Tank channel
The dipper cylinder system is supplied both by pump

1 and by pump 2.
The sum of the two oil flows, the double delivery,
acts in both cylinder directions.
If another cylinder is contemporarily operated, the
dipper cylinder receives oil from one pump only.
Neutral
With the control valve rod (3) in neutral position, the
cooling oil of both pumps, passing in front of the con-
trol valve rod (2), moves to channels C1 and C2,
passes in front of the other rods and finally drains
into the tank channel. The circulation pressure opens
both pressure-holding valves, so as to enable the de-
liveries of both pumps to meet in channel P.
The secondary valves protect both the cylinder and
the line sides against pressure peaks.
The preloading pressure in the tank channel remains
available on both cylinder sides, in order to prevent
cavitation by means of check and top-up valves.
Starting movement Dipper lowering without pressure

The electro-hydraulic controller activates the sole- In the lowering process, when the dipper is still lift-
noid valve (7) of the pilot control assy (10), so that ed, the bottom side of cylinder A5 is almost pres-
the pilot control pressure reaches the proportional sureless. The return oil of the rod surface, preloaded
valves (5) and (6) through an inlet filter (4) on control in the central hole by the check valve (13), opens
valve connection PV. The electro-hydraulic control- the bottom check valve (12), runs through the trans-
ler also provides current to the solenoid valves for verse hole and fills, together with the pump oil flow,
pump (8) and (9) control. In this way, the load-sens- the rod side of cylinder A5. Thanks to a higher oil
ing pressure reaches both pump regulators (11) on volume on the bottom side, the dipper lowers faster.
connection X1. At the same time, the transverse holes, arranged at
staggered heights on the control valve, restrict the
Dipper extension return oil on the cylinder rod side in order to prevent
The proportional valve (6) receives current from the any possible uncontrolled oscillation of the dipper,
electro-hydraulic controller and the pilot control caused by cavitation.
pressure reaches the lower cup. The control valve
Dipper lowering with pressure, the bucket
rod (3) moves upwards against the spring force.
penetrates the ground
In this operation, the pilot edges close channels C1
When bucket rests on the ground, due to resistance,
and C2. Therefore, the oil flow of both pumps must
a pressure builds up on the A5 side of the bottom
move, through the pressure-holding valves, to chan-
surface. This pressure operates on the spring side
nel P and to connection B5, by passing in front of the
of the bottom check valve (12), by means of which it
open pilot edge. The oil flow opens the locking valve
closes against preloading pressure in the central
on connection B5 and reaches the cylinder rod side.
hole. The return oil from the B5 rod side is now
It drains through connection A5 into the tank chan-
forced to drain completely into the tank channel
nel.
through the preloading valve (13).
Dipper lowering, general
When lowering the dipper, the proportional valve (5)
receives current, so that the pilot control pressure
can reach the upper cup. The pilot control pressure
also unlocks the locking valve in connection B5.
The control valve rod (3) is shifted downwards and
the transverse hole in the hollow rod opens the pas-
sage to the channel for the cylinder B5 rod side. The
return oil from the cylinder rod side moves through
the transverse hole to the central axial hole of the
control valve rod, then acting on the bottom check
valve (12), as well as on the top preloading valve
(23).
Connection A5 on the cylinder bottom side is filled
by channel P with the oil flow of both pumps.
LOCKING VALVE WITH EMERGENCY

ACTIVATION
The locking valve (1) is used to block the loading
pressure on the cylinder rod side, without causing
leaks.
The loading pressure, dominant in the cylinder when
the dipper is extended, moves, through connection
B5, to the rod side of the locking valve, on which an
opening force acts. At the same time, the loading
pressure also reaches the spring chamber (7)
through the restriction in the check valve (2). The
loading pressure, assisted by the spring force, clos-
es the locking valve.
When lowering the dipper, the pilot control pressure
(5) opens the unlocking valve (3). Thus, the closing
pressure relieves from the spring chamber into the
leakage oil channel (6).
When extending the dipper, the pump pressure
opens the locking valve, so that oil is ejected out of
the spring chamber (7) through the check valve (2).
In emergency situations (the dipper remains raised),
the unlocking valve (3) may be activated by means
of a screw (4).
By tightening the screw (4), the valve (3) opens the
passage towards the leakage oil channel (6) of the
control valve. The opening section on the unlocking
valve (3) determines the lowering speed of the dip-
per.
13. HYDRAULIC SYSTEM OF PLACING BOOM

1. Boom adjusting cylinder

2. Pipe break protection valve
2/A. Pilot control valve in break protection valve
3. Control valve
4. Boom adjusting cylinder rod
5. Filter
8. Bottom-side secondary valve (pressure relief
valve)
9. Rod-side secondary valve (pressure relief valve)
11. Pilot control pressure engaging solenoid valve
14. Pump 2 regulator
15. Delivery relief valve
16. Pressure compensator
N. Neutral
S. Boom adjusting cylinder extension
A6. Adjusting cylinder rod side
B6. Adjusting cylinder bottom side
PLS.Loading pressure channel
P. Adjusted pressure, coming from the pressure
compensator
T. Preloaded tank channel
The oil of pump 2 flows in two control valve channels.

The channels are marked with P2 and P02. Channel
P2 passes through the plate and, when returning to
the control valve (3), it is marked with P02.
The adjusting cylinder system is supplied with a part
of the delivery of pump 2 from channel P2, through a
pressure compensator. The adjusting cylinder re-
ceives a delivery which is independent from the load-
ing pressure. The oil of pump 2, not necessary to the
adjusting cylinder, through the delivery relief valve
and by-pass channel C2, returns to channel P02,
thus becoming available to the following functions.
Neutral Adjusting cylinder closing, boom lifting

With the control valve rod (4) in neutral position, the To close the adjusting cylinder, the proportional
cooling oil of pump 2 moves to channel P2 and valve (7) receives current from the electro-hydraulic
stops here against the closed delivery relief valve. controller. The pilot control pressure moves to the
At the same time, oil moves to the pressure com- lower cup. The control valve rod (4) moves upwards
pensator. Oil also passes through channel P02, in against the springs. The pilot edge closes channel
front of the narrow section of the control valve rod P02, and this increases the pump pressure. Above
and, moving to channel C2, continues passing 15 bar (218 psi), the pressure compensator opens
through the other rods and finally drains into the and oil reaches the opening section of the control
tank channel. The preloading valves of the tank valve rod.
channel generate a circulation pressure which,
through the check and top-up valves, is present in Adjusting cylinder extension, upper boom
the secondary valves on both sides of the adjusting lowering
cylinder. The secondary valves (8) and (9) protect When opening the adjusting cylinder, the propor-
the adjusting cylinder against non-allowable high tional valve (6) receives current, and this enables
pressure peaks. the pilot control pressure to reach the upper cup. It
On the adjusting cylinder rod side, a pipe break pro- pushes the control valve rod downwards against the
tection valve (2) is flanged, equipped with its own spring pack. At the same time, the pipe break pro-
secondary valve (2/A). This valve opens, if neces- tection valve receives the opening control, and this
sary, so that the pilot piston in the pipe break protec- enables the oil return into the tank.
tion valve opens, too. Thus, pressure peaks relieve Above 15 bar (218 psi), the pressure compensator
into the tank channel through the line for connection opens and oil reaches the opening section of the
A6 and through the secondary valve (9). control valve rod.
Starting movement
valves (6) and (7) through an inlet filter on control
valve connection PV. The electro-hydraulic control-
ler also provides current to the pump control sole-
noid valve (12) which provides the load-sensing
pressure acting on the regulator (14) of pump 2 on
connection X1.
PRESSURE COMPENSATOR
The pressure compensator is used to keep constant
the delivery towards the cylinder determined by the
opening section of the control valve rod, even under
varying loading pressure conditions. The pressure
compensator is described in three different situa-
tions.
With no pressure
1. Nozzle
2. Control piston
3. Channel P
4. 15 bar (218 psi) spring
P. Loading pressure
P2. Pump 2
Starting the function

Once the motor has been started, pump 2 (P2) de-
livers oil to the inlet channel of the pressure compen-
sator. When starting the function, pump 2 generates
a pressure of >15 bar (218 psi). By means of the
transverse hole and the nozzle (1), pressure builds
up behind the piston (2). The force F2 moves the pis-
ton against the spring (4), so that the check function
of the piston is cancelled. The oil of pump 2 moves
therefore to channel P (3) and to the control valve
rod, whose edge is still closed.
1. Nozzle
2. Control piston
3. Channel P
4. 15 bar (218 psi) spring
A. Open check valve
A. P2.Pump 2
A. F1.Spring force
F2.Pressure force in channel P
Adjustment
By driving the control valve rod, the edge (6) of the
rod itself opens. The opening section on the edge
determines the oil volume for the adjusting cylinder
(7) and, therefore, its speed. According to the hy-
draulic resistance in the cylinder, a certain loading
pressure is determined (P).
Between the adjusting edge (5) of the pressure com-
pensator and the edge of the control valve rod (6),
i.e. in channel P, pressure increases. With the in-
crease of pressure, also force F2 applied to the pis-
ton (2) increases.
At the same time, the loading pressure of the cylin-
der (P) is delivered to the spring chamber (4) of the
pressure compensator.
This loading pressure with its force F3 and together
with the force F1 of spring acts against the piston (2).
Conditioned by the forces on both sides, the piston

is positioned so that, on the adjusting edge (5), a
passage section is determined, which causes pres-
sure to build up in channel P (PP).
This pressure in channel P, by means of the edge of 1. Nozzle

the control valve rod (6), generates a pressure dif- 2. Control piston
ference compared to the loading pressure (P) in the 3. Channel P
cylinder. 4. 15 bar (218 psi) spring
5. Adjusting edge
The pressure compensator keeps this pressure dif-
6. Rod edge
ference constant, until the control valve rod contin-
7. Placing boom cylinder
ues being moved.
F1. Spring force
Upon any variation in the loading pressure (P), the F2. Pressure force in channel P
piston (2) briefly reacts changing the section on the F3. Loading pressure force
adjustment edge (5), until the forces on the piston P. Loading pressure
are balanced again. In this way, the pressure differ- P2. Pump 2
ence before and behind the edge (6) of the control PP.Channel P pressure
valve rod is kept constant.
In this way, oil delivery to the cylinder is independent
from pressure. This means that the cylinder always
moves at a constant speed, also with load differenc-
es.
BREAK PROTECTION VALVES
A. Control valve connection E. Compensation line connection, only used on

B. Cylinder connection boom cylinders
X. Pilot control pressure connection SV.Secondary valve, adjustable
L. Drain connection
The pipe break protection valves are safety valves

which are flanged directly to the cylinder. According
to the function and to the purpose of the cylinder, the
pipe break protection valves are arranged on the bot-
tom-side connection or on the rod-side connection of
the cylinder.
The pipe break protection valve is an hydraulically

controlled check valve with variable passage section
the oil column in the cylinder rests on with its loading
pressure, without leaks forming.
High non-allowable pressures in the cylinders are re-
lieved, through the secondary valve, into the control
valve and from here, through the provided secondary
valve, into tank.
In the STOP position (1), the pipe break protection
valve is closed. Through connection B, the pressure
in the cylinder reaches the spring chamber, behind
the check valve, and the secondary valve. The pres-
sure force, assisted by the spring force, closes the
check valve.
In the UP position (2), oil flows from the control valve
through connection A and the open check valve until
it reaches connection B in the cylinder chamber.
In the DOWN position (3), the oil column can move
from the cylinder to the control valve after the pipe
break protection valve has been opened. The open-
ing control occurs on connection X by means of the
pilot control pressure applied to the pilot control pis-
ton. It is pushed against the adjusting springs, while
the plunger opens a pressure relief valve in the
check valve against the spring. The spring chamber
relieves pressure towards the control valve, while the
check valve opens proportionally to the pilot control
pressure on connection X.
Also the STOP position is obtained by disengaging
the pilot control pressure. The pilot control piston is
retracted by the springs. By means of the spring
force, the pressure relief valve closes, while cylinder
pressure builds up in the spring chamber behind the
check valve. The check valve is pressed in its seat
by the closing force and, in this way, cylinder pres-
sure is locked, without leaks forming.
14. HYDRAULIC SYSTEM WITH COMBINATION OF DIFFERENT

FUNCTIONS (BOOM, PLACING BOOM, DIPPER AND BUCKET)
1. Control valve 8. Bucket cylinder proportional valve

2. Placing boom rod 9. Boom proportional valve
3. Dipper rod 10. Sensor/pressure switch
4. Bucket rod P1. Pump 1
5. Lifting rod P2. Pump 2
6. Placing boom proportional valve P. Pilot control pressure
7. Dipper proportional valve
By means of the PV connection, the pilot control Thus, a loading pressure is adjusted which supplies
pressure is made available to the proportional the pressure compensator as LS pressure. The
valves for control valve rod shifting. The electro-hy- pressure compensator provides an adjusted pres-
draulic controller conveys current to the proportional sure which, through the opening section on the con-
valves (6), (7), (8) and (9), and this enables the pilot trol valve rod edge, becomes available to the
control pressure to reach the cups at the bottom with adjusting cylinder, as oil delivery, independent from
a consequent upward shifting of the relevant rods the loading pressure.
(2), (3), (4), (5) of the control valve (1).
The adjusting cylinder loading pressure, through
The oil delivery of pump 1 moves from channel P01 channel PLS and the switching valve, reaches the
to the control valve rod (5) of the boom cylinders and delivery relief valve, assisting the spring for the
flows through the load-holding valve into channel P, opening process. The oil flow of pump 2 supplies the
passing in front of the pilot edge through the boom delivery relief valve on the inlet side.
locking valve up to connection B3, finally proceed- The delivery relief valve opens when the pressure of
ing to the boom cylinders. Channel C1 is closed by pump 2 exceeds the loading pressure and the force
the pilot edge, and therefore the rod (4) for the buck- of the spring on the opposite side. The oil quantity of
et cylinder, located on the rear part, does not re- pump 2 thus preloaded, through the deviation chan-
ceive oil from channel P01. nel behind the rod (2) of the boom adjusting cylin-
The loading pressure, which adjusts in the boom der, moves to channel C2 and moves the rod (7) of
system, also supplies the parallel channel P1, the dipper control valve. Its pilot edge closes chan-
where the bucket parallel valve is located. nel P02 and the oil part of pump 2, through the load-
holding valve, reaches channel P. By passing in
As the rod (4) of the control valve for the bucket cyl-
front of the open pilot edge and through the locking
inder is moved upwards, a part of the oil of pump 1
valve, oil moves to connection B5 and then to the
with the boom loading pressure flows through the
dipper cylinder.
bucket parallel valve. In this condition, the load-
holding valves remain pushed backwards, so that The preloading oil of pump 2 also reaches the sec-
oil, passing in front of the pilot edge, moves to con- ond bucket parallel valve through channel P2. The
nection B4 to finally reach the bucket cylinder. highest loading pressure between the system of
pump 1 and of pump 2 reaches the parallel valves
The oil part which moves to the bucket cylinder de-
and thus the bucket cylinder. If the loading pres-
pends on the throttle section in the bucket parallel
sures are the same, partial oil quantities of both cir-
valve and on loading pressure in the boom system.
cuits enter the bucket cylinder.
Delivery of pump 2 reaches channel P2 and, pass-
In this way, the two pump systems can start four dif-
ing through the closing plate, channel P02.
ferent cylinder functions, almost independently from
Channel P02 is closed by the rod (2) pilot edge of each other.
the placing boom.
Through the pressure compensator, the oil flow of
pump 2 moves to channel P, passes in front of the
open pilot edge in connection A6 and then moves to
the adjusting cylinder.
15. HYDRAULIC SYSTEM OF HAMMER (WITH PLACING BOOM)

1. Hammer
2. Frequency change solenoid valve
3. Control valve
4. Hammer rod
6. Hammer proportional valve
7. Pressure sensor
8. Boom adjusting cylinder proportional valve
11. Proportional pressure cut-off valve
12. Nozzle Ø 0.8 (0.03)
C2. Connection channel
P. Channel P with adjustable pressure
B7. Hammer activation connection
B7.1.Frequency switching connection
A7. Plugged
LS. Loading pressure detection
MS. Connection with sensor
The hammer system is supplied by pump 2.

