LX80-7 TM

Vol. No.
T077E-01
TECHNICAL MANUAL
LX70-7
LX80-7
Applicable S/No. LX70-7:05101～
～
LX80-7:02101～
～
FOREWORD
We offer a wide variety of wheel loaders which have been enthusiastically welcomed by users all
over the world.
Models LX70-7 and LX80-7 , articulated type wheel loaders, are the latest products developed from
years of research and experience. To get the most of the loader, it is required that you become familiar
with its features, construction, operating and maintenance procedures.
This Service Manual explains the structure of the above loaders for service personnel and shop workers.
We hope it will be your reference guide during servicing jobs.
The descriptions and specifications described in this manual are subject to change without notice.
This Service Manual covers the following loader models:

LX70-7: #05101 and after
LX80-7: #02101 and after
(Empty page)
TABLE OF CONTENTS
0. SPECIFICATIONS ....................................................................................................................
SPECIFICATIONS 1
0.1 OUTER VIEWS ........................................................................................................................... 1
0.2 SPECIFICATIONS ....................................................................................................................... 4
1. ENGINE AND RELATED COMPONENTS ..................................................................

RELATED 7
1.1 ENGINE ........................................................................................................................................ 11
1.2 LUBRICATING SYSTEM .......................................................................................................... 11
1.3 COOLING SYSTEM ................................................................................................................... 12
1.4 FUEL SYSTEM ........................................................................................................................... 14
1.5 INTAKE AND EXHAUST SYSTEM ........................................................................................ 16
1.6 ELECTRICAL SYSTEM............................................................................................................. 18
1.7 ENGINE CONTROL UNIT ........................................................................................................ 20
2. POWER TRAIN ......................................................................................................................... 23

2.1 HST UNIT .................................................................................................................................... 25
2.1.1 HYDRAULIC DRIVE ........................................................................................................... 25
2.1.2 HST AND HST CHARGE CIRCUIT .................................................................................. 28
2.1.3 HST CONTROL .................................................................................................................... 31
2.2 HST PUMP ................................................................................................................................... 33
2.2.1 GENERAL DESCRIPTION ................................................................................................. 34
2.2.2 PUMP CONTROL ................................................................................................................. 40
2.2.3 FNR SOLENOID VALVE ..................................................................................................... 49
2.3 HST MOTOR ............................................................................................................................... 51
2.3.2 REGULATOR ........................................................................................................................ 57
2.3.3 DIRECTION CONTROL SOLENOID VALVE .................................................................. 59
2.3.4 FLUSH AND BOOST VALVES .......................................................................................... 59
2.3.5 MOTOR TILT-ROLLING SPEED CONTROL VALVE..................................................... 61
2.4 TRANSMISSION......................................................................................................................... 62
2.4.1 CLUTCH SHAFT .................................................................................................................. 66
2.4.2 TRANSMISSION CONTROL VALVE ............................................................................... 68
2.4.3 TRANSMISSION CIRCUIT ................................................................................................ 69
2.4.4 QUICK SHIFT SWITCH (QSS) ........................................................................................... 73
2.5 PROPELLER SHAFT .................................................................................................................. 75
2.6 DRIVE AXLES (FRONT AND REAR) ..................................................................................... 77
2.6.1 AXLE ..................................................................................................................................... 77
2.6.2 DIFFERENTIAL ................................................................................................................... 81
2.6.3 FINAL REDUCTION GEAR ............................................................................................... 83
2.7 WHEEL ASSEMBLY (TIRE AND WHEEL) ............................................................................ 85
2.7.1 TIRE ....................................................................................................................................... 85
2.7.2 WHEEL .................................................................................................................................. 85
3. BRAKE SYSTEM ..................................................................................................................... 87

3.1 SERVICE BRAKE ....................................................................................................................... 88
3.1.1 GENERAL DESCRIPTION (BRAKE LINE) ..................................................................... 88
3.1.2 BRAKE VALVE .................................................................................................................... 93
3.1.3 DISK BRAKE ........................................................................................................................ 97
3.1.4 BRAKE OIL TANK .............................................................................................................. 98
3.2 PARKING BRAKE ...................................................................................................................... 99
3.2 1 GENERAL DESCRIPTION (BRAKE LINE) ..................................................................... 100
3.2.2 PARKING BRAKE ELECTRIC CIRCUIT ......................................................................... 102
3.2.3 PARKING BRAKE SOLENOID VALVE ............................................................................ 105
3.2.4 DISK BRAKE ........................................................................................................................ 106
4. STEERING SYSTEM .............................................................................................................. 107

4.1 GENERAL DESCRIPTION ........................................................................................................ 107
4.2 OIL CIRCULATION ROUTES ................................................................................................... 109
4.3 STEERING WHEEL UNIT ......................................................................................................... 110
4.4 STEERING VALVE (ORBITROL) ............................................................................................. 111
4.5 PRIORITY VALVE ...................................................................................................................... 116
4.6 STEERING CYLINDER ............................................................................................................. 121
5. FRAME AND COCKPIT ........................................................................................................ 123

5.1 FRAME ......................................................................................................................................... 123
5.2 CENTER HINGE PIN ................................................................................................................. 126
6. HYDRAULIC SYSTEM .......................................................................................................... 129

6.1 OIL CIRCULATION ROUTES ................................................................................................... 129
6.2 PUMP ............................................................................................................................................ 133
6.3 CONTROL VALVE ..................................................................................................................... 137
6.3.2 OPERATION ......................................................................................................................... 140
6.3.3 RELIEF VALVE .................................................................................................................... 144
6.4 VALVE CONTROLS ................................................................................................................... 147
6.5 OIL TANK .................................................................................................................................... 149
7. LOAD HANDLING SYSTEM .............................................................................................. 151

7.1 BOOM, BELLCRANK AND BUCKET .................................................................................... 152
7.1.2 BUCKET ................................................................................................................................ 155
7.1.3 BUCKET LEVELER ............................................................................................................. 156
7.1.4 BOOM KICKOUT (OPTION) .............................................................................................. 157
7.2 CYLINDERS ................................................................................................................................ 158
7.2.1 BOOM CYLINDER .............................................................................................................. 158
7.2.2 BUCKET CYLINDER .......................................................................................................... 158
7.3 ANTI-PITCHING SYSTEM (APS) [OPTION] ......................................................................... 163
8. ELECTRIC SYSTEM ............................................................................................................. 169

8.1 LIGHTING UNIT ......................................................................................................................... 169
8.2 METERS AND SWITCHES ....................................................................................................... 170
8.2.1 OPERATING STATUS MONITORS (CLUSTER METER UNIT) ................................... 170
8.2.2 LIGHTING SWITCH AND TURN SIGNAL SWITCH ..................................................... 172
8.3 LOCATION OF RELAYS ........................................................................................................... 173
8.4 ELECTRIC CIRCUIT DIAGRAM ............................................................................................. 174
(Empty page)
0. SPECIFICATIONS
0. SPECIFICATIONS
SPECIFICATIONS
0.1 OUTER VIEWS
(L13 -3 and LX70 -7 with awning)
Unit: mm [in.]
Fig. 0.1 Outer Views (L13-3 and LX70-7 with awning)
-1-
0. SPECIFICATIONS
(L16 -3 and LX80 -7 with awning)
Unit: mm [in.]
Fig. 0.2 Outer Views (L16-3 and LX80-7 with awning)
-2-
0. SPECIFICATIONS
(L16 -3 and LX80-7 with steel cab)
Unit: mm [in.]
Fig. 0.3 Outer Views (L16 -3 and LX80-7 with steel cab)
-3-
0. SPECIFICATIONS
0.2 SPECIFICATIONS
SPECIFICATIONS
Loader model L13-3, LX70-7 L16-3, LX80-7
Type Front-end articulated loader with diesel engine
Performance
Bucket capacity, heaped m3 [y3] 1.3 [1.7] 1.6 [2.1]
Breakout force, bucket cylinder kN {kgf} [lbf] 61.7 {6300} [13892] 79.4 {8100} [17861]
SAE rated operating load, full turn kg [lbs] 2080 [4586] 2560 [5645]
Rising time, full load s 5.0 5.6
Lowering time s 3.0 3.0
Bucket dumping time s 1.0 1.2
Travel speed, fwd 1st km/h [mph] 12.5 [7.8] 12.5 [7.8]
fwd 2nd km/h [mph] 34.5 [21.4] 34.5 [21.4]
rev 1st km/h [mph] 12.5 [7.8] 12.5 [7.8]
rev 2nd km/h [mph] 34.5 [21.4] 34.5 [21.4]
Max. traction force kN {kgf} [lbf] 58.8 {6000} [13230] 71.6 {7300} [16097]
Gradeability, fwd 1st 25° incline 25° incline
Min. turning radius
outermost part of bucket mm [in.] 5215 [205.3] 5470 [215.4]
center of outermost wheel mm [in.] 4440 [174.8] 4690 [184.6]
Dimensions
Overall length, bucket on ground mm [in.] 6085 [239.6] 6360 [250.4]
in carry position mm [in.] 6115 [240.7] 6370 [250.8]
Overall width, loader body mm [in.] 2180 [85.8] 2320 [91.3]
bucket mm [in.] 2340 [92.1] 2480 [97.6]
Overall height, tail pipe mm [in.] 2900 [114.2] 2995 [117.9]
(top of awning for L13-3, LX70-7;
top of steel cab for L16-3, LX80-7) mm [in.] 3060 [120.5] 3150 [124.0]
Overall operating height,
bucket fully raised mm [in.] 4530 [178.3] 4685 [184.4]
Wheelbase mm [in.] 2600 [102.4] 2725 [107.3]
Tread, front wheels mm [in.] 1725 [67.9] 1820 [71.7]
rear wheels mm [in.] 1725 [67.9] 1820 [71.7]
-4-
0. SPECIFICATIONS
L13-3, LX70-7 L16 -3, LX80-7

