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INTRODUCTION
TO THE READER
This manual is written for an experienced technician If you have any questions or comments, at if you
to provide technical information needed to maintain found any errors regarding the contents of this
and repair this machine. manual, please contact using Service Manual
Revision Request Form at the end of this man-
Be sure to thoroughly read this manual for cor- ual.
rect product information and service procedures. (Note: Do not tear off the form. Copy it for us-
age.):
Publications Marketing & Product Support
Hitachi Construction Machinery Co. Ltd.
TEL: 81-298-32-7173
FAX: 81-298-31-1162
ADDITIONAL REFERENCES
Please refer to the materials listed below in addition Operation Manual of the Engine
to this manual. Parts Catalog of the Engine
Hitachi Training Material
The Operators Manual
The Parts Catalog
MANUAL COMPOSITION
This manual consists of three portions: the Techni- Information included in the Technical Manual
cal Manual (Operational Principle), the Technical (Troubleshooting):
Manual (Troubleshooting) and the Workshop Man- technical information needed for operational per-
ual. formance tests, and troubleshooting procedures.
Information included in the Technical Manual Information included in the Workshop Manual:
(Operational Principle): technical information needed for maintenance
technical information needed for redelivery and and repair of the machine, tools and devices
delivery, operation and activation of all devices needed for maintenance and repair, maintenance
and systems. standards, and removal/installation and assem-
ble/disassemble procedures.
IN-01

INTRODUCTION
PAGE NUMBER
Each page has a number, located on the center
lower part of the page, and each number contains
the following information:
Example : T 1-3-5
Consecutive Page Number for Each Group

Group Number
Section Number
T: Technical Manual W: Workshop Manual
SAFETY ALERT SYMBOL AND HEADLINE

NOTATIONS
CAUTION:
In this manual, the following safety alert symbol and Indicated potentially hazardous situation which
signal words are used to alert the reader to the could, if not avoided, result in personal injury or
potential for personal injury of machine damage. death.
This is the safety alert symbol. When you see this IMPORTANT:
symbol, be alert to the potential for personal injury. Indicates a situation which, if not conformed to the
Never fail to follow the safety instructions prescribed instructions, could result in damage to the machine.
along with the safety alert symbol.
The safety alert symbol is also used to draw attention
to component/part weights. NOTE:
To avoid injury and damage, be sure to use appropri- Indicates supplementary technical information or
know-how.
ate lifting techniques and equipment when lifting
heavy parts.
IN-02

INTRODUCTION
UNITS USED
2
SI Units (International System of Units) are used in Example : 24.5 MPa (250 kgf/cm , 3560 psi)
this manual.
MKSA system units and English units are also A table for conversion from SI units to other system
indicated in parenthheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
2
Length mm in 0.03937 Pressure MPa kgf/cm 10.197
mm ft 0.003281 MPa psi 145.0
Volume L US gal 0.2642 Power kW PS 1.360
L US qt 1.057 kW HP 1.341
m3 yd3 1.308 Temperature pC pF pCI1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
-1
Force N kgf 0.10197 min rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque Nm kgf m 1.0197 mL/rev cc/rev 1.0
Nm lbf ft 0.7375
IN-03

INTRODUCTION
(Blank)
IN-04

SECTION AND GROUP
SECTION 1 GENERAL
CONTENTS Group 1 Specifications
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Control System
TECHNICAL MANUAL Group 2 Hydraulic System
Group 3 Electrical System
(Operational Principle)
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Swing Device
Group 3 Control Valve
Group 4 Pilot Valve
Group 5 Travel Device
Group 6 Others(Upperstructure)
Group 7 Others(Undercarriage)
TECHNICAL MANUAL (Troubleshooting)
SECTION 4 OPERATIONAL PER- SECTION 5 TROUBLESHOOTING
FORMANCE TEST Group 1 Diagnosing Procedure
Group 1 Introduction Group 2 Component Layout
Group 2 Standard Group 3 Troubleshooting A
Group 3 Engine Test Group 4 Troubleshooting B
Group 4 Excavator Test Group 5 Troubleshooting C
Group 5 Component Test Group 6 Electrical System Inspection
Group 6 Adjustment Group 7 ICX
All information, illustrations and speci-
fications in this manual are based on
WORKSHOP MANUAL
the latest product information available
at the time of publication. SECTION 1 GENERAL INFORMA- SECTION 3 UNDERCARRIAGE
The right is reserved to make changes TION Group 1 Swing Bearing
at any time without notice. Group 1 Precautions for Disassem- Group 2 Travel Device
bling and Assembling Group 3 Center Joint
Group 2 Tightening Torque Group 4 Track Adjuster
Group 3 Painting Group 5 Front Idler
SECTION 2 UPPERSTRUCTURE Group 6 Upper and Lower Roller
Group 1 Cab Group 7 Track
Group 2 Counterweight SECTION 4 FRONT ATTACHMENT
COPYRIGHT(C)2005 Group 3 Main Frame Group 1 Front Attachment
Hitachi Construction Machinery Co., Ltd. Group 4 Pump Device Group 2 Cylinder
Tokyo, Japan Group 5 Control Valve
All rights reserved Group 6 Swing Device
Group 7 Pilot Valve
Group 8 Pilot Shut-Off Valve
Group 9 Shockless Valve
Group 10 Solenoid Valve Unit

SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications............................................ T1-1-1
Working Ranges ....................................... T1-1-5
Group 2 Component Layout

Main Component Layout ........................... T1-2-1
Electrical Component Layout
(Over view) ............................................... T1-2-2
Electrical System(Relays) ......................... T1-2-3
Electrical System
(Monitors and Switches) ........................... T1-2-4
Engine ...................................................... T1-2-5
Pump Device ............................................ T1-2-5
Swing Device ............................................ T1-2-5
Control Valve ............................................ T1-2-6
Travel Device ............................................ T1-2-6
Solenoid Valve Unit................................... T1-2-7
Shockless Valve........................................ T1-2-7
Positioning Control Valve ........................ T1-2-7
Group 3 Component Specifications

Engine ...................................................... T1-3-1
Engine Accessories .................................. T1-3-4
Hydraulic Component ............................... T1-3-5
Electrical Component................................ T1-3-8
1HHT-1-1

(Blank)
1HHT-1-2

GENERAL / Specifications
SPECIFICATIONS
ZAXIS330, 330LC, 350H, 350LCH
A
C
G
B
F
E
D
K J
I H
M1HH-12-001
Model ZAXIS330 ZAXIS330LC ZAXIS350H ZAXIS350LCH

Type of Front-End Attachment 3.2 m (10 ft 6 in) Arm 3.2 m (10 ft 6 in) H Arm
Bucket Capacity (Heaped) PCSA 1.4 m3 (1.83 yd3), CECE 1.2 m3 (1.57 yd3) PCSA 1.38 m3 (1.61 yd3), CECE 1.2 m3 (1.57 yd3)
Operating Weight 31000 kg (68300 lb) 31500 kg (69400 lb) 32900 kg (72500 lb) 33400 kg (73600 lb)
Basic Machine Weight 23600 kg (52000 lb) 24200 kg (53400 lb) 24900 kg (54900 lb) 25400 kg (56000 lb)
Isuzu AA-6HK1X 177 kW/1900 min1 (240 PS/1900 rpm)
Engine
184 kW/2000 min1 (250 PS/2000 rpm)
A: Overall Width
3190 mm (10 ft 6 in)
(Excluding back mirrors)
B: Cab Height 3120 mm (10 ft 3 in) 3140 mm (10 ft 4 in) 3120 mm (10 ft 3 in) 3140 mm (10 ft 4 in)
C: Rear End Swing Radius 3320 mm (10 ft 11 in)
D: Minimum Ground Clearance *500 mm (20 in)
E: Counterweight Clearance * 1140 mm (3 ft 9 in) * 1160 mm (3 ft 10 in) * 1140 mm (3 ft 9 in) * 1160 mm (3 ft 10 in)
F: Engine Cover Height * 2510 mm (8 ft 3 in) * 2530 mm (8 ft 4 in) * 2510 mm (8 ft 3 in) * 2530 mm (8 ft 4 in)
G: Overall Width of Upperstructure 2995 mm (9 ft 10 in)
H: Undercarriage Length 4640 mm (15 ft 3 in) 4940 mm (16 ft 2 in) 4650 mm (15 ft 3 in) 4950 mm (16 ft 2 in)
I: Undercarriage Width 3190 mm (10 ft 6 in)
J: Sprocket Center to Idler Center 3730 mm (12 ft 3 in) 4050 mm (13 ft 3 in) 3730 mm (12 ft 3 in) 4050 mm (13 ft 3 in)
K: Track Shoe Width 600 mm (24 in) (Grouser shoe)
63 kPa 59 kPa 67 kPa 63 kPa
Ground Pressure 2 2
(0.64 kgf/cm2, 9.1 psi) (0.60 kgf/cm2, 8.5 psi) (0.68 kgf/cm , 9.7 psi) (0.64 kgf/cm , 9.1 psi)
Swing Speed 11.8 min1 (rpm)
Travel Speed (fast/slow) 5.5/3.8 km/h (3.4/2.4 mph)
Gradeability 35° (tan = 0.70)
NOTE: H/P mode

* The dimensions do not include the height of the shoe lug.
T1-1-1

ZAXIS350LC, 350LCN
A
C
G
B
F
E
D
K J
I H
M1HH-12-001
Model ZAXIS350LC ZAXIS350LCN

Type of Front-End Attachment 3.20 m (10 ft 6 in) Arm
Bucket Capacity (Heaped) PCSA 1.4 m3 (1.83 yd3), CECE 1.2 m3 (1.57 yd3)
Operating Weight 32800 kg (72300 lb) 32800 kg (72300 lb)
Basic Machine Weight 25200 kg (55600 lb) 25100 kg (55300 lb)
Engine
184 kW/2000 min1 (250 PS/2000 rpm)
A: Overall Width
3190 mm (10 ft 6 in) 3000 mm (9 ft 10 in)
B: Cab Height 3140 mm (10 ft 4 in)
E: Counterweight Clearance * 1160 mm (3 ft 10 in)
F: Engine Cover Height * 2530 mm (8 ft 4 in)
H: Undercarriage Length 4950 mm (16 ft 3 in)
I: Undercarriage Width 3190 mm (10 ft 6 in) 3000 mm (9 ft 10 in)
J: Sprocket Center to Idler Center 4050 mm (13 ft 3 in)
62 kPa
Ground Pressure
(0.63 kgf/cm2, 9.0 psi)
NOTE: H/P mode

T1-1-2

ZAXIS370MTH
A C
G
E
D
K J
I H
M1HH-12-006
Model ZAXIS370MTH
Type of Front-End Attachment 3.20 m (10 ft 6 in) H Arm
3 3 3 3
Bucket Capacity (Heaped) PCSA 1.50 m (1.96 yd ), CECE 1.30 m (1.70 yd )
Operating Weight 36100 kg (79600 lb)
Basic Machine Weight 28200 kg (62200 lb)
Engine
184 kW/2000 min1 (250 PS/2000 rpm)
A: Overall Width
3580 mm (11 ft 9 in)
B: Cab Height 3380 mm (11 ft 1 in)
D: Minimum Ground Clearance * 560 mm (22 in)
G: Overall Width of Upperstructure 2990 mm (9 ft 10 in) / 3380 kg (11 ft 1 in) (EN Spec.)
I: Undercarriage Width 3190 mm (10 ft 6 in)
Ground Pressure 67 kPa (0.68 kgf/cm2, 9.7 psi)
NOTE: H/P mode

T1-1-3

ZAXIS350LC, 350LCN (2-piece Boom)
A
C
G
B
F
E
D
K J
I H
M1HH-12-001
Model ZAXIS350LC 2-piece Boom ZAXIS350LCN 2-piece Boom

Type of Front-End Attachment 2.33 m (7 ft 8 in) Arm
Bucket Capacity (Heaped) PCSA 1.4 m3 (1.83 yd3), CECE 1.2 m3 (1.57 yd3)
Operating Weight 33600 kg (74100 lb) 33500 kg (73900 lb)
Basic Machine Weight 25200 kg (55600 lb) 25100 kg (55300 lb)
Engine
184 kW/2000 min1 (250 PS/2000 rpm)
A: Overall Width (Excluding back mirrors) 3190 mm (10 ft 6 in) 3000 mm (9 ft 10 in)
B: Cab Height 3140 mm (10 ft 4 in) 3000 mm (9 ft 10 in)
I: Undercarriage Width 3190 mm (10 ft 6 in) 3000 mm (9 ft 10 in)
63 kPa
Ground Pressure
(0.64 kgf/cm2, 9.1 psi)
NOTE: H/P mode

T1-1-4

WORKING RANGES
ZAXIS330, 330LC, 350H, 350LCH
G G
C C
D D
E E
F F
A A
B B
Backehoe Face shovel (Reversed hoe bucket) M1HH-12-004
Model ZAXIS330, 330LC, 350H, 350LCH

Category 2.66 m (8 ft 9 in) Arm 3.2 m (10 ft 6 in) Standard Arm 4 m (13 ft 1 in) Arm
*1 3.2 m m (10 ft 6 in)H Arm
Item Backhoe Shovel Backhoe Shovel Backhoe Shovel
mm ft n mm ft in mm ft in mm ft in mm ft in mm ft in
A: Maximum Digging Reach 10570 34 8 10800 37 1 11100 36 5 11330 37 2 11860 38 11 12090 39 8
B: Maximum Digging Depth 6850 22 5 7070 23 2 7380 24 3 7610 25 0 8180 26 10 8410 27 7
C: Maximum Cutting Height 9870 32 5 10380 34 1 10230 33 7 10680 35 0 10620 34 10 11050 36 3
D: Maximum Dumping Height 6830 22 5 6610 21 8 7130 23 5 6930 22 9 7500 24 7 7320 24 0
E: Transport Height * 3470 11 5 3470 11 5 3230 10 7 3230 10 7 3570 11 9 3570 11 9
F: Overall Transport Length 11090 36 5 11090 36 5 10970 35 12 10970 35 12 11050 36 3 11050 36 3
G: Minimum Swing Radius 4580 15 0 4580 15 0 4490 14 9 4490 14 9 4520 14 10 4520 14 10
NOTE: * The dimensions include the height of the shoe lug.

*1 : ZAXIS 350H, 350LCH
T1-1-5

ZAXIS350LC, 350LCN
C
D
B A
Backehoe M1HH-12-004
Model ZAXIS350LC, 350LCN

Category 2.33 m (7 ft 8 in) Arm 2.66 m (8 ft 9 in) Arm 3.20 m (10 ft 6 in) Arm 4.00 m (13 ft 1 in) Arm
Item Backhoe Backhoe Backhoe Backhoe

mm ft in mm ft in mm ft in mm ft in
A: Maximum Digging Reach 10310 33 10 10570 34 8 11100 36 5 11860 38 11
B: Maximum Digging Depth 6510 21 4 6850 22 5 7380 24 3 8180 26 10
C: Maximum Cutting Height 9880 32 5 9870 32 5 10230 33 7 10620 34 10
D: Maximum Dumping Height 6810 22 4 6830 22 5 7130 23 5 7500 24 7
E: Transport Height * 3520 11 7 3470 11 5 3230 10 7 3570 11 9
F: Overall Transport Length 11120 36 6 11090 36 5 10970 35 12 11050 36 3
G: Minimum Swing Radius 4560 14 12 4570 15 0 4490 14 9 4520 14 10
T1-1-6

ZAXIS370MTH
G G
C C
D D
E E
F F
A A
B B
Backhoe Face shovel (Reversed hoe bucket) M1HH-12-005
Model ZAXIS370MTH
Category 3.2 m (10 ft 6 in) H Arm
Backhoe Shovel
Item mm ft in mm ft in
A: Maximum Digging Reach 11100 36 5 11330 37 2
B: Maximum Digging Depth 7270 23 10

7720 25 4
(EN Spec.) (7380) (24 10 )
C: Maximum Cutting Height 10360 34 0

10810 37 2
(EN Spec.) (10230) (33 7 )
D: Maximum Dumping Height 7240 23 9

7040 23 1
(EN Spec.) (7130) (23 5 )
E: Transport Height * 3380 11 1 3380 11 1
F: Overall Transport Length 10930 35 10 10930 35 10
G: Minimum Swing Radius 4490 14 9 4490 14 9
T1-1-7

ZAXIS350LC, 350LCN (2-piece Boom)
A
B
M1G6-13-012
Backhoe
Model ZAXIS350LC, 350LCN 2-piece Boom

Category 2.33 m (7 ft 8 in) Arm 2.66 m (8 ft 9 in) Arm 3.20 m (10 ft 6 in) Arm 4.00 m (13 ft 1 in) Arm
Item Backhoe Backhoe Backhoe Backhoe

mm ft in mm ft in mm ft in mm ft in
A: Maximum Digging Reach 10400 34 1 10680 35 0 11220 36 10 12000 39 4
B: Maximum Digging Depth 6030 19 1 6340 20 10 6890 22 7 7680 25 2
C: Maximum Cutting Height 11810 38 9 12000 39 4 12490 40 12 13140 43 1
D: Maximum Dumping Height 8500 27 11 8690 28 6 9170 30 1 9840 32 3
E: Transport Height * 3340 10 11 3340 10 11 3270 10 9 3730 12 3
F: Overall Transport Length 11100 36 5 11070 36 4 11030 36 2 10980 36 0
G: Minimum Swing Radius 3280 10 9 3170 10 5 2880 9 5 3080 10 1
T1-1-8

GENERAL / Component Layout
MAIN COMPONENT LAYOUT
1
3
4
5
6
7
8
9
21
10
11
12
13
20 14
15
19 16
18 17 T1HH-01-02-001
1- Bucket Cylinder 7- Fuel Tank 13- Intercooler 19- Pilot Shut-Off Valve
2- Arm Cylinder 8- Hydraulic Oil Tank 14- Radiator 20- Travel Pilot Valve
3- Boom Cylinder 9- Control Valve 15- Oil Cooler 21- Front Attachment/Swing
Pilot Valve
4- Center Joint 10- Pilot Filter and Pilot Relief Valve 16- Battery
5- Swing Bearing 11- Pump Device 17- Travel Device
6- Swing Device 12- Engine 18- Shockless Valve
T1-2-1

ELECTRICAL COMPONENT LAYOUT
(Overview)
1 2
Pressure Sensor
(Front Attachment)
Pressure Sensor
(Travel)
Refer to the Control Valve
group.
6, 7
15
14
13
Pump 1 Delivery Pressure Sensor
Pump 2 Delivery Pressure Sensor
N Sensor
12 Refer to the Pump Device group.
8
11
Coolant Temperature Switch
(Engine Preheat Circuit)
Engine Oil Pressure Switch
*Engine Oil Level Switch
Coolant Temperature Sensor
Overheat Switch
10 Refer to the Engine group
9
T1HH-01-02-002
1 - Wiper Motor 5 - Pump 1 Control Pressure 9 - Battery Relay 13 - Starter Relay
sensor (4-Spool Side)
2 - Horn 6 - EC Motor 10 - Ambient Temperature Sensor 14 - Air Cleaner Restriction Switch
3 - Work Light 7 - EC Sensor 11 - *Coolant Level Switch 15 - Pressure Sensor (Boom Raise)
4 - Fuel Sensor 8 - Pump 2 Control Pressure 12 - Battery Pressure Sensor (Arm Roll-In)
sensor (5-Spool Side) Pressure Sensor (Swing)
Torque Control Solenoid Valve
Pump 2 Flow Rate Control
Solenoid Valve
NOTE: *Up to serial No.030652
T1-2-2

ELECTRICAL SYSTEM (Relays)
Rear Deck
5
4
3 6
2
8
9
10
T178-01-02-006
15
14
19
18 13
17 12
16 11
T178-01-02-007
1 - GPS ON/OFF Switch 6 - Fuse Box 11 - Load Damp Relay (R1) 16 - Wiper Relay A (R6)
(Satellite Navigation System
Equipped Machines only)
2 - QOS Controller 7 - Learning Switch 12 - Washer Relay (R2) 17 - Wiper Relay B1 (R7)
3 - ICX (Information Controller) 8 - Dr. ZX Connector to MC 13 - Work Light Relay 2 (R3) 18 - Wiper Relay B2 (R8)
4 - MC (Main Controller) 9 - Download Connector 14 - Work Light Relay 1 (R4) 19 - Wiper Relay B3 (R9)
(Not connected in Satellite
Terminal equipped machines)
5 - Satellite Terminal (Optional) 10 - Dr. ZX Connector to ICX 15 - Horn Relay (R5)
T1-2-3

ELECTRICAL SYSTEM
(Monitors and Switches)
1 2
18
17
19
16
3
15
20
14 4
13
21
5
12 6 22
11 7
10 8
23
9
M1G6-01-011
M178-01-091
1 - Coolant Temperature 8 - Alternator Indicator 14 - Attachment Mode Indicator 19 - Auto-Idle/Acceleration

Gauge Selector
2 - Fuel Gauge 9 - Hydraulic Oil Filter 15 - Liquid Crystal Display 20 - Power Mode Switch
Indicator (Optional)
3 - Display Selection Switch 10 - Engine Oil Pressure 16 - Auto-Idle Indicator 21 - Travel Mode Switch
Indicator
4- SET Switch 11 - Preheat Indicator 17 - Auto-Acceleration Indicator 22 - Work Light Switch
5- Work Mode Switch 12 - Overheat Indicator 18 - Engine Control Dial 23 - Wiper/Washer Switch
6- Fuel Level Indicator 13 - Digging Mode Indicator
7- Air Filter Restriction
Indicator
T1-2-4

ENGINE
1 2
3 4
M1HH-07-001
5
M1HH-07-012
SWING DEVICE
PUMP DEVICE
7 8 9
6
14
10
11
13
12 T1HH-01-02-003
T1HH-01-02-004
1 - Coolant Temperature Switch 5 - Engine Oil Level Switch 9 - N Sensor 12 - Pump 1 Delivery Pressure
(Engine Preheat Circuit) Sensor
2 - Engine Oil Pressure Switch 6 - Regulator (Pump 2) 10 - Regulator (Pump 1) 13 - Pump 2 Delivery Pressure
Sensor
3 - Overheat Switch 7 - Pump 2 11 - Pump 1 14 - Swing Relief Valve
4 - Coolant Temperature Sensor 8 - Pilot Pump
T1-2-5

CONTROL VALVE TRAVEL DEVICE
ZAXIS330, 330LC, 350LC, 350LCN, 350H,
350LCH (Up to Serial No.31357)
1 2
T1HH-01-02-005
4
T1HH-01-02-006
TRAVEL DEVICE TRAVEL DEVICE

ZAXIS330, 330LC, 350LC, 350LCN, 350H, (ZAXIS370MTH) 3
350LCH (Serial No.31358 and up)
T183-01-02-012
4 T155-01-01-006
1- Pressure Sensor (Front) 2- Pressure Sensor (Travel) 3- Counterbalance Valve 4- Travel Relief Valve
T1-2-6

SOLENOID VALVE UNIT SHOCKLESS VALVE
9 10
8
6
7
T1HH-01-02-008
T173-03-06-001
POSITIONING CONTROL VALVE

(2-piece Boom Only)
11
T178-03-03-068
5- Solenoid Valve Unit (SC) 8- Pressure Sensor 10 - Pressure Sensor (Swing) 11 - Overload Relief Valve
(Arm Roll-In) (Positioning)
6- Solenoid Valve Unit (SI) 9 - Pressure Sensor
(Boom Raise)
7- Solenoid Valve Unit (SG)
T1-2-7

(Blank)
T1-2-8

GENERAL / Component Specifications
ENGINE
Manufacturer ............................................... ISUZU

Model........................................................... AA-6HK1XQA
Type............................................................. Diesel, 4-Cycle, Water-cooled, Inline, Direct Injection
Cyl. No.- Bore I Stroke ............................... 6-115 mm I 125 mm (4.53 in I 4.92 in)
Piston Displacement 7790 cm3 (475 in3)
Rated Output ............................................... 177 kW/1900 min -1 (240 PS/1900 rpm)
HP Mode: 184 kW / 2000 min-1 (250 PS / 2000 rpm)
Compression Ratio...................................... 17.3
Dry Weight................................................... 650 kg (1430 lb)
Firing Order ................................................. 1-5-3-6-2-4
Rotation Direction........................................ Clockwise (Viewed from fan side)
Weight ......................................................... 650 kg (1430 lb)
COOLING SYSTEM
Cooling Fan ................................................. Dia. 850 mm (33.5 in), 6 Blades (N-Type Blade, Unequal Pitch),
Draw-in Type
Fan Pulley Ratio .......................................... Engine rpm I 0.80
Thermostat .................................................. Cracking Temperature at Atmospheric Pressure: 82pC (180 pF)
Full Open (Stroke: 10 mm or more) Temperature: 95 pC (203 pF)
Water Pump................................................. Centrifugal Belt Driven Type
LUBRICATION SYSTEM
Lubrication Pump Type................................ Gear Pump
Oil Filter ....................................................... Full-Flow Paper Element Type with Bypass
Oil Cooler .................................................... Water Cooled Integral Type
STARTING SYSTEM
Motor ........................................................... Magnetic Pinion Shift Reduction Type
Voltage / Output........................................... 24 V / 5.0 kW
T1-3-1