The hammer system is equipped with a pressure
compensator (10) combined with a proportional
pressure cut-off valve (11).
Neutral
In the neutral position of the control valve rod (4), the
oil flow of pump 2 moves to channel P2 and to the
pressure compensator (10).
Moreover, through the closing plate, oil moves to
channel P02, passes in front of the hammer rod (4)
and, after passing through the other rods of the con-
trol valve, it drains into the tank channel.
Hammer engagement
By pressing the switch, the control activates power
level 6 or 7, the pedal is switched to hammer opera-
tion and the display shows the symbol of the hammer
with a digit indicating the set hammer power.
Hammer actuation through the push-button on

the hydraulic control lever or through the pedal
The electro-hydraulic controller detects the actuation
and activates the solenoid valve in the pilot control
assy; this enables the pilot control pressure to reach
the control valve through connection PV.
The electro-hydraulic controller provides current to

the proportional valves of the pilot control assy for
pump starting, so that the load-sensing pressure
supplies both pump regulators.
Oil path
SWARNING Through the opening section on the control valve
Pump 1 requires the load-sensing pressure for the rod, oil moves to connection B7 and then to the hy-
cooling system. draulic hammer.
The hammer starting pressure is also present on
If the push-button for hammer continuous operation connection B7.1. Upon the customer’s request, it is
is pressed, the electro-hydraulic controller provides also possible to install a frequency switching on this
the nominal value to the line and the load-limit regu- connection (adjustment of the number of hammer
lator provides current to the proportional valve (6). hits) by means of the solenoid valve (2). The return
This causes a downward shifting of the control valve oil coming from the hammer moves through connec-
rod (4) to stroke end. tion A7.1 to the control valve, and through connec-
If the hammer is activated by means of the pedal, tion TH comes out of the control valve and drains
the proportional valve (6) receives partial currents, into the tank, passing through the return filter.
which move the control valve rod (4) downwards,
proportionally to the pedal stroke.
The loading pressure, which adjusts during the
working phase, reaches channel PLS through the
loading pressure detection in the control valve. The
loading pressure moves to the pressure compensa-
tor (15) and to the pressure (2) cut-off valve (11)
through the Ø 0.8 (0.03) nozzle (12).
Power setting
The pressures of the hammers, set on the display,
act on the pressure cut-off valve (11) through the
electro-hydraulic controller so that, by providing dif-
ferent current values, the corresponding LS pres-
sures are limited. This means that the pressure
compensator is supplied with LS pressures, which
can be preset. The pressure compensator makes
pre-adjusted pressures available to channel P
(bridging channel) and to the control valve.
Deliveries, set on the display, are conveyed by the
electro-hydraulic controller to the line, as nominal
values, which the load-limit regulator conveys to the
proportional valve (6). The pilot control pressures
resulting from this operation cause different control
valve rod strokes and different opening sections on
the rod edges.
At the same time, the electro-hydraulic controller ac-
tivates the proportional valve of the pilot control assy
with the corresponding current value, thus enabling
pump 2 to satisfy the oil demand.
The sensor (7) on the MS connection is necessary
for the calibration process.
16. HYDRAULIC SYSTEM OF HAMMER AND SHEARS (WITH PLACING

BOOM)
1. Hammer
2. Shears
3. Hammer by-pass solenoid valve
4. Control valve
5. Hammer and shear rod
6. Hammer and shear proportional valve
13. Nozzle Ø 0.8 (0.03)
14. Pressure sensor
15. Check valve
16. Secondary valve without top-up
17. Secondary valve with top-up
18. By-pass valve
A. Open shears
B. Closed shears
C. Hammer backwards
D. Hammer forwards
B7. Hammer activation and shear closing
B7.1.Frequency switching connection
A7. Plugged
A7.1.Delivery channel for shear opening

pressure cut-off valve (11). Only the pressure com-
pensator (12) works for shear operation.
Neutral
oil flow of pump 2 enters channel P2 on the pressure
compensator (12) and into channel P02.
It passes in front of the hammer and shear rod (5)
Hammer engagement The pilot control pressures resulting from this oper-
ation cause different control valve rod strokes and
different opening sections on the rod edges.
tion and the display shows the symbol of the ham- At the same time, the electro-hydraulic controller ac-
mer with a digit indicating the set hammer power. tivates the proportional valve of the pilot control assy
Moreover, by means of the solenoid valve (3), the with the corresponding current value, thus enabling
hammer’s return is automatically connected to the pump 2 to satisfy the oil demand.
hydraulic tank. The sensor (14) on the MS connection is necessary
for the calibration process.
Hammer actuation through the push-button on
the hydraulic control lever or through the pedal Oil path
The electro-hydraulic controller detects the actua- Through the opening section on the control valve
tion and activates the solenoid valve in the pilot con- rod, oil moves to connection B7 and then to the hy-
trol assy; this enables the pilot control pressure to draulic hammer.
reach the control valve through connection PV.
The return oil coming from the hammer moves
The electro-hydraulic controller provides current to through connection A7.1 to the control valve, opens
the proportional valves of the pilot control assy for the hammer by-pass valve (18) and reaches the
pump starting, so that the load-sensing pressure tank by passing through connection TH and the re-
supplies both pump regulators. turn filter.
If the push-button for hammer continuous operation The check valve (15) in the control valve rod pre-
is pressed, the electro-hydraulic controller provides vents the preload of the tank channel from discharg-
the nominal value to the line and the load-limit regu- ing through the open hammer by-pass valve (18).
lator provides current to the proportional valve (6).
This causes a downward shifting of the control valve Shear engagement
rod to stroke end.
By pressing the switch, the control enables all pos-
If the hammer is activated by means of the pedal, sible power levels and the display shows the symbol
the proportional valve (6) receives partial currents, of the shears.
which move the control valve rod downwards, pro-
portionally to the pedal stroke. Moreover, the hammer by-pass valve (18) is deacti-
vated, so that the return oil of the shears can drain
The loading pressure, which adjusts during the into the tank through the control valve rod.
loading pressure detection in the control valve. The Actuation of shears by means of the pedal
The electro-hydraulic controller detects the actua-
tor (12) and to the pressure cut-off valve (11)
tion and engages the solenoid valve (for pilot control
through the Ø 0.8 (0.03) nozzle (13).
pressure activation) in the pilot control assy. The pi-
Power setting lot control pressure reaches the control valve
through connection PV.
act on the pressure cut-off valve (11) through the The electro-hydraulic controller provides current to
electro-hydraulic controller so that, by providing dif- the proportional valve in the pilot control assy for
ferent current values, the corresponding LS pres- pump starting. The load-sensing pressure supplies
sures are limited. This means that the pressure the regulator of pump 2.
compensator (12) is supplied with LS pressures, The electro-hydraulic controller provides a current
which can be preset. The pressure compensator value to the line, depending on pedal stroke and di-
makes pre-adjusted pressures available to channel rection. Thus, the load-limit regulator provides cur-
P (bridging channel) and to the control valve. rent to the proportional valve (6) for shear opening,
Deliveries, set on the display, are conveyed by the or to the proportional valve (7) for shear closing.
electro-hydraulic controller to the line, as nominal The rod (5) of the control valve performs a corre-
values, which the load-limit regulator conveys to the sponding stroke. Its pilot edge opens and the oil
proportional valve (6). flows into the shears.
The loading pressure, which adjusts while working During this operation, the hammer by-pass valve re-
with the shears, reaches channel PLS through the mains closed. The solenoid valve (2) is engaged,
loading pressure detection. The loading pressure, and therefore the return pressure of the shears
through the nozzle (13), supplies the pressure com- reaches the chamber of the hammer by-pass valve
pensator (12). spring through connection A7.5. The pressure and
spring forces close the hammer by-pass valve.
The pressure compensator (12) and the opening
section on control valve rod generate a delivery, in- Oil path for shear opening
dependent from the loading pressure, which moves
the shears. Through the pressure compensator and passing in
front of the control valve rod edge, oil must reach
The sensor (14) is necessary for the calibration
connection A7.1 (A7 is closed by a blind flange). A
process.
secondary valve is installed for pressure protection.
As the hammer by-pass valve is closed, there is no
Oil path for shear closing
connection to the tank through connection TH;
With the control valve rod shifting, channel P02 is therefore, the oil flow is forced to the shears.
blocked to continuation channel C2.
The oil return from the shears to the hammer flows
The oil of pump 2, though the pressure compensator through connection B7 and through the control
(12) and the opening section on the rod edge, must valve rod section.
reach connection B7, pass in front of the secondary
valve and finally move into the shears.
The return oil coming from the shears, passing
through connection A7.1 and the check valve (15) in
the control valve rod, drains into the tank channel
and finally flows into the hydraulic tank.
HAMMER BY-PASS VALVE

The valve (1) consists of a check valve (4) combined
with a solenoid valve (2) and an orifice installed up-
stream.
To check both activation positions, the pressure
switch (3) is used.
As long as the pressure switch (3) remains open, the
hammer cannot be engaged.
The tasks performed by the valve (1) are:

Z for hammer operation:
directing the return oil from the hammer through
hose (6) directly and with almost no pressure to the
hydraulic tank (7);
Z for shear operation:
enabling oil delivery for shear opening. The hose
(8) on connection A6 is connected to the hose (5)
on connection HR. In this situation, the connection
to the hydraulic tank is blocked.
17. HYDRAULIC SYSTEM OF SHEARS (WITH PLACING BOOM)

1. Shears
2. Control valve
3. Shear rod
4. Shear proportional valve
6. Placing boom rod
7. Placing boom proportional valve
8. Placing boom proportional valve
9. Pressure sensor
11. Nozzle
A. Open shears
B. Closed shears
B7. Shear closing connection
A7. Shear opening connection
The shear system is supplied by pump 2.

This function is provided with a pressure compensa-
tor.
Neutral
oil flow of pump 2 enters channel P2 of the control
valve and the pressure compensator.
Moreover, passing through the closing plate, the oil
moves to channel P02. It passes in front of the shear
rod and, after passing through the other rods of the
control valve, it drains into the tank channel.
Shear engagement
By pressing the switch, the control activates all sev-
en power levels and the display shows the symbol of
the shears. The shears are actuated by means of the
pedal.
Actuation of shears by means of the pedal Oil path for shear opening
The electro-hydraulic controller detects the actua- Through the pressure compensator (10) and pass-
tion and engages the solenoid valve (for pilot control ing in front of the control valve rod edge, oil reaches
pressure activation) in the pilot control assy. The pi- the connection A7 and then proceeds to the shears.
lot control pressure reaches the control valve A secondary valve is installed for pressure protec-
through connection PV. tion.
The electro-hydraulic controller provides current to The oil return flows through connection B7 and
the proportional valve in the pilot control assy for through the control valve rod, finally draining into the
pump starting. The load-sensing pressure supplies hydraulic tank.
the regulator of pump 2.
The electro-hydraulic controller provides the line
with a current value depending on the pedal stroke
and from the direction in which the load-limit regula-
tor provides current to the proportional valve (4) for
shear opening, or to the proportional valve (5) for
shear closing.
The rod (3) of the control valve performs a corre-
sponding stroke. Its pilot edge opens and the oil
flows into the shears.
The loading pressure, which adjusts while working
with the shears, reaches channel PLS through the
loading pressure detection. The loading pressure,
through the nozzle (11), supplies the pressure com-
pensator (10).
section on control valve rod generate a delivery, in-
the shears.
The sensor (9) is necessary for the calibration proc-
ess.