Rear overhang angle ° 32 35
Min. ground clearance, center hinge pin mm [in.] 365 [14.4] 375 [14.8]
Bucket hinge pin height mm [in.] 3515 [138.4] 3615 [142.3]
Dumping height, at 45° discharge angle mm [in.] 2710 [106.7] 2750 [108.3]
Reach, at 45° discharge angle mm [in.] 1000 [39.4] 1020 [40.2]
Bucket roll angle, in carry position ° 48 48
Bucket dumping angle,
bucket fully raised ° 48 48
Towing pin height mm [in.] 980 [38.6] 1090 [42.9]
Weight
Weight of the loader kg [lbs] 6410 [14134] (w/awning) 8030 [17706] (w/awning)
6680 [14729] (w/steel cab) 8300 [18302] (w/steel cab)
-5-
0. SPECIFICATIONS
NOTE
-6-
1. ENGINE AND RELATED COMPONENTS

RELATED
1.1 ENGINE
1. General Description
The engine mounted on this loader is a 4-cycle, water-cooled, overhead valve, in-line, direct injection
type diesel engine with a turbocharger.
The engine is mounted at the rear of the loader and its power is transmitted through the flywheel,
coupling gear, and hub, into the HST pump.
-7-
Engine model Isuzu BB-4BG1T for L13-3, LX70-7

Isuzu DD-4BG1T for L16-3, LX80-7
Type 4-cycle, water-cooled, overhead valve, in-line, direct
injection type with turbocharger
Number of cylinders – bore x stroke 4 – 105 mm x 125 mm [4.13 in. x 4.92 in.]
Total displacement 4.329 L [264.2 in.3]
Compression ratio 18
Engine performance
Rated speed 2100 rpm for L13-3 , LX70-7
2200 rpm for L16-3 , LX80-7
Rated output 64.7 kW {88.0 ps} for L13-3 , LX70-7
80.9 kW {110.0 ps} for L16-3, LX80-7
Maximum torque 314 N-m {32.0 kgf-m} [231.5 lbf-ft] for L13-3, LX70-7
363 N-m {37.0 kgf-m} [267.6 lbf-ft] for L16-3, LX80-7
Fuel consumption at rated point 253 g/kWhr {186 g/pshr} for L13-3 , LX70-7
257 g/kWhr {189 g/pshr} for L16-3 , LX80-7
Dry weight 375 kg [826.9 lbs]
Dimensions (overall length x
overall width x overall height) 925.7 mm x 707 mm x 855 mm [36.4 in. x 27.8 in. x 33.7 in.]
Firing order 1–3–4–2
Rotational direction Clockwise when viewed from cooling fan side
Starting aids Glow plug
Engine stopping method Key switch
Unload max. speed
(when separately measured) 2300 rpm for L13-3 , LX70-7
2500 rpm for L16-3 , LX80-7
Unload min. speed
(when separately measured) 1000 rpm
Allowable tilting angle 35° in four directions when viewed from flywheel
Maintenance data
Valve opening and closing time Opening Closing
Intake valve 19° before TDC 47° after BDC
Exhaust valve 57° before BDC 15° after TDC
Valve clearance Intake valve (cold): 0.4 mm [0.016 in.]

Exhaust valve (cold): 0.4 mm [0.016 in.]
Injection timing 9° before TDC
Injection start pressure 18.1 MPa {185 kgf/ cm2} [2613 psi]
Compression pressure 3.04 MPa {31 kgf/ cm2} [441 psi] at 200 rpm
Note: For the maintenance of the engine proper, see the Work Shop Manual for Isuzu Industrial Diesel
Engines AA-4BG1T, BB-4BG1T (No. IDE-2370) published by Isuzu Motors Limited.
-8-
2. Outer views
1. WATER PUMP
2. AIR BREATHER
3. ALTERNATOR
4. OIL DIPSTICK
5. OIL PAN
6. TURBOCHARGER
7. EXHAUST MANIFOLD
8. OIL FILLER CAP
9. STARTER MOTOR
10. FLYWHEEL HOUSING
11. NOZZLE HOLDER

12. INLET MANIFOLD
13. OIL FILTER
14. OIL PRESSURE SWITCH
15. FUEL FILTER
16. WATER SEDIMENTER
17. INJECTION PUMP
18. FEED PUMP
19. COOLING FAN
Note: The above sketches show the engine mounted on the L13-3 and LX70-7 . The structure of the
engine mounted on the L16-3 and LX80-7 is almost the same.
Fig. 1.1 4BG1T Diesel Engine
-9-
3. Engine Mounting
The engine is connected to the drive unit and supported by the rear frame at 4 points on the right and
left sides, with mounting rubbers at both sides of the cylinder body.
Note: 42 to 48 N-m {4.3 to 4.9 kgf-m} [31 to 35 lbf-ft]

235 ± 24.5 N-m {24 ± 2.5 kgf-m} [174 ± 18.1 lbf-ft]
1. ENGINE 5. PLATE 9. EYE JOINT

2. BRACKET 6. BRACKET 10. HOSE
3. CUSHION RUBBER 7. PACKING 11. PLUG
4. (REAR FRAME) 8. EYE BOLT 12. ADAPTER
Fig. 1.2 Mounting of Engine
- 10 -
1.2 LUBRICATING SYSTEM

LUBRICATING
Lubrication Forced circulation method

Lubricating pump Gear pump driven by the camshaft
Filtration Full-flow filter paper type
Cooling Built-in cooling system
Oil pressure adjuster Piston and spring type
Lubricating oil capacity 13 L [3.4 U.S. gal.]
The engine parts are lubricated by forced circulation method by the oil pump. The engine oil picked
up from the oil pan by the oil pump and directed under pressure, passing through the oil filter and the oil
cooler, to the oil gallery from which the engine oil is delivered to each section for lubrication, before
returning back into the oil pan.
The occurrence of an abnormal engine oil pressure is monitored by both the oil pressure switch and
the oil filter clogging warning switch and displayed by way of the “Engine oil pressure” warning light
of the cluster meter on the dashboard.
OIL PRESS.
MAIN FILTER OIL COOLER WARNING LAMP
RELIEF VALVE
OIL PRESS.
RELIEF VALVE SWITCH
Relief press: 98 kPa 441 kPa {4.5 kgf/cm 2}
[64.0 psi]
{1 kgf/ cm2} [14 psi]
PRESS.
REG. VALVE OIL GALLERY
686 kPa 196 kPa
{7.0 kgf/ cm 2} {2.0 kgf/ cm 2 }
[21.3 psi] [28.4 psi]
PRESS. CRANK CAMSHAFT INJECTION
OIL PUMP TIMING TURBO-
PRESS. REG. VALVE DRIVE
REG. VALVE JOURNAL JOURNAL PUMP GEAR GEAR CHARGER
ROCKER TIMING
OIL PISTON CRANK PIN ARM GEAR
PUMP RING CASE
TAPPET
OIL PAN
Fig. 1.3 Schematic Diagram of Engine Lubricating System
- 11 -
1.3 COOLING SYSTEM
Cooling Water-cooled type

Cooling fan
Type Pusher type, 550 mm [21.7 in.] dia., 7-bladed
Driving Belt driven
Water pump Belt-driven volute pump
Water thermostat
Type Wax-pellet type
Temp. at which valve starts opening 82°C [180°F]
Temp. at which valve fully opens 95°C [203°F]
Radiator
for engine Corrugated fin (Wavy)
for oil cooler working oil Corrugated fin (Wavy)
cap working pressure 49 kPa {0.5 kgf/ cm 2} [7.11 psi]
dry weight Approx. 65 kg [143 lbs]
Cooling water capacity 23 L [6.08 U.S. gal.] (total capacity)
RADIATOR RESERVOIR
OPEN THERMOSTAT CLOSE THERMOSTAT HOUSING
CYLINDER HEAD
RADIATOR
OIL COOLER
CYLINDER BODY/ OIL

COOLER CHAMBER
COOLING FAN
WATER PUMP
Fig. 1.4 Schematic Diagram of Engine Cooling System
- 12 -
View looking from A
COOLING WATER
OUTLET
COOLING WATER
INLET
Note: 90 N-m {9 kgf-m} [65 lbf-ft]

230 N-m {24 kgf-m} [174 lbf-ft]
20 N-m {2 kgf-m} [15 lbf-ft]
40 N-m {4 kgf-m} [29 lbf-ft]
1. FAN GUARD 5. RADIATOR

2. DRAIN COCK 6. PLATE
3. UPPER HOSE, 7. LOWER HOSE,
RADIATOR RADIATOR
4. RESERVOIR TANK 8. HOSE
Fig. 1.5 Engine Cooling System
- 13 -
1.4 FUEL SYSTEM
L13 -3, LX70-7 (BB-4BG1T) L16-3, LX80 -7 (DD-4BG1T)

Injection pump Bosch type (line)
Injection nozzle Porous type
Fuel feed pump Plunger type (with manual pump)
Fuel filter Filter paper type
Governor
Governing Centrifugal, all-speed control
(RSV type)
Lubrication Forced circulation
Fuel tank capacity 130 L [34.3 U.S. gal.] 155 L [41.0 U.S. gal.]
The fuel feed pump draws fuel from the fuel tank through the water sedimenter and sends it under
pressure, passing through the fuel filter, to the injection pump. The fuel is then distributed to the injection
nozzle and injected into the cylinder.
Feed line
Return line
1. FUEL TANK 4. FUEL FILTER 7. OVERFLOW VALVE

2. WATER SEDIMENTER 5. INJECTION PUMP 8. OVERFLOW VALVE
3. FEED PUMP 6. INJECTION NOZZLE
Fig. 1.6 Schematic Diagram of Engine Fuel System
- 14 -
2. Fuel T ank
Tank
The fuel tank is welded to the inside of the rear part of the rear frame, with its fuel hoses (suction and
return) connected to the engine.
The fuel tank is equipped with a fuel level sender unit which displays the fuel level on the fuel meter
of the dashboard.
from INJECTION PUMP

to WATER SEDIMENTER (FUEL FEED PUMP)
1. FUEL SENDER UNIT 6. BREATHER HOSE 11. COCK
2. FUEL HOSE, SUCTION 7. STRAINER 12. PLUG
3. FUEL HOSE, RETURN 8. CAP 13. NIPPLE
4. REAR FRAME 9. COVER 14. PLATE
5. FUEL TANK 10. SPRING
Fig. 1.7 Engine Fuel System
- 15 -
1.5 INTAKE AND EXHAUST SYSTEM