PREHEAT SYSTEM
Preheating Method...................................... Glow Plug (QOS Type)
ENGINE STOP SYSTEM

Stop Method ................................................ Fuel Shut-Off
ALTERNATOR
Type................................................................Regulator Integrated AC Type
Voltage / Output..............................................24 V / 50 A (Brushless)
SUPERCHARGING SYSTEM
Type................................................................Exhaust-Turbocharger Type RHG 6
FUEL SYSTEM
Type............................................................... BOSCH Type
Governor ....................................................... Centrifugal All Speed Control RSV Type
Injection Nozzle ............................................. Multi-Hole Type
PERFORMANCE
IMPORTANT: This list shows design specifications, which are not servicing standards.
Fuel Consumption Ratio.................................Full Load: Less than 237 g/kW/h (174 g/PS h)
at 183.9o2.9 kW/2000 min-1
Working Load: Less than 237 g/kw/h (174 g/PS h)
-1
at 176.5 kW/1900 min
Injection Timing ..............................................12 p before T.D.C.
Maximum Output Torque ................................More than 873 N m (89 kgf m) at approx. 1700 min-1
Injection Pressure...........................................The first stage 18.1 MPa (185 kgf/cm 2)
2
The second stage 22.1 MPa (225 kgf/cm )
(2-Stage valve pressure)
Compression Pressure...................................3.24 MPa (33 kgf/cm 2)
Valve Clearance (Inlet / Exhaust)...................0.4 / 0.4 mm (when cool)
No Load Speed...............................................Slow: Full Load: 1000 o 25 min-1
-1
Fast: Full Load: 2270 o 25 min
-1
Working Load: 2150 min
T1-3-2

Engine Performance Curve
Test Condition: 1. Conforms with JIS D1005 (Performance Test Method for Diesel Engine Used for Construction
Machinery) under standard atmospheric pressure.
2. Equipped with the fan and alternator.
Torque (N m)
Output (kW)
Fuel
Consumption
Ratio (g/kW h)
T1HH-01-03-001
Engine Speed
min-1 (rpm)
T1-3-3

ENGINE ACCESSORIES
RADIATOR ASSEMBLY
Type................................................... Radiator/Oil Cooler Tandem Type Assembly
Weight ...............................................148 kg (330 lb)
Radiator Oil Cooler

Capacity............................................. 15 L (4.0 US gal) 8 L (2.1 US gal)
Air-Tight Test Pressure...................... 100 kPa (1.02 kgf/cm 2, 14.5 psi) 1500 kPa (15.3 kgf/cm2, 218 psi)
Cap Opening Pressure...................... 49 kPa (0.5 kgf/cm 2, 7 psi) –
Intercooler
Capacity............................................. 12.5 L (3.3 US gal)
Air-Tight Test Pressure...................... 250 kPa (2.55 kgf/cm 2, 36 psi)
Cap Opening Pressure...................... –
BATTERY
Capacity.............................................128 Ah (5-Hour Rate)
Voltage............................................... 12 V
Weight ............................................... 45 kg (99 lb)
T1-3-4

HYDRAULIC COMPONENT
PUMP DEVICE
Drive Gear Ratio.............................................Main Pump: 1, Pilot Pump: 1
Weight ............................................................201 kg (440 Ib)
MAIN PUMP
Model..............................................................HPV145FW
Type................................................................Bent-Axis Type Variable Displacement Axial Plunger Pump
Maximum Flow (Theoretical Value)................276L/min (72.9 US gpm) I 2
REGULATOR
Type................................................................Hydraulic Pressure Operated Type
PILOT PUMP
Model..............................................................HY / ZFS 11 / 16.8
Type................................................................Fixed Displacement Type Gear Pump
Maximum Flow (Theoretical Value)................31.9 L/min (8.43 US gpm)
CONTROL VALVE
Model..............................................................KMX15H
Type................................................................Pilot Pressure Operated Type (4-Spools + 5-Spools)
Main Relief Set-Pressure ...............................Normal: 31.4 MPa (320 kgf / cm 2, 4550 psi) at
260 L/min (68.7 US gpm)
2
Power Digging: 34.3 MPa (350 kgf / cm ) at
200 L/min (52.8 US gpm)
Overload Relief Set-Pressure ........................33.3 MPa (340 kgf / cm 2, 4830 psi) at 50 L/min (13.2 US gpm)
(Boom, Arm Roll-In, Bucket Roll-In)
2
35.3 MPa (360 kgf / cm , 5120 psi) at 50 L/min (13.2 US gpm)
(Arm Roll-Out, Bucket Roll-Out)
Weight ............................................................210 kg (463 Ib)
POSITIONING CONTROL VALVE

(2-Piece Boom)
Type................................................................Pilot Pressure operated Type
Overload Relief Set-Pressure ........................39.2 MPa (400 kgf/cm 2, 5690 psi) at 50 L/min (13.2 US gpm)
Weight ............................................................15 kg (33 Ib)
SWING DEVICE
Type................................................................Two-Stage Reduction Planetary Gear
Reduction Gear Ratio.....................................22.143
Weight ............................................................390 kg (860 Ib)
T1-3-5

SWING MOTOR
Model..............................................................M5X180
Type................................................................Swash-Plate Type, Fixed Displacement Axial Plunger Motor
Weight ............................................................71 kg (156 lb)
VALVE UNIT
Type................................................................Non Counterbalance Valve Type
+1 +10 2
Relief Set-Pressure ........................................31.4 0 MPa (320 0 kgf / cm , 4550 psi) at 274 L/min
SWING PARKING BRAKE

Type................................................................Multi-Disc-Wet Negative Type
2
Release Pressure...........................................33 MPa (34 kgf/cm , 480 psi)
TRAVEL DEVICE
ZAXIS330, ZAXIS350H:
(Up to serial No.31357)
Type............................................................... Three-Stage Reduction Planetary Gear
Reduction Gear Ratio.................................... ZAXIS330, 330LC, 350LC, 350LCN, 350H, 350LCH: 70.842
Weight ........................................................... ZAXIS330, 330LC, 350LC, 350LCN, 350H, 350LCH: 475 kg

(1050 lb)
(Serial No.31358 and up)

Reduction Gear Ratio.................................... 76.066
Weight ........................................................... 485 kg (1070 lb)
ZAXIS370MTH:
Reduction Gear Ratio.................................... 48.221
Weight ........................................................... 668 kg (1470 lb)
TRAVEL MOTOR
ZAXIS330, 330LC, 350LC, 350LCN, 350H, 350LCH:
Type.............................................................Bent Axis Type Variable Displacement Axial Plunger Motor
Weight .........................................................87 kg (191 Ib)
Type.............................................................Swash-Plate Type Variable Displacement Axial Plunger Motor
Weight .........................................................137 kg (305 lb)
ZAXIS370MTH:
Type.............................................................Swash-Plate Type Variable Displacement Axial Plunger Motor
Weight .........................................................134 kg (295 Ib)
TRAVEL BRAKE VALVE

Type................................................................Counterbalance Valve Type
Relief Set Pressure ........................................34.8 MPa (355 kgf/cm 2, 5050 psi)
TRAVEL PARKING BRAKE

Type................................................................Multi-Disc-Wet Negative Type
T1-3-6

CYLINDER
Boom Arm Bucket
Rod Diameter .................................................105 mm (4.13) 115 mm (4.53) 95 mm (3.74)
Cylinder Bore..................................................150 mm (5.91) 170 mm (6.69) 145 mm (5.71)
Stroke ............................................................. 1507 mm (411) 1795 mm (511) 1250 mm (41)
Fully Retracted Length ...................................2150 mm (71) 2480 mm (82) 1835 mm (60)
Plating Thickness ...........................................30 km (1.18 kin) 30 km (1.18 kin) 30 km (1.18 kin)
Weight ............................................................324 kg (714 Ib) 493 kg (1090 Ib) 261 kg (575 Ib)
Positioning (2-piece Boom)

Rod Diameter.................................................105 mm (4.13)
Cylinder Bore..................................................170 mm (6.69)
Stroke .............................................................1295 mm (43)
Fully Retracted Length ................................... 2015 mm (67)
Plating Thickness ...........................................30 km (1.18 kin)
Weight ............................................................359 kg (791 lb)
FRONT ATTACHMENT PILOT VALVE

Model..............................................................HVP05P -040-101
Plunger Stroke................................................1, 3 port: 6.5 mm (0.256 in)
2, 4 port: 8.0 mm (0.315 in)
TRAVEL PILOT VALVE

Model..............................................................HVP05F-040-101
Plunger Stroke................................................1, 2, 3, 4 port: 4.5 mm (0.177 in)
POSITIONING PILOT VALVE (2-piece Boom)

Model..............................................................HVP05P-040-101
Plunger Stroke................................................1, 2 port: 8.7 mm (0.343 in)
SOLENOID VALVE UNIT

Function.......................................................... SC : Arm Regenerative Control
SG : Power Digging Control
SI : Travel Motor Swash-Angle Control
OIL COOLER BYPASS CHECK VALVE

Cracking Pressure..........................................392 kPa (4 kgf/cm 2, 57 psi) at 5 L/min
T1-3-7

ELECTRICAL COMPONENT
BATTERY RELAY
Voltage / Current ........................................... 24 V / 100 A
STARTER RELAY
Voltage........................................................... 24 V
GLOW RELAY
Voltage............................................................24 V
HORN
Voltage / Current ............................................24 V 1.5 A
Sound Pressure..............................................113 dB (A)
ILLUMINATION
Specifications .................................................Work Light : Halogen 24V, 70 W / 60 W
Cab Light : 24 V, 10 W
AIR CONDITIONER
Refrigerant......................................................134 a
Cooling Ability.................................................19.3 MJ/h (4600 kcal/h)
3
Cool Air Volume..............................................550 m /h or More
Heating Ability.................................................21.0 MJ/h (5000 kcal/h) or More
Warm Air Volume............................................500 m 3/h or More
Temperature Adjusting System ......................Electronic Type
Refrigerant Quantity .......................................1100o50 g (1.87o0.11 Ib)
3
Compressor Oil Quantity................................210 cm
T1-3-8

MEMO

MEMO

SECTION 2
SYSTEM
CONTENTS
Group 1 Control System
Outline ...................................................... T2-1-1
Engine Control .......................................... T2-1-2
Pump Control.......................................... T2-1-21
Valve Control .......................................... T2-1-30
Other Controls ........................................ T2-1-40
Group 2 Hydraulic System

Outline ...................................................... T2-2-1
Pilot Circuit ............................................... T2-2-2
Main Circuit............................................. T2-2-12
Group 3 Electrical System

Outline ...................................................... T2-3-1
Main Circuit............................................... T2-3-2
Electric Power Circuit................................ T2-3-3
Indicator Light Check Circuit ..................... T2-3-4
Accessory Circuit ...................................... T2-3-5
Preheat Circuit .......................................... T2-3-6
Starting Circuit .......................................... T2-3-8
Charging Circuit ...................................... T2-3-10
Serge Voltage Prevention Circuit ............ T2-3-14
Engine Stop Circuit ................................. T2-3-16
1HHT-2-1

(Blank)
1HHT-2-2

SYSTEM / Control System
OUTLINE
The main controller (MC) is used to control machine After processing the received signals in the logic cir-
operations. Electronic signals from the engine control cuit, the MC sends out control signals to the EC motor,
dial, various sensors and switches are sent to the MC. solenoid valve units, torque control solenoid valve,
and other control circuits to regulate the engine,
pumps, motors and valves.
Input Signals Output Signals

EC Sensor Engine Control (EC Motor)
Engine Control Dial Engine Control Dial
Pump 1 Control Pressure Sensor HP Mode Control
Pump 2 Control Pressure Sensor E mode Control
Pump 1 Delivery Pressure Sensor Auto-Idle Control
Pump 2 Delivery Pressure Sensor Auto Acceleration Control
Pump 3 Delivery Pressure Sensor Auto Warming Up Control
(Oprtional) Idle Speed-Up Control
N sensor Attachment Operation Speed Increase Control
Pressure Sensor (Travel) Attachment Operation Speed Limit Control
Pressure Sensor (Front Attachment) Engine Learning Control
Pressure Sensor (Swing)
Pressure Sensor (Boom Raise) Pump Control (Torque Control Solenoid Valve)
Pressure Sensor (Arm Roll-In) Speed Sensing Control
Pressure Sensor (Auxiliary)(Optional) Slow Speed Torque Increase Control
Hydraulic Oil Temperature Sensor MC Pump 1 Flow Rate Limit Control (Optional)
Auto-Idle/Acceleration Selector Pump 2 Flow Rate Limit Control
Power Digging Switch Pump 3 Torque Decrease Control (Optional)
Power Mode Switch (HP/E/P)
Travel Mode Switch (Fast/Slow) Valve Control (Solenoid Valve Unit)
Work Mode Switch Power Digging Control
(Digging/Attachment) Arm Regenerative Control
Learning Switch Travel Motor Swash Angle Control
Key Switch Auto-Power Lift Control
Auxiliary Mode Switch (Optional)
Boom Bottom Pressure Sensor
(Optional)
Other Controls
Work Mode Control
Travel Alarm Control
Overload Alarm Control
NOTE: Only on the machines equipped with the

corresponding optional parts.
T2-1-1

ENGINE CONTROL
The engine control system is grouped as follows:
Engine Control Dial Control Idle Speed-Up Control

HP Mode Control Attachment Operation Speed Increase Control
E Mode Control Attachment Operation Speed Limit Control
Auto-Idle Control Engine Learning Control
Auto-Acceleration Control
Auto-Warming Up Control
NOTE: Only on the machines with the corre-
sponding optional parts.
Engine Control System Layout
Learning Switch Pressure Sensor
Travel
Front Attachment Pump 2 Pump 1
Swing Delivery Pres- Delivery Pres-
Boom Raise sure Sensor sure Sensor
Key Switch
Arm Roll-In
Auxiliary (Optional)
Engine EC Sensor
Control Dial
Auto-Idle /
Acceleration
Selector
Auto-Idle
EC Motor
Auto-Acceleration
Power Mode Switch
HP Mode Pump 2 Pump 1

Control Control
Pressure Pressure
E Mode Work Mode Sensor
Sensor
Switch
P Mode Auxiliary Mode Hydraulic Oil
Digging Attachment Switch Temperature
Mode Mode (Optional) Sensor
T1HH-02-01-001
T2-1-2

(Blank)
T2-1-3

Engine Control Dial Control
Function: Controls the engine speed in response to

Engine speed is
the rotation angle of the engine control dial reduced by 100
Engine
and reduces the engine speed by 100 Speed
-1
min when the
min-1 to reduce fuel consumption and control levers are
in neutral.
noise level when all control levers are in
neutral.
Operation: The MC drives the governor lever in re-

sponse to the rotation angle of the engine
control dial to regulate the engine speed.
NOTE: Even if the control dial is rotated to the full

Engine Con-
speed position, the governor lever doesnt trol Dial Posi-
come in contact with the full speed stopper. Slow Fast tion
Idle Idle
(Refer to the HP mode control.)
Approx. 1 second after all control levers are in neutral

(the travel and front attachment sensors are OFF), the
MC drives the EC motor so that the engine speed is
reduced from the maximum speed by 100 min -1.
NOTE: The engine speed is reduced from the

-1
maximum speed by 100 min . Therefore,
when the engine speed set by the engine
control dial is already slower than the
maximum speed by 100 min-1, the engine
speed remains unchanged. This engine
speed reduction control is activated re-
gardless of whether the auto-idle and/or
auto-acceleration control is activated or
not.
T2-1-4

Pressure Sensor
Travel
Front Attachment
Engine
Control Dial
EC Motor
T1HH-02-01-004
T2-1-5

HP Mode Control
Function: Slightly increases digging power such as Engine

arm roll-in operation while excavating Speed
-1
Maximum
1650 min speed in-
deeply. creases by
-1
100 min .
Operation: The MC drives the EC motor to slightly 1500 min
-1
increase the engine speed set by the en-

gine control dial when all the following
conditions exist with the power mode
switch is in the HP position.
Engine Control Dial: Set at 1500 min-1 or faster. Engine

Boom Raise and/or Arm Roll-In Control: In Op- Control Dial
eration Minimum Maximum Position
Average Delivery Pressure of Pumps 1 and 2: Speed Speed
High
NOTE: The engine governor stopper position is

adjusted in the HP mode. Accordingly, the
governor lever doesnt come in contact
with the stopper in the normal mode.
T2-1-6

Pressure Sensor
Pump 2 Pump 1
Delivery Delivery
Boom Raise Pressure Pressure
Sensor Sensor
Arm Roll-In
Engine
Control Dial
EC Motor
Power Mode Switch
HP Mode
T1HH-02-01-005
T2-1-7

E Mode Control
Engine
Function: Reduce the engine speed by the constant Speed
specified ratio.
Engine speed is
Operation: The MC drives the EC motor to reduce the reduced at the
engine speed set by the engine control dial constant speci-
when the power mode switch is in the E fied ratio.
mode position. The engine speed is re-
duced in proportion to the rotation angle of
the engine control dial.
Engine
Control Dial
Slow Idle Fast Idle Position
Engine
Control Dial
EC Motor
Power Mode Switch
E Mode
T1HH-02-01-006
T2-1-8

(Blank)
T2-1-9

Auto-Idle Control
Function: Reduces the engine speed when all con-

trol levers are in neutral to reduce fuel con-
sumption and noise level. Engine speed is
Engine reduced to the
Speed auto-idle speed
Operation: Approx. 3.5 seconds after all control levers 3.5 seconds later.
are return to neutral, the MC drives the EC Fast
motor so that the engine speed is reduced Speed
to the auto-idle speed. As soon as a con-
trol lever is operated (the travel and/or Auto-Idle
front attachment pressure sensor is turned Speed
ON), the MC drives the EC motor so that
the engine speed is increased to the origi-
nal engine speed (set by the engine con-
Engine
trol dial). Control Dial
Slow Fast Position
Auto-Idle System Deactivation Requirements: Idle Idle
Control Levers: Being operated (either travel or
front attachment control levers with pilot sensor
ON)
Power Mode Switch: When the E mode is
changed to P mode or the P mode is changed to
the E mode.
Engine Control Dial: When engine speed is
changed.
T2-1-10

Pressure Sensor
Travel
Front Attachment
Engine
Control Dial
Auto-Idle/
Acceleration
Selector
Auto-Idle
EC Motor
Power Mode Switch
E Mode
T1HH-02-01-007
T2-1-11

Auto Acceleration Control
Function: Automatically regulates the engine speed Engine Speed VS. Control Lever Operations:
to meet the machine operating conditions.
When all the control levers are in neutral,
the engine speed is reduced to reduce fuel Engine
Speed
consumption and noise level.
Engine speed is reduced
Fast Speed from the maximum speed
Operation: When a control lever is operated with the -1
by 450 min .
auto-idle / acceleration selector in auto Auto-
acceleration position, the MC calculates Acceleration
the most proper engine operating speed Speed
Engine speed is reduced
corresponding to the signals from pressure Auto-Idle to the auto-idle speed 3.5
sensors (travel, swing, boom raise, and Speed seconds later.
arm roll-in), the pump control pressure Slow Speed
sensors, and the pump delivery pressure
Engine
sensors. Then, the MC drives the EC motor Control Dial
Slow Fast
so that the engine speed is set to the rota- Idle Idle
Position
tion speed calculated by the MC.
When all control levers are returned to
neutral, the engine speed is reduced by
450 min-1 from the maximum speed first.
Then, 3.5 seconds later, the engine speed Operating Time Progress VS. Engine Speed Change
is further reduced to the auto-idle speed. Control Lever Stroke
NOTE: When all control levers are returned to Full Stroke

neutral, the engine speed is reduced by
450 min-1 from the maximum speed. In
case the engine speed is set by the engine Neutral
Position
control dial and is running at a speed
slower than the maximum speed by 100
min-1, the engine speed will be reduced by Time
350 min-1.
In response to the control
lever stroke and the pump
Engine Speed delivery pressure, the op-
timum engine speed is
selected.
Max. Engine
Speed (P Mode) Auto
Acceleration
Control
Auto-Idle
Engine Speed
Time
T2-1-12

Pressure Sensor
Travel
Pump 2 Pump 1
Delivery Pres-Delivery Pres-
Swing sure Sensor sure Sensor
Boom Raise
Arm Roll-In
Engine
Control Dial
Auto-Idle/
Acceleration
Selector
Auto-Accelera EC Motor
tion
Pump 2 Pump 1
Control Control
Pressure Pressure
Sensor Sensor
T1HH-02-01-008
T2-1-13

Auto-Warming Up Control
Function: Automatically warms up the hydraulic sys- Engine

tem (similar to the auto choke on automo- Speed
biles).
Fast
Operation: When the hydraulic oil temperature is be- Speed
low 0 pC (32 pF), the MC drives the EC
motor in response to signals from the key
switch and the hydraulic oil temperature Auto
Warm Up Increasing
sensor to run the engine at the auto-warm Speed Speed
up speed for 15 minutes after starting the
Slow
engine. Speed Engine
Control Dial
IMPORTANT: When adjusting the auto-idle speed Slow Idle Fast Idle Position
deactivate the auto-warming up
control function using Dr. ZX, or
wait to adjust until 15 minutes after
starting the engine.
Key Switch
EC Motor
Hydraulic Oil
Temperature
Sensor
T1HH-02-01-009
T2-1-14

Idle Speed-Up Control
Engine
Function: Prevents the engine from hunting when Speed
running the engine at slow speed.
Operation: When the travel or front attachment func-

tion is operated while the engine is running
at a speed between the minimum speed
Idle
and the Idle Speed-Up Speed, the MC Speed-Up
drives the EC motor so that the engine Speed
speed is increased to the Idle Speed-Up Increasing
Speed
Speed. Engine
Control Dial
Slow Fast Position
Idle Idle
Pressure Sensor
Travel
Front Attachment
Engine
Control Dial
EC Motor
T1HH-02-01-010
T2-1-15

Attachment Operation Speed Increase Control
(Only on the machines equipped with the auxil-
When all
iary mode switch (Optional).) Engine
conditions exist,
Speed
the maximum
Function: Increases the maximum engine speed to engine speed is
increased to the
the attachment (hydraulic breaker, secon- speed set by Dr.
dary crusher, primary crusher or vibrating ZX.
hammer) operating engine speed set by Dr.
ZX when the attachment is operated.
Operation: When the following conditions exist, the

MC drives the EC motor so that the engine
maximum speed is increased to the at- Engine
tachment operating speed set by Dr. ZX Control Dial
Minimum Maximum Position
when the attachment is operated. Speed Speed
Operating Conditions:
Dr. ZX: Resets the maximum engine speed to a faster
(+) attachment (hydraulic breaker, secondary crusher,
primary crusher, or vibrating hammer) operating
speed in the service mode.
Engine Control Dial: Maximum Speed Position
Power Mode Switch: HP Mode
Auxiliary: In Operation
Work Mode Switch: Attachment Mode
Auxiliary Mode Switch (Optional): Attachment position
(hydraulic breaker, secondary crusher, primary
crusher, or vibrating hammer) reset by Dr. ZX.
NOTE: When the P mode engine speed is preset to

a slower speed in the Dr. ZX service mode,
the maximum engine speed wont be in-
creased when operating the attachment.
T2-1-16

Pressure Sensor
Engine
Control Dial
EC Motor
Power Mode Switch
HP Mode
Work Mode
Switch
Auxiliary Mode
Attachment Switch
Mode (Optional)
T1HH-02-01-011
T2-1-17

Attachment Operation Speed Limit Control (Only
on the machines equipped with the auxiliary
mode switch (Optional).) Engine
Speed
When all condi-
Function: Decreases the maximum engine speed to tions exist, the
the attachment (hydraulic breaker, secon- maximum en-
gine speed is
dary crusher, primary crusher or vibrating reduced to the
hammer) operating engine speed set by Dr. speed set by Dr.
ZX when the attachment mode is selected. ZX.
Operation: When the following conditions exists, the

MC drives the EC motor so that the engine
maximum speed is reduced to the attach- Engine Con-
ment operating speed set by Dr. ZX when trol Dial Posi-
Slow Fast tion
the attachment mode is selected.
Idle Idle
Dr. ZX: Resets the maximum engine speed to a
slower (–) attachment (hydraulic breaker, secondary
crusher, primary crusher, or vibrator) operating speed
in the service mode.
Work Mode Switch: Attachment Mode
Auxiliary Mode Switch (Optional): Attachment position
(hydraulic breaker, secondary crusher, primary
crusher, or vibrating hammer) set by Dr. ZX.
T2-1-18