With the control valve rod (3) shifting, channel P02
is blocked to continuation channel C2.
The oil of pump 2, though the pressure compensator
(10) and the opening section on the rod edge, must
The oil return flows through connection A7 and
through the control valve rod, then draining into the
tank channel.
18. HYDRAULIC SYSTEM OF HAMMER (WITH MONOBOOM)

1. Hammer
2. Control valve
3. Shear rod
5. Pressure sensor
6. Proportional pressure cut-off
7. Nozzle
A. Hammer backwards
B. Hammer forwards
B6. Hammer activation connection
A6. Plugged
A7.1.Connection to connection A7.1
MS. Sensor connection

This function is equipped with a pressure compen-
sator (8) and a proportional pressure cut-off valve
(6).
Neutral
oil flow of pump 2 moves to channel P2 and to the
pressure compensator (8).
Moreover, through the closing plate, oil moves to
channel P02, passes in front of the hammer rod and,
after passing through the other rods of the control
valve, it drains into the tank channel.
Hammer engagement.
level 6 or 7, the pedal (if provided) is switched to
hammer operation and the display shows the symbol
of the hammer with a digit indicating the set hammer
power.
Hammer actuation through the push-button on At the same time, the electro-hydraulic controller ac-
the hydraulic control lever or through the pedal tivates the proportional valve of the pilot control assy
(if provided) with the corresponding current value, thus enabling
pump 2 to satisfy the oil demand.
The electro-hydraulic controller detects the actua-
tion and activates the solenoid valve in the pilot con- The sensor (5) on connection MS also receives the
trol assy; this enables the pilot control pressure to LS pressure signal. Its current value is analyzed by
reach the control valve through connection PV. the electro-hydraulic controller and used for LS
pressure control. If a pressure drop in the LS chan-
nel occurs, the electro-hydraulic controller activates,
the proportional valves of the pilot control assy for
increasing the control current for the proportional
pump starting, so that the load-sensing pressure
valve of the pilot control assy, in order to enable
pump 2 to increase its delivery.
SWARNING Oil path

Pump 1 requires the load-sensing pressure for the Through the opening section on the control valve
cooling system. rod, oil moves to connection B6 and then to the hy-
draulic hammer.
If the push-button for hammer continuous operation The return oil coming from the hammer moves
is pressed, the electro-hydraulic controller provides through connection A7.1 to the control valve, and
control current to the proportional valve (4). This through connection TH comes out of the control
causes a downward shifting of the control valve rod valve and drains into the tank, passing through the
(3) to stroke end. return filter.
If the hammer is activated by means of the pedal,
the proportional valve (4) receives partial currents,
which move the control valve rod downwards, pro-
portionally to the pedal stroke.
The loading pressure, which adjusts during the
loading pressure detection in the control valve. The
tor (8) and to the pressure cut-off valve (6) through
the Ø 0.8 nozzle (7).
Power setting
compensator (8) is supplied with LS pressures,
which can be preset. The pressure compensator (8)
makes pre-adjusted pressures available to channel
P (bridging channel) and to the control valve.
Deliveries, set on the display, are conveyed by the
electro-hydraulic controller to the proportional valve
(4) as control currents. The pilot control pressures
the rod edges.
19. HYDRAULIC SYSTEM OF HAMMER AND SHEARS (WITH

MONOBOOM)
1. Hammer
2. Shears
3. Hammer by-pass solenoid valve
4. Control valve
5. Hammer and shear rod
9. Dipper cylinder proportional valve
13. Nozzle Ø 0.8 (0.03)
14. Pressure sensor
15. Check valve
18. By-pass valve
A. Open shears
B. Closed shears
C. Hammer backwards
D. Hammer forwards
B6. Hammer activation and shear closing
A6. Shear opening
A7.1. Connection to connection A7.1
PLS. Loading pressure channel

pressure cut-off valve (11). Only the pressure com-
pensator works for shear operation.
Neutral
oil flow of pump 2 enters channel P2 on the pressure
compensator (12) and into channel P02.
It passes in front of the hammer and shear rod (5)
Hammer engagement Deliveries, set on the display, are conveyed by the

electro-hydraulic controller to the proportional valve
(6) as control currents. The pilot control pressures
tion and the display shows the symbol of the ham-
mer with a digit indicating the set hammer power.
the rod edges.
Moreover, by means of the solenoid valve (3), the
hammer’s return is automatically connected to the At the same time, the electro-hydraulic controller ac-
hydraulic tank. tivates the proportional valve of the pilot control assy
with the corresponding current value, thus enabling
Hammer actuation through the push-button on pump 2 to satisfy the oil demand.
the hydraulic control lever or through the pedal
The sensor (14) on connection MS also receives the
The electro-hydraulic controller detects the actua- LS pressure signal. Its current value is analyzed by
tion and activates the solenoid valve in the pilot con- the electro-hydraulic controller and used for LS
trol assy; this enables the pilot control pressure to pressure control. If a pressure drop in the LS chan-
reach the control valve through connection PV. nel occurs, the electro-hydraulic controller activates,
The electro-hydraulic controller provides current to increasing the control current for the proportional
the proportional valves of the pilot control assy for valve of the pilot control assy, in order to enable
pump starting, so that the load-sensing pressure pump 2 to increase its delivery.
Oil path
If the push-button for hammer continuous operation
Through the opening section on the control valve
is pressed, the electro-hydraulic controller provides
rod, oil moves to connection B6 and then to the hy-
control current to the proportional valve (6). This
draulic hammer.
causes a downward shifting of the control valve rod
(5) to stroke end. The return oil coming from the hammer moves
through connection A7.1 to the control valve, opens
If the hammer is activated by means of the pedal,
the hammer by-pass valve (12), comes out of the
the proportional valve (6) receives partial currents,
control valve through connection TH and drains into
which move the control valve rod (5) downwards,
the tank, passing through the return filter.
proportionally to the pedal stroke.
The loading pressure, which adjusts during the Shear engagement
working phase, reaches channel PLS through the By pressing the switch, the control enables all pos-
loading pressure detection in the control valve. The sible power levels and the display shows the symbol
loading pressure moves to the pressure compensa- of the shears.
tor (12) and to the pressure cut-off valve (11)
through the Ø 0.8 (0.03) nozzle (13). Moreover, the hammer by-pass valve (18) is deacti-
vated, so that the return oil of the shears can drain
Power setting into the tank through the control valve rod (6).
compensator (12) is supplied with LS pressures,
which can be preset. The pressure compensator
(12) makes pre-adjusted pressures available to
channel P (bridging channel) and to the control
valve.
Actuation of shears by means of the pedal Oil path for shear opening
The electro-hydraulic controller detects the actua- Through the pressure compensator (12) and pass-
tion and engages the solenoid valve (for pilot control ing in front of the control valve rod edge, oil must
pressure activation) in the pilot control assy. The pi- reach connection A7.1 (A6 is closed by a blind
lot control pressure reaches the control valve flange).
through connection PV. A secondary valve is installed for pressure protec-
tion. As the hammer by-pass valve (18) is deactivat-
ed, there is no connection to the tank through
the proportional valve in the pilot control assy for
connection TH; therefore, the oil flow is forced to the
pump starting. The load-sensing pressure supplies
shears.
The oil return from the shears to the hammer flows
The electro-hydraulic controller provides control
through connection B6 and through the control
current to the proportional valve (6) for shear open-
valve rod section (5).
ing, or to the proportional valve (7) for shear closing.
The rod (5) of the control valve performs a corre-
sponding stroke. Its pilot edge opens and the oil
flows into the shears.
The loading pressure, which adjusts while working
through the nozzle (13), supplies the pressure com-
pensator (12).
the shears.
The sensor (14) is necessary for the calibration
process.

With the control valve rod shifting, channel P02 is
blocked to continuation channel C2.
The oil of pump 2, though the pressure compensator
(12) and the opening section on the rod edge, must
If shears are only gently actuated, a part of the oil
flow remains.
Through the delivery relief valve, the remaining oil
flow moves to the other cylinders.
The return oil coming from the shears, passing
through connection A7.1 and the check valve in the
control valve rod, drains into the tank channel and fi-
nally flows into the hydraulic tank.
The by-pass valve (18) of the hammer remains
closed, as the solenoid valve (3) is engaged. The re-
turn pressure of the shears then reaches the cham-
ber of the hammer by-pass valve (18) spring
through connection A7.5. The pressure and spring
forces close the hammer by-pass valve (18).
HAMMER BY-PASS VALVE

The valve (1) consists of a check valve (4) combined
with a solenoid valve (2) and an orifice installed up-
stream.
To check both activation positions, the pressure
switch (3) is used.
As long as the pressure switch (3) remains open, the
hammer cannot be engaged.
The tasks performed by the valve (1) are:

Z for hammer operation:
directing the return oil from the hammer through
hose (6) directly and with almost no pressure to the
hydraulic tank (7);
Z for shear operation:
enabling oil delivery for shear opening. The hose
(8) on connection A6 is connected to the hose (5)
on connection HR. In this situation, the connection
to the hydraulic tank is blocked.
20. HYDRAULIC SYSTEM OF SHEARS (WITH MONOBOOM)

1. Shears
2. Control valve
3. Shear rod
9. Pressure sensor
11. Nozzle
A. Open shears
B. Closed shears
B6. Shear closing connection
A6. Shear opening connection
PLS. Loading pressure channel
The shear system is supplied by pump 2.

This function is provided with a pressure compensa-
tor.
Neutral
oil flow of pump 2 enters channel P2 of the control
valve and the pressure compensator.
Moreover, passing through the closing plate, the oil
moves to channel P02.
It passes in front of the shear rod and, after passing
through the other rods of the control valve, it drains
into the tank channel.
Shear engagement
By pressing the switch, the control activates all sev-
en power levels and the display shows the symbol of
the shears. The shears are actuated by means of the
pedal.
Actuation of shears by means of the pedal Oil path for shear closing
The electro-hydraulic controller detects the actua- With the control valve rod (3) shifting, channel P02
tion and engages the solenoid valve (for pilot control is blocked to continuation channel C2.
pressure activation) in the pilot control assy. The pi- The oil of pump 2, though the pressure compensator
lot control pressure reaches the control valve (10) and the opening section on the rod edge, must
through connection PV. reach connection B6, pass in front of the secondary
The electro-hydraulic controller provides current to valve and finally move into the shears.
the proportional valve in the pilot control assy for
If shears are only gently actuated, a part of the oil
pump starting. The load-sensing pressure supplies
flow remains.
Through the delivery relief valve, the remaining oil
The electro-hydraulic controller provides control flow moves to the other cylinders.
current to the proportional valve (4) for shear open-
ing, or to the proportional valve (5) for shear closing. Oil path for shear opening
The rod (3) of the control valve performs a corre- Oil must move to connection A7, through the pres-
sponding stroke. Its pilot edge opens and the oil sure compensator (10) and passing in front of the
flows into the shears. control valve rod edge. A secondary valve is in-
The loading pressure, which adjusts while working stalled for pressure protection.
through the nozzle, supplies the pressure compen-
sator (10).
the shears.
The sensor (9) is necessary for the calibration proc-
ess.
21. TROUBLESHOOTING
Working and rotation Pilot control lever not in working Check and position lever correctly.
movements not operational. position.

quantity.

faulty.
Pilot control pump defective. Consult your Dealer.
Pressure relief valve defective. Consult your Dealer.
Working operation too slow. LOW IDLE too low. Check and adjust.
Fuel filter dirty or clogged. Clean or replace fuel filter.
Engine lacks power. Consult your Dealer.
Hydraulic oil temperature too high. Check.
Dirty oil cooler. Clean oil cooler.
Coolant temperature too high. Consult your Dealer.
Malfunction of pilot control valve. Consult your Dealer.
Power losses in working Pilot control pressure limiting valve Consult your Dealer.
hydraulics. faulty.
Malfunction of primary and secondary Consult your Dealer.

pressure limiting valves.
Independent working Pilot valve defective. Consult your Dealer.

movement after hydraulic
control lever activation. Malfunction of pilot control valve. Consult your Dealer.
Boom not operational. Pilot control pressure limiting valve Consult your Dealer.
faulty.

Right hydraulic control lever Consult your Dealer.

defective.
Boom lifting and lowering not Pilot control pressure limiting valve Consult your Dealer.
operational. faulty.


defective.
Hydraulic system does not Oil level low. Top up system.

operate regularly.
Hydraulic filter clogged. Replace hydraulic filter.
Hydraulic system faulty. Consult your Dealer.
Hydraulic oil overheated. Oil level high or low. Top up oil level.
Oil filter element clogged. Replace filter.
Delivery control wrongly adjusted. Adjust delivery control for lower

delivery.
Standard bucket inoperative. Pilot control pressure limiting valve Consult your Dealer.
faulty.


defective.
Standard bucket opening/ Pilot control pressure limiting valve Consult your Dealer.
closing not operational. faulty.


defective.
Dipper not operational. Pilot control pressure limiting valve Consult your Dealer.
faulty.

Left hydraulic control lever defective. Consult your Dealer.
Dipper extension and Pilot control pressure limiting valve Consult your Dealer.
retraction not operational. faulty.

pressure limiting valve.
Left hydraulic control lever defective. Consult your Dealer.
Boom adjusting cylinder Pilot control pressure limiting valve Consult your Dealer.
inoperative. faulty.

Auxiliary travel pedal defective. Consult your Dealer.
Boom adjusting cylinder Pilot control pressure limiting valve Consult your Dealer.
extension/retraction not faulty.
operational.

Auxiliary travel pedal defective. Consult your Dealer.

Bucket cylinder (clamshell) Switching valve from standard bucket Consult your Dealer.
extends without control. to clamshell does not close
completely.
Clamshell opens and closes Pilot control pressure limiting valve Consult your Dealer.
too slowly. faulty.

LOW IDLE too low. Check and adjust.
Fuel filter dirty or clogged. Clean or replace the fuel filter.
Engine lacks power. Consult your Dealer.

TRAVEL
Machine does not move: no Hydraulic oil level too low. Top up hydraulic oil in correct
forward travel, nor reversing. quantity.
Travel fuse faulty. Replace fuse.
Parking brake blocked. Release parking brake.
Storage pressure too low. Consult your Dealer.
Control spool faulty. Consult your Dealer.
Travel direction pedal valve defective. Consult your Dealer.
Travel direction lever faulty. Check and/or replace lever.
Maximum speed not reached. Travel direction pedal valve defective. Consult your Dealer.
Travel motor operation and Consult your Dealer.

adjustment incorrect.
Low engine speed. Consult your Dealer.
Wheels brake setting incorrect. Check and adjust.
Insufficient engine power. Check and adjust.
Tyres pressure too low. Inflate tyres at correct pressure.
Hydraulic oil temperature too high. Cool oil.
Coolant temperature too low. Engine preheating.
Travelling power is insufficient. Pilot control pump defective. Consult your Dealer.
Travel direction pedal valve defective. Consult your Dealer.
Wheels brake setting incorrect. Check and adjust correctly.
Travel motor operation and Consult your Dealer.

adjustment incorrect.
ROTATION
Rotation not operational. Pilot control lever not in working Check and position lever correctly.
position.

quantity.

faulty.
Rotation pump supply system Consult your Dealer.

defective.
Upper structure parking brake locked. Check and release the brake.
Upper structure locking pin jammed. Remove the locking pin.
Upper structure rotation fuse faulty. Replace fuse.
Solenoid defective. Replace the solenoid.
Hydraulic control lever not Consult your Dealer.

operational.
Switch defective. Replace switch.
Rotation left or right not Rotation pump adjustment incorrect. Check and adjust correctly.
operational.
Rotation power insufficient. Pilot control pressure limiting valve Consult your Dealer.
faulty.
Rotation pump supply system Consult your Dealer.

defective.
High pressure rotation system Consult your Dealer.

defective.
Rotation motor leaking excessive. Consult your Dealer.
Display setting wrong. Perform correct display setting.
Spontaneous rotation. Rotation pump adjustment incorrect. Check and adjust correctly.
Air in the system. Bleed the air.
Upper structure brake not Pilot control pressure limiting valve Consult your Dealer.
operational. faulty.
Brake discs worn out. Replace the brake discs.