INTAKE
L13 -3, LX70-7 (BB-4BG1T) L16-3, LX80 -7 (DD-4BG1T)

Air cleaner Cyclone filter paper type (8”)
Muffler Porous separators
Turbocharger
Name TD04HL TD04H
Turbocharging Exhaust turbocharger
Lubrication Forced circulation, oil cooled
The intake system of the engine is designed so that the outside open air is drawn through the air
cleaner into the inlet manifold. The air cleaner is equipped with a dust indicator. The element needs to
be cleaned when the warning light comes on.
The exhaust system is designed so that the exhaust gas from the exhaust manifold is passed through
the muffler where the pressure and temperature of the exhaust gas are lowered, and discharged through
the tail pipe into the atmosphere.
Be careful not to touch the muf fler or exhaust manifold since they are hot when the engine is
muffler
running or for a while after it is shut off; otherwise you might burn your hand.
T urbochar
urbochargerger
It is possible to attain high engine output by sending highly compressed air into the cylinders on the
intake stroke to increase air supply, thus increasing the quantity of fuel to be injected. To achieve this
purpose, the L13-3, LX70 -7, L16-3 and LX80-7 are equipped with an exhaust-driven turbocharger.
The turbocharger’s exhaust gas inlet is connected to the exhaust manifold. The exhaust gas rotates
the turbine wheel at a high speed, before being routed through the exhaust gas outlet into the muffler.
Therefore, the impeller, mounted on the opposite end of the same shaft as the turbine, also rotates at
a high speed to compress the air drawn through the air cleaner and sends it to the intake manifold.
- 16 -
Detail of band fixing area
Note: The sketch shows the intake and exhaust

system of the L13-3 and LX70-7. The
structure of the intake and exhaust system
Note: 24 N-m {2.4 kgf-m} [17.4 lbf-ft] of the L16-3 and LX80-7 is the same.
Threaded area: LOCTITE#262 Note: The muffler band is tightened with the
nut (A) to 20 N-m {2 kgf-m} [14.5 lbf-
27 N-m {2.7 kgf-m} [19.5 lbf-ft]
ft] and secured with the lock nut (B).
Threaded area: LOCTITE#262 Note: Assemble the muffler bracket
91.2 N-m {9.3 kgf-m} [67.3 lbf-ft] Tighten each part temporarily. Assemble
them in the order of ,
using caution not to apply unnecessary
force on the muffler and tube.
1. TAIL PIPE 5. BRACKET 9. BRACKET

2. BAND 6. BRACKET 10. ENGINE
3. MUFFLER 7. AIR CLEANER HOSE 11. STAY
4. BRACKET 8. AIR CLEANER 12. SPACER
Fig. 1.8 Intake and Exhaust System
- 17 -
1.6 ELECTRICAL SYSTEM
Battery
Voltage and capacity 12 V, 52 Ah (5-hour rate) for L13 -3, LX70 -7
12 V, 55 Ah (5-hour rate) for L16 -3, LX80 -7
Quantity 2
Weight (per case) 16.3 kg [35.9 lbs] for L13-3 , LX70-7
18.3 kg [40.3 lbs] for L16-3 , LX80-7
Starter motor
Type Electromagnetic pinion-shift reduction type
Voltage and output 24 V, 4.5 kW
Alternator
Type AC type
Voltage and output 24 V, 50 A
Driving Belt-drive
Automatic charging regulator
Type IC regulator (integrated)
Cold starting aids Glow plug
Stopping device Fuel shut-off, stop motor type
1. Battery
Two batteries are housed inside two battery boxes, one for each, at the right and left sides of the rear
frame. When inspection of the battery unit is needed, open the battery box cover.
Danger!! Use due caution when handling the battery unit.

1. No fire. No spark. Never smoke or use fire or naked flame near the battery unit since flammable
gas is always released from the battery box.
2. The battery electrolyte is dilute sulfuric acid. It will cause painful and serious burns if it gets
on the skin. It can cause blindness if it gets into eyes. If electrolyte gets onto your skin, flush
of
offf with a copious amount of water and get medical help. If electrolyte gets into your eyes,
flush your eyes out with a copious amount of water and get to a doctordoctor..
- 18 -
2. Electric Circuit
For the electric circuit diagram of the engine, refer to “8.4 Electric Circuit Diagram.”
(1) General description

The engine cold starting aid is a glow plug.
If a cold engine won’t start, turn the starter switch to the “ON” position to energize the glow plug,
thus preheating the engine. Then, turn the starter switch to the “START” position to crank the
engine.
The engine stopping device is a fuel shut-off type which stops the engine when the starter switch is
turned to the “OFF” position. (Engine shut-off device)
For more information on the engine shut-off device, refer to “1.7 ENGINE CONTROL UNIT.”
(2) Starter switch

The starter switch has three positions: OFF, ON and START.
Engine Neutral Start

Unless the transmission control switch (shift lever) is in neutral, the engine won’t start.
This prevents the loader from moving unexpectedly when the starter switch is turned on.
OFF Terminal
ON
Position
START
OFF
ON
START
(REAR) (FRONT)
Fig. 1.9 Starter Switch
- 19 -
1.7 ENGINE CONTROL UNIT

1. Accelerator Pedal
The engine speed is controlled by operating the accelerator pedal.
When the accelerator pedal is pressed, the governor control lever of the engine is actuated through
the control cable so that an engine speed most suited to the working condition can be obtained.
6
7
10 8
9
4
C
11
12 A
2
1
Note: Adjust the accelerator cable and stopper in the order of , and :
Extend the threaded part of the cable as long as possible.
Run the engine at low rpm and adjust to have a play of 3 to 5 mm [0.12 to
0.2 in.] at part indicated by an asterisk ( ).
Run the engine at high rpm and make sure the pedal is close contact with
the stopper.
1. ACCELERATOR PEDAL 5. PEDAL COVER 9. STOPPER BOLT

2. CABLE 6. PEDAL 10. ROD
3. BRACKET 7. PIN 11. BELLCRANK
4. ENGINE 8. BRACKET 12. SPRING
Fig. 1.10 Accelerator Pedal
- 20 -
2. Engine Shut-of
Shut-offf Device
A diesel engine does not have any electric ignition device like a gasoline engine, so it cannot usually
be shut off simply by turning the main switch (starter switch) off.
For this reason, the wheel loaders have an engine shut-off device using a stop motor. When the
starter switch is turned to the “OFF” position, the engine stop motor actuates the governor stop lever to
cut off the supply of fuel to the injection nozzle, thus shutting off the engine.
1. GOVERNOR
2. GOVERNOR STOP LEVER
3. INJECTION PUMP
The stop motor, mounted on the rear frame, operates the governor stop lever with the wire attached to
the motor.
Fig. 1.11 Engine Shut-off Device

1.11
- 21 -
NOTE
- 22 -
2. POWER TRAIN
2. POWER TRAIN
The power train consists of the HST unit, transmission, propeller shafts, front axle, rear axle, and
tires.
Power from the engine is transmitted through the HST unit to the transmission where the rotational
speed is converted, and delivered, passing through the propeller shafts, to the front and rear axles.
The power transmitted to each axle is further sent through the wheel to the tire so that the loader
moves.
- 23 -
2. POWER TRAIN
The schematic diagram of the power transmission of the loader is given below.
Propeller
Front axle Front tires
shaft
Trans-
Engine HST unit
mission
Propeller
Rear axle Rear tires
shaft
HST PUMP
ENGINE
FRONT
AXLE
HST MOTOR
PROPELLER SHAFT
REAR AXLE
TRANSMISSION
PROPELLER SHAFT
FRONT TIRE REAR TIRE
Fig. 2.1 Power Train
- 24 -
2. POWER TRAIN
2.1 HST UNIT

2.1.1 HYDRAULIC DRIVE
Hydraulic drives convert engine power first to fluid power and then to mechanical power (linear or
rotational motion) which drives the wheels or other components. The fluid to be used is mineral hydraulic
oil. In this sense, you can call all hydraulic drives a type of hydrostatic transmission (HST). However,
the hydrostatic transmission (HST) generally means the kind of hydraulic drive that transmits only
rotational power.
Hydraulic drives are classified into two types: the hydrostatic type which uses pressure energy and
the hydrodynamic type which uses kinetic energy.
(1) Hydrodynamic Unit

The hydrodynamic unit uses kinetic energy
produced by fluid flowing at a high speed. The high-
speed, low-pressure fluid discharged from the
centrifugal pump, hits the turbine wheel blades to turn WHEEL
the turbine wheel and thus the turbine shaft, out of
which the rotational power is taken. The torque
converter is a typical hydrodynamic unit and is used PIPING
for wheel loaders and other vehicles.
Fig. 2.2
(2) Hydrostatic Unit
The hydrostatic unit uses high-pressure, low-speed
fluid (oil pressure). The pressure oil discharged from
the pump is sent to the hydraulic motor which is in PIPE LINE
turn rotated to transmit the power to the drive wheels. WHEEL
This kind of hydrostatic unit is called a hydrostatic ENGINE
transmission (HST). The HST pump and HST motor
form a closed loop; they are connected through the PUMP MOTOR
hydraulic lines so that the fluid flows between the

pump and motor. Since the fluid is non-compressive,
Hydro Static Transmission ...... HST
it acts as a rigid link that connects the pump to the
motor. This kind of unit is used for skid steer wheel
loaders and small-sized wheel loaders. Fig. 2.3
- 25 -
2. POWER TRAIN
2. Hydrostatic T ransmission (HST)

Transmission
The operating principle of the general hydrostatic transmission (HST) which uses a variable capacity
axial piston pump and motor for the HST pump and HST motor, respectively is given below.
(1) Operation of HST Pump

When the sliding surface of the swash plate is flat and positioned vertically, the system stands
neutral and no oil is discharged. Even if the drive shaft rotates, the suction and discharge of oil is
not performed, despite the rotation of the cylinder block.
Low-pressure oil PISTON