EC Motor
Work Mode
Switch
Auxiliary Mode
Attachment Switch
Mode (Optional)
T1HH-02-01-012
T2-1-19

Engine Learning Control
Function: Inputs the governor lever stopper positions IMPORTANT: Be sure to perform the engine
on both the STOP and FULL sides as the learning if the following repair work
standard data to control the engine. is done. (Refer to the Troubleshoot-
ing Section in T/M.) After performing
Operation:When the learning switch in the rear con- the engine learning, check that the
sole is turned to the engine learning posi- engine learning has been performed
tion, the EC motor is driven by the signals correctly using Dr. ZX.
from the MC. The EC motor moves the After the engine, engine control
governor lever from the IDLE to FULL and able, or EC motor has been re-
to STOP positions in this order. The EC moved or replaced.
sensor detects the stopper positions of the After the MC has been replaced.
governor lever on both the FULL and
STOP sides and sends each NOTE: The engine learning is not required when
stopper position signal to the the batteries are replaced.
MC. The MC stores these sig-
nals in its memory.
Learning Switch
Key Switch
EC Sensor
EC Motor
T1HH-02-01-013
T2-1-20

PUMP CONTROL
The pump control system has the following functions:
Speed Sensing Control

Slow Speed Torque Increase Control
Pump 1 Flow Rate Limit Control
Pump 2 Flow Rate Limit Control
Pump 3 Flow Torque Decrease Control
NOTE: Only on the machines equipped with the

corresponding optional parts.
Pump Control System Layout

Pressure Sensor
Travel
Pump 3
Pump 2 Pump 1 Delivery
Delivery Delivery Pressure
Pressure Pressure Sensor
N Sensor Sensor Sensor (Optional)
Engine
Control Dial
Max. Pump 2 Flow Rate

Limit Solenoid Valve
Max. Pump 1 Flow Rate Limit

Solenoid Valve (Optional)
T1HH-02-01-002
T2-1-21

Speed Sensing Control
Function: Controls the pump flow rate in response to

engine speed changes due to variations in
load so that the engine output can be util-
ized more efficiently. (Engine stall is pre-
vented when the machine operates under
adverse conditions such as operating at
high altitude.)
Q
Operation:
1. The target engine operating speed is set by con- Flow
trolling the engine control dial. Rate
2. The MC calculates the difference in speed be- Pump P-Q Curve
tween the target operating speed and the actual
operating speed monitored by the N sensor. Then,
the MC sends signals to the torque control sole-
noid valve.
3. The torque control solenoid valve delivers pilot
pressure oil in response to the signals received
from the MC to the pump regulator, controlling
the pump flow rate.
4. If the engine load increases and the actual en-
gine operating speed becomes slower than the
target operating speed, the pump swash angle is Pressure P
reduced so that pump flow rate will be reduced.
Therefore, the engine load is reduced, preventing
engine stall.
5. If the actual engine operating speed becomes
faster than the target operating speed, the pump
swash angle is increased so that the pump flow
rate will increase, by which the engine output can
be utilized more efficiently.
NOTE: The pump control consists of the speed

sensing by the MC and the pump control
valve on the control valve.
(Refer to the COMPONENT OPERATION /
Control Valve and Pump Device groups.)
T2-1-22

Pump 2 Pump 1
Delivery Delivery
Pressure Pressure
N Sensor Sensor Sensor
Engine
Control Dial
T1HH-02-01-014
T2-1-23

Slow Speed Torque Increase Control
Q
Function: Allows the machine to travel at the maxi- Flow Rate B
mum pump flow rate when the engine is
running at slow speed. When travel opera- Increased Torque
P-Q Curve
tion is made with the engine running at slow A
speed, normally, the hydraulic pump delivers
pressure oil at the flow rate corresponding to
point A on the P-Q curve illustrated to the
right. Therefore, if any difference exists be-
tween pump 1 and pump 2 flow rate, the
machine will mistrack. To prevent mistrack-
Normal P-Q Curve
ing, the pump P-Q curve is raised so that,
when traveling the machine with the engine
running at slow speed, the pump delivers
pressure oil at the flow rate corresponding to
Pressure P
point B (maximum flow rate).
Operation:
1. When the engine speed set by the engine control
dial is slow, the MC processes signals from the
travel pressure sensor, and pump 1 and 2 deliv-
ery pressure sensors and sends control signals
to the torque control solenoid valve.
2. The torque control solenoid valve delivers the pi-
lot pressure oil corresponding to the signals re-
ceived from the MC to the regulator, increasing
the pump flow rate.
NOTE: If the MC stops the slow speed torque in-

crease control when the front attachment
is operated while traveling, the pump flow
rate will be reduced quickly, developing a
shock load to the machine. Therefore, the
MC maintains the slow speed torque in-
crease control even if the front attachment
is simultaneously operated while traveling.
T2-1-24

Pressure Sensor
Travel Pump 2 Pump 1
Delivery Delivery
Pressure Pressure
Sensor Sensor
Engine
Control Dial
T1HH-02-01-015
T2-1-25

Pump 1 Flow Rate Limit Control (Only on the Pump 2 Flow Rate Limit Control (Only on the
machines with the auxiliary sensor (Optional).) machines with the auxiliary sensor (Optional).)
Function: Limits the maximum pump 1 flow rate when Function: Limits the maximum pump 2 flow rate when
a front attachment (mainly a vibrating ham- a front attachment (mainly a hydraulic
mer) is used. breaker) is used.
Operation: Operation:
1. When a front attachment is used, the MC re- 1. When a front attachment is used, the MC re-
ceives signals from the pressure sensor (auxil- ceives signals from the pressure sensor (auxil-
iary). (optional) iary). (optional)
2. In response to the signals arriving from the pres- 2. In response to the signals arriving from the pres-
sure sensor, the MC drives the maximum pump 1 sure sensor, the MC drives the maximum pump 2
flow rate limit solenoid valve (optional) to reduce flow rate limit solenoid valve (optional) to reduce
the maximum pump flow rate. the maximum pump flow rate.
NOTE: In proportion to the attachment control NOTE: In proportion to the attachment control
pedal stroke, the maximum pump flow pedal stroke, the maximum pump flow
rated is reduced. The minimum pump rated is reduced. The minimum pump
swash set-angle for a front attachment swash set-angle for a front attachment
(hydraulic breaker, secondary crusher, (hydraulic breaker, secondary crusher,
primary crusher or vibrating hammer) can primary crusher or vibrating hammer) can
be set in the service mode of Dr. ZX. be set in the service mode of Dr. ZX.
Q
Flow Rate Maximum flow rate is reduced.
Normal P-Q Curve
Pressure P
T2-1-26

Pressure Sensor
Max. Pump 2 Flow-Rate

Limit Solenoid Valve
Max. Pump 1 Flow-Rate Limit

Solenoid Valve (Optional)
T1HH-02-01-016
T2-1-27

Pump 3 Torque Decrease Control (Only on the
machines equipped with pump 3 (Optional).) Q
Function: Reduces pump 1 and pump 2 driving Flow Rate P-Q curve is controlled in
proportion to pump 3 delivery
torque to prevent the engine from stalling, pressure.
utilizing the engine output efficiently when
the pump 3 driving torque increases.
Normal P-Q Curve
Operation: When the MC receives signals from pump
3 delivery pressure sensor (optional), the
MC drives the torque control solenoid
valve so that pump 1 and pump 2 flow
rates are reduced. Thereby, the total pump
1, 2, and 3 driving torque is maintained not
to exceed the engine output, utilizing the
engine output efficiently.
Pressure P
Pump 3 Delivery
Pressure Sensor
(Optional)
T1HH-02-01-017
T2-1-28

(Blank)
T2-1-29

VALVE CONTROL
The valve control system functions as follows:
Power Digging Control

Auto-Power Lift Control
Arm Regenerative Control
Travel Motor Swash Angle Control
T2-1-30

Valve Control System Layout
Pressure Sensor
Travel
Swing Delivery Delivery
Boom Raise Pressure Pressure
Arm Roll-In Sensor Sensor
Power Digging
Switch
Hydraulic Oil Tem-

perature Sensor
Fast
Pump 2 Control
Pressure Sensor
Slow
Pump 1 Control
Travel Mode Switch
Pressure Sensor
Solenoid Valve Unit
Main Relief Valve

Control Valve
Travel Motor
Arm Regenerative
Valve
T1HH-02-01-003
Swash Angle
Control Valve
T2-1-31

Power Digging Control
Function: Increases digging force by temporarily in-

creasing relief pressure.
Operation: For maximum 8 seconds after the power

digging switch is turned ON, the MC con-
tinuously activates solenoid valve unit (SG).
Solenoid valve unit (SG) delivers the pilot
oil pressure to the relief valve, increasing
the relief set-pressure. (Refer to the
COMPONENT OPERATION / Control
Valve group.)
T2-1-32

Power
Digging
Switch
Solenoid Valve Unit
Main Relief Valve
Control Valve
T1HH-02-01-018
T2-1-33

Auto-Power Lift Control
Function: Increases oil pressure when raising the

boom.
Operation: The MC activates solenoid valve unit (SG)

when signals from pressure sensor (boom
raise) and pump 1 delivery pressure sen-
sor meet the following conditions. Solenoid
valve (SG) delivers the pilot pressure oil to
the relief valve, increasing the relief set-
pressure. (Refer to the COMPONENT
OPERATION / Control Valve group.)
Boom Raise Pressure Sensor: Outputting signals.
(The boom must be raised to a certain extent.)
Pump 1 delivery Pressure Sensor: High pressure.
Arm Roll-In Pressure Sensor: Output zero. (The con-
trol lever is in neutral.)
NOTE: This control system is activated during

combined operations (except for the arm
roll-in combined operation).
T2-1-34

Pressure Sensor
Pump 1 Delivery
Boom Raise Pressure Sensor
Arm Roll-In
Solenoid Valve Unit
Main Relief Valve
Control Valve Control Valve
T1HH-02-01-019
T2-1-35

Arm Regenerative Control
Function: Accelerates the arm roll-in speed to pre-

vent arm hesitation during arm roll-in op-
eration.
Operation: The MC activates the solenoid valve unit

(SC) so that solenoid valve delivers the pi-
lot pressure oil to shift the arm regenera-
tive valve when signals from the pump 2
delivery pressure sensor, swing pressure
sensor, arm roll-in pressure sensor, and
boom raise pressure sensor meet the fol-
lowing conditions. When the arm regen-
erative valve is shifted, the return circuit
from the arm cylinder rod side to the hy-
draulic oil tank is closed. Then, the return
oil from the cylinder rod side is combined
with the pressure oil from the pump and is
routed to the cylinder bottom, accelerating
the arm roll-in speed and preventing arm
hesitation. (Refer to the COMPONENT
Pump 2 Delivery Pressure Sensor: Low pressure.
(The arm doesnt need much power.)
Arm Roll-In Pressure Sensor: High output. (The arm
control lever stroke is large.)
Swing or Boom raise Sensor: Outputting signal.
NOTE: To improve arm leveling performance, the

MC gradually activates solenoid valve unit
(SC) when the hydraulic oil temperature is
at 0 to 10 C (32 to 50 F).
T2-1-36

Pressure Sensor
Swing
Boom Raise Pump 2
Arm Roll-In Delivery Pres-
sure Sensor
Hydraulic Oil Tem-

perature Sensor
Solenoid Valve Unit
Control Valve
T1HH-02-01-020
Arm Regenerative Valve
T2-1-37

Travel Motor Swash Angle Control
Function: Controls the travel mode.
Operation: When the travel mode switch is in the

SLOW position, the travel motor swash
angle is kept in the maximum angle so that
the travel speed is slow.
When the MC receives the signals from
the travel pressure sensor, pump 1 and 2
delivery pressure sensors under the fol-
lowing conditions with the travel mode
switch in the FAST position, the MC acti-
vates the solenoid valve unit (SI). Then,
the solenoid valve (SI) delivers the pilot
pressure oil to the travel motor swash an-
gle control valve, reducing the swash an-
gle to the minimum so that the travel
speed increases.
Travel Pressure Sensor: ON
Front Attachment Pressure Sensor: OFF
Pump 1 and 2 Delivery Pressure Sensor: Both pump
delivery pressures are low.
Pump Displacement Target Angle (controlled by the
MC according to signals from sensors): Large
NOTE: When one side track is raise off the ground

using the front attachment and is rotated,
the one side pump displacement target
angle remains small so that the travel mo-
tor speed does not increase.
T2-1-38

Pressure Sensor
Travel
Delivery Delivery
Pressure Pressure
Sensor Sensor
Hydraulic Oil Tem-

Travel Mode Switch perature Sensor
Fast
Pump 2 Control
Pressure Sensor
Pump 1 Control
Pressure Sensor
Solenoid Valve Unit
Travel Motor
T1HH-02-01-021
Swash Angle
Control Valve
T2-1-39

OTHER CONTROLS
Work Mode Control
Two work modes, digging and front attachment, are
available by operating the work mode switch.
Digging Mode:
Normal control is performed.
Front Attachment Mode:

Functions only when a front attachment in the op-
tional kit is operated. The engine speed (see
T2-1-16 and 18) and pump flow rate (see
T2-1-26) are controlled so as to match the in-
stalled front attachment operation in response to
the movement of the auxiliary valve spool. The
engine speed and pump flow rate control settings
are made by using Dr. ZX.
T2-1-40

Travel Alarm Control (Only on the machines
equipped with the travel alarm device)
Function: Sounds the buzzer while traveling.
Operation: As long as the MC receives signals from

the travel pressure sensor when travel op-
eration is made, the MC sends out signals
to the travel alarm device to sound the
buzzer.
NOTE: After traveling continuously for more than

13 seconds, the buzzer can be stopped
with the buzzer deactivation switch.
Pressure Switch
Travel
Travel Alarm
Device
Buzzer Deactivation Switch
T178-02-01-025
Buzzer
T2-1-41

Overload Alarm Control

(Only on the machine fitted with options)
Function: Sounds the buzzer when lifting the load in

excess of the rated load.
Operation: When lifting the load, the pressure sensor,

provided in the bottom circuit of the boom
cylinder, sends a signal to MC. When a
pressure sensor signal reaches the speci-
fied level, MC sends a signal to the power
transistor, sounding the buzzer.
Overload alarm control can cancel buzzer
warning with an overload alarm switch.
NOTE: For lifting capacities, refer to Operation

Manual.
Pressure Sensor
Boom Bottom (OP)
C16
MC
A28
Power Transistor (OP)
Buzzer
Overload
Relay
Alarm Switch (OP)
(OP) T16R-02-01-001
T2-1-42

SYSTEM / Hydraulic System
OUTLINE
The hydraulic system is broadly divided into two cir-
cuits, the main circuit and the pilot circuit.
Main Circuit:
Power Source Controller Actuator

Main Pumps Control Valves Motors
Cylinders
Front Attachments (Optional)
Pilot Circuit:
Power Source Controller Pilot Circuit

Pilot Pumps Pilot Valves Operation Control Circuit
Pump Regulator Pump Control Circuit
Solenoid Valve Unit Valve Control Circuit
Swing Parking Brake Release Circuit
Travel Motor Swash Angle Control Circuit
Hydraulic Oil Heat Circuit
T2-2-1

PILOT CIRCUIT
Outline:
Pressure oil from the pilot pump is used to oper-
ate the operation control circuit, pump control
circuit, valve control circuit, swing parking brake
release circuit, travel motor swash angle control
circuit, and hydraulic oil heat circuit.
T2-2-2

Operation Control Circuit
Positioning Pilot
Left Pilot Travel Pilot Right Pilot
Valve 2-piece
Valve Valve Valve
boom only)
To Positioning
Control Valve Spool
Holding Valve
(Optional)
Pilot Shut-Off Posi-

Valve Shockless Valve (Pressure Sensor) tioning
Boom
Hydraulic Oil
Heat Circuit Swing Motor Swing Parking Arm
Brake Release Circuit
Solenoid Valve Unit

Arm Regenerative Valve SC
Valve Control Circuit
Main Relief Valve SI Main Pump
Regulator
Bypass Shut-Out Valve SG 1
5-Spool Pump 4-Spool Pump 2

Control Valve Control Valve
SA
Control Valve
Max. Pump 1 Flow Rate Limit
Solenoid Valve (optional) Pump Control
Circuit
Max. Pump 2 Flow
Rate Limit Solenoid
Valve
Torque
Control
SB ST Solenoid
Valve
Travel Motor Swash Relief Pilot

Angle Control Circuit Valve Filter
Pilot
Pump
Travel Motor Travel Motor

Suction
Filter
Hydraulic Oil
Tank
T1HH-02-02-013
T2-2-3

Operation Control Circuit
The pilot valves control the pressure oil from the
pilot pump to operate the control valve spools.
The shockless valve is provided between the pi-

lot valves and the control valve. The shockless
valve dampens quick spool movement in the
control valve.
T2-2-4

Positioning Valve
Travel Pilot Valve Pilot Valve (Left) Pilot Valve (Right) (2-piece Boom only)
Shockless
9 10 11 12
Valve 4 3A 3 2 1 8 7 6 5 13 14
Control Valve
11 12
10 9
7 8
2 1
3A
4
14
13
5
6
Positioning Control Valve

(2-pisce Boom only)
Pilot Pump
T1HH-02-02-010
1- Boom Raise 5- Left Swing 9 - Left Travel Forward 12 - Right Travel Reverse
2- Boom Lower 6- Right Swing 10 - Left Travel Reverse 13 - Positioning Lower
3- Arm Roll-Out 7- Bucket Roll-In 11 - Right Travel Forward 14 - Positioning Raise
4- Arm Roll-In 8- Bucket Roll-Out
T2-2-5

Pump Control Circuit (Refer to the COMPOMENT
OPERATION / Pump Device group.)
Pump Delivery Flow Rate Control by Pump Control

Pressure Pi
In response to the control valve spool, the pump
control valve controls the pilot pressure from the
pilot pump.
The pilot pressure controlled by the pump control

valve is routed to either main pump 1 or 2 as
pump control pressure Pi.
NOTE: When the boom (raise/lower), arm

(roll-in/out), bucket (roll-in/out), and/or
travel (right) function is operated, pump
control pressure Pi is routed to main pump
1. When the boom (raise/lower), arm
(roll-in/out), auxiliary, swing (right/left),
and/or travel (left) function is operated,
pump control pressure Pi is routed to main
pump 2.
Torque Control (Speed Sensing) by Torque Control

Solenoid Valve
After the pilot pressure from the pilot pump is
regulated by the torque control solenoid valve,
the regulated pilot pressure is routed to main
pump 1 and 2 as the speed sensing pressure.
T2-2-6

Pump 2 Control Valve
Control Valve
Pump 1 Control Valve
Pump 1
Pilot
Pump
Pump 2
Torque Control
Solenoid Valve
T1HH-02-02-003
T2-2-7

Valve Control Circuit (Refer to the COMPONENT
The following valves are controlled by the pilot pres-
sure from the pilot valves, solenoid valve unit (SC
and SG), and the pilot signal circuit pressure.
Boom Raise Pilot Pressure: Travel Flow Rate

Control Valve
Boom Lower Pilot Pressure: Boom Anti-Drift

Valve (Switch Valve), Holding Valve (Optional)
Arm Roll-In Pilot Pressure: Arm Anti-Drift Valve

Rod Side (Switch Valve)
Bucket Flow Rate Control Valve (Switch Valve A),
Holding Valve (Optional)
Arm Roll-Out Pilot Pressure: Arm Anti-Drift Valve

Bottom Side (Switch Valve)
Solenoid Valve SC: Arm Regenerative Valve
Solenoid Valve SG: Main Relief Valve (increasing

the set-pressure)
Pilot Signal Circuit Pressure: Flow Combiner

Valve
Bucket Flow Rate Control Valve (Switch Valve A):

Bucket Flow-Rate Control Valve (Switch Valve B)
Attachment Pilot Pressure (Optional): Bypass

Shut-Out Valve
Positioning Raise Pilot Pressure (2-piece Boom

only): Bypass Shut-Out Valve
Positioning Lower Pilot Pressure (2-piece Boom

only): Bypass Shut-Out Valve, Holding Valve (Op-
tional)
T2-2-8

Main Relief Valve
Travel Flow Rate Pilot Signal Circuit Pressure

Control Valve Arm Regenerative
Valve
Bucket Flow Rate
Boom Raise
Pilot Pressure
Control Valve (Switch
Arm Roll-Out Valve A)
Pilot Pressure Flow Combiner
Boom Lower
Valve
Pilot Pressure
Holding Valve
(Arm) (Optional) Boom Lower Bucket Flow Rate
Pilot Pressure Control Valve
(Switch Valve B)
Arm Anti-Drift Valve Rod

Side (Switch Valve)
Arm Roll-In
Pilot Pressure
Arm Roll-In
Arm Anti-Drift Pilot Pressure
Valve Bottom Holding Valve
Side (Boom) (Optional)
Switch Valve Boom Anti-Drift Valve
Bypass Shut-Out
Valve
SG (Switch Valve)
Attachment Pilot Pressure
(Optional)
Positioning Pilot Pressure
Solenoid (2-piece Boom)
Valve Unit Holding Valve
(Positioning)
(Optional)
SC
Positioning
Control Valve
(2-piece Boom Only)
Positioning Lower
Pilot Pressure
T1HH-02-02-012
T2-2-9

Swing Parking Brake Release Circuit (Refer to
the COMPONENTS OPERATION / Swing Device
group.)
When the front attachment and/or swing function
is operated, the pilot signal circuit pressure in-
creases in response to the spool in the control
valve
The pilot signal circuit pressure shifts the swing

parking brake release spool.
Consequently, the pilot pressure is routed to the

swing motor, releasing the swing parking brake.
Travel Motor Swash Angle Control Circuit (Refer

to the COMPONENTS OPERATION / Travel De-
vice group.)
The pilot pressure from solenoid valve SI regu-
lates the travel motor swash angle control valve.
Hydraulic Oil Heat Circuit (Refer to the COMPO-

NENTS OPERATION / Others (Upperstructure)
group.)
When the pilot shut-off valve is closed, the pilot
pressure is routed to the shockless valve so that
hydraulic oil is warmed while passing through the
orifice in the shockless valve.
The warmed pilot pressure oil flows to the shock-

less valves and the pilot valves so that the pilot
system components are warmed.
T2-2-10

Positioning Pilot Valve
Travel Pilot Valve Pilot Valve (Left) Pilot Valve (Right) (2-piece Boom only)
Pilot Shut-Off
Valve
Orifice
Shockless Valve
Swash Angle Control Valve

Travel Motor
Bucket
Boom
Pilot Swing Circuit

Arm
Solenoid Valve Unit

Swing
SI
Swing Motor
Swing Parking
Brake Release
Spool Pilot Pump
T1HH-02-02-014
T2-2-11

MAIN CIRCUIT
Outline
Main pumps (1 and 2) draw hydraulic oil from the
hydraulic oil tank. Main pump 1 and main pump 2
deliver pressure oil to the 4-spool control valve,
positioning control Valve (2-piece boom only),
and the 5-spool control valve respectively.
Delivered pressure oil is routed to the motor(s) or

cylinder(s) in response to operation(s) of the
spool(s) in the control valve(s).
The return oil from the motor(s) and/or cylinder(s)

flows back to the hydraulic oil tank via the control
valve and/or the oil cooler.
When the oil temperature is low (high viscosity),

the oil flow resistance increases in the oil cooler,
which opens the bypass check valve, allowing
hydraulic oil to return directly to the hydraulic oil
tank without passing through the oil cooler.
T2-2-12

Travel Motor (Left) Travel Motor (Right)
Bucket Cylinder
Front Attachment (s)
Control Valve Boom Cylinder
4-Spool
Arm Cylinder Side
Travel (Left) Travel (Right)
Auxiliary Bucket
Boom 2 Boom 1
Arm 1 Arm 2
Swing
Positioning Cylinder
5-Spool Side (2-Piece Boom only)
Bypass Check
Valve
Swing Motor
Oil Main Main
Cooler Pump 2 Pump 1
Positioning Control Vale
(2-Piece Boom only)
Suction Hydraulic
Filter Oil Tank
T2-2-13

Neutral Circuit
When the control lever is in neutral, pressure oil
from the main pump passes through the control
valve and returns to the hydraulic oil tank via the
pump control valve.
Single Operation Circuit

Pressure oil from main pump 1 is routed to the
4-spool control valve and is further routed to
each spool of the travel (right), bucket, boom 1,
and arm 2.
Pressure oil from main pump 2 is routed to the

5-spool control valve and is further routed to
each spool of the swing, arm 1, boom 2, and
travel (left).
The boom raise and the arm (roll-in / out) are ac-
tuated by pressure oil from two main pumps.
Pressure oil from each main pump is combined
and supplied together.
NOTE: When operating the boom lower, pump 1

pressure oil from the boom 1 spool is
routed to the boom lower circuit as the
boom 2 spool circuit is shut off.
T2-2-14