NOTES:
1. ELECTRICAL DIAGRAMS............................................................................................................................ 1
1.1 MH 6.6 - MH 8.6..................................................................................................................................... 1
1.2 MH 6.6 Industry - MH 8.6 Industry ....................................................................................................... 39
2. FUSES ........................................................................................................................................................ 77
3. BATTERIES ................................................................................................................................................ 80
4. BULBS ........................................................................................................................................................ 84
SECTION 10 - ELECTRICAL SYSTEM 1
1. ELECTRICAL DIAGRAMS
1.1 MH 6.6 - MH 8.6
SUPPLY
2 SECTION 10 - ELECTRICAL SYSTEM
HEATING FILTER
SUPPLY SENSORS
FUEL SYSTEM
PILOT CONTROL
POWER CONTROL SYSTEM

STARTING
SPEED ADJUSTER
CONTROL UNIT SUPPLY

CAB
STEERING COLUMN
LIGHTING
CREEP SPEED
LUBRICATION PUMP
FLOATING AXLE
PARKING BRAKE
AIR CONDITIONING
HEATING
HAMMER AND SHEARS

STABILIZERS AND BLADE

UPPER STRUCTURE SUPPLY

LINE 2
CODING
SOLENOID VALVES
ROTATION
SENSORS
LINE 1 AND LINE 2 ASSEMBLY

MASS: POINTS ON MACHINE

1.2 MH 6.6 Industry - MH 8.6 Industry
SUPPLY
HEATING FILTER
SUPPLY SENSORS
FUEL SYSTEM
PILOT CONTROL
POWER CONTROL SYSTEM

STARTING
SPEED ADJUSTER
CONTROL UNIT SUPPLY

CAB
STEERING COLUMN
LIGHTING
CREEP SPEED
LUBRICATION PUMP
FLOATING AXLE
PARKING BRAKE
AIR CONDITIONING
HEATING
HAMMER AND SHEARS

STABILIZERS AND BLADE

UPPER STRUCTURE SUPPLY

LINE 2
CODING
SOLENOID VALVES
ROTATION
SENSORS
LINE 1 AND LINE 2 ASSEMBLY

MASS: POINTS ON MACHINE

2. FUSES
CAB - FUSE BOX (A)
Power-Relay (main switch function), electronic control unit, engine stop solenoid
FA.1 5A
shrinkage coil
FA.2 5A Start-Relay, optional: Grid-Heater-Controller
FA.3 5A Free
FA.4 2A Sensor earthing
FA.5 15A Optional: Filling system
Electro-hydraulic pilot control safety switch, Relay for main unit voltage supply,
FA.6 5A
work pilot control lamp, travel pilot control lamp
FA.7 5A Box Voltage Supply - Power Control System
FA.8 5A Parking brake switch, brake lamp (lamp), alternator (energizing voltage)
FA.9 10A Optional: seat compressor, additional heating gauge
FA.10 5A Optional: stabilizers/blade
FA.11 10A Main beams
FA.12 1A Voltage supply for left and right hydraulic control levers
FA.13 2A Voltage supply - Electro-hydraulic controller
FA.14 30A Voltage supply - Electro-hydraulic controller
FA.15 1A Voltage supply for travel pedal and key-pad module on flywheel
FA.16 5A Optional: lubrication pump voltage supply
FA.17 15A Optional: Additional heating
FA.18 5A Optional: Additional heating
FA.19 7.5A Optional: blower level 1 for additional heating
FA.20 - Free
FA.21 5A Optional: heating filter relay, Grid-Heater-Controller
FA.22 30A Optional: heating filter
FA.23 25A Stop solenoid shrinkage coil
FA.24 5A Diagnostics socket
FA.25 10A Voltage supply for 24 V/12 V radio and socket transformer
FA.26 2A Relay for cab inner light
FA.27 2A Power-Relay (main switch operation)
FA.28 15A Ignition cylinder
FA.29 5A Emergency direction indicators
FA.30 15A Blower / compressor for air conditioner
FA.31 - Free
FA.32 - Free
CAB - FUSE BOX (B)
FB.1 10A Optional: rotary light

FB.2 10A Optional: cab rear working floodlamps
FB.3 10A Front cab working floodlamps
FB.4 10A Screen wiper and glasses wash pump
FB.5 5A Cab interior light
FB.6 15A Voltage supply for 24 V/12 V radio and socket transformer
FB.7 2A Voltage supply for display and key-pad module in the cab
FB.8 5A Optional: frequency switching valve
FB.9 5A Lights and switch function
FB.10 - Free
FB.11 - Free
FB.12 - Free
FB.13 - Free
FB.14 - Free
FB.15 - Free
FB.16 - Free
ENGINE COMPARTMENT
F20 125A Grid-Heater

2.1 FUSE REPLACEMENT
Shut off the engine and turn the ignition key to posi-
tion “0”, before removing the fuses.
Replace faulty fuses only with fuses of the same am-
perages.
Fuses are located inside two fuse boxes (A) and (B):
a box (A) under the seat on the left side and the other
(B) on the right side of the cabin under the control
panel.
Remove the transparent cover (2) of the fuse holder,
after prior removal of the two side clamps (1).
Now you can have access to fuses.
If an electric control does not react, check the rele-

vant fuse as first thing.
Take out the fuse from the fuse holder. A suitable YES NO
tool for this operation is located in the fuse box.
Check the fuse. Nearly always it is possible to check
visually if a fuse is burnt out. In case of doubt, check
with an Ohmmeter or replace the burnt fuse with a
new one.
If the fuse is burn out, fit in the fuse holder another
fuse with the same amperage.
If the fuse is still intact, check the relevant electric
unit, the connectors and cables.
3. BATTERIES
SCAUTION
Batteries give off explosive gases.
Never handle naked flames and unshielded light
sources near batteries, never smoke. Battery acid is
toxic and corrosive. Avoid any contact with the skin,
mouth, eyes and clothing. Avoid spilling battery acid.
Avoid inhaling the vapours.
Wear acid-proof gloves, firm protective clothing and
goggles.
If the skin is splashed with acid, rinse thoroughly with
water and consult a doctor.
Never wear metal necklaces, bracelets or watch-
straps when working on the battery. The metal parts
may induce a short circuit resulting in burns.
If the eyes are splashed with acid, rinse thoroughly
with running water and consult a doctor immediately.
Never set tools down on the battery. They may in-
duce a short circuit, causing irreparable damage to
the battery and injuring persons.
The batteries are located behind the cabin under the

cover (1).
Unscrew the screws (2) and remove the cover (1).
3.1 CHECKING THE ELECTROLYTE LEVEL
Remove the caps (1).

When the undercaps (2) are present:
Z electrolyte level should reach base of these.
Without undercaps:
Z electrolyte level should be 10 - 15 mm (0.4 - 0.6 in)
above top of plates.
If necessary, top up with distilled water.
Retighten the caps (1).
3.2 CHARGE CHECK
Unscrew caps (1) and undercaps (2), if installed.

Measure electrolyte density of individual cells with
commercial hydrometer (3).
Hydrometer reading (see table on following page) in-
dicates battery’s state of charge.
During measurement, temperature of electrolyte
should preferably be +20 °C (68 °F).
Electrolyte density
in kg/dm3 Charge
Normal Tropical
1.28 (80) 1.23 (77) correct
1.20 (75) 1.12 (70) low: charge
discharged: recharge
1.12 (70) 1.08 (67)
immediately
3.3 CLAMPS CHECK
Keep battery clean and dry.

Disconnect dirty clamps.
Clean battery poles (+) and (-) and clamps and
grease with acid-free and acid resistant grease.
When reassembling, ensure that clamps make good
contact. Tighten the wheel nuts by hand.
3.4 CHARGE
Top up / recharge
When the charge is performed with low current inten-
sity (top up charge with small battery charger) it is
not necessary to detach the connection cables of the
on board net. Respect anyway the prescriptions of
the Manufacturer of the battery charger. If batteries
are installed, use a battery charger with a charging
voltage of 24 V (batteries are connected in series).
To recharge the battery, do not exceed the maximum
charge current of 10% of the battery rated capacity.
Recharge time maximum 30 hours, in case of battery
completely flat.
QUICK RECHARGE
Respect the prescriptions of the Manufacturer of the
battery charger.
Before performing the quick recharge, that is, a re-
charge with high density voltage, disconnect both
connecting cables and disassemble the batteries.
Before performing the battery charge, unscrew the
plugs to allow the release of gas from all battery
cells.
A flat battery can freeze already at -10 °C (14 °F).
If the battery is frozen, it must absolutely be defrost-
ed before quick recharge; otherwise it could explode.
The battery charger net cable has to be plugged-in to
the electric socket, only after the battery charger
clamps have been correctly connected to the battery
poles.
red = positive
black = negative
Once the recharge is complete, reinstall the battery
and perform correct connection (first the positive
pole and than the negative).
3.5 REPLACEMENT
SWARNING
Shut off the engine before removing batteries, to pre-
vent damaging the alternator and regulator or the
electronic modules.
Disconnect clamps from poles in the correct se-
quence.
A sequence error can cause a short-circuit.

Set the ignition key to position “0” (start OFF).
Stop the engine.
The batteries are located behind the cabin under the
cover (1).
Unscrew the screws (2) and remove the cover (1).
Loosen the screws (5) and remove the locks (4).

Remove the cap (6).
Disconnect the clamp of the battery negative pole (-).
Disconnect the clamp of the battery positive pole (+).
Insulate the clamps.
Remove the batteries (3).
Before installing the new batteries, polish the contact
faces of the battery poles and clamps.
Assemble the new batteries (3).
Connect the clamp to the battery positive pole (+).
Connect the clamp to the battery negative pole (-).
Tighten the clamps screw firmly.
Avoid to overtighten the screws so as not to damage
them.
Finally apply grease or non-corrosive Vaseline to the
battery poles and clamps.
The presence of loosen or corroded clamps gener-
ates overloads on the generator and regulator.
Reassemble the cover (6) and the locks (4) and fas-
ten them with screws (5).
Close the hood (1).
4. BULBS
Burnt bulbs have to be replaced with bulbs of same
power.
Before installing a new bulb, remove all traces of cor-
rosion from the holder and the electrical contacts.
This helps avoid contact problems and high contact
resistances.
Never touch new bulbs with bare fingers. Finger
marks and dirt will burn in when the bulb is hot and
may reduce the service life of the bulb.
Because of this, wrap a clean rag or a piece of the
packing around the bulb and fit the same into the
bulb holder.
4.1 CAB LIGHT
Unlock and remove the light cover (1).

Now the bulbs are accessible and can be replaced.
Refit the cover (1) and lock it.
4.2 FRONT WORKING FLOODLAMPS
Unscrew the fastening screw (1) of the covering

glass (2).
Open the locking clamp (3) and replace the bulb (4).
4.3 BOOM WORKING FLOODLAMP

Unscrew the fastening screws (1) of the covering
glass (2).
Open the locking clamp (3) and replace the bulb (4).
4.4 TRAVEL FLOODLAMP
Loosen the screws (1) and remove the floodlamp (2)

from the upper structure frame.
Remove the large rubber cap (6) from the floodlamp
back.
Disconnect the electric connector (4).
Remove the protection cap (3) from the bulb holder.
Open the lock bracket (5) of the bulb.
Replace the bulb.
4.5 TURN SIGNAL LIGHTS

glass (2).
The bulb (3) is fitted inside a plug-in bulb holder (4):
Z press the bulb (3) and turn it to the left;
Z take out the bulb (3);
Z lock the new bulb (3) firmly inside the bulb holder
(4).
Reassemble the covering glass (2) and fasten it with
screws (1).
4.6 REAR FLOODLAMPS

glass (2).
The bulbs (3) are fitted inside a plug-in bulb holder
(4):
Z press the bulb (3) and turn it to the left;
Z take out the bulb (3);
Z lock the new bulb (3) firmly inside the bulb holder
(4).
Reassemble the covering glass (2) and fasten it with
screws (1).
5. TROUBLESHOOTING
FAULT CAUSE ACTION
Electrical system is Loosen or oxidised battery Clean and tighten connections.

inoperative. connections.
Battery faulty. Check battery voltage. Check

electrolyte level and specific gravity.
Starter speed low and engine Low battery output. Check battery voltage. Check
cranks slowly. electrolyte level and specific gravity.
Incorrect viscosity engine oil. Use correct viscosity oil for

temperature conditions.
Starter inoperative. Loosen or oxidised battery Clean and tighten connections.

connections.
Defective battery. Charge or replace batteries.
Charge indicator lamp stays on Low engine idle speed. Increase idle speed.
with engine running.
Loose belt. Check belt tension.
Malfunctioning battery. Check battery voltage. Check

Alternator malfunctioning. Have the alternator checked by your

Dealer.
Batteries will not charge. Loosen or oxidised battery Clean and tighten connections.
connections.
Battery faulty. Check battery voltage. Check

Loose or worn belt. Check belt tension. Replace belt if

required.
1. MAIN COMPONENTS .................................................................................................................................. 1

2. COMPONENTS OF LINE 1 .......................................................................................................................... 6
3. COMPONENTS OF LINE 2 ........................................................................................................................ 10
4. ENGINE SPEED ACTUATOR .................................................................................................................... 26
5. COOLANT TEMPERATURE DETECTION................................................................................................. 27
6. CHARGE AIR TEMPERATURE DETECTION............................................................................................ 28
7. HYDRAULIC OIL TEMPERATURE DETECTION ...................................................................................... 29
8. PROPORTIONAL VALVE - FAN MOTOR .................................................................................................. 30
9. PROPORTIONAL VALVES - CONTROL BLOCK ...................................................................................... 31
SECTION 11 - ELECTRONICS 1
1. MAIN COMPONENTS
1. Display 8/C Travel key-pad module