KIDNEY B
DRIVE SHAFT
PORT B
PORT A
TRUNNION
CYLINDER BLOCK MOVABLE SWASH PLATE

KIDNEY A
Fig. 2.4 Neutral
When the swash plate angle control lever is shifted to the left, the cylinder block turns enough to
pass beyond the kidney B to draw oil into the piston holes. When the cylinder block turns to pass
beyond the kidney A, pressure oil is discharged from the piston holes. When the cylinder block
turns continuously, oil is sucked through port B leading to the kidneys, being discharged through
port A.
The volume of oil to be sucked and discharged depends upon the piston stroke or the tilting angle of
the swash plate. The discharge volume of oil is reduced by reducing the tilting angle of the swash
plate and is increased by increasing the tilting angle.
Low-pressure oil SWASH PLATE ANGLE CONTROL LEVER

High-pressure oil
PISTON
KIDNEY B
DRIVE SHAFT
PORT B
INLET
OUTLET
PORT A
TRUNNION

KIDNEY A
Fig. 2.5 Pump Operation (1)
- 26 -
2. POWER TRAIN
As the swash plate angle control lever is shifted to the right, the oil flow is reversed. (the rotational
direction of the drive shaft remains the same.)
The oil is sucked through port A and discharged through port B.
Low-pressure oil SWASH PLATE ANGLE CONTROL LEVER

High-pressure oil KIDNEY B PISTON
DRIVE SHAFT
PORT B
OUTLET
INLET
PORT A
TRUNNION

KIDNEY A
Fig. 2.6 Pump Operation (2)
(2) Operation of HST Motor

The high-pressure oil from the pump flows through port A and kidney A to act on the piston in the
cylinder block and pushes it against the drive shaft.
The drive shaft then rotates together with the piston. The low-pressure oil discharged from the
piston flows through kidney B and port B.
In contrast, when the high-pressure oil from the pump flows through port B and kidney B, the drive
shaft rotates in reverse.
As the inclined shaft (drive shaft) angle θ becomes larger, the piston stroke increases so that the
drive shaft speed slows. In contrast, as the inclined shaft angle θ becomes smaller, the drive shaft
speed increases.
PISTON
Low-pressure oil
KIDNEY B
High-pressure oil
PORT B
OUTLET
INLET
PORT A
WHEEL
KIDNEY A CYLINDER BLOCK
DRIVE SHAFT
Fig. 2.7 Motor Operation
- 27 -
2. POWER TRAIN
2.1.2 HST AND HST CHARGE CIRCUIT

The HST and HST charge circuit consists primarily of an HST pump, HST motor, hydraulic oil tank,
HST charging pump, and HST filter.
The HST pump has a pump combination valves 1 and 2 and FNR solenoid valve.
The HST charging pump draws hydraulic oil from the hydraulic oil tank and sends it, passing through
the HST filter, to the low-pressure side of the circuit between the HST pump and HST motor. The
pressure oil is also used to cool the HST pump and HST motor. In addition, the pressure oil from the
HST charging pump serves also as the power source for tilt-controlling the HST pump.
The power from the engine drives HST pump directly and therefore the pressure oil from the HST
pump rotates the HST motor.
The output from the HST motor is transmitted in the order of the Hi-Lo transmission, propeller
shafts, axles, and tires.
The HST circuit is a closed circuit and works with a combination of the variable plunger pump and
the variable plunger motor to change the displacement volume in both the HST pump and the HST
motor, thus change the HST motor speed steplessly. In addition, when the traveling speed is accelerated
or slowed down or when the accelerator pedal is released, the HST brake (the power held during traveling
is transmitted in the order of the HST motor, HST pump, and engine to slow down the loader) can be
smoothly applied.
HST FILTER
PUMP
COMBINATION
VALVE 2
TRANSMISSION HST CHARGING MAIN/STEERING

CHARGING/ HST PUMP ENGINE
PUMP PUMP
BRAKE PUMP
PUMP
COMBINATION
VALVE 1
FNR SOLENOID
VALVE
HST
MOTOR
Hi-Lo
TRANS-
MISSION
FRONT REAR AXLE

AXLE
PROPELLER SHAFT
Fig. 2.8 HST Circuit
- 28 -
2. POWER TRAIN
(1) Neutral circuit

When the shift lever is in neutral, the FNR solenoid valve is kept in the neutral position. The pressure
oil from the HST charging pump.
Flows through the neutral circuit of the FNR solenoid valve and acts on the two servo pistons of the
HST pump. Since the two servo pistons are subjected to the oil pressure of the same magnitude, the tilt-
rolling piston of the HST pump won’t move into either the forward direction or the reverse direction so
that the pressure oil is not discharged from the HST pump. Therefore, the HST motor won’t rotate.
ENGINE
HST PUMP
HST CHARGING
FNR PUMP
SOLENOID
VALVE
HST PUMP HST MOTOR
SERVO
PISTON
Fig. 2.9 Neutral Circuit
- 29 -
2. POWER TRAIN
(2) Forward T ravel Circuit

Travel
When the shift lever is put in the forward position, the FNR solenoid valve moves to the left. The
pressure oil discharged from the HST charging pump is branched by the HST pump into two flows: One
flows through the throttle A and circuit Plo, through the FNR solenoid valve, and acts on one of the
servo pistons of the HST pump.
The other flow of pressure oil from the charge pump passes through the circuit Phi and FNR solenoid
valve and acts on the other servo piston.
The servo pistons function due to a pressure differential produced by the throttle A between the
circuit Phi and the circuit Plo.
The movement of each servo piston varies in proportion to the magnitude of the pressure differential
between the circuit Phi and the circuit Plo. The throttle B serves to widen the pressure differential
between the circuit Phi and the circuit Plo in proportion to engine rpm.
The pressure oil discharged from the HST pump flows, passing through the circuit A, to the HST
motor to rotate it, thus moving the loader in the forward direction.
When the loader travels in reverse, the FNR solenoid valve is switched over and the high-pressure oil
in the circuit Phi enters the servo piston opposite to that used for forward travel.
The HST pump swash plate tilt rolls in the direction opposite to that for forward travel so that the
pressure oil is discharged from the port opposite to that for forward travel, thus rotating the HST motor
in reverse.
ENGINE
HST PUMP HST

CHARGING
FNR PUMP
SOLENOID
VALVE
CIRCUIT Phi CIRCUIT Plo
THROTTLE B THROTTLE A
CIRCUIT B
HST
PUMP HST MOTOR
SERVO CIRCUIT A
PISTON
Fig. 2.10 Forward Travel Circuit
- 30 -
2. POWER TRAIN
2.1.3 HST CONTROL

The HST control unit is an electric type operated with the shift lever installed on the steering column.
When the shift lever is moved, the FNR solenoid valve of the HST pump is excited to change over
the discharge directions of the HST pump to determine the traveling direction of the loader.
Unlock
Lock
1. SHIFT LEVER
2. NEUTRAL LOCK
3. HAZARD SWITCH
4. TURN SIGNAL SWITCH LEVER
(SERVES ALSO AS LIGHTING SW)
Fig. 2.11 Shift Lever

2.11
- 31 -
2. POWER TRAIN
Directional control circuit

When the parking brake switch is turned off (released), the electric current from the #5 fuse flows,
passing through the parking brake switch, to the parking brake solenoid valve to operate it. (For the
operation of the parking brake, refer to “3.2 PARKING BRAKE.”)
The pressure oil from the transmission charging/brake pump flows through the parking brake solenoid
valve to the parking brake circuit to increase the circuit pressure, thus turning the parking brake
release pressure switch OFF.
As the parking brake release pressure switch is turned OFF, the excitation circuit of the FNR solenoid
valve earth relay is cut off so that the electric current from the #8 fuse won’t flow to the FNR
solenoid valve earth relay. Therefore, the FNR solenoid valve earth relay switch circuit is connected
to the earth.
When the shift lever is placed in the forward position, the FNR switch is switched over to the F
position.
The electric current from the #8 fuse is branched into two flows: One flows, passing through the #4
terminal of the FNR switch, to the FNR forward relay to excite it. The other flows, passing through
the FNR forward relay and FNR solenoid valve, to the FNR solenoid valve earth relay switch.
Since the FNR solenoid valve earth relay switch circuit is connected to the earth, the circuit is thus
completed to move the FNR solenoid valve to the forward position.
Therefore, the loader moves forward.
When the shift lever is placed in the reverse position, the FNR reverse relay is actuated and the
FNR solenoid valve is switched over to the reverse position. The other operations are the same as
in forward travel.
FNR SWITCH
FNR SOL
VALVE FNR FNR
EARTH FWD REV
RELAY RELAY RELAY
PARKING
BRAKE
SW
PARKING
BRAKE
RELAYS
(1, 2) FUSE BOX
PARKING BATTERY
BRAKE RELAY
RELEASE
PRESS.
SW
FNR SOL VALVE
PARKING BRAKE
SOL VALVE TRANSMISSION CHARGING/
BRAKE PUMP
Hi-Lo TRANSMISSION
Fig. 2.12 Directional Control Circuit
- 32 -
2. POWER TRAIN
2.2 HST PUMP
L13 -3 , LX70 -7 L16 -3, LX80 -7

Model PV22-741 PV22-742
Type Viable delivery piston
Driving Directly connected
to engine crankshaft
Discharge 0 to 69.8 cc/rev
Max. working pressure 38.7 MPa {395 kgf/ cm2} 39.2 MPa {400 kgf/ cm 2}
[5618 psi] [5689 psi]
(Relief valve pressure) 39.2 MPa {400 kgf/ cm2}
[Pressure differential] [5689 psi]
Control Automotive regulator control
Weight 93 kg [205 lbs]
HST charging pump Gear type
Note: For the specifications of the HST charging pump, refer to “6.2 PUMP.”
2 3 1
2
3
1
9
4
5
6
1 7
8
50 N-m {5 kgf-m} [36 lbf-ft]
137 N-m {14 kgf-m} [101 lbf-ft]
1. HST PUMP 4. PLUG 7. BOLT

2. FLYWHEEL COVER 5. “O”-RING 8. COUPLING
3. SOCKET BOLT 6. HUB 9. (HST CHARGING PUMP)
Fig. 2.13 HST Pump
- 33 -
2. POWER TRAIN
2.2.1 GENERAL DESCRIPTION