Travel Motor (Left)

Pump Control Valve
Control Valve
Travel Motor (Right)
Travel (Left)
Travel (Right)
Bucket
Auxiliary Cylinder
Bucket
Arm Cylinder
Boom
Boom 1
Cylinder
Boom 2
Arm 1 Arm 2
Swing
Pump Control
Valve
4-Spool Side
5-Spool Side Hydraulic Oil Tank
Swing Motor
Pump 2 Pump 1
T1HH-02-02-007
T2-2-15

Positioning Operation Circuit
(2-piece boom only)
Neutral Circuit
When the control lever is in neutral, the pressure
oil from pump 1 is returned to the hydraulic oil
tank via the control valve.
Positioning Cylinder
Single Operation Circuit

During positioning operation, the spools in the
bypass shut-out valve and positioning control
valve are shifted.
The pressurized oil from pump 1 is divided on the
four-spool side, and combined in the positioning
control valve and goes into the positioning cylin-
der.
T178-02-02-014
Combined Operation Circuit

In combined operations, the pressurized oil from
pump 1 flows into the positioning control valve
through the 4-spool side parallel circuit.
Even in combined operations, the 4-spool side
parallel circuit allows positioning operation.
T2-2-16

4-Spool Side Parallel Circuit
Bypass Shut-Out
Valve
Positioning
Cylinder
Pump 1
Pilot Pressure
from Positioning
Pilot Valve
T1HH-03-03-047
Positioning
Control Valve
T2-2-17

Combined Operation Circuit
Swing and Boom Raise Operation
When the boom is raised while swinging, the pilot
oil pressure shifts the swing, boom 1, and boom
2 spools.
Pressure oil from pump 1 flows into the boom cyl-

inders via the parallel circuit and the boom 1
spool, raising the boom.
Pressure oil from pump 2 flows into the swing

motor via the swing spool.
At the same time, pressure oil from pump 2 flows

through the parallel circuit and after being com-
bined with pressure oil from pump 1, flows into
the boom cylinders, raising the boom together
with pressure oil from pump 1.
At the beginning of the swing, the pressure of the

swing circuit is high and the pressure oil is easily
routed to the boom cylinder from the boom 2
spool, so the boom is raised.
When operating the swing, the pressure of the

swing circuit becomes low and the pressure oil is
easily routed to the swing motor from the swing
spool, so the swing speed becomes faster.
Consequently it is possible to do the work more

quickly.
T2-2-18

Control Valve
Parallel Circuit
Parallel
Circuit
Boom 2 Boom
Cylinder
Boom 1
Parallel
Circuit
Swing
Swing Motor
Pump 2 Pump 1
T1HH-02-02-008
T2-2-19

Travel and Arm Roll-In Operation
When the arm is rolled in while traveling, the pilot
oil pressure shifts the travel, arm 1 and 2 spools.
In response to the arm spool, the pilot signal cir-

cuit pressure except the travel rises, shifting the
flow combiner valve.
Pressure oil from pump 1 drives the right travel

motor via the right travel spool.
At the same time, pressure oil from pump 1

passes through the flow combiner valve and the
left travel spool and drives the left travel motor.
Consequently it is possible to travel straight.
Pressure oil from pump 2 flows into the arm cyl-

inder via the arm 1 spool, moving the arm.
Consequently, pressure oil from pump 2 is used

only to operate the arm. Pressure oil pump 1 is
equally routed to both the right and left travel
motors, ensuring that the machine can travel
straight.
T2-2-20

Pilot Signal From Pilot

Circuit Except Pump
Travel Motor (Left) Flow Combiner Valve Travel
Control Valve
Travel Motor
(Right)
Left
Right Travel
Travel
Arm Cylinder
Arm 1
Arm 2
Pump 2 Pump 1
T1HH-02-02-009
T2-2-21

(Blank)
T2-2-22

SYSTEM / Electrical System
OUTLINE
The electrical circuit is broadly divided into the main
circuit, monitor circuit, and control circuit.
Main Circuit
The engine and accessory operation related circuit.
Monitor Circuit
The electrical circuit group consists of the monitors,
sensors, and switches, and displays the machine
operation status.
Control Circuit (Refer to the SYSTEM / Control

System group.)
The control circuit is categorized into the engine,
pump, and valve control circuits. Each circuit
consists of the actuators such as solenoid valves,
MC (main controller), switch boxes, sensors and
pressure switches.
T2-3-1

MAIN CIRCUIT
The major functions and circuits in the main circuit are
as follows.
Electric Power Circuit: Supplies all electric power

to all electrical systems on this machine. ÅKey
Switch, Batteries, Fuses (Fuse Boxes, Fusible
Links), Battery RelayÃ
Indicator Light Check Circuit

Checks all indicator bulbs for burning.
Accessory Circuit
Becomes operative when the key switch is turned
to the ACC position.
Preheat Circuit
Assists the engine to start in cold weather. ÅKey
Switch, QOS Controller, Coolant Switch, Glow
Plug Relay, Glow PlugsÃ
Starting Circuit
Starts the engine. Å Key Switch, Starter, Starter
RelayÃ
Charging Circuit
Charges the batteries. ÅAlternator, RegulatorÃ
Serge Voltage Prevention Circuit

Prevents the occurrence of serge voltage
developed when stopping the engine. Å Load
Damp RelayÃ
Engine Stop Circuit

Stops the engine using the EC motor. ÅMC, EC
MotorÃ
T2-3-2

ELECTRIC POWER CIRCUIT
(KEY SWITCH: OFF)
The battery ground terminal is connected to the
vehicle frame. Current from the battery plus terminal
flows as shown below when the key switch is OFF.
Battery
Glow Plug Relay
Terminal #1: Radio (Backup Power)
(Power)
Fusible Link Monitor (Backup Power)
Key Switch (B)
ICX Controller (Backup Power)
Load Damp Relay
Terminal #2: MC (Power)
Fuse Box
Terminal #3: MC (EC Motor Power)
Terminal #10: Optional
Key Switch
Fusible Link
Battery
Load
Damp
Relay
Fuse Box
Glow
Plug
Relay
Radio, Monitor,
ICX Controller
Optional
MC
MC
T178-02-03-001
T2-3-3

INDICATOR LIGHT CHECK CIRCUIT (KEY
SWITCH: ON)
When the key switch is turned ON, terminal B is
connected to terminals ACC and M in the key
switch.
Current from key switch terminal M excites the

battery relay.
Therefore, the battery current enters the monitor

controller via the battery relay and fuse #5 and
checks the indicator bulbs.
Key Switch
Battery
Battery
Relay
Fuse
Box
Monitor
Controller
T178-02-03-002
T2-3-4

ACCESSORY CIRCUIT
When the key switch is turned to the ACC
position, terminal B is connected to terminal ACC
in the key switch.
Current from key switch terminal ACC flows to

horn (fuse #14), radio (fuse #15), lighter (fuse
#16), cab light (fuse #17) and auxiliary (fuse #18)
through the fuse box, making each accessory
operable.
Fuse
Box
Horn
Radio
Lighter
Cab Light
Auxiliary
T178-02-03-003
T2-3-5

PREHEAT CIRCUIT (KEY SWITCH: ON /
START)
When the key switch is turned ON or to the NOTE: After preheating has been performed,
START position, terminal B is connected to heating will continue for approx. 30
terminal M in the key switch. Current from seconds after the engine starts.
terminal M is routed to QOS controller terminal
#1 through fuse #19.
When the key switch is ON or in the START

position with the coolant switch OFF (when the
coolant temperature is 10 pC (50 pF) or below),
QOS controller terminal #4 is connected to
terminal #5 (ground).
Accordingly, the glow plug relay is turned ON,

routing current to the glow plugs so that
preheating begins.
When preheating begins, QOS controller terminal

#6 is connected to terminal #5 for 8 seconds,
turning the preheat indicator ON. (When
preheating is not performed, the preheat indicator
comes ON for 2 seconds for indicator light
check.)
T2-3-6

Monitor
Power
Coolant Temperature Switch
Preheat Indicator
QOS Key Switch
Controller
Fuse
Box
Glow
Plug
Relay
Glow Plug
T178-02-03-004
T2-3-7

STARTING CIRCUIT (KEY SWITCH:
START)
When the key switch is turned to the START Starter Relay Operation
position, terminal B is connected to terminals M When the key switch is turned to the START
and ST in the key switch. position, key switch terminal B is connected to
terminal ST so that current is routed to the base
As current from terminal M excites the battery in transistor (Q2) through resistance R4 in the
relay, battery current is routed to starter terminal starter relay. Then, transistor (Q2) is turned ON,
B and starter relay terminal B via the battery allowing current to flow to coil (L) in the starter
relay. relay. Therefore, starter terminal B is connected
to terminal C, rotating the starter.
Key switch terminal ST is connected to starter
relay terminal S so that current flows through the After the engine starts, the alternator starts
starter relay coil. generating electricity, increasing voltage at starter
relay terminal R.
Then, the starter relay is turned ON, allowing
current to flow from starter relay terminal C to When this voltage increases up to 21 to 22 V,
starter terminal C. Zener diode (Z) is turned ON so that transistor
(Q1) is turned ON. Then, current to the base of
Consequently, the relay in the starter is turned transistor (Q2) is not routed, turning transistor
ON so that the starter begins rotating. (Q2) OFF. At this moment, starter terminal B is
disconnected from terminal C, stopping the
On the other hand, current from key switch starter.
terminal M flows to the MC via fuse #6 as a
signal indicating that the key switch is in the ON Condenser C1 is used to stabilize the operating
or START position. voltage and diode D4 protects the circuit in case the
battery terminals are reversely connected.
As soon as the MC receives this signal, the MC
drives the EC motor, moving the governor lever
to the engine start position.
Starter Relay
S B
D3
(1)
R4 L
C
R3 (2) (1)
R2 Z D2 C
To Alternator R Q2 MB
Terminal L Q1
(2)
C1 C
D4 Starter
E
12V
B
ST
Key Switch 12V
Battery
T107-04-04-003
T2-3-8

Key Switch
Battery
Battery
Relay
Starter Fuse
Box
Starter Relay
EC Motor
MC
T178-02-03-005
T2-3-9

CHARGING CIRCUIT (KEY SWITCH: ON)
After the engine starts and the key switch is
released, the key switch moves to the ON
position.
Then, key switch terminal B is connected to

terminals ACC and M in the key switch.
When the alternator starts generating electricity,

current flows from alternator terminal B to the
batteries via the battery relay, charging the
batteries.
Current from alternator terminal L flows to the

monitor controller and the ICX controller, turning
the alternator indicator OFF.
Key Switch
Battery Monitor
Controller
ICX
Battery Controller
Relay
Alternator
T178-02-03-006
T2-3-10

(Blank)
T2-3-11

Alternator Operation
The alternator consists of field coil FC, stator coil At the beginning, no current is flowing through
SC, and diodes D. The regulator consists of field coil FC. When the rotor starts turning,
transistors (T1 and T2), Zener diode ZD, and alternate current is generated in stator coil SC by
resistances (R1 and R2). the rotor remanent magnetism.
Alternator terminal B is connected to base B of When current starts to flow through field coil FC,
transistor T1 through the circuit ÅB R RF the rotor is further magnetized so that the
(R) (R1)Ã. generating voltage increases. Thereby, current
flowing through field coil FC increases and
When battery relay is ON, the battery voltage is generating voltage is increased further, to charge
applied to base B of transistor T1 so that collector the batteries.
C is connected to emitter E. Therefore, field coil
FC is grounded via transistor T1.
Alternator
B R L Regulator
Battery Relay
RF (R) R5
R3 R4
R6
D
ZD
R2
Battery SC B
R1 E
C
FC T2
B
D1 C E
T1
(F)
(E)
E
T157-04-02-008
T2-3-12

Regulator Operation
When generating voltage increases more than When generating voltage decreases lower than
the set-voltage of Zener diode ZD, current is the set-voltage of Zener diode ZD, transistor T2
routed to base B of transistor T2, connecting is turned OFF, causing transistor T1 to turn ON
collector C to emitter E. again.
Then, current which was routed to base B of Then, current flows through field coil FC,
transistor disappears, turning transistor T1 OFF. increasing generating voltage at the stator coil.
The above operation is repeated so that the
Therefore, no current flows through filed coil FC, alternator generating voltage is kept constant.
reducing generating voltage at stator coil SC.
Battery Relay RF
R3 R4 R5
R6
ZD
R2
Battery B
SC
A E
C
FC T2
B
R1 E
C
T1
(F) D1
(E)
E
T157-04-02-009
T2-3-13

SERGE VOLTAGE PREVENTION CIRCUIT
When the engine is stopped (key switch: OFF), When the alternator is generating electricity,
current from key switch terminal M is generating current from alternator terminal L
disconnected, turning the battery relay OFF. flows to monitor controller terminal #A-2 so that
the monitor controller connects terminal #C-3 to
The engine continues to rotate due to inertia ground.
force just after the key switch is turned OFF so
that the alternator continues to generate Then, current flows through the load damp relay
electricity. exciting circuit, turning the load damp relay ON.
As the generating current cannot flow to the Accordingly, even if the key switch is turned OFF
battery, surge voltage arises in the circuit, while the engine is rotating, the battery current
possibly causing failures of the electronic continues to excite the battery relay via the load
components, such as the controller. To prevent damp relay until the alternator stops generating.
the occurrence of surge voltage, the surge Therefore, the battery relay is kept ON, allowing
voltage prevention circuit is provided. the generating current to flow to the batteries.
T2-3-14

Key Switch
Battery
Battery
Relay
Load
Damp
Relay
Alternator
Monitor Controller
T178-02-03-007
T2-3-15

ENGINE STOP CIRCUIT
When the key switch is turned from the ON
position to the OFF position, the signal current
indicating that the key switch is ON stops flowing
from terminal M to MC terminal C-31.
Then, the MC drives the EC motor to the engine

stop position.
Key Switch
EC Motor
MC
T178-02-03-008
T2-3-16

MEMO

MEMO

SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 4 Pilot Valve
Outline ...................................................... T3-1-1 Outline ......................................................T3-4-1
Main Pump1, 2.......................................... T3-1-2 Operation ..................................................T3-4-6
Regulator .................................................. T3-1-6 Shockless Function ...............................T3-4-12
Pilot Pump .............................................. T3-1-22
N Sensor (Engine Speed Sensor) ........... T3-1-22 Group 5 Travel Device
Pump Delivery Pressure Sensor ............. T3-1-22 Outline ......................................................T3-5-1
Travel Reduction Gear ..............................T3-5-4
Group 2 Swing Device Travel Motor ..............................................T3-5-6
Outline ...................................................... T3-2-1 Travel Brake Valve ..................................T3-5-10
Swing Motor.............................................. T3-2-2 Travel Speed Control............................... T3-5-24
Swing Parking Brake................................. T3-2-3 Parking Brake ......................................... T3-5-32
Valve Unit ................................................. T3-2-4
Swing Reduction Gear .............................. T3-2-6 Group 6 Others (Upperstructure)
Pilot Shut-Off Valve ...................................T3-6-1
Group 3 Control Valve Shockless Valve ........................................T3-6-2
Outline ...................................................... T3-3-1 Solenoid Valve Unit ...................................T3-6-4
Hydraulic Circuit ....................................... T3-3-8 Torque Control Solenoid Valve, Pump 2
Flow Combiner Valve .............................. T3-3-12 Flow Rate Control Solenoid Valve ...........T3-6-6
Pump Control Valve ................................ T3-3-14 Holding Valve ............................................T3-6-8
Main Relief Valve .................................... T3-3-16 Pilot Relief Valve .....................................T3-6-12
Overload Relief Valve ............................. T3-3-17 EC Motor ................................................. T3-6-12
Arm Regenerative Valve ......................... T3-3-18
Boom Regenerative Valve....................... T3-3-20 Group 7 Others (Undercarriage)
Bucket Regenerative Valve ..................... T3-3-22 Swing Bearing ...........................................T3-7-1
Arm Anti-Drift Valve (Bottom Side) .......... T3-3-24 Center Joint...............................................T3-7-2
Arm Anti-Drift Valve (Rod Side) / Track Adjuster ...........................................T3-7-3
Boom Anti-Drift Valve ............................ T3-3-30
Bucket Flow Rate Control Valve.............. T3-3-32
Travel Flow Rate Control Valve............... T3-3-34
Bypass Shut-Out Valve ........................... T3-3-36
Needle Valve........................................... T3-3-38
1HHT-3-1

(Blank)
1HHT-3-2

COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of the transmission, main The main pump is a bent-axis type variable displace-
pumps, and pilot pump. The transmission transfers ment axial plunger pump. The pilot pump is a gear
engine power to gears via the coupling and drives the type. The engine speed sensor (N sensor) and pump
main pumps and pilot pump. The gear ratio to the delivery pressure sensor (P sensor) are provided to
main pumps and pilot pump is 1, and 1, respectively. control the engine, pump, and valves.
7 T173-03-01-001
3 2 1
5 4 T173-03-01-003
T173-03-01-002
1 - Main Pump 1 3 - Main Pump 2 5 - Pump 2 Delivery 7 - N Sensor

Pressure Sensor
2 - Pilot Pump 4 - Pump 1 Delivery 6 - Transmission 8 - Coupling
Pressure Sensor
T3-1-1

MAIN PUMP 1, 2
The main pump supplies pressure oil to the hydraulic
actuators such as motors, and cylinders. Shaft (3) is
connected to each pump cylinder block (6) via 7
plungers (4) so that the shaft and the cylinder block
rotate together. When cylinder block (6) is rotated,
plunders (4) reciprocate in the cylinder block, suction-
ing and delivering the hydraulic oil. Each pump is
equipped with a regulator to control the delivery oil
flow rate.
6 1 Shaft
T173-03-01-004
1 - Regulator 3 - Shaft 5 - Valve Plate 6 - Cylinder Block

2 - Housing 4 - Plunger
T3-1-2

Operational Principle
Engine torque is transferred to the shaft and the
seven plungers, causing the cylinder block to rotate
while sliding along the valve plate surface. The
plungers reciprocate in the cylinder block bores to
alternately draw and deliver hydraulic oil.
Plunger
Valve Plate
Shaft
Cylinder Block
T105-02-03-002
T3-1-3

Increasing and Decreasing Flow Rate
Changing inclination of the cylinder block, causes
the plunger stroke to increase or decrease depend-
ing on the slant angle which in turn controls the main
pump flow rate. Up-down movement of the servo
piston changes inclination of the cylinder block. The
servo piston is interlocked with the valve plate via
the pin. The one end of the cylinder block is kept in
contact with the surface of the valve plate and slides
along it.
Cylinder Block
Maximum Displacement Angle:
Plunger
Pin
Shaft
Servo
Cylinder Block Piston
Valve Plate Plunger T173-03-01-004
T105-02-03-021
Minimum Displacement Angle
T105-02-03-022
T3-1-4

(Blank)
T3-1-5

REGULATOR 1 3 2 4
The regulator controls the main pump flow rate in re- Dr

sponse to the various command signal pressures so
that the pump driving power doesnt exceed the en-
gine power. Pump 1 and pump 2 are provided with
Pi
one regulator each. The major parts of the regulator
are spring (1), sleeve A (2), sleeve B (7), spool A (3), Pd2 Air
spool B (6), piston (4), load piston (5), outer spring (8), Bleeding
Circuit
and inner spring (9). According to the various com- Pps
Dr
mand signal pressures, the regulator opens or closes
the circuit to servo piston (10), causing the inclination Pd1
of cylinder block (11) to change, by which the pump
flow rate is controlled.
5 7 6
NOTE: Pilot oil pressure is constantly supplied in Pg

10
the smaller side chamber of servo piston 12 8, 9
Increase Decrease
(10). Cylinder Block Inclination
T1HH-03-01-018
Pd1 -Pump 1 Delivery Pres- Pi - Pump Control Pressure

sure
Pd2 -Pump 2 Delivery Pres- Pps -Torque Control Pressure
sure
Dr - Returning to Hydraulic Pg - Primary Pilot Pressure
Oil Tank (From Pilot Pump)
T3-1-6

1 2 3 4
T1HH-03-01-002
5 6 7 8 9
12
11
10
T173-03-01-004
1 - Spring 4 - Piston 7 - Sleeve B 10 - Servo Piston

2 - Sleeve A 5 - Load Piston 8 - Inner Spring 11 - Cylinder Block
3 - Spool A 6 - Spool B 9 - Outer Spring 12 - Link
T3-1-7

Regulator Functions
The regulator has the three following functions:
Control by Pump Control Pressure

The pump control valve in the control valve controls
pressure in response to the movements of the spool. Flow Rate (Q)
The regulator receives this pump control pressure
signal and controls the pump flow rate as follows.
When the control valve spool is moved and the
pump control pressure is increased, the regulator
increases the pump flow rate.
When the control valve spool is returned to the
neutral position and the pump control pressure is
reduced, the regulator decreases the pump flow
rate. (Refer to the Control Valve group pages.) 0 Pump Control Pressure (Pi)
Control by Pump Delivery Pressure

The delivery pressure of both main pump 1 and
main pump 2 are routed to the regulator. When the
average pressure of the two pumps exceeds the
specified P-Q line, the regulator reduces both pump Flow Rate (Q) Pressure Increase
flow rates so that the pump performance is returned
Flow Rate Decrease
to the specified P-Q line. Thus, the engine is pro-
tected from overloads. The designed P-Q line has
been determined based on the two pump perform-
ance. Therefore, both pump flow rates are set to
almost equal value. Accordingly, the high pressure
pump is loaded heavier than the low pressure pump.
Then, the total output of the two pumps is equal to
the engine output (Total Horsepower Control). 0 Pressure (P)
Control by Pilot Pressure from Solenoid Valve Unit

(SD)
The MC (main controller) compares the engine tar-
get speed with the actual engine speed and sends Flow Rate (Q)
control signals to solenoid valve unit (SD).
The solenoid valve unit (SD) delivers the pilot oil
pressure in response to control signal from the MC
to the regulator. When the regulator receives the
pilot pressure, the regulator reduces the pump flow
rate (Speed Sensing [Horsepower Reduction] Con-
trol). (Refer to the Control System group pages.)
0 Pressure (P)
T3-1-8

Control by Pilot Pressure from Flow Rate Control
Solenoid Valve (Pump 2 Side Only) Flow
Rate (Q)
When the MC receives signals from the work mode
switch, pressure sensor (optional) [auxiliary] or at-
tachment mode switch (optional), the MC send sig-
nals to the maximum pump flow rate control sole-
noid valve. Then, in response to the signals from
the MC, the maximum pump flow rate control sole-
noid valve reduces pump control pressure Pi, limit-
ing the maximum pump flow rate. (Pump Flow Rate
Limit Control) 0 Pump Control Pressure (Pi)
(Refer to the CONTROL SYSTEM section.)
Flow
Rate (Q)
0 Pressure (P)
Dr Pg
Pi
Pps
Pd2
Pd1
T1HH-03-01-016
NOTE: This indicates the regulator when the en-

Pd1 -Pump 1 Delivery Pressure Pi - Pump Control Pressure
gine stops.
Pd2 -Pump 2 Delivery Pressure Pps -Torque Control Pressure
Dr - Returning to Hydraulic Oil Pg - Primary Pilot Pressure
Tank (From Pilot Pump)
T3-1-9