2. Central Unit 9. Right hydraulic control lever
3. Control computer 10. Left hydraulic control lever
4. Load-limit regulator 11. Travel pedal
5. Electro-hydraulic controller 12. Attachment pedal
6. Line 1 13. Double gear pump
7. Line 2 14. Control valve
8/A Engine revolutions key-pad module 15. Power control system
8/B Gearbox/upper structure key-pad module
To line 1 (6) are connected the assies relevant to the Both lines are connected by means of the electro-
use and control of the machine electronic section, hydraulic controller. This arrangement controls the
as display (1), central unit (2), key-pad modules (8) starting control of the pumps, the control valve rods
and pump control system with load-limit regulator shifting as well as the starting control of the rotation
(4) as well as the electro-hydraulic controller (5). pump.
Line 1 is equipped with diagnostics connectors. Moreover, the electro-hydraulic controller, by
The electronic components of the electro-hydraulic means of line 1, transmits the current values to the
pilot control are connected by means of line (2), to load-limit regulator for the control of the hydraulic
the electro-hydraulic controller, such as the right (9) hammer and shear.
and the left (10) hydraulic control lever, as well as
the travel pedal (11) and the attachment pedal (12).
2 SECTION 11 - ELECTRONICS
The wheel excavators are equipped with two lines: Both lines ends are equipped with terminal resistors.
line 1 and line 2. The terminal resistors of the line 1 are located in the
In this way it is ensured that the components con- display and in the electro-hydraulic controller.
nected to network through line 1, as the Central
Unit, the display, the key-pad modules as well as the The terminal resistors of line 2 are located inside the
pump control system can operate independently electro-hydraulic controller and inside the left hy-
from the components of the electro-hydraulic pilot draulic control lever.
control, connected to network through line 2.
1.1 ELECTRICAL POWER SUPPLY DIAGRAM
MH 6.6 - MH 8.6

The battery voltage +30 arrives to the ignition cylin-

der when the key is placed to “I”, until the key is held
to this position, voltage is transferred from the bat-
teries +30 to the clamp +15 and:
Z the Central Unit is powered under voltage;
Z the power relay energizes and, by means of its con-
tact transmits the voltage to the Central Unit that
starts;
Z The electro-hydraulic controller is powered under
voltage by means of 30A fuses; it besides receives
a voltage input though a 2A fuse.
Once the Central Unit has started, a Ub voltage
(15b) occurs on two contacts:
Z also the display, the key-pad modules, both hy-
draulic control levers as well as the travel pedal and
the double pedal.
All modules are connected to the central grounding
point on the platform plate.
This grounding point, is routed downwards through
the platform plate. Grounding point of the elastically
supported platform plate is connected with an earth-
ing strap to the upper structure frame.
The electro-hydraulic controller is grounded via its
fastening screws.
2. COMPONENTS OF LINE 1
2.1 MULTI-FUNCTION DISPLAY
The multi-function display is equipped with:

1. A 128x64 pixel display
2. Two warning lamps for error messages
3. Seven control lamps
4. Two Up/Down push-buttons
5. A “Set” push-button 12 HOURS
The inner microcontroller can be programmed by

means of the A10x4 diagnostics socket for line 1.
It is programmable with a software for the pro-
gramme and another software for texts, graphics
and languages.
2.2 CENTRAL UNIT
The Central Unit performs the following functions:

Z master function for switching components on and
off;
Z system status monitoring, buzzer control;
Z control of the machine electrics;
Z control of speed actuator motor;
Z gearshift, creep speed, floating axle;
Z travel speed sensing with failure detection of dou-
ble sensor, calibration;
Z start-up immobilizer.
The Central Unit is switched on by the ignition key
through the power relay. On the plate a double or-
ange lamp should light up. Another green lamp
should flash if the microprocessor operates regular-
ly. The Central Unit boots and supplies the units con-
nected to it at 15b. During the activation of the
hazard warning system (with ignition off), the Central
Unit is also switched on, however without booting.
The lamp on the plate flashes at high frequency. The
scanning signal, during the lamp flashing, is generat-
ed by a component of the control unit.
2.3 KEY-PAD MODULES
Each of these key-pad modules is equipped with

four push-buttons.
By pressing repeatedly a push-button, one or more
input conditions are enabled.
By pressing the push-button a tactile reaction con-
firms the depression of the button.
The push-button carries some warning lamps:
Z module (A) carries 2 lamps;
Z module (B) carries 7 lamps;
Z module (C) carries 4 lamps.
By pressing the push-button, this does not lights up
immediately but after a while.
The warning lamps have a task of confirmation.
They only light up when, for instance, the input proc-
ess of a solenoid valve is recognized through the rel-
evant electric flow.
Each key-pad module has its own microcontroller
equipped with the same software.
The modules are not programmable.
2.4 POWER CONTROL SYSTEM
The function of the power control system is the con-

trol of the engine and pumps.
Engine control with:
Z 7 speed stages;
Z engine warm-up phase.
Pumps control with:
Z load-limit regulation in power stages 6 and 7 and
with road travel;
Z 7 power stages and additional power increase for
road travel;
Z engine speed detection;
Z temperature detection;
Z fan control.
The load-limit regulator ensures that the power ab-
sorbed by the working pumps corresponds to the
power supplied by the diesel engine.
The available engine power can thus be used in the
best possible way. Unfavourable service conditions
are detected and monitored automatically, by bal-
ancing the hydraulic power. The engine and the hy-
draulic system are protected by monitoring systems.
The temperatures of charge air, coolant and the hy-
draulic oil are detected by the load-limit regulator and
kept within predefined limits by controlling the speed
of the fan drive. The load-limit regulator is pro-
grammed with a special adapter and special soft-
ware in the factory of the manufacturer.
2.5 DIAGNOSTICS SOCKET
The fuse box is installed on the right behind the op-

erator’s seat close to the diagnostics sockets (1) and
(2).
The upper electric socket (1) is the diagnostics sock-
et of line 1 and all electronic components linked to it.
To line (1), through an adapter, you can also connect
a monitoring computer.
The lower socket (2) is the diagnostics socket of line
2. This socket is used to program the electro-hy-
draulic controller.
2.6 ELECTRO-HYDRAULIC CONTROLLER
This is a measure, control and setting device moni-

toring the actuating sensors and operating inde-
pendently. This feature allows the controller to
process in real time different functions, whether inde-
pendent or linked. The controller is mainly designed
for the use on machines that have to perform heavy
duties under extreme service temperatures between
-40 e +85 °C (-40 and +185 °F). All outputs and in-
puts withstand overvoltages and short-circuits, and
are suitable for diagnostics. The proportional valves
can be driven directly. A sturdy die cast case offers
a further safety against electro-magnetic disturbanc-
es and is a reliable protection against mechanical
stress.
Interfaces are:
Z 2x line
Z 1x RS232
Inputs and outputs are:
Z 17x PWM outputs with current check
Z 7x PWM outputs
Z 8x analogic inputs (0 ÷ 8.5V or 0 ÷ 20 mA)
Z 16x digital inputs with plug connection at 68 PIN
3. COMPONENTS OF LINE 2
3.1 OPERATION
This line is used to permit data exchange by all elec- Scope

tronic components of the machine. It connects the
Z Make the information of a control device useful.
electro-hydraulic controller operating as an electro-
hydraulic pilot control, and the Central Unit with dis- Z Limit the quantity and diameter of electrical cables.
play and key-pad modules and the pump checking Z Check the controls execution and make them reli-
system. able.
As already mentioned, this line is able to operate in Z Enlarge the faults finding and diagnostics action
real time, making an high speed data transmission fields.
possible. Currently the line has a maximum data
speed transmission of 1 Mbit/s. Advantages
Thanks to several devices of faults detection, the Z The whole system is more reliable. It contains, for
line protocol is able to recognize for instance trans- instance, less linkages to connectors, which are
mission errors, caused by electro-magnetic radia- sensitive to disturbances.
tions and to correct them (transmission cut-off and
Z Less complex harnesses and therefore less ex-
automatic message repetition).
pensive.
Thanks to short data packs (maximum 8 useful
Z A very easy installation.
bytes for message), after a transmission error only
a very short down-time is detected, caused by data Z Easy addition of auxiliary control elements.
repetition. Z Upgrade of the system diagnostic ability.
The line consists mainly of two elements (line + and Z You can access the system for data and parame-
line -). A message to be transmitted consists in this ters detection or for modification of identification
way in a clear identification, in a priority and in a fields.
message of 0 to 8 byte.
The identification detects, not only the user’s ad- Disadvantages
dress, but also the message content, like the tem- Z A certain communication speed is requested.
perature, the rpm and speed.
All users verify, according to the identification re-
ceived, if the transferred message is concerning
them. In this way, each message can be received by
several users concurrently. Moreover, the identifica-
tion establishes the message priority.
3.2 CENTRAL UNIT
The Central Unit processes the signals transmitted by

the push-buttons to the display and to the key-pay mod-
ules. The engine power control system is designed to
work in combination with the pump control system.
The engine power control system is used to facilitate
the use of the machine. By means of this system you
can preselect several power stages in combination
with the progressive selection of the engine rpm and
you can also lower the engine rpm automatically during
the work down-times.
3.3 HYDRAULIC CONTROL LEVERS
RIGHT HAND HYDRAULIC CONTROL LEVER
1. Forward travel PIN 1 = Line 2 High

2. Reverse gear PIN 2 = Line 2 Low
3. Right clamshell rotation PIN 3 = Voltage
4. Horn PIN 4 = Ground
5. Idle speed
The right hydraulic control lever controls:

Z Boom Z Clamshell (optional)
- By shifting the lever forward - the boom lowers. - By pushing the lever to the right - the clamshell
- By pulling the lever backward - the boom raises. opens.
- By pushing the lever to the left - the clamshell
Z Bucket closes.
- By pushing the lever to the right - the bucket
dumps.
- By pushing the lever to the left - the bucket fills.
LEFT HAND CONTROL LEVER
1. Power Boost/Independent stabilizers PIN 1 = Line 2 High

2. Dipper/blade and stabilizers controls switch- PIN 2 = Line 2 Low
over PIN 3 = Voltage
3. Left clamshell rotation. PIN 4 = Ground
4. Hydraulic hammer
5. Levelling
The left hydraulic control lever controls:

Z Rotation
- By shifting the lever to the right - the upper struc-
ture rotates to the right.
- By shifting the lever to the left - the upper struc-
ture rotates to the left.
Z Dipper/blade and stabilizers

- By shifting the lever forward - the dipper extends
- the blade/stabilizers lower.
- By pulling the lever backward - the dipper retracts
- the blade/stabilizers raise.
HYDRAULIC CONTROL LEVERS OPERATION

The hydraulic control levers convert a manual mo-
tion into an electrical signal that allows to control the
various equipment. The shifting movements are de-
tected by sensors and put out via the interfaces as
digital signals.
The position of the movement axes is detected con-
tact-free by means of sensors.
These sensors requires a stable voltage between
4.5 and 5.5V. They deliver at the output a proportion-
al signal and nearly always from 0 to supply voltage.
The linearity decreases slightly within 0.5 V from the
supply limits but this is not limiting for normal prac-
tice.
The sensitivity and the shifting time can be checked
by adjusting the distance between the sensor and
the magnet surface (1), the larger is the distance, the
smaller will be the sensitivity, but the linear detection
range will be greater.
To ensure the hydraulic control lever correct opera-
tion, two Hall sensors (3) are used to detect the mo-
tion directions (X) and (Y), they are installed on the
support plate (2). The plausibility control of the sig-
nals is based on redundant signal evaluation. This
means that based on a value detected by the Hall
sensor, the inner microcontroller computes from the
measured value of a sensor the probable value of
the other sensor and then compares the computed
with the measured value. If the difference between
both values exceeds a defined tolerances range, a
troubleshooting routine comes into force.
During this process, all hydraulic control levers func-
tions are disabled, therefore it becomes necessary to
restart the machine.
The position of the hydraulic control lever knob, or
the angular deflection in one or more directions, is
registered in the same way for all hydraulic control
levers. Four Hall sensors (two for direction (X) and
two for direction (Y) are mounted on a fixed board in
the hydraulic control lever housing. An annular mag-
net is attached to the articulated joint at the top of
which the hydraulic control lever is located. While
shifting the knob of the hydraulic control lever in one
direction, the distance between the annular magnet
and the sensors located in movement direction is re-
duced or increased. The output voltage changes of
the Hall sensors resulting, are converted by the con-
troller into a digital value and can thus be further
processed.
Through the conversion, the strengthening and the
calibration, the final output signal is produced as a
digital value (digit = Bit; Binary dit).
A. Supply H. Reset
B. Differential input I. Interface line
C. Digital input J. Digital output
D. Analogic input K. Serial EEPROM
E. XY Input sensor L. Temperature sensor
F. Supervisory controller M. Supply supervision
G. Main controller
Temperature compensation is used to reduce the It supplies the electronic system with a controlled
unavoidable influencing of the signals in their digital/ voltage of 5 V.
analogic conversion through changes in ambient
The 5 V supply is monitored by a Reset-Controller.
temperature. This compensation occurs at the end
If the supply voltage drops under 4.5 V, the Reset-
of A/D conversion in the microcontroller, by means
Controller generates a reset signal, reinitialising di-
of a software program. During this operation, the
rectly the Supervisory Controller (F). During the re-
real environment temperature is detected by means
setting of the Supervisory Controller (F), also the
of a thermal sensor and used for calculation. By
Main Controller (G) is reset and kept in this state un-
means of this procedure, a high stability of output
til (F) goes though its initialisation procedure again.
signal is ensured, independently from the environ-
Only then is the Main Controller (G) released from
ment temperature fluctuations, in a broad range of
the reset status by means of (F). The hydraulic con-
temperatures between -40 °C and + 85 °C (-40 °F
trol levers are protected against polarity switching at
and + 185 °F).
the inputs. Besides, the power supply inputs and
The controller voltage supply is designed for an in- outputs of the circuit are protected against negative
put voltage ranging from 8 V to 30 V Direct Current. or positive voltage peaks by 600 W diodes.
Characteristic lines
When starting from a neutral position, a complete
shifting is performed according to axis (X) and (Y),
the information consists of 512 elements, which are
going to be received (as shifting information) from
the control units that, on their turn, will transfer the
signal under form of information to the devices con-
nected to the line.
Both diagrams (A) and (B) show the characteristic

lines of left and right hydraulic control levers.
The characteristic lines of axis (Y) show the forward
and backward shifting of the hydraulic control lever
knob and the variation of the Bit value referred to the
angular shifting.
The characteristic lines of axis (X) show the transver-
sal shifting of the hydraulic control lever knob.
The digits output begins from the >0.7° shifting of the
hydraulic control lever knob.
Due to the complete shifting of position zero, in cor-
respondence of axis (X) and axis (Y), 512 digits are
released.
3.4 TRAVEL PEDAL
Connectors (A): Diagram (C) shows the characteristics of the travel