The HST pump is a swash plate type, variable delivery plunger pump which tilt-rolls in both directions.
The HST pump is equipped with two pump combination valves (1 and 2) and FNR solenoid valve.
The HST pump consists primarily of the shaft, plunger, cylinder block, servo pistons, and relief
valve (for charge circuit).
The pump combination valve 1 consists of a regulator, inching valve, cut-off valve, pump tilt-rolling
speed control valve, and FNR solenoid valve.
The pump combination valve 2 consists of a shuttle valve, relief valve (for forward travel), and relief
valve (for reverse travel).
The power led from the engine is transmitted directly to the HST pump shaft. The rotation of the
HST pump shaft is then transmitted through the coupling to the triple gear pump.
PUMP COMBINATION
VALVE 2 SERVO PISTON
HST PUMP
PORT B (OPPOSITE
SIDE: PORT A)
TRIPLE GEAR ENGINE

PUMP
PUMP COMBINATION
FNR SOL VALVE VALVE 1
SHOE
CYL. BLOCK PLUNGER PLATE SWASH PLATE
SHAFT
COUPLING
Sectional view X-X
Fig. 2.14 HST Pump (1)
- 34 -
2. POWER TRAIN
(HST PUMP)
10 11
13
12
14
Opposite side: 15
1
4
Right
Sectional view C-C
Front Rear
Left 16
Note: The numbers in the figure correspond to
those of the parts name shown on Page 36.
View looking from A View looking from B
14 4 3
6 6
13 12
Up Up
17 15
17
Right Left Left Right
Down Down
- 35 -
2. POWER TRAIN
1 2
3 4
5
INCHING PEDAL
6
7
9 10 11
12 13 14
to HST MOTOR
to HST MOTOR
HST PUMP
17 16 18 15
1. PUMP COMBINATION 6. FNR SOLENOID VALVE 12. RELIEF VALVE (FOR REV
VALVE 1 7. PUMP TILT-ROLLING SPEED TRAVEL)
2. CUT-OFF VALVE CONTROL VALVE 13. RELIEF VALVE (FOR FWD
3. from MAIN STEERING 8. REGULATOR TRAVEL)
CIRCUIT 9. from CHARGING PUMP 14. PORT B
4. PUMP SELF-DISCHARGE 10. PUMP SELF-DISCHARGE 15. PORT A
PRESSURE PORT PRESSURE PORT 16. CHARGE RELIEF VALVE
(from PUMP (to COMBINATION VALVE 1) 17. DRAIN PORT (to HST
COMBINATION VALVE 2) 11. PUMP COMBINATION MOTOR)
5. INCHING VALVE VALVE 2 18. SHUTTLE VALVE
Fig. 2.16 HST Pump (Circuit Diagram)
- 36 -
2. POWER TRAIN
(PUMP COMBINATION V
COMBINATION AL
VALVE 1)
ALVE
7
4
5
Sectional view A-A
Note: The numbers in the figure

correspond to those of the
part name shown on page 36.
Sectional view B-B
- 37 -
2. POWER TRAIN
(PUMP COMBINATION V
COMBINATION AL
VALVE 2)
ALVE
13
12
Sectional view A-A
10 18
Sectional view B-B
Note: The numbers in the figure correspond to those of the parts name shown on page 36.
- 38 -
2. POWER TRAIN
Operation
The cylinder block is splined to the shaft. Inside the cylinder block is a plunger inserted.
The power from the engine is transmitted directly to the shaft of the HST pump. As the shaft rotates,
plunger rotates together with the cylinder block.
The plunger slides over the shoe plate and makes reciprocating motions inside the bore in the cylinder
block according to the tilt of the swash plate, thus drawing or discharging the hydraulic oil. Which
discharge port A or B is to be used is determined by tilt-rolling control of the swash plate.
Note: The traveling direction (forward or reverse) of the loader is determined by which port (A or B)
of the HST motor the pressure oil enters, following the switching over of the discharge ports of
the HST pump.
Pump dischar ge control

discharge
SWASH
The pump discharge is controlled by the plunger PLATE SERVO PISTON
stroke varying with changing tilt-rolling angle of the
swash plate.
The tilt-rolling angle of the swash plate varies with
the lateral movement of the two servo pistons. Since
swash plate is connected to each servo piston, its tilt-
rolling angle varies with the movement of each servo
piston.
SHAFT
SHOE PLATE PLUNGER CYLINDER BLOCK
Fig. 2.19
- 39 -
2. POWER TRAIN
2.2.2 PUMP CONTROL

The HST pump is controlled by a combination of engine rpm, pump combination valves 1 and 2.
The pump combination valve 1 consists primarily of the regulator, inching valve, cut-off valve, and
pump tilt-rolling speed control valve.
The pump combination valve 2 consists primarily of the shuttle and two relief valves (for fwd and
rev).
The pump combination valve 1 has the following functions:

• Automotive control by regulator (pump tilt-rolling control performed in proportion to engine rpm)
• Control by the inching valve
• Control by the cut-off valve
• Control by the pump tilt-rolling speed control valve
- 40 -
2. POWER TRAIN
(1) Automotive control by the regulator (pump tilt-rolling control performed in proportion to
engine rpm)
The HST motor speed is controlled by changing the HST pump tilt-rolling motion in proportion to
engine rpm.
Operation
The pressure oil from the HST charging pump is
branched into two flows: One flows, passing HST
charging
through the throttle A to the circuit Plo and the Pressure pump
(Pa) discharge
other flows to the relief valve A. pressure A
As the engine speed increases, the discharge from Circuit Phi
the HST charging pump also increases. However,
because of the throttle A, the discharge pressure Pressure
differential
(A) from the HST pump rises to actuate the relief
Circuit Plo
valve A so that the pressure oil flows to the circuit
Phi.
The pressure of the pressure oil flowing through Engine rpm
(min )
-1
the throttle A to the circuit Plo becomes lower Relief valve Hi idle
Relief valve
than that of the pressure oil flowing through the A starts
Lo idle
B starts
operating operating
relief valve A to the circuit Phi due to the throttle
A, causing a pressure differential between the
circuits Phi and Plo.
Fig. 2.20
Since the charge relief valve opens at a pressure
of 1.47 MPa {15 kgf/ cm2} [213.3 psi], the pressure oil at the circuit Plo does not change so much
even if the engine speed changes. Throttles A and B are provided to widen the pressure differential
between the circuits Phi and Plo,
When the engine speed is at low to medium speed, the pressure differential between the circuits Phi
and Plo becomes equal to that across the throttle B. As the engine speed increases further, the
discharge from the HST charging pump also increases so that the flow of the pressure oil in the
circuit Phi is restricted by the throttle B, thus causing its pressure to increase. When the oil pressure
in the circuit Phi increases enough to reach the pressure setting of the relief valve B, the relief valve
B opens to prevent the pressure differential between the circuits Phi and Plo from rising further.
Each of the two servo pistons has a spring which keeps the swash plate of the HST pump in the
neutral position. When the shift lever is moved from the neutral position, the FNR solenoid valve is
switched over so that the pressure differential between the circuits Phi and Plo acts on the two
servo pistons as a tilt-rolling control pressure of the HST pump.
When the pump tilt-rolling control pressure in the circuit Phi (high pressure ) overcomes the force
of the spring inside the servo piston at the opposite, the swash plate tilt-rolls.
As the engine speed increases, the pressure differential between the circuits Phi and Plo also increases
to make the servo pistons move larger, thus increasing the pump’s tilt-rolling amount.
As the engine speed reduces, the pressure differential between the circuits Phi and Plo becomes
smaller and thus the movement of the servo pistons also becomes smaller to reduce the pump’s tilt-
rolling amount.
- 41 -
2. POWER TRAIN
Note: The regulator consists of throttles A and

B, and relief valves A and B.
CIRCUIT
CIRCUIT Plo Phi
RELIEF RELIEF
VALVE B VALVE A
THROTTLE B
RELIEF
VALVE B
THROTTLE B
FNR SOL
VALVE
CIRCUIT Phi THROTTLE A
HST
RELIEF CHARGING
VALVE A PUMP
HST PUMP
SERVO
PISTON
SERVO CIRCUIT Plo

PISTON
CHARGE RELIEF
SWASH VALVE
PLATE
Fig. 2.21 Engine running at low rpm
CIRCUIT
CIRCUIT Plo Phi
RELIEF RELIEF
VALVE B VALVE A
THROTTLE B
RELIEF
VALVE B
THROTTLE B
FNR SOL
VALVE
CIRCUIT Phi
THROTTLE A
HST
RELIEF CHARGING
VALVE A PUMP
HST PUMP
SERVO
PISTON
SERVO CIRCUIT Plo

PISTON
CHARGE RELIEF
SWASH VALVE
PLATE
Fig. 2.22 Engine running at high rpm
- 42 -
2. POWER TRAIN
The pump’s torque is controlled at a value slightly

higher than the rated torque of the engine by the Pump displacement
volume (cm /rev)
3
return moment mechanism (see below) of the HST

pump. Pump input torque
When a load greater than the engine torque acts
on the HST pump, the engine speed slightly drops.
Engine’s max torque
Since the regulator controls the tilt-rolling Engine rated torque
operation of the pump in proportion to the engine
speed, the regulator quickly reduces the tilt-rolling HST circuit pressure
of the pump to match the pump’s input torque to (Pa)
the engine’s rated torque (because a better

operating feel is obtained by controlling the tilt- Fig. 2.23
rolling operation of the pump when the engine speed drops slightly).
When the load on the main steering pump increases enough to make the engine torque in an
overloaded state, the engine speed drops. But, as the engine speed drops, the tilt-rolling operation
of the HST pump is reduced by the regulator so that the HST pump’s input torque becomes smaller.
When the sum of the HST pump’s input torque and the main steering pump’s input torque matches
the engine rated torque, the engine speed stops dropping to prevent the engine from stalling (due to
the anti-stall function).
SWASH
Return moment mechanism PLATE PLUNGER VALVE PLATE
The pressure oil is delivered through the valve PRESSURE OIL
FROM HST PUMP
plate to the plunger in areas α and β with a
condition of α < β.
When a load is applied on the HST motor, the oil
pressure in the circuit leading from the HST pump
to the HST motor rises to act on the inside of the
plunger of the HST pump.
Since there is a difference between the area α and LOAD FROM
HST MOTOR
area β at the high-pressure side port of the valve
HIGH-PRESSURE
plate, the pressure of the oil which acts on the LOW-PRESSURE SIDE
plunger through the area β is greater than the SIDE
pressure of the oil which acts on the plunger

RANGE α
through the area α. The force of the area
differential (β –α) x circuit pressure pushes the
bottom of the swash plate as a moment using the CENTER OF
center of the tilt-rolling as an axis, thus moving TILT ROLL
the swash plate to the neutral direction (return

moment).
The movement (angle) of the swash plate is
proportional to the pressure of the HST circuit RANGE β
(between the HST pump and the HST motor).