Control by Pump Control Pressure
Flow
Increasing Flow Rate Rate (Q)
1. When a control lever is operated, pump control
pressure Pi increases (Refer to control valve
group).
2. Piston (4) pushes spool A (3) and spring (1) so
that spool A (3) is moved in the direction of the
arrow.
3. Then, the circuit from the large chamber of servo
piston (10) is opened to the hydraulic oil tank.
4. The pilot oil pressure is always routed into the 0 Pump Control Pressure (Pi)
small chamber of servo piston (10). Thereby,
servo piston (10) is moved toward the direction of
1 3 2 4
the arrow. Then, the cylinder block rotated in the
maximum inclination direction, increasing the Dr
pump flow rate.
5. The movement of the cylinder block is transmit-
ted to sleeve A (2) via link (12). Then, sleeve A
Pi
(2) is moved in the same direction as spool A (3).
6. When sleeve A (2) is moved by the same stroke Pd2 Air
as spool A (3), the circuit from the large chamber Bleeding
Circuit
of servo piston (10) to the hydraulic oil tank is Pps
Dr
closed so that servo piston (10) is stopped, com-
pleting flow rate increase operation. Pd1
Pg
10 12
Increase Decrease
Cylinder Block Inclination T1HH-03-01-018
1 - Spring 4 - Piston
2 - Sleeve A 10 - Servo Piston
3 - Spool A 12 - Link

sure
Pd2 - Pump 2 Delivery Pres- Pps -Torque Control Pressure
sure
T3-1-10

To Hydraulic Oil tank Primary Pilot Pressure Pump Control

Pressure Pi
1 2 3 4
12
10
T1HH-03-01-004

Pressure Pi
1 2 3 4
12
10
T1HH-03-01-005
T3-1-11

Decreasing Flow Rate
1. When a control lever is returned, the pump con-
trol pressure Pi decreases. Flow
Rate (Q)
2. Piston (4) and spool A (3) is pushed by spring (1)
so that spool A (3) is moved in the direction of the
arrow.
3. Then, the pilot oil pressure is also routed onto the
large chamber of servo piston (10).
4. Due to the difference in diameter between the
large and small chambers, servo piston (10) is
moved toward the direction of the arrow so that
the cylinder block is rotated in the minimum in- 0 Pump Control Pressure (Pi)
clination direction, decreasing the pump flow
rate.
1 3 2 4
ted to sleeve A (2) via link (12). Then, sleeve A Dr
6. When sleeve A (2) is moved by the same stroke
as spool A (3), the pilot oil pressure circuit to
Pi
servo piston (10) through sleeve A (2) and spool
A (3) is closed so that servo piston (10) is Pd2 Air
Bleeding
stopped, completing flow rate decrease opera- Circuit
tion. Pps
Dr
Pd1
Pg
10 12
Increase Decrease

sure
sure
T3-1-12


Pressure Pi
1 2 3 4
12
10
T1HH-03-01-006

Pressure Pi
1 2 3 4
12
10
T1HH-03-01-007
T3-1-13

Control by Own or Opponent Pump Delivery
Pressure

1. When the pump is loaded by operating any of the Flow
Rate (Q)
control levers, either pump 1 delivery pressure
Pd1 or pump 2 delivery pressure Pd2 increases.
(During operation, pump control pressure Pi is
increased.)
2. Load piston (5) moves spool B (6) and inner and
outer springs (8 and 9) toward the direction of the
arrow.
3. Due to the movement of spool B (6), the pilot oil
pressure is routed into the large chamber of 0 Pressure (P)
servo piston (10).
4. Due to the difference in diameter between the Dr
large and small chambers, servo piston (10)
moved toward the direction of the arrow so that
the cylinder block is rotated in the minimum in-
Pi
clination direction, decreasing the pump flow
rate. Pd1 Air
5. The movement of the cylinder block is transmit- Bleeding
ted to sleeve B (7) via link (12). Then, sleeve B Circuit
Pps
Dr
(7) is moved in the same direction as spool B (6).
6. When sleeve B (7) is moved by the same stroke Pd2
as spool B (6), the pilot oil pressure circuit to
servo piston (10) through sleeve B (7) and spool
B (6) is closed so that servo piston (10) is
5 7 6
stopped, completing flow rate decrease opera- Pg
tion. 10 12 8, 9
Increase Decrease
5- Load Piston 9 - Outer Spring

6- Spool B 10 - Servo Piston
7- Sleeve B 12 - Link
8- Inner Spring
Pd1 - Pump 1 Delivery Pres- Pi - Pump Control Pressure

sure
sure
T3-1-14


Pressure Pi
5 6 7
8 9
Pump 2 Delivery
Pressure Pd 2
Pump 1 Delivery
12
Pressure Pd 1
10
T1HH-03-01-008

Pressure Pi
5 6 7
8 9
Pump 2 Delivery
Pressure Pd 2
Pump 1 Delivery
12
Pressure Pd 1
10
T1HH-03-01-009
T3-1-15

Increasing Flow Rate
1. When the pump load is reduced, either pump 1
delivery pressure Pd1 or pump 2 delivery pres- Flow
Rate (Q)
sure Pd2 decreases. (During operation, pump
control pressure Pi is kept increased.)
2. Load piston (5) and spool B (6) are pushed by
inner and outer springs (8 and 9) toward the di-
rection of the arrow.
3. Due to the movement of spool B (6), the circuit
from the large chamber of servo piston (10) is
opened to the hydraulic oil tank.
4. Since the pilot oil pressure is constantly routed in 0 Pressure (P)
to the small chamber of servo piston (10), servo
piston (10) is moved toward the direction of the
arrow. Then, the cylinder block is rotated in the Dr
maximum inclination direction, increasing the
pump flow rate.
Pi
ted to sleeve B (7) via link (12). Then, sleeve B
(7) is moved in the same direction as spool B (6). Pd2 Air
Bleeding
6. When sleeve B (7) is moved by the same stroke Circuit
as spool B (6), the pilot oil pressure circuit to Pps
Dr
servo piston (10) through sleeve B (7) and spool
B (6) is closed so that servo piston (10) is Pd1
stopped, completing flow rate increase operation.
5 7 6 Pg
10 12 8, 9
Increase Decrease

8- Inner Spring

sure
sure
T3-1-16


Pressure Pi
5 6 7
8 9
Pump 2 Delivery
Pressure Pd 2
Pump 1 Delivery
12
Pressure Pd 1
10
T1HH-03-01-010

Pressure Pi
5 6 7
8 9
Pump 2 Delivery
Pressure Pd 2
Pump 1 Delivery
12
Pressure Pd 1
10
T1HH-03-01-011
T3-1-17

Control by Pilot Pressure from Torque Control
Solenoid Valve

1. When the torque control solenoid valve is acti- Flow
vated by the signals from the MC, torque control Rate (Q)
pressure Pps increases.
2. Torque control pressure Pps and either own
pump delivery pressure Pd1 or opponent pump
delivery pressure Pd2 are combined and applied
to load piston (5).
3. Load piston (5) pushes spool B (6) and inner and
outer springs (8 and 9) toward the direction of the
arrow. 0 Pressure (P)
4. Due to the movement of spool B (6), the pilot oil
pressure is routed into the large chamber of
servo piston (10). Dr
5. Due to the difference in diameter between the
large and small chambers, servo piston (10) is
moved toward the direction of the arrow. Then,
Pi
the cylinder block is rotated in the minimum in-
clination direction, decreasing the pump flow Pd2 Air
Bleeding
rate. Circuit
6. The movement of the cylinder block is transmit- Pps
Dr
ted to sleeve B (7) via link (12). Then, sleeve B
(7) is moved in the same direction as spool B (6). Pd1
7. When sleeve B (7) is moved by the same stroke
as spool B (6), the pilot oil pressure circuit to the
large chamber of servo piston (10) through
5 7 6
sleeve B (7) and spool B (6) is closed so that Pg
servo piston (10) is stopped, completing flow rate 10 12 8, 9
decrease operation. Increase Decrease

8- Inner Spring

sure
sure
T3-1-18


Pressure Pi
5 6 7
Torque Control
Pressure Pps
8 9
Pump 2 Delivery
Pressure Pd 2
Pump 1 Delivery
12
Pressure Pd 1
10
T1HH-03-01-012

Pressure Pi
5 6 7
Torque Control
Pressure Pps
8 9
Pump 2 Delivery
Pressure Pd 2
Pump 1 Delivery
12
Pressure Pd 1
10
T1HH-03-01-013
T3-1-19

Control by Pilot Pressure from Flow Rate Control
Solenoid Valve Flow
Rate (Q)
Limiting Maximum Flow Rate (Pump 2 Only)
1. The maximum pump flow rate control solenoid
valve in the pump control pressure Pi circuit is
activated by the signals from the MC.
2. The maximum pump flow rate control solenoid
valve functions as a reducing valve, limiting pump
control pressure Pi.
3. Piston (4) pushes spool A (3) and spring (1) to- 0 Pump Control Pressure (Pi)
ward the direction of the arrow.
4. Due to the movement of spool A (3), the circuit Flow
from the large chamber of servo piston (10) is Rate (Q)
opened to the hydraulic oil tank.
5. Since the pilot oil pressure is constantly routed
into the small chamber of servo piston (10), servo
piston (10) is moved toward the direction of the
arrow so that the cylinder block is rotated in the
maximum inclination direction, increasing the
pump flow rate.
0 Pressure (P)
ted to sleeve A (2) via link (12). Then, sleeve A
1 3 2 4
7. When sleeve A (2) is moved by the same stroke
as spool A (3), the pilot oil pressure circuit to the Dr
large chamber of servo piston (10) is closed so
that servo piston (10) is stopped, completing flow
rate increase operation.
Pi
8. As the pump control pressure is restricted, the
maximum flow rate is reduced more than normal. Pd2 Air
Bleeding
Circuit
Pps
Dr
Pd1
Pg
10 12
Increase Decrease
Pd1 - Pump 1 Delivery Pres- Pi - Pump Control Pressure

sure
sure
T3-1-20

To Hydraulic Oil tank Primary Pilot Pressure Pump Control Pres-

sure Pi Regulated by
1 2 3 4 Maximum Pump Flow
Rate Control Sole-
noid Valve
12
10
T1HH-03-01-014
To Hydraulic Oil tank Primary Pilot Pressure Pump Control Pres-

sure Pi Regulated by
1 2 3 4 Maximum Pump Flow
Rate Control Sole-
noid Valve
12
10
T1HH-03-01-015
T3-1-21

PILOT PUMP
Inlet Port
1
Drive gear (1) is driven by the engine via the trans-
mission which in turn rotates driven gear (2) as they 2
are meshed together.
When drive gear (1) rotates, driven gear (2) is also
rotated. The hydraulic oil, routed from the inlet port,
fills the spaces between the teeth on each gear, is
transferred along the inside surface of the housing,
and discharged from the outlet port.
1 - Drive Gear 2 - Driven Gear
Outlet Port
T137-02-03-005
N SENSOR (ENGINE SPEED SENSOR)

The N sensor detects the engine speed, which is used
to control various operations. The N sensor is located 4 5
close to the transmission teeth so that the sensor
converts the number of teeth passing by the sensor 3
into pulse signals, effectively sensing the engine
speed.
3 - Tooth 5 - Output
4 - Output
T178-03-01-020
PUMP DELIVERY PRESSURE SENSOR
This sensor detects the pump delivery pressures,

which are used to control various operations. When oil
pressure is applied onto diaphragm (9), the dia-
phragm is deformed. The deformation of the dia-
phragm is detected as electrical signals. 6 7 8 9
6 - Ground 8 - Power Source (5V) T1HH-03-01-017
7 - Output 9 - Pressure Receiving Area
(Diaphragm)
T3-1-22

COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the valve unit, swing The swing reduction gear converts the swing motor
motor, and swing reduction gear. The valve unit pre- output into slow large torque to rotate the shaft.
vents cavitation in the swing circuit from occurring and Thereby, the upperstructure is rotated.
protects the circuit from being overloaded. The swing
motor is a swash plate type axial plunger motor with a
built-in swing parking brake. The swing motor is
driven by pressure oil delivered from the pump, and
drives the swing reduction gear.
Valve Unit
Swing Motor
Swing Reduction Gear
T1HH-03-02-001
T3-2-1

SWING MOTOR
The swing motor consists of the swash plate, rotor, When pressure oil is supplied from the pump, the
plungers, valve plate, housing and swing parking pressure oil pushes the plungers. Since the swash
brake (springs, brake piston, plates, friction plates, plate is inclined, the shoes on top of the plungers slide
and switch valve). The rotor in which the plungers are along the swash plate, causing the rotor and shaft to
inserted is splined onto the shaft. rotate. The shaft tip end is splined into the first stage
sun gear in the swing reduction gear so that shaft ro-
tation is transmitted to the swing reduction gear.
Valve Plate
Spring
Rotor
Brake Piston
Housing
Plate,
Friction Plate
Plunger
Switch Valve
Shoe
Swash Plate
T1HH-03-02-002
Shaft
T3-2-2

SWING PARKING BRAKE 1
The swing parking brake is a wet-type multi-disc

brake. The brake is released when brake release
2
pressure enters into the brake piston chamber (nega-
tive brake type). Brake release pressure is supplied
from the pilot pump only when a front attachment b
and/or swing operation is made. During operations
other than swing and/or front attachment or while the 3
engine is stopped, brake release pressure is returned 4
to the hydraulic oil tank so that the brake is automati-
cally applied by spring.
5
Releasing Brake:
1. When the swing and/or front attachment control
levers are operated, the spool in the control valve 6 T157-02-04-007
is shifted.
2. Thereby, the pilot signal circuit is blocked and the
pressure in the pilot signal circuit increases. The Brake OFF Brake
Hydraulic Oil Release
pressure in the pilot signal circuit shifts the switch Timer Pressure
valve.
3. Then, the brake release pressure from the pilot
pump flows to brake piston chamber (b) via hy- OFF
draulic oil timer check valve and acts on brake Pilot Signal
piston (2). Circuit
Consequently, plates (3) and friction plates (4)
are free, so the brake is released.
Swing Switch
Motor Valve
Applying Brake: Spool
1. When the swing and/or front attachment control
levers are released, the spool in the control valve T157-02-04-005
is returned to neutral so that the pressure of the

pilot signal circuit is reduced. Brake ON
2. Therefore, the switch valve is shifted by the Hydraulic Oil Brake
spring force. The brake release pressure flows to Timer Release
the hydraulic oil tank port via the orifice of the Pressure
hydraulic oil timer. ON
3. Consequently, spring force (1) is applied to plates
(3) and friction plates (4) which are meshed with Pilot Signal
the outer diameter of rotor (6) and inner diameter Circuit
of motor housing (5) respectively via brake piston
(2). Then, the rotor (6) outer diameter is held with
Swing Switch
friction force. While the engine is stopped, no Motor Valve
pressure in the pilot signal circuit is routed, al- Spool
lowing the brake to be automatically applied.
T157-02-04-004
1 - Spring 4 - Friction Plate

2 - Brake Piston 5 - Motor Housing
3 - Plate 6 - Rotor
T3-2-3

VALVE UNIT
The valve unit consists of the make-up valves and the
relief valves. The make-up valves prevents cavitation
in the circuit. The relief valves prevent surge pressure
and overloads in the circuit. Relief Valve
Make-Up Valve
During swing stop operation, the swing motor is
Make-Up Valve
driven by inertia force of the upperstructure. The
motor is rotated by inertia force more than by pres-
sure oil delivered from the pump, causing cavitation
to develop in the circuit. To prevent cavitation, when
pressure in the swing circuit is reduced more than Port C
the return circuit (port C) pressure, the poppets are
opened so that hydraulic oil is drawn into the circuit
Control Valve
from the hydraulic oil tank to compensate for the
lack of oil in the circuit.
T107-02-04-013
Relief Valve
Poppet
Make-Up Valve
Make-Up Valve
T1HH-03-02-003
T3-2-4

Relief Valve
When starting or stopping swing operation, oil
pressure in the swing circuit becomes high. The
relief valve prevents the circuit pressure from rising
higher than the specified pressure. The plunger is
pushed to the left by pressure (Pp) force of the swing
circuit in pressure-receiving area A2.
However, plunger is also pushed back to the right by
spring force and pressure Pg at chamber (g) in
pressure-receiving area A1.
Chamber (g) is routed to port through orifice (m).
When the force acting on the right is higher than that
on the left, the relief valve operates.
g m
Return Circuit
(Port C)
Swing Circuit
(Pressure Pp)
A1 Plunger A2 T107-02-04-020
T3-2-5

SWING REDUCTION GEAR
The swing reduction gear is a two-stage planetary
gear type.
Ring gear (2) is provided on the inside of the housing,
it is fixed and does not rotate.
The motor output shaft of the swing motor drives first
stage sun gear (8).
Then, rotary power is transmitted to second stage sun
gear (6) via first stage planetary gear (1) and first
stage carrier (7). Second stage sun gear (6) rotates
shaft (output shaft)(4) via second stage planetary gear
(3) and second stage carrier (5).
As shaft (4) meshes with the internal gear of the
swing bearing bolted to the undercarriage, the
upperstructure is rotated.
1
7
2
6
3
5
T1HH-03-02-001
1 - First Stage Planetary Gear 3 - Second Stage Planetary 5 - Second Stage Carrier 7 - First Stage Carrier
Gear
2 - Ring Gear 4 - Shaft (Output Shaft) 6 - Second Stage Sun Gear 8 - First Stage Sun Gear
T3-2-6

COMPONENT OPERATION / Control Valve
OUTLINE
The control valve controls oil pressure, flow rate and The spool arrangement in the 4-spool section (seen
flow direction in the hydraulic circuit. The major com- from the front) is the travel (right), bucket, boom 1,
ponents of the control valve are the flow combiner and arm 2. The spool arrangement in the 5-spool sec-
valve, pump control valve, main relief valve, overload tion (seen from the front) is the travel (left), auxiliary,
relief valve, arm regenerative valve, boom regenera- boom 2, arm 1, and swing. Each spool is operated by
tive valve, bucket regenerative valve, arm anti-drift pilot pressure oil.
valve (both the bottom and rod sides), boom anti-drift
valve, bucket flow rate control valve, travel flow rate
control valve, bypass shut-out valve, needle valve,
and spools.
Control Valve
Arm 2
Boom 1 4-Spool Side
Bucket 5-Spool Side
Travel (Right)
Swing
Main Relief Valve Arm 1
Boom 2
Auxiliary
Travel (Left)
Machine Front
Machine Front
T1HH-01-02-005

(2-piece Boom Only)
T178-03-03-068
T3-3-1

System Layout
1 2 3 4 5 6 7
Travel Motor (Left)
8
9
39
38 10
11
Bucket
Cylinder
37
12
36 13
35 14
Arm
Cylinder
34
Boom
Cylinder
15
16
17
33 32 31 30 18
19
20
29 28 27 26 25 24 23 22 21
Swing Motor
Pump 2 Pump 1
T1HH-03-03-001
15 22 Machine Front
23
11 Machine Front
20 34
3 30
9
35
7 29
27
5
32
33
14 36
24, 25 21 12 T173-03-03-050 1 39 38 T173-03-03-051
T3-3-2

Machine Front
A
B
C
T1HH-03-03-002
Section A Section B Section C
5
6 1
4
2
38
39
3 7
T1HH-03-03-003
T1HH-03-03-004
1 - Pump Control Valve 11 - Overload Relief Valve 21 - Load Check Valve 31 - Arm Anti-Drift Valve:
(In 5-Spool Section) (Bucket) (Arm 2 Tandem Passage) Bottom Side (Switch Valve)
2 - Check Valve 12 - Load Check Valve 22 - Needle Valve 32 - Arm Anti-Drift Valve:
(Main Relief Circuit) (Boom 1 Parallel Passage) Bottom Side (Check Valve)
3 - Main Relief Valve 13 - Boom Regenerative Valve 23 - Boom Anti-Drift Valve 33 - Arm Anti-Drift Valve:
(Switch Valve) Bottom Side (Relief Valve)
4 - Check Valve 14 - Boom Anti-Drift Valve 24 - Orifice 34 - Overload Relief Valve
(Main Relief Circuit) (Check Valve) (Arm)
5 - Flow Combiner Valve 15 - Overload Relief Valve 25 - Load Check Valve 35 - Arm Anti-Drift Valve:
(Boom) (Arm 2 Parallel Passage) Rod Side (Check Valve)
6 - Check Valve (Flow Com- 16 - Arm Regenerative Valve 26 - Load Check Valve 36 - Load Check Valve
biner Valve Circuit) (Arm 1 Parallel Passage) (Boom 2 Parallel Passage)
7 - Check Valve With Orifice 17 - Check Valve (Arm Regen- 27 - Orifice 37 - Load Check Valve
(Bucket Combination) erative Valve Circuit) (Aux. Parallel Passage)
8 - Bucket Flow Rate Control 18 - Bucket Flow Rate Control 28 - Load Check Valve 38 - Travel Flow Rate Control
Valve (Poppet Valve) Valve (Switch Valve A) (Arm 1 Tandem Passage) Valve
9 - Bucket Flow Rate Control 19 - Bypass Shut-Out Valve 29 - Load Check Valve (Swing) 39 - Load Check Valve
Valve (Switch Valve B) (Travel Tandem Passage)
10 - Bucket Regenerative Valve 20 - Pump Control Valve 30 - Arm Anti-Drift Valve:
(In 4-Spool Section) Rod Side (Switch Valve)
T3-3-3

1 2 3 4 5 6 7
Travel Motor (Left)
8
9
39
10
38
11
Bucket
Cylinder
37 12
36 13
35 14
Arm
Cylinder
34
Boom
Cylinder
15
16
17
33 32 31 30 18
19
20
29 28 27 26 25 24 23 22 21
Swing Motor
Pump 2 Pump 1
Section D Section E T1HH-03-03-001
Boom 2 Boom 1
Auxiliary Bucket 22
11 23
34
8
37
9 14
36 12
9
13
10
34
11
T1HH-03-03-006
T1HH-03-03-005
T3-3-4

Section F Section G
Arm 1 Arm 2 Swing

19
30
34
20
35 16
26 17
32 31
27 24, 25
29
21
34
T1HH-03-03-008
33 28 18
T1HH-03-03-007
1 - Pump Control Valve 11 - Overload Relief Valve 21 - Load Check Valve 31 - Arm Anti-Drift Valve:
(In 5-Spool Section) (Bucket) (Arm 2 Tandem Passage) Bottom Side (Switch Valve)
2 - Check Valve 12 - Load Check Valve 22 - Needle Valve 32 - Arm Anti-Drift Valve:
(Main Relief Circuit) (Boom 1 Parallel Passage) Bottom Side (Check Valve)
3 - Main Relief Valve 13 - Boom Regenerative Valve 23 - Boom Anti-Drift Valve 33 - Arm Anti-Drift Valve:
(Switch Valve) Bottom Side (Relief Valve)
4 - Check Valve 14 - Boom Anti-Drift Valve 24 - Orifice 34 - Overload Relief Valve
(Main Relief Circuit) (Check Valve) (Arm)
5 - Flow Combiner Valve 15 - Overload Relief Valve 25 - Load Check Valve 35 - Arm Anti-Drift Valve:
(Boom) (Arm 2 Parallel Passage) Rod Side (Check Valve)
6 - Check Valve (Flow Com- 16 - Arm Regenerative Valve 26 - Load Check Valve 36 - Load Check Valve
biner Valve Circuit) (Arm 1 Parallel Passage) (Boom 2 Parallel Passage)
7 - Check Valve With Orifice 17 - Check Valve (Arm Regen- 27 - Orifice 37 - Load Check Valve
(Bucket Combination) erative Valve Circuit) (Aux. Parallel Passage)
8 - Bucket Flow Rate Control 18 - Bucket Flow Rate Control 28 - Load Check Valve 38 - Travel Flow Rate Control
Valve (Poppet Valve) Valve (Switch Valve A) (Arm 1 Tandem Passage) Valve
9 - Bucket Flow Rate Control 19 - Bypass Shut-Out Valve 29 - Load Check Valve (Swing) 39 - Load Check Valve
Valve (Switch Valve B) (Travel Tandem Passage)
10 - Bucket Regenerative Valve 20 - Pump Control Valve 30 - Arm Anti-Drift Valve:
(In 4-Spool Section) Rod Side (Switch Valve)
T3-3-5

2-piece Boom (Optional)
T1HH-03-03-046
1 - Load Check Valve 2- Overload Relief Valve 3 - Overload Relief 4- Load Check Valve
(Positioning Circuit) (Positioning: Rod Side) Valve (Positioning Parallel Circuit)
(Positioning: Bottom
Side)
T3-3-6


(2-piece Boom Only)
D
4
Section D-D
1
T178-03-03-067
3
T178-03-03-066
T3-3-7

HYDRAULIC CIRCUIT
Main Circuit
1. The pressure oil from pump 1 flows to the travel
(right), the bucket, boom 1, and arm 2 spools in
the 4-spool side control valve.
2. The pressure oil from pump 2 flows to the swing,
arm 1, boom 2, auxiliary, and the travel (left)
spools in the 5-spool side control valve.
3. The main circuits in both the 4 and 5-spool sec-
tions have parallel passages to make combined
operations possible.
4. An oil flow combining passage is provided in both
the boom and the arm circuits so that when a
single operation is made, the pressure oil from
both pump 1 and 2 is supplied to the boom or the
arm cylinder.
5. The pump control valves are provided down
stream of the neutral passages in both the 4 and
5 spool sections.
6. The oil pressure in the main circuit (between the
pump and the actuator) is controlled by the main
relief valve preventing the man circuit oil pres-
sure from increasing higher than the set pres-
sure.
7. The overload relief valves are located in the
boom, the arm and the bucket actuator circuits
between the control valve and the actuator.
The overload relief valve prevents the surge
pressure from being developed by the external
loads in the actuator circuit and prevents the
pressure in the circuit from rising more than the
set pressure when the control spool is in neutral.
T3-3-8

Pump Control Valve

(In 5-Spool Section) Main Relief Valve 4-Spool Side Parallel Passage
Travel (Left)
Travel (Right)
Auxiliary Neutral
Passage
Bucket
Boom 1 Overload Re-

lief Valves
Boom 2
Overload Arm 1
Relief Valve
Arm 2
Neutral
Passage
Swing
Flow
Combining
Passages
To the 5-Spool Section. Pump Control Valve