pedal. By activating the pedal by >0.7° out of zero
PIN 1 = HAL x. 1A position, digit output is started. 512 Bit are put out on
PIN 2 = HAL x. 1B maximum activation (pedal stroke end).
PIN 3 = +24 Volt
PIN 4 = Ground
PIN 5 = HAL x. 2A
PIN 6 = HAL x. 2B
PIN 7 = waiting time -x
PIN 8 = available
Connectors (B) of line 2:
PIN 1 = Line 2 High
PIN 2 = Line 2 Low
PIN 3 = Voltage + 15b (Ub)
PIN 4 = Ground
3.5 ATTACHMENT PEDAL (PLACING BOOM AND HAMMER)
Connectors:
PIN 1 = HAL x. 1A
PIN 2 = HAL x. 1B
PIN 3 = +24 Volt
PIN 4 = Ground
PIN 5 = HAL x. 2A
PIN 6 = HAL x. 2B
PIN 7 = waiting time -x
PIN 8 = available
3.6 ELECTRO-HYDRAULIC SYSTEM
The electro-hydraulic controller coding is performed

at manufacturer’s factory, before machine delivery.
Connectors XC1, XC2 and XC3 are installed on the
wires of the electro-hydraulic controller.
On connector XC1 socket, controls can be modified
by means of different coding jumpers.
XC2 connector is equipped with coding jumpers for
boom adjusting equipment or for monoboom equip-
ment.
If the boom is replaced (placing boom or monoboom
or vice versa), the coding jumpers must also be re-
placed. Connector XC3 is provided with the standard
coding jumpers.
3.7 POWER CONTROL SYSTEM
OPERATION
The load-limit regulator, contains the machine specific parameters, controls with the speed-changer
motor, records the engine speed and specifies setpoint speeds as reference speeds for working/travel-
1
ling, registers the temperatures, controls the fan speed, influences via proportional valve the output of
the main pumps.
Display, including setting of various performance parameters for hammer and other attachments apart
2
from shears.
3 Key-pad module for 7-stage speed adjustment, Auto Idle and Low Idle.
4 Key-pad module, including for travel on the highway.
5 Central Unit, including the control of the engine speed actuator.
6 Engine speed actuator.
7 Diesel engine speed sensor, Pick-Up.
8 Coolant temperature sensor of diesel engine.
9 Turbocharger air temperature sensor.
10 Hydraulic system oil temperature sensor.
11 Proportional valve for output adjustment of main pumps.
12 Main pumps P1 and P2 with X3 connection and pressure measuring point.
13 Proportional valve for fan speed control.
Electro-hydraulic controller, including output of current ratings via load-limit regulator, for the control of
14
the hydraulic hammer and shears.
15 Hydraulic hammer
16 Line 1
The electronic power control system of the pumps,

works in combination with the Central Unit, and is
also a power control system of the engine, whose
adjustment electronics is called also load-limit regu-
lator.
The load-limit regulator ensures that the power ab-
sorption by the working pumps is balanced exactly
by the power produced from the diesel engine. The
available engine power can thus be used in the best
possible way.
Unfavourable service conditions are detected and
monitored automatically, by balancing the hydraulic
power.
The engine and the hydraulic system are protected
by monitoring systems.
The air temperature of turbocharger, cooling liquid
and of hydraulic oil are evaluated by the load-limit
regulator and held within the prescribed limits by
means of the fan motor revolutions setting.
1. Diesel engine 7. Pilot control pressure limit

2. Variable-displacement twin pump 8. Load-limit regulator
3. Rotation pump A. Actual value
4. Pilot control pump B. Rated value
5. Rotation motor C. Control current
The electronic setting of the load-limit has the aim to To provide a balance between engine output and
adapt the hydraulic power of pumps to the available hydraulic output, the load-limit regulator influences
power of the engine. only the output of the main pumps. The power of the
rotation pump and gear pumps are not influenced.
In this case the example of a scale is suitable. Imag-
While working with the machine, intermittent func-
ine that a scale plate is weighing the engine power,
tions such as rotation or a brief steering, absorb
while the other one the hydraulic power of the
power from the engine. The difference in output
pumps.
from the serviceable engine output is provided by
The sum of the available hydraulic power largely ex- the load-limit regulators of the two main pumps. The
ceeds the engine power. The power set on each load limit regulator continuously compares the actu-
main pump corresponds to the maximum power of al values with the setpoint values. In the event of an
the engine. The power of the rotation pump and of imbalance, the load-limit regulator intervenes in the
the gear pumps must be added to this. power input of the main pumps via the proportional
valve.
According to the graphic the torque characteristic il-

lustrates the connection between speed suppres-
sion and torque of the diesel engine.
At basic load 1 the high idling speed is set at point A.
If the diesel engine is loaded by the pumps, the re-
sult is speed suppression with a simultaneous in-
crease in torque along the limit characteristic AB up
to rated speed at point B.
If the pump output exceeds the engine output, the
speed is further suppressed towards point C.
This speed suppression causes the load-limit regu-
lator to reduce the main pump output until the engine
can operate again with rated speed at point B.
The load-limit regulator detects the activation of
working or driving functions from the electro-hydrau-
lic controller.
The electro-hydraulic controller opens “virtual pres-
sure switches”, comparable with pressure switches
that open during working functions or driving opera-
tions.
The message “Pressure switch open” set the electro-
hydraulic controller in contact with the line. The load-
limit regulator receives this message and stores the
momentary engine speed. By taking the P degree
into consideration, the load limit regulator establish-
es the rated speed as the reference speed.
Proportional valve characteristic:
The load-limit regulator regulates the power input of
the main pumps, so that the rated speed is main-
tained or the load does not fall short of the load limit.
The control current of the load-limit regulator is con-
verted by the proportional valve into control pres-
sure.
Both pump regulators are thus loaded. The pumps
are adjusted towards maximum power input until a
balance has been established between hydraulic in-
put and engine output. This state is referred to as the
“diesel engine load limit”.
Neutral Working phase

If no hydraulic function is activated, the power input When working with the working hydraulics, the
of the main pumps is minimized by a high control speed signal of the diesel engine is evaluated, and
current of the load-limit regulator to the proportional the loading state of the engine is thus recognized, at
valve. each power stage. This means that any change in
diesel engine speed to above or below the reference
The resulting control pressure is about 40 bars
speed entails a control current adapted to the output
(580 psi).
of the diesel engine. This control current is the out-
The seven possible power stages would be noticea- put signal of the load-limit regulator. The proportion-
ble only as engine speed stages. al valve converts this control current proportionately
During travel, only pump 1 is loaded. into control pressure, causing the power regulator of
The mechanical output setting of pump 1 corre- the main pumps at connection to be activated. If the
sponds approximately to the engine maximum pow- full hydraulic output is not utilized, the diesel engine
er. speed rises to above the reference speed on ac-
count of the lower total load. The result is that the
Road travel load-limit regulator counter-controls and increases
the power intake of the main pumps. It puts out a
Power stages 6 to 1 are given the engine speed and
lower control current to the proportional valve in or-
pump output of the next higher power stage.
der to load the main pumps with a lower control
Power stage 7 is given a 5% higher pump output, pressure.
which corresponds to the mechanical power setting
The result is that the regulating pressure of the main
of a pump.
pumps, which is within the normal range in this situ-
Travel (with no road travel mode) ation, is raised. This causes the power input to in-
crease and the volumetric flow as well.
Power stages 7 to 1 are available for the travel func-
tion. If the main pumps are in the pressure range below
the start of regulation, the load-limit regulator signal
If further working functions are activated while the cannot influence the power input of the main pumps.
machine is travelling, the load limit of the diesel en-
gine is reached immediately, with the result that the The electronic load limit regulation attained in this
control pressure rises. This causes the reduction of way in conjunction with individually output controlled
the main pumps output. This power reduction con- main pumps ensures optimum utilization of the
tinues until the power balance between the engine available diesel engine output.
output and the hydraulic input is restored.
Standard output diagram
A. High Pressure in bar (psi)

B. PCS Pressure in bar (psi)
C. Output volume l/min (gal/min)
PROPORTIONAL VALVE
The proportional valve converts the control current
transmitted by load-limit regulator into control pres-
sure.
The proportional valve is installed on the pilot control
unit. Here the pilot pressure is available at the con-
trol piston of the proportional valve.
The proportional valve is equipped with an emergen-
cy operation device.
In the event of a PCS fault and an resulting engine
speed reduction, the absorbed power of the main
pumps can be reduced to such an extent, that the
diesel engine is no longer significantly throttled dur-
ing the work.
Disconnect the connector from the proportional
valve.
Turn hex-screw in by about 2 turns after loosening
the set screw
Let the engine run at maximum speed and load by
moving the dipper cylinder against stroke end. Turn
the upper structure of more than ½ turn.
Observe the engine speed during the process.

If the engine is still throttled, turn the set screw fur-
ther down.
If the engine maintains its speed under load and if
the machine moves only slowly, the set screw has
been overturned.
The emergency operation is properly adjusted if the
machine can be used for working without considera-
ble engine stress.
S WARNING
When the emergency operation function is activat-
ed, temperature monitoring is not operational.
Pressure measuring
The measuring point can be used to measure the
control pressure from the proportional valve outlet.
The control pressures to be expected depend on the
type of machine and the selected power stage.
The pressure range is between 0 and 45 bars
(652 psi).
4. ENGINE SPEED ACTUATOR

The speed actuator converts the speed stages
preselected at key-pad module (1) into diesel engine
speeds. The signals sent by the Central Unit set the
actuator lever to different positions, this lever actu-
ates the injection pump lever via a linkage.
4.1 ENGINE SPEED SENSING
When the diesel engine is running, the load-limit reg-

ulator receives permanently a frequency signal from
the speed sensor (A).
The sensor is screwed into the fly-wheel housing of
the engine opposite the ring bear.
The frequency signal is derived from the alternation
between tooth and space width in the induction field
of the sensor.
The speed signal is used by the load-limit regulator
to determine the load condition of the diesel engine.
Assembly
The sensor (3) must be screwed completely down
into the fly-wheel with the connector (1) unplugged.
The sensor must then be turned back by ½ turn and
secured with the locknut (2).
5. COOLANT TEMPERATURE DETECTION

For coolant temperature monitoring, temperature
sensor (A) is screwed into the cylinder head of the
engine.
The sensor is a transmitter reducing its electrical re-
sistance with increasing temperature.
Connectors:
PIN 1 = HAL x. 1A
PIN 2 = HAL x. 1B
PIN 3 = +24 Volt
t °C (°F) Resistor (Ω)

0 (32) 5466 - 5896
10 (50) 3542 - 3792
20 (68) 2351 - 2500
25 (77) 1941 - 2057
30 (86) 1615 - 1707
40 (104) 1118 - 1175
50 (122) 798 - 834
60 (140) 573 - 596
70 (158) 421 - 435
80 (176) 313 - 323
90 (194) 237 - 243
100 (212) 182 - 186
110 (230) 140 - 144
120 (248) 109 - 113
6. CHARGE AIR TEMPERATURE DETECTION

Temperature sensor (1) detects the charge-air tem-
perature at the radiator outlet or at the manifold inlet.
Connectors:
PIN 1 = HAL x. 1A
PIN 2 = HAL x. 1B
t °C (°F) Resistor
0 (32) 2700 - 3300
10 (50) 1600 - 2000
20 (68) 1000 - 1280
25 (77) 890 - 970
30 (86) 650 - 800
40 (104) 430 - 530
50 (122) 290 - 350
60 (140) 200 - 240
70 (158) 140 - 170
80 (176) 100 - 120
90 (194) 77 - 90
100 (212) 58 - 67
110 (230) 44 - 50
120 (248) 35 - 39
7. HYDRAULIC OIL TEMPERATURE DETECTION

The temperature sensor (A) detects the charge-air
temperature at the radiator outlet or at the manifold
inlet.
Connectors:
PIN 1 = HAL x. 1A
PIN 2 = HAL x. 1B
t °C (°F) Resistor
20 (68) 1038 - 1268
30 (86) 701 - 839
40 (104) 450 - 540
50 (122) 331 - 389
60 (140) 214 - 250
70 (158) 166 - 194
80 (176) 116 - 134
90 (194) 80 - 92
100 (212) 60 - 68
8. PROPORTIONAL VALVE - FAN MOTOR

The fan motor (1) is equipped with proportional valve
(2). The proportional valve allows to achieve a grad-
ual change of the fan speed according to the temper-
ature.
The temperatures affecting the fan speed are the
temperatures of the engine coolant and the diesel
engine charge air, as well as the hydraulic oil sys-
tem.
These three temperatures are detected by the load-
limit regulator and are used to control the fan speed.
Each of these temperatures can induce changes of
the fan speed.
At lower temperatures, the proportional valve re-

ceives a higher control current from the load-limit
regulator and vice versa. A high control current re-
sults in a low fan speed and vice versa.
For pressure protection, the proportional valve is
equipped with an adjustable pressure-limiting valve.
S WARNING
When the connector is unplugged, the fan runs at
maximum speed. A pressure gauge connected to
the measuring point will then indicate the opening
pressure of the integrated proportional valve.
The pressure settings are machine-dependent.