When the circuit pressure is low, the angle is also VALVE PLATE
small. As the circuit pressure rises, the angle also

becomes greater. Fig. 2.24
- 43 -
2. POWER TRAIN
(2) Control by inching valve Pressure differential

Changing the pedal effort on the inching brake pedal of pump tilt-rolling
control pressure (Pa)
will restrict the discharge of the HST pump and thus
control the HST motor speed.
Operation
Inching brake
Pump discharge pedal stroke
Note: The inching valve won’t operate unless the left (L/min)
brake pedal (inching brake pedal) is pressed;
that is, the inching valve is kept closed.
Forward travel
The pump tilt-rolling control pressure in the Inching brake
pedal stroke
circuit Phi is connected through the FNR solenoid
valve to the circuit, while the pump tilt-rolling
Fig. 2.25
control pressure in the circuit Plo is connected to
the circuit A.
The inching valve is located between the pump tilt-rolling control pressure circuits A and B. When
the inching valve operates, the pump tilt-rolling control pressures of the circuits A and B merge.
The opening of the inching valve varies in proportion to the inching brake pedal effort (stroke).
When the inching brake pedal stroke becomes greater, the pressure differential between the pump
tilt-rolling control pressures of the circuits A and B becomes smaller.
As the inching brake pedal is pressed, the pressure differential between the pump tilt-rolling control
pressures of the circuits A and B becomes smaller, so that the tilt-rolling amount of the swash plate
of the HST pump reduces to decrease the discharge of the HST pump. This in turn reduces the HST
motor speed to reduce the traveling speed of the loader in forward gear. In other words, you can
also control the traveling speed of the loader using the inching brake pedal.
Since you can control the HST pump’s discharge using the inching brake pedal without changing
the engine rpm, it means that you can restrict the traveling speed of the loader without reducing the
engine rpm.
INCHING VALVE
(When the inching valve opens, the circuits
A and B are connected to each other to
eliminate the pressure differential.)
INCHING BRAKE PEDAL

CIRCUIT B
CIRCUIT A FNR SOL VALVE
INCHING VALVE
HST CHARGING PUMP

CIRCUIT Phi
CIRCUIT Plo
SERVO
PISTON
SWASH
PLATE CIRCUIT B CIRCUIT A
Fig. 2.26 Control by inching valve
- 44 -
2. POWER TRAIN
(3) Control by cut-of

cut-offf valve
The HST pump’s tilt-rolling is controlled according to the sum of the traveling pressure and main
circuit pressure to reduce the maximum pressure of the HST circuit, thus keeping the balance between
the traveling force and bucket breakout force.
In digging work, it is important to match the lift force of the load handling unit to the traveling power
In digging, a downward force (R) acts on the booms of the load handling unit due to the traveling power
(FK). If the traveling power (FK) is greater than necessary when lifting the bucket, the downward force
(R) acting on the booms becomes greater, thus leading to an insufficient bucket lifting force (FL).
If the traveling power (FK) is too great, the tires will skid to cause them to wear as well as to roughen
the ground surface, making the ground condition bad. To prevent this, the maximum pressure (traveling
power) in the HST circuit is reduced in inverse proportion to the main circuit pressure to achieving the
matching between the lift force and traveling power.
Operation
The sum of the traveling pressure in the HST circuit and the main circuit pressure acts on the cut-
off valve.
As the pressure acting on the cut-off valve pin becomes greater than the setting, the pressure oil
moves the spool to the left to connect the circuits A and B.
The pressure differential in pump tilt-rolling control pressure between the circuits A and B becomes
smaller according to the movement of the spool and thus HST pump’s tilt-rolling amount also
becomes smaller to reduce the maximum discharge pressure of the HST pump. In digging work,
the maximum pressure of the HST pump is reduced by the cut-off valve to prevent the relief valve
from operating.
In addition, since the tilt-rolling amount of the HST pump reduces, the load to the engine from the
HST pump is alleviated. The excess power of the engine produced by this alleviation can be used
for the power driving the main/steering pump.
The cut-off valve operates on the line p-p obtained by connecting the main circuit pressure and the
HST circuit pressure. Therefore, the pressure of the HST circuit is determined by the main circuit
pressure to control the output torque (traveling power) of the HST motor.
Since the forward traveling pressure produced when the cut-off valve operates is lower than the
relief valve pressure in the HST circuit (between the HST pump and HST motor), the relief valve in
the HST circuit is designed not to operate to produce a good heat balance.
HST CIRCUIT
PRESS (Pa)
RELIEF VALVE LINE P-P

WORKING
PRESS
MAIN CIRCUIT
PRESS (Pa)
Fig. 2.27 Digging work Fig. 2.28
- 45 -
2. POWER TRAIN
CUT-OFF VALVE
CIRCUIT B
MAIN CIRCUIT PRESS
CIRCUIT A
TRAVELING
PRESSURE
FNR SOL VALVE
HST CHARGING PUMP
HST MOTOR
HST MOTOR
CUT-OFF VALVE CIRCUIT A CIRCUIT B

TRAVELING
PRESS
MAIN CIRCUIT
PRESS
PIN
SPOOL
Fig. 2.29 Control by Cut-off Valve
- 46 -
2. POWER TRAIN
(4) Control by pump tilt-rolling speed control valve

The pump tilt-rolling speed control valve alleviates a rapid tilt-rolling operation of the pump to
achieve smooth acceleration of the loader. In addition, it prevents the occurrence of cavitation in the
servo piston circuit.
Operation
The pump tilt-rolling speed control valve consists of a throttle and a check valve and is located
between the circuits Plo (A) and (B) (pump tilt-rolling control low-pressure circuit: the circuit into
which the pressure oil is returned by the low-pressure side servo piston when the pump tilt-rolling
control high-pressure side servo piston operates).
When the check valve is closed, the return oil from the circuit Plo (A) flows, passing through the
throttle to the circuit Plo (B). Since the flow of the return oil from the servo piston is restricted by
the throttle, the tilt-rolling of the HST pump changes smoothly so that the pump discharge also
increases smoothly and thus accelerates the HST motor speed in a smooth manner (that is, the
loader’s traveling speed is smoothly accelerated).
If the load increases rapidly such as when the loader hits an obstacle, the tilt-rolling of the HST
pump returns quickly to neutral. The oil returning from the circuit Plo to the servo piston is restricted
by the throttle to cause cavitation between the circuit Plo and the servo piston. To prevent the
occurrence of cavitation, a check valve is provided. Since the pressure in the circuit Plo (B) is
higher than that in the circuit Plo (A), the pressure oil in the circuit Plo (B) opens the check valve
and flows to the circuit Plo (A) to compensate for the insufficiency of oil there (make-up operation).
- 47 -
2. POWER TRAIN
CIRCUIT Plo (A) CHECK

HST CHARGING PUMP VALVE
THROTTLE
CIRCUIT
CIRCUIT Plo (A)
Phi CIRCUIT Plo (B)
CHECK VALVE
HST PUMP THROTTLE
CIRCUIT
Plo (B)
SERVO
PISTON
Fig. 2.30 When Oil Flows through Throttle
CIRCUIT Plo (A) CHECK

THROTTLE VALVE
HST CHARGING PUMP
CIRCUIT Plo (B) CIRCUIT
Plo (A)
CIRCUIT
Phi
CHECK VALVE
HST PUMP
CIRCUIT
Plo (B)
SERVO
PISTON
Fig. 2.31 When Oil Flows through Check Valve
- 48 -
2. POWER TRAIN
2.2.3 FNR SOLENOID V AL

VAL VE
ALVE
The FNR solenoid valve switches over the directions of pump tilt-rolling control pressure in the
circuit Phi.
Note: The operation of the FNR solenoid valve is explained using the operation performed when the
shift lever is placed in the forward position, as an example.
Operation
When the shift lever is in neutral, the FNR solenoid valve also remains in neutral. The pump tilt-
rolling control pressure in the circuit Phi (high pressure) flows through the port P in the FNR
solenoid valve but does not flow into the port A or port B because it is blocked by the spool, so that
it does not act on the servo piston. The pump tilt-rolling pressure in the circuit Plo (low pressure)
acts on both servo pistons so that they won’t move, thus keeping the swash plate of the HST pump
in neutral.
When the shift lever is put in the forward position, the FNR solenoid valve spool moves to the left,
thus connecting the port P to the port B and the port T to the port A.
The pump tilt-rolling control pressure in the circuit Phi (high pressure) enters the port P of the FNR
solenoid valve, passing through the spool and port B, to the servo piston.
The pump tilt-rolling control pressure returning from the servo piston enters the port A of the FNR
solenoid valve, passing through the spool and port T, to the circuit Plo (low pressure).
The servo piston moves and the HST pump swash plate tilt-rolls in the forward direction. The
pressure oil discharged from the HST pump rotates the HST motor, thus moving the loader in
forward.
- 49 -
2. POWER TRAIN
PORT A PORT B
FNR SOL
VALVE PORT P PORT T
FNR SOL
VALVE
CIRCUIT Phi
CIRCUIT Plo
PORT T
HST PUMP
PORT P
REV FWD
SPOOL PORT B PORT A