To the 4-Spool Section. (In 4-Spool Section)
5-Spool Side Parallel

Passage
Pump 2 Pump 1
T173-03-03-009
T3-3-9

Pilot Control Circuit Pilot Signal Circuit
The pilot pressure oil (indicated by figures) from the The pressure oil from the pilot pump flows through
pilot valve is routed to the end face of each spool in the control valve as signal pilot pressure. When trav-
the control valve so that the spool is operated. While eling, the travel spool restricts the signal pilot oil flow,
operating the spools, the pilot pressure oil functions increasing the circuit pressure. The pressure sensor
as follows: (travel) monitors the pressure increase.
When raising the boom, pilot pressure oil (1) is When operations other than travel are performed,
routed to the bucket flow rate control valve the signal pilot pressure circuits other than travel are
(switch valve B) via the bucket flow rate control restricted, increasing the circuit pressure. The pres-
valve (switch valve A) and to the travel flow rate sure sensor (front attachment) monitors the pressure
control valve. Then, both valves are activated. increase. The flow combiner valve and swing parking
When lowering the boom, pilot pressure oil (2) is brake switch valve (swing motor) are also operated.
routed to activate the boom anti-drift valve
(switch valve). Solenoid Valve Pilot Signal Circuit
When rolling out the arm, pilot pressure oil (3 and The pilot pressure from solenoid valve unit (SC)
3A) is routed to activate the arm bottom side shifts the arm regenerative valve.
anti-drift valve (switch valve). The pilot pressure from solenoid valve unit (SG)
When rolling in the arm, pilot pressure oil (4) is increases the pressure setting of the main relief
routed to activate the arm rod side anti-drift valve valve.
(switch valve) and the bucket flow rate control (Refer to SYSTEM / Control System group.)
valve (switch valve A).
When raising the positioning, pilot pressure oil is
routed to activate the bypass shut-out valve.
(2-piece boom only)
When lowering the positioning, pilot pressure oil
is routed to activate the bypass shut-out valve.
(2-piece boom only)
The air bleeder circuit is provided in the upper sec-
tion of the control valve so that the air trapped inside
the control valve is automatically exhausted.
T3-3-10

Pressure Sensor
(Front Attachment) Pressure Sensor (Travel)
From Pilot Main Relief Valve

From Pilot Pump To Swing Park- Pump
ing Brake Pilot Signal Circuit Other than
Travel
From Solenoid Valve Unit (SG)
Travel Pilot Signal Circuit
Flow Combiner Valve
From Pump 1
11 12 Bucket Flow Rate

10 9
Control Valve
(Switch Valve B)
Travel Flow Rate

Control Valve 8
13 14 7
Arm Anti-Drift Valve
(Switch Valve): Rod
Side Boom Anti-Drift
2 Valve
1
(Switch Valve)
Arm Regenerative
Valve
3A From
3
Solenoid
Valve Unit
4 (SC)
Bucket Flow
Rate Control
Arm Valve (Switch
Anti-Drift 5 Valve A)
Valve 6
(Switch
Valve): Bot- Bypass
tom Side Shut-Out Valve
Air Bleeder Circuit
From Pump 2 From Pilot From Positioning Pilot

Pump Valve
(2-piece Boom only)
T1HH-03-03-009
1 - Boom Raise 4 - Arm Roll-In 7 - Bucket Roll-Out 10 - Left Travel Reverse

2 - Boom Lower 5 - Left Swing 8 - Bucket Roll-In 11 - Right Travel Forward
3 - Arm Roll-Out 6 - Right Swing 9 - Left Travel Forward 12 - Right Travel Reverse
3 A- Arm Roll Out
T3-3-11

FLOW COMBINER VALVE
1. When the front attachment and/or swing function 3. Consequently, the pressure oil from pump 1 is
is operated, the spools in the control valve re- routed simultaneously to both right and left travel
strict the signal pilot pressure oil other than travel spools. The pressure oil from pump 2 is routed to
so that the circuit pressure is increased and the the front attachment and swing spools. Therefore,
flow combiner valve is activated. when a combined operation of the travel and
2. At this time, when the travel function is operated, front attachment, and/or swing is performed, the
the pressure oil from pump 1 is routed to the right machine can travel straight.
travel spool and the left travel spool via the flow
combiner valve and the check valve.
Pilot Signal Circuit Flow Combiner Valve

Other than Travel
Check Valve
To Left Travel Spool
Pressure Oil from Pump 1
T1HH-03-03-010
T3-3-12

From the
Pilot Pump Pilot Signal Circuit
Travel Motor (Left) Flow Combiner Valve Other than Travel
Travel Motor
(Right)
Travel (Right)
Travel
(Left)
Arm
Cylinder
Arm 1
Arm 2
Pump 2 Pump 1
T173-02-02-003
T3-3-13

PUMP CONTROL VALVE
The pump control valves are located down stream of
the neutral passages in both the 4 and 5-spool sec-
tions. (Refer to T3-3-9.)
The pump control pressure is regulated by the pump
control valve and is routed to the pump regulator to
control the pump displacement angle. (Refer to the
pump device group.)
The pump control pressure is monitored by the pump
control pressure sensor. Then, the sensing signals are
used to control the travel motor displacement angle.
(Refer to the Control System group in the SYSTEM
section.)
When All Control Levers are in Neutral: When a Control Lever is Operated:
1. When all control levers are in neutral, the control 1. When a control lever is operated, the control
valve neutral passage isnt restricted as all con- valve spool is moved so that the control valve
trol valve spools are in neutral. neutral passage is restricted.
2. All oil flow is routed to the hydraulic oil tank from 2. In response to the control valve spool, the oil flow
the neutral passage via spool (B), acting on the acted on spool (A) in the pump control valve is
spool (A) in the pump control valve. reduced.
3. The oil flow through spool (B) acts on the spring 3. When the force acting on spool (A) doesnt over-
chamber via spool (C). come the spring force and the pressure acting on
4. All oil flow acts on spool (A) in the pump control the spring chamber through spool (C), the spool
vale, so that the force acting on spool (A) over- in the pump control valve is returned to the left.
comes the spring force and the pressure acting 4. Then, port PE is connected to port PC via the
on the spring chamber through spool (C). spool notch. Thus, the pilot oil pressure is routed
Therefore, the spool in the pump control valve from port PE to the regulator via port PC.
moves to the right. 5. When the pump control pressure increases, the
5. As connecting port PC and port DR via the spool regulator increases the pump displacement an-
notch, the pump control pressure which was gle.
routed to the regulator is returned to the hydraulic
oil tank via port PC.
6. Thus, the pump control pressure is reduced so
that the regulator reduces the pump displace-
ment angle to the minimum, saving engine fuel
consumption.
T3-3-14

Spool Spring
DR
(A)
(B) Spring Chamber
(C)
Hydraulic Oil Tank

PE PC
T1HH-03-03-013
When All Control Lever are in Neutral:

Spool Spring Chamber
(A) (C)
Neutral Passage
(B) To PE PC
Hydraulic
Oil Tank DR
T1HH-03-03-011
When a Control Lever is Operated:
Spool Spring Chamber

(A) (C)
Neutral Passage
To Hydraulic PE PC
Oil Tank DR
T1HH-03-03-012
T3-3-15

MAIN RELIEF VALVE
The main relief valve prevents the main circuit pres- Neutral:
sure from increasing more than the designed pressure.
Orifice 1 Oil Chamber 2 3
When the power boost switch is ON, the relief valve SG
set pressure is increased. (Refer to the Control Sys-
tem group in the SYSTEM section.)
HP
LP
4
6 Passage A 5 Passage B
T1HH-03-03-014
1 - Main Poppet 4 - Piston

2 - Pilot Poppet 5 - Sleeve
3 - Spring B 6 - Spring A
Normal Relief Operation

1. The main circuit pressure in port HP acts on pilot Normal Relief Operation:
poppet (2) via the orifice in main poppet (1).
2. When pressure in port HP increases more than Orifice 1 Oil Chamber 2 3
the set force of spring B (3), pilot poppet (2) is
unseated, allowing pressure oil to flow to hydrau-
lic oil tank port LP via passage A.
3. Then, pressure in the oil chamber is reduced, HP
developing a pressure difference between port
HP and the oil chamber by the orifice in main
poppet (1). When the pressure difference in- LP
creases more than the set force of spring A (6), Passage A
main poppet (1) is unseated, allowing the pres- T1HH-03-03-015
sure oil to flow from port HP to port LP.

Orifice 1 Oil Chamber
HP
LP
6
T1HH-03-03-016
Relief Operation When Set-Pressure is Increased Relief Set-Pressure is Increased:

1. When power boost switch is ON, the pilot pres- 2 Passage C
sure is routed in port SG. SG
2. The pilot pressure via passage B in sleeve (5)
and passage C in piston (4) pushes piston (4) to
the left. HP
3. Therefore, a higher pressure is required to open
pilot poppet (2) as the set force of spring B (3)
increases. The relief set pressure increases more LP 4
than normal. 3 5 Passage B
T1HH-03-03-017
T3-3-16

OVERLOAD RELIF VALVE
Neutral:
The overload relief valve prevents the actuator circuit
pressure from increasing more than the designed 1 Orifice 2 3 4 5
pressure. If the actuator pressure becomes negative,
the valve makes up the hydraulic oil from the hydrau-
lic oil tank.
HP
LP
7 Oil Chamber 6 Passage

T1HH-03-03-018
1- Piston 5 - Spring B
2- Main Poppet 6 - Spring C
3- Spring A 7 - Sleeve
4- Pilot Poppet
Relief Operation
Relief Operation:
1. Pressure in port HP (actuator circuit) acts on pilot
poppet (4) via the orifice in piston (1). 1 Orifice 4 5
2. When pressure in port HP increases more than
the set force of spring B (5), pilot poppet (4) is
unseated so that the pressure oil flows to hydrau-
lic oil tank port LP via the passage. HP
3. Then, pressure in the oil chamber is reduced,
developing a pressure difference between port LP
HP and the oil chamber by the orifice in piston (1). T1HH-03-03-019
When the pressure difference increases more Passage
than the set force of spring A (3), piston (1) is 1 Orifice 2 3
moved to the right and main poppet (2) is un-
seated, allowing the pressure oil to flow from port
HP to port LP.
HP
LP
Oil Chamber T1HH-03-03-020
Make-Up Operation Make-Up Operation:

1. When pressure in port HP decreases lower than
port LP, sleeve (7) is moved to the right.
2. Then, the hydraulic oil flows from port LP to port
HP so that cavitation is prevented.
HP
LP
7 T1HH-03-03-021
T3-3-17

ARM REGENERATIVE VALVE
The arm regenerative valve regulates the return oil
flow from the cylinder rod side when rolling the arm in.
Thereby, the arm roll-in speed is increased to improve
the arm controllability so that the arm hesitation is pre-
vented.
1. In response to the signal from MC solenoid valve

unit (SC) acts, then the pilot pressure is routed to
the arm regenerative valve from solenoid valve
unit (SC). (Refer to SYSTEM / Control System
group)
2. The return oil from the arm cylinder flows into the
spool from hole A on the arm 2 spool.
Arm Regenerative Valve is in Neutral:

1. The pressure oil from hole A flows to the hydrau-
Arm
lic oil tank via orifice A and hole B. Regenerative
Orifice A, Hole B Valve
Arm Regenerative Valve is Operated: From
1. When the pilot pressure is supplied from port SC, 4-Spool Section Hole B
the arm regenerative valve is activated. Then, the Check Valve Neutral Circuit
pressure oil flow from hole A is restricted by ori-
fice A and hole C, increasing the pressure in the From
spool. 4-Spool Side Par-
Arm allel Passage
2. If the pressure in the arm cylinder bottom side Cylinder
SC
circuit is lower than that of the spool inside, the Arm 2 Spool
pressure in the spool opens the check valve via Orifice A,
orifice B and flows to the arm cylinder bottom Hole C
side circuit.
To Hydraulic Oil
Tank
Hole A Orifice B
T173-03-03-049
T3-3-18

When Arm Regenerative Valve is in Neutral: When Arm Regenerative Valve is Operated:
Arm
Regenerative Arm
Valve Pilot Pressure from Regenerative
Solenoid Valve Unit Valve
(SC)
To Hydraulic Oil To Hydraulic Oil

Tank Tank
Orifice A
Orifice A
Hole A Hole B Hole B
Hole A
Hole C (Orifice)
Orifice B
To Cylinder
Check Valve Bottom Side
Circuit
T1HH-03-03-022 T1HH-03-03-023
Arm Cylinder Arm Regenerative Valve
Port SC
Hole B, Hole C
Tank Passage
Hole A
Check Valve
Cylinder Bot-
tom Side Cir-
cuit
Arm 2 Spool
T1HH-03-03-024
T3-3-19

BOOM REGENERATIVE VALVE
The boom regenerative valve regulates the return oil
flow from the cylinder bottom side when the boom is
From
lowered. Thereby, the boom lower speed is increased 4-Spool Side Par-
to improve the boom controllability so that cavitation is allel Passage
To Hydraulic Oil
prevented. Tank
Boom 1
1. When the boom is lowered, the return oil from the Spool Boom
boom cylinder bottom side flows into the spool Cylinder
via boom 1 spool hole A.
2. If the pressure in the boom cylinder rod side is
lower than the bottom side, the pressure (the
pressure oil in the bottom side) in the spool
opens the check valve 1 and flows into the boom
T1HH-03-03-045
Check Valve 1
cylinder rod circuit via hole c.
3. When the pressure in the boom cylinder rod side
is higher than the bottom side during excavation
for example, check valve 2 is unseated so that all
oil flow is returned to the hydraulic oil tank via
hole B.
T3-3-20

Boom 1 Spool
Hole B
Check Valve 2
Boom Cylinder
Hole A
Hole C
Check Valve 1
T1HH-03-03-025
T3-3-21

BUCKET REGENERATIVE VALVE
The bucket regenerative valve controls the return oil
from the cylinder rod side when operating the bucket
roll-in. This makes the bucket roll-in operation more
controllable and the occurrence cavitation is pre-
vented.
From Flow Check Valve
Combiner
1. If operating the bucket roll-in at the most re- Valve
tracted position of the arm cylinder, the pressure To Hydraulic
Oil Tank
in the bottom side circuit of the bucket cylinder is
lower than that in the rod side because of its own Bucket
weight. Spool
2. The return oil from the bucket cylinder rod side is
separated in the bucket spool. One flows back to Bucket
the hydraulic oil tank. Cylinder
The other flows into the spool through hole A on
Hole B Hole A
the spool.
3. The pressure oil (in the rod side) into the spool
opens the check valve and flows to the bucket T1HH-03-03-027
cylinder bottom side circuit via hole B on the
spool. Thereby the cavitation is prevented.
T3-3-22

Check Valve
Hole B
Hole A
T1HH-03-03-026
T3-3-23

ARM ANTI-DRIFT VALVE (BOTTOM SIDE)
The arm anti-drift valve is provided to reduce cylinder
Port A6B
drift.
X
When the control lever is in neutral: Holding Op-
eration
1. The pressure in the arm cylinder bottom side is
routed to port A6B.
2. The pressure in port A6B is routed to spring
chamber A via the spool. X
3. Then, the check valve is pushed downward, clos-
ing the oil circuit from the cylinder bottom to the
spool.
4. Thereby, the cylinder drift is reduced.
Spool
Arm
T173-03-03-028
Cylinder
Cross Section X-X
Check Valve Check Valve Spring Chamber A
Port A6B
Port A6B
Spool
T173-03-03-024
Spool
T1HH-03-03-028
T3-3-24

(Blank)
T3-3-25

When the control lever is operated : Deactivated
1. When the arm is rolled in, the pressure oil from When Arm is Rolled-In:
the arm spool opens the check valve and flows to
the cylinder from port A6B.
Check Valve
2. When the arm is rolled out, the pilot pressure is
supplied to ports PL so that the spool is shifted
after moving the piston.
3. Port D is connected to spring chamber A and the
hydraulic oil tank so that the pressure in spring
chamber A is reduced.
4. Then, the return oil from the arm cylinder bottom
Port A6B
side opens the check valve and flows back to the
arm spool.
Arm
Cylinder
Check Valve
Port A6B To Arm

Spool
Port From Arm Spool
Pilot Pressure PL T1HH-03-03-030
Port D
Piston Spool
Hydraulic Oil Tank T173-03-03-026
T3-3-26

Section Y-Y
Y
Pilot Pressure
When Arm is Rolled-Out: Check Valve Spring Chamber A
Port D Port PL
Port A6B
Drain
Port D Spool
Spool Piston
T1HH-03-03-029
To Arm Spool T1HH-03-03-031
T3-3-27

When the control lever is in neutral: Overload
Prevention
Poppet
1. When the control lever is in neutral, if the pres- Spring
sure in the arm cylinder bottom side is increased Check Valve Chamber A
by an external force, hydraulic components may
be damaged.
2. The pressure in port A6B on the arm cylinder bot-
tom side is routed to spring chamber A through
the spool as when the arm is in the holding posi-
tion.
3. Then, when the pressure increases more than
the set pressure, the poppet is unseated, allow- Port A6B
ing the pressure oil to flow into chamber C.
4. Therefore, the piston is pushed downward, the
spool is shifted, allowing the pressure oil in port D
to flow back to the hydraulic oil tank.
Spool
5. Port D is connected to spring chamber A and the
hydraulic oil tank so that the pressure in spring
chamber A is reduced.
6. Then, the check valve is unseated, the pressure
oil in port A6B on the arm cylinder bottom side
flows to the arm spool and opens the overload
relief valve.
7. This makes the pressure in the arm cylinder bot- T1HH-03-03-032
tom prevent from increasing abnormally.
T3-3-28

Y
Section Y-Y
Spring
Poppet Check Valve Chamber A
Port D
Port A6B
Drain
Y
Spool Piston Chamber C Port D Spool
T1HH-03-03-033
To Arm Spool T1HH-03-03-031
T3-3-29

ARM ANTI-DRIFT VALVE (Rod Side) /
BOOM ANTI-DRIFT VALVE
The anti-drift valves (on the arm cylinder rod side and
boom cylinder bottom side) are provided to reduce
cylinder drift.
NOTE: The construction of the arm anti-drift valve

is identical to the boom anti-drift valve.
When the control valve is in neutral: Holding Op-

eration
1. The oil pressure in the arm cylinder rod side (the
boom cylinder bottom side) is routed to port B6
(B3).
2. Then, the pressure in port B6 (B3) is routed to oil
chamber A through the spool.
3. Thereby, the check valve is pushed to block the
oil flow from the cylinder to the spool so that the
cylinder drift is reduced.
When the control valve is operated: Deactivation

1. When the arm is rolled in (the boom is lowered),
the pressure oil from the arm (boom) spool opens Spool
To Arm Cylinder
the check valve so that the pressure oil flows to To Boom Cylinder
the cylinder via port B6 (B3).
2. When the arm is rolled out (the boom is raised), To Hydraulic Oil
Tank
the pilot oil pressure moves the spool.
3. The oil in oil chamber A flows back to the hydrau- Arm Roll-Out Pilot
lic oil tank through the spool, reducing pressure Pressure
in oil chamber A. Boom Raise Pilot
To Arm Spool Pressure
4. Then, the return oil from the arm cylinder rod side Check Valve
To Boom Spool
(the boom cylinder bottom side) passes port B6
(B3), opens the check valve, and flows to the arm T1HH-03-03-034
spool (the boom spool).
T3-3-30

Holding Operation: Deactivation (Arm Roll-In, Boom Lower):
Arm Spool
Boom Spool
Spool
Arm Spool
Boom Spool
Oil Chamber
A
T1HH-03-03-037
Check Valve Port B6 (B3)
Check Valve Port B6 (B3) T1HH-03-03-035
Deactivation (Arm Roll-Out, Boom Raise):
Spool Arm Spool

Boom Spool
Pilot Pressure
Oil Chamber A
Port B6 (B3) T1HH-03-03-036

Check Valve
T3-3-31

BUCKET FLOW RATE CONTROL VALVE When Bucket is Single-Operated:
Check Valve
The bucket flow rate control valve consists of the pop-
pet valve, switch valve A, and switch valve B.
The bucket flow rate control valve restricts the bucket
Poppet Valve
oil flow to give priority to the boom raise operation
Switch Valve B
when the bucket, arm roll-in, and boom raise functions
are simultaneously operated.
1. The pressure oil from the neutral passage flows

to the poppet valve. Bucket Cylinder
When the Bucket is Single-Operated: Bucket Spool

1. Normally, the pressure oil opens the check valve
in the poppet valve and flows to port A2 from
chamber A.
2. Both the check valve and poppet in the poppet
valve are supported by the same spring. There-
fore, when the check valve is opened, the poppet
valve is also opened, allowing the pressure oil
from the neutral circuit to directly flow to the
bucket spool. T1HH-03-03-038
When the bucket, the arm roll-in and the boom When Bucket the Arm Roll-In and Boom Raise are
raise are combined-operated: Combined-Operated:
1. When operating the arm roll-in, the arm roll-in pi- Check Valve
lot pressure shifts the spool in switch valve A.
2. Therefore, the boom raise pilot pressure through
switch valve A shifts the Spool in switch valve B. Poppet Valve
3. But, when switch valve B spool is moved to re- Switch Valve B
strict the pressure oil flow from chamber A to port
A2, pressure in chamber A increases.
4. Then, the poppet is raised to reduce the pressure
oil flow from the neutral passage to the bucket
spool. Bucket Cylinder
5. Accordingly, the pressure oil has precedence to
flow to boom 1 spool via the parallel passage so Bucket Spool
that the boom is raised.
Arm Roll-In Pilot Switch Valve A

Pressure
Boom Raise T1HH-03-03-039

Pilot Pressure
T3-3-32

When Bucket is Single-Operated:
Neutral Passage
Check Valve
Poppet Valve
A2 B2
Chamber A
Spring
T1HH-03-03-040
When Bucket, Arm Roll-In and Boom Raise are Combined-Operated:
Neutral Passage
Poppet Valve
A2 B2
Chamber A
Switch Valve B
Spool
Boom Raise Pilot Pressure T1HH-03-03-041
From Switch Valve A
T3-3-33

TRAVEL FLOW RATE CONTROL VALVE
When the travel and boom raise combined operation
is performed, the flow combiner valve is opened so
that the pressure oil from pump 1 flows to both right
and left travel motors and the pressure oil from pump
2 flows to boom 2 spool.
When traveling on a flat or down slope surface, the
travel motor load pressure becomes lower than the Travel (Left) Spool
boom cylinder. Accordingly, the pressure oil from Piston Poppet
pump 2 is routed to the lower pressure side of the
travel (left) spool via parallel passage P2, reducing
the oil flow to the high pressure side of the boom 2
To Hydraulic Oil Tank
spool.
The travel flow control valve restricts the passage to
the travel (left) spool from parallel passage P2 in such Boom Raise Pi- From Flow
cases and secures oil flow to raise the boom. lot Pressure Combiner
Valve
1. When the boom is raised, the boom raise pilot Neutral Passage P2 Parallel Passage P2
pressure is supplied to the travel flow control
valve, pushing piston to the right to increase the Spring T173-03-03-043
spring force.
2. Then, the poppet is pushed to the right harder.
3. Therefore, even if the pressure in the travel (left)
neutral passage P2 is reduced lower than the
parallel passage P2, the poppet does not unseat.
4. Thereby, the pressure oil from pump 2 does not
flow to the travel (left) spool but flows to the
boom 2 spool, ensuring boom raise operation.
T3-3-34

Parallel Passage
P2
Piston
Boom Raise
Pilot Pressure
Poppet
Neutral Passage
P2
T1HH-03-03-042
T3-3-35

BYPASS SHUT-OUT VALVE
The bypass shut-out valve is provided in the neutral 1. When the attachment is operated, the pilot pres-
passage of the 4-spool section control valve. The by- sure is routed to port PBC.
pass shut-out valve allows the pressure oil from pump 2. Then, the bypass shut-out valve spool is moved
1 to join into the pressure oil from pump 2 when an to the right, closing the passage from the neutral
attachment is operated by the auxiliary spool in the circuit to port T2.
5-spool section control valve. 3. Accordingly, the pressure oil from pump 1 flows
from the neutral passage to port A4 and is routed
further to the point just before the auxiliary spool
in the 5-spool section control valve where the
pressure oil joins into the pressure oil flow from
pump 2.
Port PBC
Pilot Pressure
Neutral Circuit in 4-Spool

To Attachment Section Control Valve
Spool
Port A4
Port T2
Spool
T1HH-03-03-043
T3-3-36

To Attachment Auxiliary
Spool
Bypass
Shut-Out Valve
To 5-Spool Side
Control Valve To 4-Spool Side
Control Valve
Pilot Pressure
Pump 2 Pump 1
T173-03-03-044
T3-3-37

NEEDLE VALVE
Port DR2 Needle Valve
The needle valve is provided for emergencies in order
to lower the boom, in case stopping the engine is nec-
essary.
Boom Anti-Drift
Valve
1. The pressure oil in the boom cylinder bottom side (Switch Valve)
is routed to port B3 and blocked by the boom
anti-drift valve. (Refer to T3-3-30.)
2. Port B3 is connected to the needle valve through
the inner passages. When the needle valve is
loosen, the pressure oil in port B3 flows to port
DR2 through the needle valve.
3. Consequently, the boom cylinder is retracted and
the boom is lowered because of its own weight. Boom
Anti-Drift
Valve
(Check Valve)
Port B3 T1HH-03-03-044
Boom
Cylinder
Boom Anti-Drift
Valve
(Switch Valve)
Boom Anti-Drift
Valve
(Check Valve)
Needle Valve
T173-03-03-046
T3-3-38

COMPONENT OPERATION / Pilot Valve
OUTLINE
The pilot valve controls the pilot pressure to move the

control valve spools.
The 4-port pilot valve is used for front attachment,
swing, and travel operation. The 2-port pilot valve is
used for blade and offset operation.
ZAXIS330, 330LC, 350H, 350LCH, 370MTH:

Up to serial No. 32080.
4 Oil Ports Pilot Valve

Front Attachment / Swing Pilot Valve
Port ISO Control
Hitachi Pattern
No. Pattern
1 Bucket Roll-Out
2 Boom Lower
Right
3 Bucket Roll-In
4 Boom Raise
1 Right Swing Arm Roll-In
2 Arm Roll-Out Right Swing
Left
3 Left Swing Arm Roll-Out
4 Arm Roll-In Left Swing
Hydraulic P T
Symbol
T
1 3 2 4
4
T105-02-07-020
P
T178-03-04-001
T3-4-1

ZAXIS330, 330LC, 350LC, 350LCN, 350H, 350LCH:
(Suitable for the machine before March in 2003.)
Travel Pilot Valve

1 Right Travel Reverse
2 Right Travel Forward
3 Left Travel Forward
4 Left Travel Reverse
Hydraulic P T
Symbol
T
1 3 2 4
T105-02-07-020 P
3 4
2 1
T178-03-04-002
T3-4-2

ZAXIS330, 330LC, 350H, 350LCH, 370MTH:
Serial No. 32081 and up
Front and Swing Pilot Valve

Port No. HITACHI ISO
Standard Standard
1 Bucket Roll-Out
2 Boom Lower
Right 3 Bucket Roll-In
4 Boom Raise
1 Arm Roll-In Swing Right
2 Swing Right Arm Roll-Out
Left
3 Arm Roll-Out Swing Left
4 Swing Left Arm Roll-In
Hydraulic Symbol
T1M9-03-05-001
2 P T 4 1 3 2 PT 4 1 3 A
View A 4
T1M7-03-04-001
1
3
T1M9-03-05-002
2
T3-4-3

ZAXIS330, 330LC, 350H, 350LCH, 370MTH:
(Suitable for the machine after April in 2003.)
Travel Pilot Valve

Port No.
1 Right Travel Reverse
2 Right Travel Forward
3 Left Travel Forward
4 Left Travel Reverse
P T
1 2 4 3
T1M9-03-05-004
T1M9-03-05-006 B
View B 3 4
2
1
T1M9-03-05-005
T3-4-4

(Blank)
T3-4-5

OPERATION
Spool (6) head comes in contact with the upper face of
spring guide (3) which is kept raised by return spring
(5).
NOTE: Pilot valve changes by machine serial No.