9. PROPORTIONAL VALVES - CONTROL BLOCK

The machines equipped with placing boom and a
further additional system for hammer/shears, are
equipped with 6-spool control valves block and addi-
tional control block (A).
The control valves block spool is shifted by propor-
tional valves (B).
These proportional valves receive the control cur-
rent by the load-limit regulator.
The control current is put out at electro-hydraulic
controller activation and set on the line.
NOTES:
1. NECESSARY OPERATIONS BEFORE CALIBRATION .............................................................................. 1

2. DISPLAY: CALIBRATION MENU ................................................................................................................. 3
3. CALIBRATIONS WITH THE ENGINE RUNNING......................................................................................... 4
3.1 VDO CALIBRATION .............................................................................................................................. 6
3.2 POWER CALIBRATION ........................................................................................................................ 8
3.3 MAIN VALVE CALIBRATION (CONTROL VALVE)............................................................................. 10
3.4 TRAVEL CALIBRATION ...................................................................................................................... 13
3.5 PUMP DELIVERY CALIBRATION....................................................................................................... 15
3.6 ROTATION PUMP CALIBRATION ...................................................................................................... 18
3.7 AUXILIARY PRESSURE CALIBRATION ............................................................................................ 20
4. CALIBRATIONS WITH THE ENGINE STOPPED ...................................................................................... 22
4.1 CALIBRATIONS, ALL SOLENOID VALVES, MAIN PUMP, ROTATION PUMP,
AUXILIARY PRESSURE ...................................................................................................................... 24
4.2 MAIN VALVE CALIBRATION (CONTROL VALVE)............................................................................. 26
SECTION 12 - CALIBRATION 1
1. NECESSARY OPERATIONS BEFORE CALIBRATION

In order to successfully complete calibration, make
sure that:
Z the pilot control’s pressure is set to 45 + 3 bar
(652 + 44 psi):
measuring point (1) and setscrew (2);
Z the high pressure of the main pumps and of the ro-
tation pump has been checked and adjusted, if
necessary;
Z the calibration of the main pumps by means of the
screws for demand pressure has been checked
and adjusted, if necessary;
Z the rotation pump’s mechanical zero-setting has
been checked and adjusted, if necessary;
Z there is a 10 m (32.8 ft) free path both in front of
and behind the machines not equipped with stabi-
lizers, as the machine moves during the “Travel”
calibration phase;
Z stabilizers, if provided, are activated, in order to al-
low the wheels to remain lifted from the ground.
1.1 CALIBRATION OF THE MAIN PUMP
Adjustment of the screws for pump demand pres-

sure, as well as adjustment of the currents to the
proportional valves (3) and (4) of the pilot control as-
sembly, so that motion on each machine may start
with the same high pressure.
The necessary initial conditions are:
Z minimum temperature of the hydraulic oil 40 °C
(104 °F);
Z pilot control pressure adjusted to 45 ÷ 48 bar
(652 ÷ 696 psi) at high idle;
Z calibration of control valve already performed;
Z power level 2.
2 SECTION 12 - CALIBRATION
PUMP 1 - BOOM
Extend the attachment by closing the boom adjust-
ing cylinder and extending the dipper.
Slowly start lifting the boom, until demand pressure
reaches 10 bars (145 psi). In this operation, the
pump’s high pressure must remain between 120 bar
(1740 psi) and 200 bar (2900 psi); if necessary, ad-
just the screw for demand pressure (1) of pump 1.
PUMP 2 - DIPPER
Bring the dipper in an almost horizontal position, un-
til it almost reaches the limit stop.
Z Slowly start extending the dipper, until demand
pressure reaches 10 bars (145 psi). In this opera-
tion, the high pressure of pump 2 must remain be-
tween 120 bar (1740 psi) and 200 bar (2900 psi); if
necessary, adjust the screw for demand pressure
(2) of pump 2.
1.2 CALIBRATION OF THE ROTATION

PUMP
Intervention is necessary any time after automatic

calibration when the rotation pump’s boost is insuffi-
cient, i.e. when an increase in the hydraulic control
lever’s shifting is not followed by an increase in
speed.
The necessary initial conditions are:
Z minimum temperature of the hydraulic oil 40 °C
(104 °F);
Z power level 2.
PROCEDURE
Z Connect the high pressure gauges to points (1), (2)
and (3).
Z Block rotation.
Z Loosen the lock-nut of the zero-setting setscrew.
Z Tighten the setscrew until high pressure builds up.
Z Counting the turns, loosen the setscrew until high
pressure builds up also on the opposite side.
Z Tighten the setscrew again at half the number of
turns counted and fasten it with the lock-nut.
Once zero-setting adjustment is completed, it is ab-

solutely necessary to calibrate the rotation pump.
2. DISPLAY: CALIBRATION MENU

With a new machine and if an assembly was re-
paired or replaced, it is always necessary to cali-
brate the machine. The minimum temperature of the
hydraulic oil must be 40 °C (104 °F).
Otherwise, calibration is interrupted. CALIBRATION
By pressing the push-button with the upward arrow START CALIBRATION

DEFAULT
(⇑) or the push-button with the downward arrow (⇓),
it is possible to select single calibration categories.
Once selection has been confirmed by means of the
“Set” push-button, all menu points request if the rel-
evant “Start calibration” or “Default” calibration is to
be performed.
“Start calibration” - calibration is started.

“Default” - default values.
Once the selection “Start calibration” has been con-
firmed by means of the “Set” push-button, calibration
CALIBRATION IN
is started. Calibration may be stopped at any time by PROGRESS
means of the push-button with the upward arrow (⇑). 00001
When calibration is interrupted, the message “Cali-
bration interrupted” is shown and, after 3 seconds,
the display goes back to the higher menu.
“Set” push-button, the display shows the message
“Calibration in progress”.
The digits on the display are numbers in a sequence.
The time necessary for calibration in the single men-
us is different and calibration may take several min-
utes. The sequence signalling shows, time after
time, the status of the calibration process.
NOTE: during calibration operations, the hydraulic

control levers and the pedals must remain at stroke
end, otherwise calibration is interrupted.
Once calibration is completed, the display shows the

message “Calibration completed”. The digit on the
display is an information for maintenance.
Z By pressing the “Set” = Exit push-button, the dis-
play goes back to the higher menu, so that it is now
possible to perform calibrations of other categories. CALIBRATION COMPLETED
Z To go back to the higher menu, repeatedly press

the push-button with the upward arrow (⇑) or the
push-button with the downward arrow (⇓), until the
beginning or the end of display selection is
reached.
3. CALIBRATIONS WITH THE ENGINE RUNNING
MAINTENANCE
WRONG CODE
PRESS ANY KEY
MAINTENANCE
INPUT CALIBRATION (ENGINE
CODE ENTER CODE
STOPPED)
OPTIONS
RESET FAULTS
MAINTENANCE MAINTENANCE MAINTENANCE MAINTENANCE MAINTENANCE

OPERATION OPERATION OPERATION CALIBRATION (EN- CALIBRATION
HOURS HOURS HOURS GINE STOPPED) (ENGINE STOPPED)
MAINTENANCE MAINTENANCE MAINTENANCE OPTIONS OPTIONS

CALIBRATION CALIBRATION CALIBRATION
(ENGINE RUNNING) (ENGINE RUNNING) (ENGINE RUNNING) RESET FAULTS RESET FAULTS
F34994
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)
CALIBRATION CALIBRATION
(ENGINE RUNNING) (ENGINE RUNNING)
VDO MAIN VALVE PUMP DELIVERY

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
SETTING CALIBRATION PARAMETERS The “Calibration (engine running)” menu contains

In operating mode, repeatedly press an arrow push- the following seven selections:
button until the lower part of the display shows Z VDO
“Maintenance”, i.e. the maintenance symbol, high-
Z POWER
lighted with a frame. Press the “Set” push-button.
Z MAIN VALVE
Enter the 4-digit code by means of the arrow push-
buttons and the “Set” push-button. To confirm the Z TRAVEL
code entered, press the “Set” push-button again. Z PUMP DELIVERY
To go back to the “Maintenance” menu, repeatedly Z ROTATION PUMP
press the push-button with the upward arrow (⇑) or
the push-button with the downward arrow (⇓), until Z AUXILIARY PRESSURE
the beginning or the end of display selection is By pressing the push-button with the upward arrow
reached. If, after reaching the end or the beginning, (⇑) or the push-button with the downward arrow (⇓),
the display scrolls in the same direction, you return it is possible to select single calibration categories.
to the higher menu. If the buttons are not depressed
for a prolonged period, the return to the next higher
“Set” push-button, it is requested if the relevant
menu is automatic.
“Start calibration” or “Default” calibration is to be
If you are not authorized to perform settings, please performed.
contact the After-sales service.
After confirming the code, the display shows the fol- firmed by means of the “Set” push-button, calibra-
lowing six selections: tion is started. Calibration may be stopped at any
Z OPERATION HOURS time by means of the push-button with the upward
arrow (⇑). When calibration is interrupted, the mes-
Z MAINTENANCE sage “Calibration interrupted” is shown and, after 3
Z CALIBRATION (ENGINE RUNNING) seconds, the display goes back to the higher menu.
Z CALIBRATION (ENGINE STOPPED) Once selection has been confirmed by means of the
“Set” push-button, the display shows the message
Z OPTIONS
Z RESET FAULTS
By pressing the “Set” = Exit push-button, the display
By means of the arrow push-button, now move the goes back to the higher menu, so that it is now pos-
frame to the bar showing “Calibration (engine run- sible to perform calibrations of other categories.
ning)” and confirm selection by means of the “Set”
To go back to the higher menu, repeatedly press the
push-button.
push-button with the upward arrow (⇑) or the push-
button with the downward arrow (⇓), until the begin-
ning or the end of display selection is reached.
3.1 VDO CALIBRATION
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
Step 1 Step 2
CALIBRATION
(ENGINE RUNNING) Start calibration Start calibration
VDO MAIN VALVE
POWER TRAVEL
AUTO AUTO
second time and further first calibration

calibration time Low engine rpm High engine rpm
calibration calibration
AUTO AUTO
PHASE 2 VDO Calibration PHASE 1 VDO Calibration High engine rpm High engine rpm
Press the “Set” push-button Press the “Set” push-button calibration calibration
AUTO AUTO
Extract reference system Engine rpm calibration

Enter reference system
Press the “Set” push-button Press the “Set” push-button XXX%
AUTO
Calibration completed
AUTO F34997
At this point in the menu, the engine’s characteristic

line is calibrated. Once VDO selection has been con-
firmed by means of the “Set” push-button, the display
shows this sequence of messages:
Phase 1 = Start calibration.
Phase 2 = Minimum rpm calibration.
Phase 3 = Maximum rpm calibration.
Phase 4 = 20% engine rpm calibration.
Phase 8 = Calibration completed.
3.2 POWER CALIBRATION
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
CALIBRATION
(ENGINE RUNNING)
MAIN VALVE
If phase 1 has already been performed
VDO
POWER TRAVEL
If the hydraulic control lever is

If phase 1 is not performed not in use (7 s)
Full power AUTO 7s Keep the hydraulic

Press the “Set” Full power calibration Close bucket control lever at stroke
If phase 1 has already been performed
push-button end
AUTO
Full power calibration AUTO AUTO

Release the hydraulic Calibration in progress
750 ...... 140 mA control lever
AUTO
If the hydraulic control lever is
not in use (7 s)
AUTO 7s Keep the hydraulic

Limited power
Limited power calibration Close bucket
Press the “Set” push- control lever at stroke
button end
AUTO
Limited power AUTO AUTO

Release the hydraulic Calibration completed
calibration
control lever 1 ...... 99%
1200 ........ 2400 rpm
F34998
At this point in the menu, the diesel engine’s power

curve is calibrated. Once the “Power” selection has
been confirmed by means of the “Set” push-button,
the display shows this sequence of messages:
Phase 1 = Start calibration.
Phase 2 = Close bucket by retracting left hydraulic
control lever.
Phase 3 = Maximum rpm calibration.
Phase 4 = Release left hydraulic control lever.
3.3 MAIN VALVE CALIBRATION (CONTROL VALVE)
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
CALIBRATION
(ENGINE RUNNING)
VDO MAIN VALVE
POWER TRAVEL
MAIN VALVE MAIN VALVE MAIN VALVE

COMPLETED SECTION 2 COMPLETED SECTION 2 SECTION 5 SECTION 7
DEFAULT SECTION 3 DEFAULT SECTION 3
SECTION 6 SECTION 8
SECTION 1 SECTION 4 SECTION 1 SECTION 4
AUTO AUTO Keep the hydraulic AUTO Calibration

Safety lever down to “1”
position Close bucket control lever at stroke Lower coil 1-8
end 00001
AUTO
Measurement at test point AUTO AUTO Measurement at test point AUTO

Calibration
Pressure Pressure Hydraulic control lever and
Upper coil 1-8
00095 bar 00095 bar pedal in neutral position
00001
AUTO
AUTO Safety lever up to “0” AUTO AUTO

Calibration fully position
successful Calibration completed
F35000
CALIBRATION
(ENGINE RUNNING)
VDO MAIN VALVE
POWER TRAVEL
MAIN VALVE MAIN VALVE MAIN VALVE
COMPLETED SECTION 2 COMPLETED SECTION 2 SECTION 5 SECTION 7

SECTION 6 SECTION 8
Loading of initial data

successful
F35001
At this point in the menu, the characteristic curves of

the main valve’s or control valve’s sections are cali-
brated. Once the “Main valve” selection has been
confirmed by means of the “Set” push-button, the
display shows 10 selections: “Complete”, “Default”
and “Sections” from 1 to 8.
The single passages are automatically performed in
sequence. After each calibration, the program auto-
matically goes back to the higher menu.
Before starting the calibration of “Section 1” (Travel),
engage the machine’s first gear and arrange the ma-
chine so that the wheels are not in contact with the
ground. During calibration with the machine lifted on
the stabilizers, the wheels rotate slightly.
If the machine is not equipped with stabilizers, it
must be parked on a level surface. While calibrating,
the machine slowly moves some meters forwards
and backwards, when the single wheels are activat-
ed. Therefore, keep a minimum clearance of 10 m
(32.8 ft) from possible items and obstacles, both in
front of and behind the machine.
Phase Display messages

Completed. As an alternative to the
“Completed” selection, the following
menus can be selected: “Default” or
the single menus from “Section 1” to
1
“Section 8”. Once the “Completed”
selection has been confirmed, the
following calibration passages are
performed in sequence.
Safety lever (A) in “1” position (pilot
2
control ON).
Close bucket by retracting left
3
hydraulic control lever (B).
Keep the hydraulic control lever (B) at
4
stroke end.
5 “Section 1” calibration start.
6 Lower coil calibration 1 - 8.
Measurement on pressure test point
7
xxx bar (psi).
8 Upper coil calibration 1 - 8.
9
xxx bar (psi).
Hydraulic control levers and pedals in
10
neutral position.
11 Calibration successful.
12
control OFF).
13 Calibration completed.