SERVO (FWD) (REV)
PISTON
Fig. 2.32 In Neutral
PORT A PORT B
FNR SOL
VALVE PORT P PORT T
FNR SOL
VALVE
CIRCUIT Phi
CIRCUIT Plo
PORT T
HST PUMP
PORT P
REV FWD
SPOOL PORT B PORT A

(FWD) (REV)
SERVO
PISTON
Fig. 2.33 In Forward Travel
- 50 -
2. POWER TRAIN
2.3 HST MOT OR

MOTOR
L13 -3, LX70 -7 L16 -3, LX80-7

Model A6VM80HA A6VM107HA
Type Variable delivery piston motor
(inclined shaft type)
Discharge (suction) 33.7 to 80.0 cc/rev 38.5 to 107.0 cc/rev
[0.00890 to 0.0211 gal/rev] [0.01017 to 0.0283 gal/rev]
Control HA (high-pressure dependent,
constant pressure control)
Weight 36 kg [79.4 lbs] 49 kg [108 lbs]
2
1
2
Note: Mating surfaces: LOCTITE #5127 or 515

91 N-m {9.3 kgf-m} [63 lbf-ft] for L13-3 , LX70-7,
230 N-m {23 kgf-m} [166 lbf-ft] for L16-3 , LX80-7
1. HST MOTOR
2. (TRANSMISSION)
Fig. 2.34 HST Motor
- 51 -
2. POWER TRAIN

The HST motor is an inclined shaft type variable delivery piston motor consisting of a cylinder
block, regulator, control valve, flush/boost valve, and motor tilt-rolling speed control valve.
DIRECTION CONTROL CONTROL VALVE

SOL VALVE
REGULATOR CONTROL PLATE

CYLINDER
BLOCK
MOTOR TILT-ROLLING ADJUSTMENT

SPEED CONTROL VALVE SCREW
CYLINDER DRIVE SHAFT
FLUSH/BOOST BLOCK
VALVE
(Circuit diagram)
2 8 7 3
11
10 9 8 6 5 4
1. PORT B 5. PORT T1 (from HST PUMP) 9. FLUSH VALVE

2. FLUSH/BOOST VALVE 6. PILOT PISTON 10. BOOST VALVE
3. MOTOR TILT-ROLLING 7. DIRECTION CONTROL 11. PORT A
SPEED CONTROL VALVE SOLENOID VALVE
4. PORT T2 (to HYDRAULIC 8. CHECK VALVE
OIL TANK)
Fig. 2.35 HST Motor (1)
- 52 -
2. POWER TRAIN
(HST motor)
5
(Opposite side 11)
Note: T h e n u m b e r s i n t h e f i g u r e s
2 correspond to those on page 52.
View looking from B
View looking from A
11 1
- 53 -
2. POWER TRAIN
(Regulator
(Regulator,, control valve, and flush/boost valve)
Sectional view B-B
Note: T h e n u m b e r s i n t h e f i g u r e s
correspond to those in page 52.
8 6
Sectional view A-A
10
- 54 -
2. POWER TRAIN
(Flush/boost valve)
10
Sectional view C-C
Sectional view D-D
Note: The numbers in the figures correspond to those in page 52.
- 55 -
2. POWER TRAIN
Operation
The output shaft of the cylinder block is supported
OUTPUT CYL.
on the motor casing by two bearings and is connected SHAFT BLOCK SPRING CONTROL
PLATE
to the center hole of the cylinder block through the
center pin. The cylinder block has a control plate on
its front end. The cylinder block is in close contact
with the control plate with a spring.
BEARING
PLUNGER CENTER
PIN
Fig. 2.39
The cylinder block has seven plungers inside it. The

pressure oil from the pump flows, passing through the
port B of the control plate, into the cylinder block. PLUNGER
When the plungers are pressed by the pressure oil, the
output shaft is rotated by the component of force (FV)
of the force (F) pressing the plungers. PORT B
CONTROL
As the output shaft rotates, the cylinder block also PLATE
OUTPUT
rotates. The plungers reach the port A in turns, the oil SHAFT
returns to the hydraulic oil tank. The direction of travel
CYL. BLOCK
of the loader is determined by which port A or B the
pressure oil flows into.
PORT A
Fig. 2.40
- 56 -
2. POWER TRAIN
2.3.2 REGULA
REGULAT TOR
(1) When the motor rotates at high speed
When the operating pressure of the motor is less than 24.0 MPa [245 kgf/cm2] {3485 psi} (for L13-3,
LX70-7) or 25.7 MPa [262 kgf/cm2] {3726 psi} (for L16-3 , LX80-7), the operating pressure is overcome
by the spring force and thus the pilot piston is pressed upward by the spring force to block off the
communication between the ports A and B. The port B is connected to the drain circuit. The port D is
also connected to the internal passage and to the drain circuit.
The port A is connected to the port C on which the motor operating pressure is always acting so that
servo piston moves down to shift the control rod which in turn moves both the control plate and the
cylinder block, thus putting the motor in the minimum tilt-rolling position. The plunger stroke becomes
minimal to allow the motor to rotate at a high speed.
PILOT PISTON
Motor capacity
(cm 3/rev)
Motor tilt-
rolling angle PORT A
Max. PORT B G PRESS.

OPERATIN
Min.
SPRING
Operating
press. (MPa)
CONTROL PLATE
CONTROL ROD
SERVO PISTON
PORT C
AREA E
CYLINDER
BLOCK
PLUNGER
AREA F
PORT D
Fig. 2.41 When Motor Rotates at High Speed
- 57 -
2. POWER TRAIN
(2) When the motor ratites at low speed

When the operating pressure of the motor is higher than 25.0 MPa [255 kgf/cm2]{3627 psi} (for
L13 -3, LX70 -7) or 26.7 MPa [272 kgf/cm 2] {3869 psi} (for L16 -3 , LX80 -7 ), the operating pressure
overcomes the spring force and pushes down the pilot piston against the spring tension to allow the
ports A and B to connect to each other. The operating oil thus flows, passing through the ports A and B
ad internal passage, to the ports C and D. The servo piston moves upward due to the difference in area
between the areas E and F. The control rod connected to the servo piston shifts both the control plate
and the cylinder block to put the motor in the maximum tilt-rolling position so that the motor rotates at
low speed.
PILOT PISTON
Motor capacity
(cm 3/rev)
Motor tilt-
rolling angle PORT A
Max. PORT B G PRESS.

OPERATIN
Min.
SPRING
Operating
press. (MPa)
CONTROL PLATE
CONTROL ROD
SERVO PISTON
PORT C
AREA E
CYLINDER
BLOCK
PLUNGER
AREA F
PORT D
Fig. 2.42 When Motor Rotates at Low Speed
- 58 -
2. POWER TRAIN
2.3.3 DIRECTION CONTROL SOLENOID V AL

VAL
ALVEVE
The HST motor regulator is operated by the pressure oil of the HST motor. The direction control
solenoid valve turns on when the FNR lever is placed in the F position and off when the lever is placed
in the R position. Therefore, the direction control solenoid valve sends the forward oil pressure to the
regulator when the direction control is placed in the forward position or in neutral, and sends the reverse
travel oil pressure to the regulator when the direction control is placed in the reverse position.
The following explanation is made using the operation in forward travel as an example.
The motor operating pressure oil (high pressure) discharged from the HST pump enters the port A,
flows through the check valve and acts on the direction control solenoid valve. Since the direction
control valve is in OFF, the pressure oil at the port A of the forward travel side is sent to the regulator.
2.3.4 FLUSH AND BOOST V AL

VAL VES
ALVES
The flush valve receives both the high and low pressure oil from the HST circuit (between the HST
pump and HST motor) and lets the low pressure-side oil flow to the boost valve, which in turn escapes
it to the drain circuit to change the oil in the HST circuit.
The following explanation is made using the operation in forward travel as an example.
The HST pump sends the high pressure oil into the HST motor to drive it. The motor operating
pressure oil (high pressure) discharged from the HST pump enters the port A, flows through the flush
valve spool and acts on the chamber D. The motor operating pressure oil (low pressure) returning from
the HST motor enters the port C, flows through the flush valve spool and acts on the chamber E.
The pressure in the chamber D where the high pressure oil acts is higher than the pressure in the
chamber E. Therefore, the pressure oil moves the flush valve spool to the right against the spring force
in the chamber E. The operating pressure oil (lower pressure) which has entered the port B passes
through the boost valve throttle and flows into the drain circuit. This throttle limits the flow of oil to the
drain port to keep the oil pressure (low pressure) in the circuit between the HST motor and the HST
pump.
- 59 -
2. POWER TRAIN
Sectional view B-B
CHECK VALVE
PORT A PORT B
(FWD) (REV)
SS.
PRE
ATING
R
OPE
to DRAIN
Sectional view C-C CIRCUIT
CHAMBER E
CHAMBER D
FLUSH VALVE SPOOL
Fig. 2.43 Direction Control Valve, Flush Valve/Boost Valve
- 60 -
2. POWER TRAIN
2.3.5 MOT
MOTOR OR TIL T-ROLLING SPEED CONTROL V
TILT-ROLLING AL
VAL VE
ALVE
The motor tilt-rolling speed control valve consists of a throttle and a check valve and is located in the
internal passage between the port D and the pilot piston of the regulator to restrict the flow of the
hydraulic oil entering the port D, thus controlling the tilt-rolling speed of the HST motor swash plate to
prevent the traveling speed from slowing rapidly.
(1) Change from low to high speed

When the servo pistons move down, the hydraulic oil flows out of the port D to push the throttle to
the left, which in turn comes in contact with the guide 1 while making a gap between the throttle
and guide 2.
The hydraulic oil from the port D flows, passing through the gap between the throttle and the guide
2, into the hole in the throttle and then passes through the inside the throttle to the pilot piston side.
Since the hydraulic oil flows to the pilot piston without being restricted so much, thus the motor
speed changes from low to high speed quickly.
(2) Change from high to low speed