However, Operational principle is the same.
E F
Neutral (Output Diagram: A to B):
1. When neutral, spool (6) totally blocks pressure oil
D
port P (from the pilot pump). The output port is
Pilot
opened to port T (hydraulic oil tank) through the Pressure
passage in spool (6). Therefore, oil pressure in the
output port (to the control valve) is equal to that in
port T. C
2. When the control lever is slightly tilted, cam (1) is
tilted, moving pusher (2) downward. Then, pusher A B
Lever Stroke
(2) compress return spring (5) along with spring
guide (3). At this time, as oil pressure in the output T522-02-05-001
port is equal to that in port T, spool (6) moves

downward while keeping the under face of the
spool head in contact with spring guide (3).
3. This status continues until hole (7) on spool (6) is
opened to port P.
T3-4-6

1 1
2 2
6
3 3 Port T
4 4 7
5 5 Port P
6 Output Port
6
Port T Port T
7 Port P 7 Port P
Output Port T178-03-04-005

Travel Pilot Valve

1 1
2 2 Port T
7
Port P
3 3 6
4 4
5 Output Port
5
6
Port T Port T
6
Port P Port P
7 7

1 - Cam 3 - Spring Guide 5 - Return Spring 7 - Hole

2 - Pusher 4 - Balance Spring 6 - Spool
T3-4-7

During Metering or Decompressing (Output Dia-
gram: C to D)
1. When the control lever is further tilted to move E F
pusher (2) downward more, hole (7) on spool (6)
is opened to port P, allowing pressure oil in port P
D
to flow into the output port.
Pilot
2. Oil pressure in the output port acts on the bottom Pressure
face of spool (6) so that spool (6) is pushed up-
ward.
C
3. However, until upward force acting on the bottom
face of spool (6) overcomes balance spring (4)
force, balance spring (4) is not compressed. Then, A B
Lever Stroke
spool (6) is not raised, allowing oil pressure in the
output port to increase. T522-02-05-001
4. As oil pressure in the output port increases, force

to push spool (6) upward increases. When, this
force overcomes balance spring (4) force, bal-
ance spring (4) is compressed so that spool (6) is
moved upward.
5. As spool (6) is moved upward, hole (7) is closed
so that pressure oil from port P stops flowing into
the output port, stopping pressure oil in the output
port to increase.
6. As spool (6) is moved downward, balance spring
(4) is compressed, increasing the spring force.
Therefore, oil pressure in the output port becomes
equal to the oil pressure acting on the bottom face
of spool (6) being balanced in position with the
spring force.
T3-4-8

1 1
2 2
3 3
4 4
5 5
6 6
Port T Port T
7 Port P 7 Port P
Output Port T178-03-04-008 Output Port T178-03-04-009
Travel Pilot Valve

1 1
2 2
3 3
4 4
5 5
6 6
Port T Port T
Port P Port P
7 7
Output Port T178-03-04-012 Output Port T178-03-04-013

T3-4-9

Full Stroke (Output Diagram: E to F)
1. When the control lever is fully stroked, pusher (2)
is moved downward until pusher (2) in the front E F
attachment / swing pilot valve comes in contact
with the casing shoulder, or cam (1) on the travel
D
pilot valve comes in contact with the casing. Pilot Pres-
2. At this moment, the bottom of pusher (2) directly sure
pushes spool (6). Therefore, even if oil pressure
in the output port increases further, hole (7) on
C
spool (6) is kept open.
3. Consequently, oil pressure in the output port is
equal to oil pressure in port P. A B
Lever Stroke
T522-02-05-001
NOTE: Total lever strokes for the front attachment

and swing controls are determined by
stroke dimension (E) of pusher (2). Total
lever stroke for the travel control is deter-
mined by stroke dimension (E) of cam (1).
T3-4-10

2 2
4
5
6
Port T
7 Port P

T178-03-04-005
Travel Pilot Valve

1
1
E
2
4
5
6
Port T
Port P
7
T178-03-04-006

T3-4-11

SHOCKLESS FUNCTION
(ONLY FOR TRAVEL PILOT VALVE) Damper Spring Pin Travel Pedal
The travel pilot valve has the damper enabling A

damping of the speed change shock by the lever. Travel Lever
The damper is composed of the support, gears 1
and 2, and others. Gear 1 is connected with the
support. Bracket
The support is secure to the bracket with the Support
spring pin. And the travel lever and the travel
pedal are secure to the bracket. Pin
At this time, support sway transversely around the
pin in line with the movement of the travel lever.
Gear 2
A
Operation Gear 1
1. If the travel lever is released from the hand during
traveling, return force of the return spring returns
the travel lever to the neutral position.
2. At this time, gears 1 and 2 inside the damper re-
ceive opposing force due to friction.
3. Therefore, the travel lever gradually returns to the
neutral position, thus moderating the extent of
sudden stop at the time of abrupt release of the T1M7-03-04-002
travel lever.
Section A-A
Spring Pin
Damper
Support
Pin
T1M7-03-04-003
T3-4-12

COMPONENT OPERATION / Travel Device
OUTLINE
ZAXIS330, 330LC, 350LC, 350LCN 350H, 350LCH
The travel device consists of the travel motor, travel The travel reduction gear is a third stage planetary
reduction gear, and travel brake valve. gear type which converts rotary power transferred
The travel motor is a bent axis-type variable dis- from the travel motor into a slow and large torque to
placement axial plunger motor. drive the sprocket and track.
The travel motor is equipped with a parking brake The travel brake valve prevents the occurrence of
(wet multi-disc negative type), is driven by pressure oil overloads and cavitation in the travel circuit.
from the hydraulic pump, and outputs rotary power to
the travel reduction gear.
Travel Motor Travel Reduction Gear
T173-03-05-001
Travel Brake Valve Sprocket
T3-5-1

ZAXIS370MTH
The travel device consists of the travel motor, travel The travel reduction gear is a third stage planetary
reduction gear, and travel brake valve. gear type which converts rotary power transferred
The travel motor is a swash plate-type variable dis- from the travel motor into a slow and large torque to
placement axial plunger motor. drive the sprocket and track.
The travel motor is equipped with a parking brake The travel brake valve prevents the occurrence of
(wet multi-disc negative type), is driven by pressure oil overloads and cavitation in the travel circuit.
from the hydraulic pump, and outputs rotary power to
the travel reduction gear.
ZAXIS330, 330LC, 330LC-M, 350LC, 350LCN, 350H, ZAXIS370MTH:

350LCH:
Travel Motor Travel Reduction Gear Travel Motor Travel Reduction Gear
T16J-03-05-001
Travel Brake Valve Travel Brake Valve
Sprocket
W1HH-03-02-003
Sprocket
T3-5-2

(Blank)
T3-5-3

TRAVEL REDUCTION GEAR
The travel reduction gear is a three stage reduction Travel motor housing (14) is bolted to the track frame.
planetary gear type. Housing (14) is secured to drum (13) by nut (11)
The travel motor rotates propeller shaft (7). This rota- through bearing (15). Third stage carrier (2) is splined
tion is transmitted to ring gear (1) via first stage to housing (14). Ring gear (1) is bolted to drum (13).
planetary gear (8), first stage carrier (6), second stage Drum (13) is bolted to sprocket (12). Accordingly,
sun gear (5), second stage planetary gear (9), second when ring gear (1) is rotated, drum (13) and sprocket
stage carrier (4), third stage sun gear (3), third stage (12) are also rotated.
planetary gear (10) and third stage carrier (2).
ZAXIS330, 330LC, 350LC, 350LCN, 350H, 350LCH ZAXIS330, 330LC, 350LC, 350LCN 350H, 350LCH
(Up to serial No.31357) (Serial No.31358 and up)
15 1 2 3 4 5 6 15 4 5 6
1 2 3
14 13 11 10 9 8 7
T173-03-05-001
14 13 11 10 9 8 7
12
W1HH-03-02-003
12
1 - Ring Gear 5 - Second Stage Sun Gear 9 - Second Stage Planetary 13 - Drum
Gear
2 - Third Stage Carrier 6 - First Stage Carrier 10 - Third Stage Planetary Gear 14 - Housing (Travel Motor)
3 - Third Stage Sun Gear 7 - Propel Shaft 11 - Nut 15 - Bearing
(First Stage Sun Gear)
4 - Second Stage Carrier 8 - First Stage Planetary Gear 12 - Sprocket
T3-5-4

ZAXIS370MTH
15 1 2 3 4 5 6
14 13 11 10 9 8 7
T16J-03-05-001
12
1 - Ring Gear 5- Second Stage Sun Gear 9 - Second Stage Planetary 12 - Drum
Gear
2 - Stage Carrier 6- First Stage Carrier 10 - Third Stage Planetary Gear 13 - Housing
3 - Third Stage Sun Gear 7- Propel Shaft 11 - Nut 14 - Bearing
(First Stage Sun Gear)
4 - Second Stage Carrier 8 - First Stage Planetary Gear 12 - Sprocket
T3-5-5

TRAVEL MOTOR
ZAXIS330, 330LC, 350LC, 350LCN, 350H, 350LCH
The travel motor, a bent axis-type variable displace- As the plunger leans against the drive disc, vertical
ment axial plunger motor, consists of the plate, valve component force (FV) occurs and causes the drive
plate, rotor, plungers, and drive disc. When the pres- disc to rotate.
sure oil is supplied from the pump, the plungers in the Whether pressure oil from the pump is supplied to
rotor are pushed and the force to the direction (F) oc- port AM or BM determines travel direction.
curs.
Plate Valve Plate Rotor Plunger Drive Disc
T173-03-05-002
Valve Plate Rotor Plunger Drive Disc
Port AM
Port BM
FR
FV F
T107-03-04-014
T3-5-6

The travel motor consists of the valve plate, swash The shoes on the tips of the plungers slide along the
plate, rotor, plungers, and shaft. The shaft is splined to swash plate surface due to the inclination of the
the rotor, in which the plungers are inserted. When the swash plate, causing the rotor to rotate.
pressure oil is supplied from the pump, the plungers
are pushed.
Shaft Rotor Shoe Swash Plate
Valve Plate Plunger

W1HH-03-02-006
T3-5-7

ZAXIS370MTH
The travel motor is a variable displacement swash Four of tilt piston (9) are located in casing (8). The
plate axial plunger type, consisting of swash plate (7), pressure to change travel speed acts on these tilt
rotor (16), plungers (4) with shoes, valve plate (1), pistons (9) to change swash plate (7) angle.
output shaft (11), tilt pistons (9), casing (8), and so Rotor (16) is preloaded against valve plate (1) by
forth. spring (14) to prevent oil from leaking at the clear-
ance between them.
Hydraulically released type disc parking brake (3) is
installed in the travel motor.
1 2 3 4 5 6 7 8 9 10
11
17
16
T16J-03-05-003
15 14 13 12
1- Valve Plate 6- Retainer Plate 10 - Spring 14 - Spring

2- Spring 7- Swash Plate 11 - Output Shaft 15 - Brake Piston
3- Parking Brake 8- Casing 12 - Roller Bearing 16 - Rotor
4- Plunger 9- Tilt Piston 13 - Ball 17 - Valve Cover
5- Holder
T3-5-8

Pressure oil from the pump flows to port A of valve As output shaft (6) rotates, rotor (2) also rotates. Then,
plate (1), and enters into one-sided bores in rotor (2) when plungers (3) reach port B, oil is routed to the
located just behind the right-side crescent-shaped oil hydraulic oil tank.
port (port A side) of valve plate (1). Whether pressure oil from the pump is supplied to
Then, plungers in the right half side of rotor (2) are port A or port B determines the travel direction.
pushed out toward swash plate (5), and slide on the
swash plate to rotate rotor (2) and output shaft (6).
Port B Port A
Port B
Port A
1
2
4
6 5
Valve Plate
T183-03-05-009
1 - Valve Plate 3 - Plunger 5 - Swash Plate 6 - Output Shaft

2 - Rotor 4 - Shoe
T3-5-9

TRAVEL BRAKE VALVE
The travel brake valve is located on the travel motor
head and consists of the following valves.
Check Valve (1): Overload Relief Valve (4):

assists counterbalance valve (5) operations and pre- prevents overload and surge pressure from occurring
vents cavitation from occurring. in the motor circuit.
Reducing Valve (2): Counterbalance Valve (5):

reduces the parking brake release pressure and pre- ensures smooth starting and stopping, and prevents
vents the parking brake from being quickly applied. the machine from running away while descending
slopes.
Parking Brake Release Shuttle Valve (3):
leads the motor drive pressure to the parking brake. Servo Piston Control Shuttle Valve (6):
leads the motor drive pressure to the servo piston.
A
4 4
2
1
Cross Section A-A

A 6
5
3
Cross Section B-B
Cross Section C-C

T173-03-05-003
1 - Check Valve 3 - Parking Brake Release 5 - Counterbalance Valve 6 - Servo Piston Control Shut-
Shuttle Valve tle Valve
2 - Reducing Valve 4 - Overload Relief Valve
T3-5-10

(Blank)
T3-5-11

When Traveling: When Descending:
Pressure oil from the control valve enters port BV, While descending a slope, the travel motor is forcibly
flows around spool CB in the counterbalance valve, rotated by the machine weight (pump operation).
opens check valve BC, and flows into port BM. On When the travel motor starts sucking pressure oil, oil
the other hand, the return oil from the travel motor is pressure in port BV and chamber G is reduced,
routed to port AM. However, the circuit is blocked by moving spool CB to the right. Then, the return oil
check valve AC and spool CB. Oil pressure in port flow from the travel motor is restricted, increasing oil
BV is routed into chamber G via orifice F of spool CB pressure in port AM. Therefore, the travel motor is
so that when oil pressure in port BV increases further, braked. Once the oil flow is restricted, oil pressure in
spool CB is moved to the left. port BV increases again, moving spool CB to the left.
Then, the return oil from the travel motor flows to This operation (hydraulic brake operation) is re-
port AV via port AM and notch H on spool CB. Thus, peated so that machine runaway is prevented.
pressure oil flows through the circuit, enabling the
travel motor to rotate. Circuit Protection:
When the travel control lever is returned to neutral, When circuit pressure increases more than the set
spool CB is returned to the original position by spring pressure of the overload relief valve, the valve opens,
force, blocking the oil circuit. Thereby, the travel mo- allowing high pressure oil to relieve to the lower
tor stops rotating. pressure side.
Thereby, the travel motor is protected from overloads.
The valve also functions to relieve shock pressure
developed when the travel motor stops.
If the travel motor draws oil due to pump operation,
check valve BC is unseated (makeup operation) so
that cavitation is prevented.
T3-5-12

Overload Overload
Relief Valve Relief Valve
Check Valve AC Check Valve BC
Spool CB
AM BM
AV BV
T173-03-05-004
H F G
T3-5-13

head, consisting of the following valves.
Counterbalance Valve:
Makes starting and stopping travel operations smooth,
prevents the machine from running away while de-
scending slopes, and routes the travel motor operat-
ing the pressure oil in the high pressure port (AV or
BV) to the parking brake.
Check Valve:
Assists the counterbalance valve operation and pre-
vents cavitation in the motor circuit.
Overload Relief Valve:

Prevents the occurrence of overload and surge pres-
sure in the motor circuit and reduces shock loads de-
veloped when stopping travel operation.
Shuttle Valve:
Routes the travel motor operating high pressure oil in
the high pressure port (AM or BM) to the slow or fast
side piston so that the piston is controlled.
Travel Motor Swash Plate Angle Control Valve:

Delivers the pressure oil routed by the piston control
shuttle valve to the slow or fast side piston.
Orifice:
Makes the travel mode change (swash plate angle
control) smooth.
T3-5-14

Counterbalance Valve Check Valve
T1HH-03-05-003
Orifice Shuttle Valve

Travel Motor Swash Plate Overload Relief Valve
Angle Control Valve
T3-5-15

While Traveling: While descending:
1. When the pressure oil from the control valve en- 1. While descending a slope, the travel motor is
ters port BV (8), the pressure oil flows around the forcibly rotated by the machine weight so that the
outer diameter of spool (9), unseats check valve motor operates like a pump, drawing oil.
BC (7), and flows further to motor port BM (6). 2. If the travel motor draws oil, oil pressure in port
2. On the other hand, the return oil from the travel BV (8) and chamber B (10) will decrease, caus-
motor is routed to motor port AM (4). However, its ing spool (9) to the left so that the return oil flow
passage is blocked by check valve AC (3) and from the travel motor is restricted.
spool (9). 3. Therefore, oil pressure in motor port AM (4) will
3. When the oil pressure in port BV (8) increases, increase, braking the travel motor.
the pressure oil is routed into chamber B (10) 4. Once pressure oil flow is restricted, oil pressure
through orifice (f) in spool (9), moving spool (9) to in motor port AM (4) will increase again, moving
the right. spool (9) to the right. As this operation (hydraulic
4. Consequently, the return oil from the travel motor braking operation) is repeated, the machine is
flows to port AV (1) through notch (h) on spool (9). prevented from running away.
Then, the pressure oil is allowed to flow so that
the travel motor starts rotating. Circuit Protection Operation:
5. When the travel lever is returned to neutral, spool 1. When oil pressure in the circuit increases over
(9) is returned to the original position by the the set-pressure of overload relief valve (5), the
spring force, blocking the oil passage so that the overload relief valve is opened, allowing the high
travel motor rotation is stopped. pressure oil to relieve to the low pressure side so
that the travel motor is protected from being
overloaded.
2. In addition, the overload relief valve relieves the
shock loads developed due to inertia force when
stopping the travel motor.
3. If the travel motor draws oil like a pump, check
valve BC (7) is unseated (make-up operation) so
that cavitation is prevented.
T3-5-16

10 8 9 1 2
BV AV
4
6
T1HH-03-05-004
3
7 5
1 - Port AV 4 - Motor Port AM 7 - Check Valve BC 9 - Spool (Counterbalance Valve)

2 - Chamber A 5 - Overload Relief Valve 8 - Port BV 10 - Chamber B
3 - Check Valve AC 6 - Motor Port BM
T3-5-17

ZAXIS370MTH
head and consists of the following valves:
Counterbalance Valve: Check Valve:

ensures smooth starts and stops and prevents ensures smooth starts and stops, and prevents
overrunning when traveling down slopes. cavitation from occurring in the motor circuit by
Overload Relief Valve: functioning together with counterbalance valve.
prevents overloads and surge pressure in the Travel Speed Shift Valve:
motor circuit. controls the tilt pistons when travel mode switch
is operated.
Cross Section A-A-A

Overload Relief Counterbalance
Valve Valve
Travel Speed
Shift Valve
Check Valve
A A A
Overload Relief Counterbalance
Valve Valve
T183-03-05-004
T3-5-18

(Blank)
T3-5-19

Travel Operation
When supply oil from the main control valve is routed
to port P1, supply oil flows around spool CB, opens
check valve BC and is led to motor port BM. How-
ever, return oil from motor port AM is blocked by
spool CB in the counterbalance valve.
As supply oil pressure at port P1 increases, supply
oil is routed to chamber G through orifice F in spool
CB, moving spool CB down against spring force.
Consequently, return oil from motor port AM starts to
flow into port P2 through port AM and notch H in
spool CB, allowing the travel motor to rotate.
When the travel levers are returned to the neutral

position, the oil in both ports P1 and P2 are routed to
the hydraulic oil tank through the control valve. Thus,
oil pressure in chamber G decrease, and spool CB is
moved back to the original position by spring force.
Then, the oil flow circuits is blocked, causing the
travel motors to stop rotating.
Descending Operation
When the machine travels down a slope, the travel
motors are forcibly driven by the machine weight so
that the motor draws oil like a pump. When the motor
draws oil, oil pressure at port P1 and chamber G de-
crease, causing spool CB to move upwards to re-
strict return circuit from the motor.
Then, the return oil flow from the motor is restricted
by the spool, increasing pressure at port AM.
The increased pressure at port AM brakes the motor.
Thus, the restricted return oil flow from the travel
motor increases the pressure at port P1 again, mov-
ing spool CB back down. This repeated movement of
the spool (hydraulic brake action) prevents the ma-
chine from overrunning.
T3-5-20

(Travel Operation) Check Valve
BM BC G Spool CB
Spool CB
F
P1
P1
To BM
P2
P2
From AM
AM Counterbalance Valve
T183-03-05-005
(Descending Operation)
BM G Spool CB
G
Spool CB
P1
P1
To BM
P2
P2
From AM
AM
T183-03-05-006
T3-5-21

Circuit Protection
If pressure in the circuit increases over the setting
pressure of the overload relief valve, this valve Overload Re-
lief Valve
opens to relieve peak pressure to the lower pressure
side to protect the motor from overloading. This
valve also functions to release shock pressure
caused by inertia force developed when the motor
stops.
Poppet
Low Pressure
High Pressure
T183-03-05-011
T3-5-22

(Blank)
T3-5-23

TRAVEL SPEED CONTROL
Servo piston (1) is connected to valve plate (6) with
link (5). When servo piston (1) is moved, rotor (7) is
tilted via valve plate (6) so that travel speed is con-
trolled.
Slow Speed (Maximum Displacement Angle) Pressure oil P from the motor port is routed into
When the travel mode switch is turned to the slow chambers B and C. Due to the difference in area,
position, the MC (main controller) does not send a servo piston (1) is pushed upward to increase the
signal to solenoid valve unit (SI). Therefore, pilot swash plate angle of rotor (7).
pressure is not supplied to servo piston (1). Then, Consequently, the plunger stroke in the travel motor
spool (3) is kept downward by spring (2). is increased, reducing the travel motor rotation
speed.
6 7
2 Drain
Pilot Pressure
T157-03-02-001
1 - Servo Piston 3 - Spool 5 - Link 7 - Rotor