1 Default.
2 Loading of final settings successful.
3.4 TRAVEL CALIBRATION
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
CALIBRATION
(ENGINE RUNNING)
VDO MAIN VALVE
POWER TRAVEL
DEFAULT START CALIBRATION
START CALIBRATION DEFAULT
AUTO AUTO Select the travel AUTO

Safety lever down to “1”
Pedal at stroke end
position Slow speed activated direction.
AUTO
AUTO AUTO AUTO

Press the travel pedal Calibration in progress Calibration in progress
00001 Next phase 00001
AUTO
AUTO AUTO Safety lever up to “0” AUTO

Hydraulic control levers Calibration completed position
and pedals in neutral
position
F35003
CALIBRATION
(ENGINE RUNNING)
VDO MAIN VALVE
POWER TRAVEL
START CALIBRATION START CALIBRATION
DEFAULT DEFAULT
“Default” data reset completed
AUTO
F35004
3.5 PUMP DELIVERY CALIBRATION
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
CALIBRATION
(ENGINE RUNNING)
PUMP DELIVERY
ROTATION PUMP
AUXILIARY PRESSURE
DEFAULT DEFAULT
Safety lever down to “1” AUTO AUTO Till stroke end and AUTO Next phase AUTO Calibration in progress
Boom raising
position press the “Set” 00001 00001
push-button
AUTO
Measurement at test point AUTO Move the attachment to a AUTO Close the bucket and keep AUTO Calibration in progress
Pressure 00080 bar standard position the hydraulic control lever at 00001
Press the “Set” push-button stroke end
AUTO
Measurement at test AUTO

point
Pressure 00080 bar If pressure is out of range, go back see next page
to (Raising bucket)
F35005
CALIBRATION
(ENGINE RUNNING)
PUMP DELIVERY
ROTATION PUMP
AUXILIARY PRESSURE
see previous page AUTO Till stroke end and press AUTO Next phase AUTO
Extended boom Calibration in progress
the “Set” push-button 00001 00001
Move the attachment to a AUTO Close the bucket and keep

standard position
AUTO
Calibration in progress AUTO Measurement at test point
the hydraulic control lever
00001 Pressure 00080 bar
Press the “Set” push-button at stroke end.
AUTO AUTO Safety lever in “0” position AUTO

Hydraulic control levers Calibration completed
and pedals in neutral Calibration in progress
position
F35006
At this point in the menu, demand pressure is cali-

brated for boom cylinders and dipper cylinders. Once
the “Pump delivery” selection has been confirmed by
means of the “Set” push-button, the display shows 2
selections: “Start calibration” and “Default”. The sin-
gle passages are automatically performed in se-
quence. After each calibration, the program
automatically goes back to the higher menu.

1 “Start calibration”.
2
control ON).
Raise boom by retracting left hydraulic
3
control lever (B).
At stroke end press the “Set” push-
4 button (when boom cylinders are fully
extended).
5 Next phase.
6 Calibration in progress.
7
xxx bar.
Extend dipper by pushing right
8 hydraulic control lever (C) forwards till
stroke end.
At stroke end press the “Set” push-
9 button (when the dipper is fully
extended).
10 Next phase.
12
neutral position.
14
control OFF).

1 Default.
3.6 ROTATION PUMP CALIBRATION
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
CALIBRATION * 7 times to the right and 7 times to the left

(ENGINE RUNNING)
PUMP DELIVERY
ROTATION PUMP
AUXILIARY PRESSURE
DEFAULT DEFAULT
Safety lever down to “1” AUTO Rotation to the right AUTO Keep the hydraulic AUTO Upper structure stopped in
position control lever at stroke test position
end 00001
AUTO
* * *
AUTO Power level AUTO AUTO Measurement at test point
Calibration in progress Rotation to the right
0001 Pressure 00384 bar
00001 bar
AUTO*
Hydraulic control levers AUTO Safety lever in “0” position

Calibration completed Calibration completed
and pedals in neutral
position
F35008
At this point in the menu, the rotation pump is cali-

brated, and hence the rotation movement of the up-
per structure. Once the “Rotation pump” selection
has been confirmed by means of the “Set” push-but-
ton, the display shows 2 selections: “Start calibra-
tion” and “Default”. The single passages are
automatically performed in sequence. After each cal-
ibration, the program automatically goes back to the
higher menu.

2 Calibration start.
3
control ON).
Rotation to the right (by shifting the
right hydraulic control lever (C) to the
4
right). The upper structure’s rotation
brake is automatically engaged.
Keep the right hydraulic control lever
5
(C) at stroke end.
6 Upper structure test stopped.
8 Next phase.
11
neutral position.
12
control OFF).

1 Default.
3.7 AUXILIARY PRESSURE CALIBRATION
MAINTENANCE
OPERATION HOURS
MAINTENANCE
CALIBRATION
(ENGINE RUNNING)

ROTATION PUMP
POWER TRAVEL
AUXILIARY PRESSURE
F34996
CALIBRATION
(ENGINE RUNNING)
PUMP DELIVERY
ROTATION PUMP
AUXILIARY PRESSURE
DEFAULT DEFAULT
AUTO AUTO AUTO Calibration

Safety lever down to “1” Keep the hydraulic
position Close bucket control lever at stroke Measurement preparation
end 00001
AUTO
Measurement at test point Measurement at test point

AUTO AUTO Calibration AUTO
Pressure Pressure 00290 bar
00145 bar Next phase Measurement preparation
00001
AUTO
AUTO AUTO AUTO

Calibration fully Hydraulic control lever Safety lever up to “0”
successful and pedal in neutral position
position
F35003
At this point in the menu, auxiliary pressure is cali-

brated (load pressure for the attachments installed
on the machine). Once the “Auxiliary pressure” se-
lection has been confirmed by means of the “Set”
push-button, the display shows 2 selections: “Start
calibration” and “Default”. The single passages are
higher menu.

2
control ON).
Close bucket by taking the left
3
hydraulic control lever (B) to the left.
Keep the left hydraulic control lever
4
(B) at stroke end.
5 Measurement preparation calibration.
6
xxx bar (psi).
7 Next phase.
8 Measurement preparation calibration.
9
xxx bar (psi).
11
neutral position.
12
control OFF).

1 Default.
4. CALIBRATIONS WITH THE ENGINE STOPPED
MAINTENANCE
WRONG CODE
PRESS ANY KEY
MAINTENANCE
INPUT
CODE ENTER CODE CALIBRATION (ENGINE
STOPPED)
OPTIONS
RESET FAULTS
MAINTENANCE MAINTENANCE MAINTENANCE MAINTENANCE MAINTENANCE

OPERATION OPERATION OPERATION CALIBRATION (EN- CALIBRATION
HOURS HOURS HOURS GINE STOPPED) (ENGINE STOPPED)
MAINTENANCE MAINTENANCE MAINTENANCE OPTIONS OPTIONS

CALIBRATION CALIBRATION CALIBRATION
(ENGINE STOPPED) (ENGINE STOPPED) (ENGINE STOPPED) RESET FAULTS RESET FAULTS
F34994
MAINTENANCE
CALIBRATION (ENGINE
STOPPED)
OPTIONS
RESET FAULTS
CALIBRATION
(ENGINE STOPPED)
SOLENOID VALVE
SOLENOID VALVE SOLENOID VALVE
ALL SOLENOID VALVES ROTATION PUMP
MAIN VALVE AUXILIARY PRESSURE

MAIN PUMP
F35012
In this menu, calibration is performed for proportion- The “Calibration (engine stopped)” menu contains
al valves and control valves, hydraulic pumps and the following selections:
electric motors, combustion engines and hydraulic Z SOLENOID VALVE
motors.
Once the “Solenoid valve” selection has been con-
SETTING CALIBRATION PARAMETERS firmed by means of the “Set” push-button, the dis-
In operating mode, repeatedly press an arrow push- play shows other 5 selections:
button until the lower part of the display shows
Z ALL SOLENOID VALVES
“Maintenance”, i.e. the “Maintenance” symbol, high-
lighted with a frame. Press the “Set” push-button. Z MAIN VALVE
Enter the 4-digit code by means of the arrow push- Z MAIN PUMP
buttons and the “Set” push-button. To confirm the Z ROTATION PUMP
code entered, press the “Set” push-button again.
Z AUXILIARY PRESSURE
To go back to the “Maintenance” menu, repeatedly
press the push-button with the upward arrow (⇑) or By pressing the push-button with the upward arrow
the push-button with the downward arrow (⇓), until (⇑) or the push-button with the downward arrow (⇓),
the beginning or the end of display selection is it is possible to select single calibration categories.
reached. If, after reaching the end or the beginning, Once selection has been confirmed by means of the
the display scrolls in the same direction, you return “Set” push-button, it is requested if the relevant
to the higher menu. If the buttons are not depressed “Start calibration” or “Default” calibration is to be
for a prolonged period, the return to the next higher performed.
menu is automatic.
If you are not authorized to perform settings, please firmed by means of the “Set” push-button, calibra-
contact the After-sales service. tion is started. Calibration may be stopped at any
After confirming the code, the display shows the fol- time by means of the push-button with the upward
lowing six selections: arrow (⇑). When calibration is interrupted, the mes-
sage “Calibration interrupted” is shown and, after 3
Z OPERATION HOURS seconds, the display goes back to the higher menu.
Z MAINTENANCE Once selection has been confirmed by means of the
Z CALIBRATION (ENGINE RUNNING) “Set” push-button, the display shows the message
Z CALIBRATION (ENGINE STOPPED)
By pressing the “Set” = Exit push-button, the display
Z OPTIONS
goes back to the higher menu, so that it is now pos-
Z RESET FAULTS sible to perform calibrations of other categories.
By means of the arrow push-button, now move the To go back to the higher menu, repeatedly press the
frame to the bar showing “Calibration (engine push-button with the upward arrow (⇑) or the push-
stopped)” and confirm selection by means of the button with the downward arrow (⇓), until the begin-
“Set” push-button. ning or the end of display selection is reached.
4.1 CALIBRATIONS, ALL SOLENOID VALVES, MAIN PUMP, ROTATION PUMP, AUXILIARY
PRESSURE
MAINTENANCE
CALIBRATION (ENGINE
STOPPED)
OPTIONS
RESET FAULTS
CALIBRATION
(ENGINE STOPPED)
SOLENOID VALVE

MAIN PUMP
F35012
SOLENOID VALVE
ALL SOLENOID VALVES
MAIN VALVE
MAIN PUMP
DEFAULT SOLENOID VALVE
Loading of initial data AUTO

successful
Calibration in progress AUTO Calibration completed AUTO

00001 Exit by pressing the “Set” Calibration completed
push-button
AUTO
F35013
At this point in the menu, the control characteristic

lines of proportional valves are calibrated. Once the
“Solenoid valve” selection has been confirmed by
selections: “All solenoid valves”, “Main valve”, “Main
pump”, “Rotation pump” and “Auxiliary pressure”. In
any point of the menu there are two selections: “Start
calibration” and “Default”. The single passages are
higher menu.
Phase 1 = “All solenoid valves”. As an alternative to
the “All solenoid valves” selection, the
following menus can be selected: “Main
pump”, “Rotation pump” or “Auxiliary
pressure”.
Phase 2 = Calibration in progress.
Phase 4 = Exit by means of the “Set” push-button.
or
Phase 1 = Default.
Phase 2 = Loading of initial settings successful.
4.2 MAIN VALVE CALIBRATION (CONTROL VALVE)
MAINTENANCE
CALIBRATION (ENGINE
STOPPED)
OPTIONS
RESET FAULTS
CALIBRATION
(ENGINE STOPPED)
SOLENOID VALVE

MAIN PUMP
F35012
SOLENOID VALVE
ALL SOLENOID VALVES
MAIN VALVE
MAIN PUMP
SOLENOID VALVE SOLENOID VALVE SOLENOID VALVE

COMPLETED SECTION 2 COMPLETED SECTION 2
SECTION 5 SECTION 7
SECTION 6 SECTION 8
Loading of initial data AUTO

successful
AUTO AUTO
Calibration in progress Calibration completed Exit by pressing the “Set” Calibration completed
00001 push-button
AUTO
F35137
At this point in the menu, the control characteristic

lines of proportional valves are calibrated. Once the
“Solenoid valve” selection has been confirmed by
selections: “All solenoid valves”, “Main valve”, “Main
pump”, “Rotation pump” and “Auxiliary pressure”.
The menu “Main valve” has 10 further selections:
“Complete”, “Default” and “Sections” from 1 to 8.
Phase 1 = “Complete” (as an alternative, it is possi-
ble to select the “Default” and “Sections”
menus of the main valve from 1 to 8).
Phase 2 = Calibration in progress.
Phase 4 = Exit by means of the “Set” push-button.
or
Phase 1 = Default.
Phase 2 = Loading of initial settings successful.
NOTES:

SM - MH8.6 Tier3 - EN

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

SM - MH8.6 Tier3 - EN

Uploaded by

Copyright:

Available Formats

MH6.

Print No. 87677418A

VOLUME MACHINE TYPE PRINT NUMBER

All rights reserved.

In this manual you will find this symbol together with

SECTION 02 - CONTROLS AND INSTRUMENTS

SECTION 03 - TECHNICAL SPECIFICATIONS

SECTION 04 - UPPER STRUCTURE

SECTION 06 - FRONT ATTACHMENT

SECTION 07 - STEERING SYSTEM

SECTION 08 - BRAKE SYSTEM

SECTION 09 - HYDRAULIC SYSTEM

SECTION 10 - ELECTRICAL SYSTEM

1. GENERAL SAFETY INSTRUCTIONS.......................................................................................................... 2

Carefully read the safety rules contained herein and

The non compliance with the warning preceded by

NOTE: it emphasizes and underlines to the operator

Your safety and that of people around you depends

1. GENERAL SAFETY INSTRUCTIONS

Be prepared for emergencies. Always keep at dis-

Wear close fitting clothing and safety equipment ap-

1.3 ENGINE - RADIATOR

Never leave the engine run in closed spaces without

1.4 HYDRAULIC SYSTEMS

Splashes of fluids under pressure can penetrate the

HOSES AND TUBES

Batteries give off explosive gases.

1.6 FLAMMABLE LIQUIDS

When handling flammable liquids:

Before inflating the tyres, always check the condition

Clean the exterior of all components before carrying

1.9 WASTE DISPOSAL

Improperly disposing of waste can threaten the envi-

Any functional disorders, especially those affecting

2.1 MACHINE SAFETY

Before carrying out any service or repair work the

2.2 ADJUST THE SEAT

A seat poorly adjusted for operator or work require-

On machines equipped with seat belt:

2.3 NOISE LEVELS

Sound power level (acoustic external)

Sound pressure level in the operator’s seat

2.4 TRAVEL ON PUBLIC ROADS

Transfer on public roads (each time you leave a

mm 3900 3900 3900 3900

mm 5460 5325 5290 5265

1. SWITCHES AND PUSH-BUTTONS ............................................................................................................. 1

1. SWITCHES AND PUSH-BUTTONS

Ref. Description Operation Symbol

Rotary knob/ Activates the blower and has 3-speed stages: 1,

Air conditioner Activation/deactivation of air conditioner (ON/

Sets the heating power:

Blade (optional) Blade control.

9 Switch Parking brake Parking brake control.

By pressing the symbol (lamp lights up) the

11 Push-button Not used.

Ref. Description Operation Symbol

Selects the road travel mode.

By pressing the symbol (the lamp lights up) the

14 Display Multi-function Controls and monitoring of the machine functions.

The opening/closing speed of the clamshell is

Hydraulic Shears To activate depress switch face without symbol.

Hydraulic rotary To activate depress switch face without symbol.