2 - Spring 4 - Orifice 6 - Valve Plate
T3-5-24

Fast Speed (Minimum Displacement Angle) Thus, section E is opened so that the oil in chamber
When the travel mode switch is turned to the fast C is drained via the passages in spool (3). As pres-
position, the MC sends signals to solenoid valve sure oil P from the motor port is routed, servo piston
unit (SI) in response to travel loads. Then, pilot (1) is lowered, reducing the swash plate angle of
pressure is routed into chamber D, moving spool (3) rotor (7).
upward. Consequently, the plunger stroke in the travel motor
is reduced, increasing the travel motor rotation
speed.
6 1
7
2
Drain
P
3
B
1
E
Pilot Pressure
Drain
5 4
P
B
D
When fast mode is selected:
Pilot Pressure
After fast mode has been selected:
T157-03-02-002
1 - Servo Piston 3 - Spool 5 - Link 7 - Rotor

2 - Spring 4 - Orifice 6 - Valve Plate
T3-5-25

The tilt angle of swash plate (7) is changed by piston
(8) movement to select the travel mode.
Slow Speed Mode

1. When the travel mode switch is in the SLOW po-
sition, the MC (main controller) does not send
signals to solenoid valve unit (SI) so that the pilot
pressure oil is not routed to pilot port (1). There-
fore, spool (3) is kept raised by spring (4).
2. Accordingly, the pressure oil does not act on pis-
ton (8), holding the swash plate angle to the
maximum and increasing the stroke of plunger
(6). Then, the travel motor rotates at slow speed.
T3-5-26

5
6 7 8
T1HH-03-05-005
1 - Pilot Port 3 - Spool 5 - Orifice 7 - Swash Plate

2 - Piston Control Shuttle Valve 4 - Spring 6 - Plunger 8 - Piston
T3-5-27

Fast Speed Mode

1. When the travel mode switch is in the FAST po-
sition, the MC sends signals to solenoid valve
unit (SI) in response to change in travel loads.
(Refer to the pages for the Travel Motor Swash
Angle Control in the SYSTEM / Control System
group.) Then, the pilot pressure oil is routed to
port (1), moving spool (3) downward.
2. The pressure oil in the high pressure motor port
(AM or BM) acts on piston (8) through orifice (5).
3. Piston (8) moves swash plate (7) so that the
swash plate (7) angle is reduced. Thereby, the
plunger (6) stroke is reduced, causing the travel
motor to rotate at fast speed.
T3-5-28

5 6 7 8
T1HH-03-05-007
1 - Pilot Port 3 - Spool 5 - Orifice 7 - Swash Plate

2 - Piston Control Shuttle 4 - Spring 6 - Plunger 8 - Piston
Valve
T3-5-29

ZAXIS370MTH
Travel speed is changed when tilt piston (5) moves At this time, the pressure oil from the control valve
and the swash angle of swash plate (3) is changed. is shut off by spool A (8) and the passage to tilt pis-
ton (5) is connected to the hydraulic oil tank.
Low speed (Swash angle: Large)
When the slow travel mode is selected, MC does Thus, the swash angle of swash plate (3) is main-
not send the signals to solenoid valve unit (SI), so tained at the larger side, the stroke of plunger (6) is
pilot pressure (7) is not supplied. larger and the flow to rotate the travel motor is more,
Spring force of spring (2) keeps spool A (8) in travel so that the travel motor rotation is at slow speed.
speed shift valve (1) the neutral position. (Refer to SYSTEM/ Control System group on Con-
trol Circuit)
9 7 8 1 2
Travel Speed Shift Valve
5 6
To Hydraulic
Oil Tank
4 3
From
Control Valve
T1HH-03-05-001
1 - Travel Speed Shift Valve 4 - Ball 6 - Plunger 8 - Spool A

2 - Spring 5 - Tilt Piston 7 - Pilot Pressure (From 9 - Spool B
Solenoid Valve Unit (SI))
3 - Swash Plate
T3-5-30

High Speed (Swash Angle: Small)
When the fast travel mode is selected, in response
to the travel load MC sends the signals to solenoid
valve unit (SI).
When pilot pressure (7) from solenoid valve unit
(SI) is supplied to travel speed shift valve (1), pilot
pressure (7) is routed to chamber (a) through the
circumference of spool B (9), and moves spool A (8)
to the right. Thereby, the pressure oil from the main
control valve is routed to tilt piston (5) through the
circumference of spool A (8).
Thus, the tilt piston pushes swash plate (3) making
the swash angle smaller. Consequently, the travel
motor rotates at fast speed.
(Refer to SYSTEM/ Control System group/ Valve
Controls on Control Circuit.)
9 a 7 8 1 2
Travel Speed Shift Valve
5 6
From Travel Speed

Control Vavle
4 3
From
Control Valve
T1HH-03-05-002
1 - Travel Speed Shift Valve 4 - Ball 6 - Plunger 8 - Spool A

2 - Spring 5 - Tilt Piston 7 - Pilot Pressure (From So- 9 - Spool B
lenoid Valve Unit (SI))
3 - Swash Plate
T3-5-31

PARKING BRAKE K
ZAXIS330, 330LC, 350LC, 350LCN, 350H, 350LCH Reducing Valve

The parking brake is a wet type multi-disc brake. This Spool CB
brake is a negative type which is released only when
brake release pressure oil (K) is routed into the brake Drain
piston chamber. Unless the travel function is operated,
the parking brake is automatically applied.
The friction plates and the plates are splined to the
drive disc and the travel motor housing, respectively.
The disk spring pushes the piston, then the parking
brake is applied after the friction plates come in con-
tact with the plates.
G AM I Shuttle BM T137-03-02-009
Releasing Brake: Valve
When a travel lever is operated, pressure oil from
the main pump is routed to port AM or BM in the
When Brake is Released:
travel motor via the control valve. K M
This pressure oil is also routed to chamber (G) at
the end of travel brake valve spool CB. At the same
time, this pressure oil is supplied via the shuttle
valve as brake release pressure oil (K). As long as
oil pressure in chamber (G) is low, parking brake
release pressure oil (K) is blocked by spool CB.
When oil pressure in chamber (G) increases, spool
CB moves to the right, allowing parking brake re-
lease pressure oil (K) to flow into parking brake
chamber (M) via notch (I) on the travel brake valve T140-03-02-007
spool CB and the reducing valve at which pressure When Brake is Applied: Friction
is reduced. Plate Plate
Applying Brake:
When motor drive pressure decreases, parking M
brake chamber (M) is opened to the drain circuit via
the orifice in the reducing valve.
Accordingly, the piston is pushed to the right by the Disc
Spring
disc spring so that the friction plates and plates
come in contact with each other, applying the park-
ing brake. Piston
T140-03-02-006
Housing Drive
Disc
T173-03-05-002
T3-5-32

(Blank)
T3-5-33

The parking brake is a wet-type multi disc brake. The
brake is a negative type so that it is released only
when the brake release pressure oil is routed into the
brake piston chamber. The parking brake is auto-
matically applied unless the travel function is oper-
ated. The friction plates and the plates are splined to
the rotor and the housing, respectively.
Releasing Brake Applying Brake

1. When the travel lever is operated, the pressure 1. When the travel lever is returned to neutral, the
oil from the main pump is routed to port AM or counterbalance spool in the travel brake valve is
BM through the control valve. returned to neutral.
2. This pressure oil shifts the counterbalance valve 2. Then, the pressure oil acting on the brake piston
spool and acts on the brake piston via the notch is returned to the drain circuit via the orifice.
on the spool. Therefore, the brake piston is slowly pushed
3. Then, the brake piston is pushed against the disc back by the disc spring.
spring, allowing the plates and friction plates to 3. Consequently, the spring force is applied to the
be freed each other so that the brake is released. plates engaging on the outer diameter of the ro-
tor and the friction plates engaging on the inner
diameter of the housing via the brake piston, se-
curing the rotor outer diameter by friction be-
tween the friction plates and the plates.
T3-5-34

When Applying Brake: When Releasing Brake:

Friction Plate Friction Plate
Plate Plate
Disc Spring
Disc Spring Brake Piston Brake Piston
Orifice
To Brake Piston
Counterbalance
Spool
Port BM Port AM
T1HH-03-05-006
T3-5-35

ZAXIS370MTH
The parking brake is a negative type which is re-
leased only when the pilot pressure oil is routed into
brake piston chamber (M). Unless the travel function
is operated, the parking brake is applied. Friction
plates and plates are splined to the rotor and the
casing, respectively.
Spring pushes piston, then the parking brake is ap-
plied after friction plates come in contact with the
plates.
Spring Piston Plate

M
Friction Plate
Casing
Rotor
T16J-03-05-003
T3-5-36

Releasing Brake:
When a travel lever is operated, pressure oil from Spring
the main pump is routed to the travel motor via the
control valve.
This pressure oil flows into parking brake chamber
(M) to release the parking brake. After separating
the friction plates from the plates.
M
Piston
Friction
Plate
Plate
Casing
Rotor
T111-03-04-008
Applying Brake:
Spring
When motor drive pressure decreases, the friction
plates and plates come in contact with each other,
applying the parking brake. The pressure oil in
brake chamber (M) flows back to the hydraulic oil
tank.
M
Piston
Friction
Plate
Plate
Casing
Rotor
T111-03-04-007
T3-5-37

(Blank)
T3-5-38

COMPONENT OPERATION / Others (Upperstructure)
PILOT SHUT-OFF VALVE
The pilot shut-off valve is a manually operated switch
valve. The spool in the pilot shut-off valve is rotated by Section Z-Z
moving the pilot control shut-off lever to turn the pilot
oil flow to the pilot valves ON or OFF.
Valve Operation with Pilot Control Shut-Off Lever

in LOCK Position
The pilot shut-off valve is closed so that pressure oil
from the pilot pump does not flow to the pilot valve,
but it is routed to the shockless valve.
Pilot oil on the pilot valve side is routed to the
hydraulic oil tank. Even if the control levers (front From
To Shockless
attachment / travel) are operated, the pilot valves do Valve Pilot Pump T178-03-07-002
not operate.
Valve Operation with Pilot Control Shut-Off Lever

in UNLOCK position
The pilot shut-off valve is opened, and the return
passage is blocked so that pressure oil from the pilot
pump flows to the pilot valves and the solenoid valve
unit. Then, when a control lever (front attachment /
travel) is operated, the pilot valves operate.
A2 A1
Z
T1 T2 A3 A4 T4
T3 P
NOTE: The picture indicates that the

shut-off valve is turned OFF.
A5 T178-03-07-003
A1 - To Travel Pilot Valve A4 - To Solenoid Valve Unit T1 - From Travel Pilot Valve T4 - To Hydraulic Oil Tank
A2 - To Left Pilot Valve A5 - To Shockless Valve T2 - From Left Pilot Valve
A3 - To Rightt Pilot Valve P - From Pilot Pump T3 - From Right Pilot Valve
T3-6-1

SHOCKLESS VALVE
1 2 3 4 5
Beside the shockless valve, a check valve, pressure
sensor (arm roll-in), pressure sensor (boom raise),
and pressure sensor (swing) are provided in the
shockless valve block.
The shockless valve regulates the return oil from the
control valve spool to the pilot valve, preventing
abrupt and rapid movement of the respective control
valve spools.
The shockless valve regulates the secondary pilot 6
pressure oil for the arm roll-in operation.
T1HH-03-06-001
1 - Pressure Sensor 4 - Pressure Sensor

(Arm Roll-In) (Boom Raise)
2 - Shockless Valve 5 - Pressure Sensor
(Swing)
3 - Check Valve 6 - Check Valve
Check Valve
When a control lever is moved, the pilot valve
delivers pilot oil pressure to the control valve. From Pilot To Control
When pilot oil pressure is low immediately after the Valve Valve
control lever is moved, pilot pressure oil is routed to
the control valve spool via the orifice and spool.
After pilot oil pressure increases, the check valve is
unseated.
T173-03-06-002
Orifice Spool
Check Valve
Pilot return oil from the control valve spool flows From
back to the hydraulic oil tank via the spool and To Pilot
Control
Valve
orifice. When the return oil flow rate increases and Valve
oil pressure on the pilot valve side increases, the
spool is returned in response to the pressure
increase on the pilot valve side, regulating the
return oil flow rate.
T173-03-06-003
Orifice Spool
T3-6-2

Warm-Up Circuit
When the pilot shut-off valve is closed (in the LOCK
position), the pilot pressure oil from the pilot pump
flows through the pilot shut-off valve, and is routed to
the shockless valve.
Then, the pilot pressure oil is restricted, and is
heated by the orifice provided at the inlet port of the
shockless valve. As the warmed up pilot oil is then
routed to the shockless valve and pilot valve, the
components in the pilot system are warmed.
Shockless Valve
To Pilot Valve To Control Valve
Orifice
From Pilot Pump
Pilot Shut-Off
T1HH-03-06-002
Valve
(Lock Position)
T3-6-3

SOLENOID VALVE UNIT
The solenoid valve unit controls the control valve,
travel motor swash angle control servo piston, and
pump regulator by delivering pilot signal pressure oil
in response to electrical signals from the MC.
The solenoid valve unit consists of 3 proportional
solenoid valves (SC, SI, and SG.). (Refer to the
Control System and Electrical System group in the
SYSTEM section.)
SC
SC : Controls the arm regenerative valve in the
control valve.
SI : Controls the travel speed shift valve. SI
SG : Increases the set relief pressure of the main SG
relief valve in the control valve.
T1HH-01-02-008
T3-6-4

Proportional Solenoid Valve
The proportional solenoid valve is controlled by a
current signal from the MC, and delivers the oil
pressure in proportion to the current signal value.
When in neutral:
Spool (1) is pushed to the right by spring (2),
opening delivery port S to tank port T.
When activated:
Solenoid (3) pushes spool (1) to the left with force
in proportion to the current signal which flows
through solenoid (3). Then, pilot pressure oil is
routed from port P to delivery port S so that
pressure in delivery port S increases.
Pressure in delivery port S acts on the stepped
flanges in section (a). Due to the difference in area
of the flanges, spool (1) is pushed to the right.
When pressure force to push spool (1) to the right
increases more than solenoid (3) force to push
spool (1) to the left, spool (1) is returned to the right
side, closing the passage between delivery port S
and port P so that pressure in delivery port S stops
increasing.
T S P 1 2 3
T107-02-07-005
1 - Spool 2 - Spring 3 - Solenoid
T3-6-5

TORQUE CONTROL SOLENOID VALVE,
PUMP 2 FLOW RATE CONTROL
SOLENOID VALVE
ST
The torque control solenoid valve and the pump 2 flow
SB
rate control solenoid valve are placed at the top of the
pilot filter.
ST: Controls the pump regulator.

(Speed Sensing Control)
SB: Controls the pump regulator.
(Pump 2 Flow Rate Control)
The torque control solenoid valve supplies torque Pilot Filter

control pressure Pps to the regulators of pump 1
and pump 2, reducing the pump delivery flow.
The pump 2 flow rate control solenoid valve
reduces the pump control pressure to the regulator
of pump 2, controlling the maximum limit of the T1HH-03-06-003
pump 2 delivery flow.
Operation:
1. In the neutral position, port P is connected to the
output port via the notch on the spool.
2. When the current from MC (Main Controller)
flows to the solenoid, the solenoid pushes spring
1.
3. As spring 1 pushes the spool, the output port is
connected to port T via the notch on the spool,
reducing the pressure in the output port.
4. The left diameter (A) is larger than the right
diameter (B) of the spool notch, so the spool is
moved back to the left.
5. When the notches on the spool and the sleeve
come in contact with each other, the spool stops
moving and the pressure in the output port stops
decreasing.
T3-6-6

At Neutral Position:
Solenoid Spring 1 Spring 2 Sleeve Spool
T176-03-01-030
A Port P Port T B
Output Port
At Operating Position:
Solenoid Spring 1 Spring 2 Sleeve Spool
T176-03-01-031
A Port P Port T B
Output Port
T3-6-7

HOLDING VALVE
(Only on the machines equipped with the
corresponding optional parts.)
The holding valves function to hold the front

attachment in position if any hose for the front
attachment is punctured accidentally. The holding
valves are attached to the bottom side of the boom Chamber a Passage c Passage b
cylinder, the rod side of the arm cylinder, and the rod
side of the positioning cylinder.
NOTE: The following explanation will be made
about the holding valve for the boom
cylinder as an instance.
Holding valve operation when the control lever is in

neutral.
Pilot
1. Because the pilot pressure Pi does not act on the Pressure
spool, the spool remains in neutral. Pi
2. The cylinder-holding pressure at the cylinder port Port B Spool
B is applied to the poppet and to the spool
Port A Poppet Passage a
through passage c. To the Spool
3. The cylinder-holding pressure, after passing in the Control T178-03-07-006
Valve
through passage c, is blocked by the spool. The
pressure in the chamber a is applied to the spool
through passage c, but not transmitted to
passage a by blocking with the spool.
4. As a result, the cylinder pressure at cylinder port
B is maintained unchanged. Therefore, even if
any hose at the front attachment is punctured,
the front attachment is held in position to avoid
unintended lowering.
T3-6-8

X Section X-X Passage a
Passage b
Spool
Passage c
Chamber a
Poppet
Port A Port B
X
T178-03-07-008
T3-6-9

Holding valve operation when the boom lower
control lever is operated The Boom Lower Control Lever: Half Stroke or less
1. When moving the boom lower control lever at half
stroke or less, the pilot pressure Pi acts on the Chamber a Passage c Passage b Relief
spool, and makes the spool move to the orifice B Valve
position.
2. At this time, the spool blocks passage B, so that
the poppet is pushed against the seat.
3. As a result, the pressurized oil from the port B Orifice A
flows through passages c and a in order to lower
Poppet
the boom.
4. When moving the boom lower control lever at half
stroke or more, the pilot pressure Pi acts on the
Pressure
spool, and makes the spool shift to the orifice C Pi
position.
5. Then, passages b and a are connected through Port B
Spool
orifice C. At this time, an oil passage, from port B Port A
to orifice A to chamber a to passage b to orifice C To the Spool
to passage a to port A, is opened. in the Seat Passage a Orifice B
6. The oil from passage c is blocked by the spool, Control Valve T178-03-07-009
so that the oil does not flow into passage a.

7. The pressure in the chamber a lowers, and the
poppet rises accordingly, so that the return oil
from the cylinder port B flows into port A through
the poppet to lower the boom.
The Boom Lower Control Lever: Half Stroke or More
Chamber a Passage c Passage b Relief
Valve
Passage A
Orifice C
Pressure
Pi
Port B
Spool
Port A To the Spool Poppet Passage a

in the
Control Valve T178-03-07-007
T3-6-10

Section X-X
X Relief Valve
Passage a
Orifice B Spool
Pressure Pi
Orifice C Passage b
Passage c Chamber a
Spring
Orifice A
From Port B
Poppet
Port A Port B
X
T178-03-07-008
T3-6-11

PILOT RELIEF VALVE
The pilot relief valve has a pilot filter incorporated.
Pilot relief valve functions to regulate the pilot pump Pilot
pressure oil routed to port P to a set constant Relief Valve
pressure.
T1HH-03-06-003
EC MOTOR
Output Gear Output Shaft Worm Gear
The EC motor is used to control engine speed.
A worm gear is incorporated into the EC motor to
prevent a loss of synchronism from occurring. The EC
sensor is provided to detect the degrees of the EC
motor rotation to calculate the governor lever position.
(Refer to the Control System group in the SYSTEM
section.)
Motor
Sensor EC Worm T157-02-05-018
Gear Sensor Wheel
T3-6-12

COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
This bearing is a single-row shear ball-type bearing, The internal gear of inner race (3) engages with the
comprising outer race (1), inner race (3), balls (6), output shaft of the swing reduction gear.
supports (5), and seals (2), (4). Outer race (1) is
bolted to the upperstructure and inner race (3) is
bolted to the undercarriage.
T135-03-02-001
1 - Outer Race 3 - Inner Race 5 - Support 6 - Ball

2 - Seal 4 - Seal
T3-7-1

CENTER JOINT
The center joint is a 360p rotating joint. When the Hydraulic oil flows to the right and left travel motors
upperstructure is rotated, the center joint avoids via spindle (1) and the oil ports of body (2). Seals (3)
twisting of hoses and allows hydraulic oil to flow prevent oil leaks between spindle (1) and body (2) into
smoothly to or from the travel motors. Spindle (1) is adjacent passages.
attached to the main frame, and body (2) is bolted to
the swing center of the undercarriage.
To Left Travel To Right Travel To Left Travel To Right Travel

Motor (Reverse) Motor (Forward) Motor (Forward) Motor (Forward)
To Left Travel To Right Travel
To Left Travel To Right Travel
Motor (Forward) Motor (Reverse) Motor (Reverse)
Motor (Reverse)
1
Pilot Pressure Pilot Pressure
for Travel Speed Selection Drain for Travel Speed
Selection
Drain
Drain 3
Drain
: Forward
: Reverse
: Pilot Pressure
for Travel Speed Selection
T157-03-02-004
1 - Spindle 2 - Body 3 - Seal
T3-7-2

TRACK ADJUSTER
The track adjuster located on the side frame is
composed of spring (5) and adjuster cylinder (6).
Spring (5) absorbs loads applied to the front idler.
Adjuster cylinder (6) adjusts track sag.
Grease is applied through grease fitting into

chamber A of adjuster cylinder (6) as illustrated
below. The pressure of the grease pushes piston
rod (8) out and decreases track sag.
1
To increases track sag, loosen valve (1) 1 to 1.5 Grease Fitting
turns counterclockwise to release grease from
the track adjuster cylinder through the grease
discharge hole.
CAUTION: Do not loosen valve (1) quickly or

loosen too much since high-pressure grease
in the adjusting cylinder may spout out.
Loosen carefully, keeping body parts and
face away from valve (1).
Grease Discharge Hole
Never loosen grease fitting.
M104-07-119
1 2 3 4 a 5 6 7 8
T135-03-05-001
1 - Valve 3 - Washer 5 - Spring 7 - Flange

2 - Nut 4 - Spacer 6 - Adjuster Cylinder 8 - Piston Rod
T3-7-3

(Blank)
T3-7-4

MEMO

MEMO

Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-29-831-1162
SERVICE MANUAL REVISION REQUEST FORM
NAME OF COMPANY: MODEL:

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

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

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


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Consecutive Page Number for Each Group

SAFETY ALERT SYMBOL AND HEADLINE

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Group 2 Component Layout

Group 3 Component Specifications

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Model ZAXIS330 ZAXIS330LC ZAXIS350H ZAXIS350LCH

NOTE: H/P mode

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Model ZAXIS350LC ZAXIS350LCN

NOTE: H/P mode

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NOTE: H/P mode

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ZAXIS350LC, 350LCN (2-piece Boom)

Model ZAXIS350LC 2-piece Boom ZAXIS350LCN 2-piece Boom

NOTE: H/P mode

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Backehoe Face shovel (Reversed hoe bucket) M1HH-12-004

Model ZAXIS330, 330LC, 350H, 350LCH

NOTE: * The dimensions include the height of the shoe lug.

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Model ZAXIS350LC, 350LCN

Item Backhoe Backhoe Backhoe Backhoe

NOTE: * The dimensions include the height of the shoe lug.

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Backhoe Face shovel (Reversed hoe bucket) M1HH-12-005

Category 3.2 m (10 ft 6 in) H Arm

A: Maximum Digging Reach 11100 36 5 11330 37 2

B: Maximum Digging Depth 7270 23 10

C: Maximum Cutting Height 10360 34 0

D: Maximum Dumping Height 7240 23 9

E: Transport Height * 3380 11 1 3380 11 1

F: Overall Transport Length 10930 35 10 10930 35 10

G: Minimum Swing Radius 4490 14 9 4490 14 9

NOTE: * The dimensions include the height of the shoe lug.

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ZAXIS350LC, 350LCN (2-piece Boom)

Model ZAXIS350LC, 350LCN 2-piece Boom

Item Backhoe Backhoe Backhoe Backhoe

NOTE: * The dimensions include the height of the shoe lug.

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1 - Coolant Temperature 8 - Alternator Indicator 14 - Attachment Mode Indicator 19 - Auto-Idle/Acceleration

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NOTE: *Up to serial No.030652

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TRAVEL DEVICE TRAVEL DEVICE

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POSITIONING CONTROL VALVE

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Manufacturer ............................................... ISUZU

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Engine Control Dial Control Idle Speed-Up Control

Engine Control Dial: Set at 1500 min-1 or faster. Engine