When the servo pistons move upward (toward the small-diameter chamber), the hydraulic oil flows
from the pilot piston side and passes through the guide 1 to push the throttle to the right, which in
turn comes in contact with guide 2; that is, no gap is produced between the throttle and the guide 2.
The hydraulic oil from the pilot piston enters the hole in the throttle and flows passing through the
inside and notch of the throttle, in the port D. Since the flow of the hydraulic oil leading to the port
D is thus restricted so that the motor speed changes from high to low slowly.
(1) When changing from low speed to high speed

operation
SERVO PISTON
GUIDE 1 THROTTLE GUIDE 2

(2) When changing from high speed to low speed
operation
PILOT
PISTON
GUIDE 1 THROTTLE GUIDE 2
PORT D
Fig. 2.44 Motor Tilt-Rolling Speed Control Valve
- 61 -
2. POWER TRAIN
2.4 TRANSMISSION
L13 -3, LX70-7 L16 -3, LX80 -7

Model TCM619-34 TCM639-34
Type Constant-mesh, spur gear type
Speeds 1
Clutch
Type Multiple-disk wet type
Operation Hydraulic
Pressure setting 1.47 to 1.76 MPa {15.0 to 18.0 kgf//cm2}
[213.2 to 256 psi]
Oil capacity 6.5 to 7.5 L
[1.71 to 1.98 U.S. gal.]
Weight 151 kg [333 lbs] 160 kg [353 lbs]
The transmission controls the output of the HST motor and sends it through the propeller shafts to
the front and rear axles.
The transmission consists of an input shaft, two clutches, four gears, an output shaft, a parking brake.
Note: 176 to 225 N-m {18 to 23 kgf-m} [130 to 166 lbf-ft]
1. TRANSMISSION
2. (HST MOTOR)
3. (REAR FRAME)
4. MOUNT BRACKET
Fig. 2.45 Transmission
- 62 -
2. POWER TRAIN
1. PLUG
2. PLUG
3. PLUG
4. CHOKE
5. BREATHER
6. SPEED SENSOR
7. CONTROL VALVE
8. OIL LEVEL DIPSTICK
9. PIPE
10. SUCTION TUBE
11. STRAINER
12. PLUG
Note: 25.4 ± 3.9 N-m {3.0 ± 0.4 kgf-m} [21.7 ± 2.9 lbf-ft]
9.8 ± 2.0 N-m {1.0 ± 0.2 kgf-m} [7.2 ± 1.4 lbf-ft]
15 to 20 N-m {1.5 to 2.0 kgf-m} [10.8 to 14.5 lbf-ft]
10.6 N-m {1.08 kgf-m} [7.8 lbf-ft]
14.7 ± 2.0 N-m {1.5 ± 0.2 kgf-m} [10.8 ± 1.4 lbf-ft]
52.1 N-m {5.32 kgf-m} [37.8 lbf-ft]
26.1 N-m {2.66 kgf-m} [19.2 lbf-ft]
18.8 N-m {1.92 kgf-m} [13.9 lbf-ft]
58 to 74 N-m {5.9 to 7.5 kgf-m} [42.7 to 54.2 lbf-ft]
Threaded area: LOCTITE#572
Threaded area: Degrease and then apply LOCTITE#271
On L13-3 or LX70-7 , install the speed sensor directly without using shims.
On L16 -3 or LX80-7, install the speed sensor using two shims.
Fig. 2.46 Transmission (1)
- 63 -
2. POWER TRAIN
Detail of area K
Cold surface Hot surface

(Oil temperature is (Oil temperature is higher
lower than -5°C [23°F].) than -5°C [23°F].)
Sectional view X-X
Detail of oil dipstick
Note: 69 to 78 N-m {7 to 8 kgf-m} [51 to 58 lbf-ft] 1. COVER

2. CASE
9.8 ± 2.0 N-m {1.0 ± 0.2 kgf-m} [7.2 ± 1.4 lbf-ft] 3. VALVE PISTON
10.8 N-m {1.1 kgf-m} [8.0 lbf-ft] 4. SPRING
5. SPRING
52.1 N-m {5.32 kgf-m} [38.5 lbf-ft]
6. PLUG
Threaded area: LOCTITE#572 7. PLUG
8. PLUG
9. SOLENOID VALVE
A. High clutch oil pressure check port
B. Low clutch oil pressure check port
C. Lubrication oil pressure check port
D. Hydraulic oil pressure sensor check port
- 64 -
2. POWER TRAIN
1. SLEEVE
2. CLUTCH ASSEMBLY
3. COVER
4. DRIVEN GEAR
5. HOUSING
6. END PLATE
7. PISTON
8. CAP
9. FLANGE
10. OIL SEAL
11. SPRING
12. DISK HUB
13. DISK, OUTER
14. DISK
15. OIL BAFFLE
16. SHAFT
17. DRIVEN GEAR
18. SEAL RETAINER
19. OIL SEAL
20. FLANGE
Note: 52.1 N-m {5.32 kgf-m} [38.5 lbf-ft]

18.8 N-m {1.9 kgf-m} [13.7 lbf-ft]
225.5 N-m {23.0 kgf-m} [166.4 lbf-ft] , Threaded area: LOCTITE#262
Shim adjustment procedure:
Measure the step X between flange and shaft without shims.
Select shims so that the step X is X-0.05
-0.1 [0.004 in.] and install (create a gap).
[0.002in.]
Fill 1/3 to 2/3 of the space between lips at the inner periphery.
Outer periphery: LOCTITE#262
Note: Apply a thin coat of grease to prevent breakage when installing the “O”-ring.
- 65 -
2. POWER TRAIN
2.4.1 CLUTCH SHAFT

The Clutch shaft assembly has clutch packs for each speed range which connect and disconnect the
power transmission line.
Detail of area A
Detail of area B (2 points)
Note: Sliding surfaces: Grease
1. PLUG 6. PISTON 11. SPRING

2. SHAFT & DRUM ASSEMBLY 7. SEAL RING 12. GEAR (Lo)
3. GEAR (Hi) 8. SEAL RING 13. SEAL RING
4. PLATE 9. STEEL BALL 14. PLUG
5. DISK 10. END PLATE
Note: The above sketch shows the clutch shaft for the L13-3, LX70-7. The structure of the clutch shaft
mounted on the L16-3 , LX80-7 is the same.
Fig. 2.49 Clutch Shaft
- 66 -
2. POWER TRAIN
Operation
The clutch is operated by pressure oil from the transmission control valve. The pressure oil from the
control valve flows to the back of the clutch piston to move the clutch piston to the right. The clutch
piston then locks up the clutch disks and clutch plates, thus uniting the clutch shaft & drum assembly
with the clutch hub to transmit the power.
Pressure oil
A 1. SHAFT & DRUM
ASSEMBLY
Detail of area A 2. CLUTCH PISTON
3. CLUTCH DISK
4. CLUTCH PLATE
5. CLUTCH HUB
from CONTROL
VALVE
Fig. 2.50 Clutch in Engagement
With no pressure oil delivered from the control valve, the oil in the piston is discharged through the
bleed valve so that the clutch piston is pushed back by the return spring.
This unlocks the clutch disks and clutch plates to allow the clutch shaft and clutch hub to rotate
independently so that no power is transmitted.
1. SHAFT & DRUM

B ASSEMBLY
2. BLEED VALVE
3. CLUTCH PISTON
Detail of area B 4. CLUTCH PLATE
5. CLUTCH DISK
6. RETURN SPRING
7. CLUTCH HUB
Fig. 2.51 Clutch in Disengagement
- 67 -
2. POWER TRAIN
2.4.2 TRANSMISSION CONTROL V AL

VAL VE
ALVE
The transmission control valve consists of a solenoid valve, selector valve, and accumulator. When
the Hi-Lo switch is operated, the Hi-Lo selector solenoid is switched over to move the selector valve in
the control valve, thus controlling the clutch oil pressure.
TRANSMISSION
CONTROL VALVE
to CLUTCH SOLENOID
VALVE (Low
when turned on
SELECTOR and Hi when off)
VALVE
ORIFICE (1) ACCUMULATOR to BRAKE

Ø1.4
ORIFICE (2) BRAKE

Ø2.0
IN-LINE
FILTER
REGULATOR
PUMP VALVE to LUBRICATION
Circuit diagram
Sectional view A-A
Note: 11.8 N-m {1.2 kgf-m} 1. SPRING 6. SOLENOID VALVE

2. STOPPER 7. BODY
[8.7 lbf-ft]
3. SPRING 8. RANGE VALVE
Valve tightening torque: 4. PISTON 9. SPRING
20 to 29 N-m {2 to 3 kgf-m} 5. COVER 10. ORIFICE (ø1.4)
[14 to 22 lbf-ft]
Cap nut tightening torque:
6.9 to 9.8 N-m {0.7 to 1 kgf-m}
[5.1 to 7.2 lbf-ft]
Fig. 2.52 Transmission Control Valve
- 68 -
2. POWER TRAIN
2.4.3 TRANSMISSION CIRCUIT

The pressure oil from the transmission
charging/brake pump flows into the Hi-
CLUTCH
Lo transmission where its flow is PRESSURE
(Pa)
branched. The oil pressure in the circuit
is controlled to 1.6 to 1.8 MPa {16 to
18 kgf/cm2} [228 to 256 psi]. One of
the oil flows branched inside the
transmission acts on the Hi-Lo selector
solenoid valve and the selector valve
before passing through the throttle into CLUTCH
ENGAGEMENT
the accumulator.
When the Hi-Lo selector switch is put
TIME (sec)
in the low speed (Lo) position, the Hi-
Lo selector solenoid valve is turned on
and moved to the left. The pressure oil
which has passed through the Hi-Lo
Fig. 2.53
selector solenoid valve moves the
selector valve to the left, thus allowing the pressure oil from the transmission charging/brake pump
to flow through the selector valve to act on the Lo clutch. As the pressure acting on the Lo clutch
increases, the clutch disks and plates are locked up to switch over the transmission to low speed
(Lo).
The accumulator and throttle are provided to alleviate shock incurred by clutch engagement when
the loader speed is switched over from high speed (Hi) to low speed (Lo) or vice versa.
That is, the pressure in the circuits after the throttle gradually increases due to the throttle and
accumulator (the period b in the above sketch). During this period, the clutch is locked up gradually
to alleviate shock caused by clutch engagement.
When the Hi-Lo selector switch is placed in Hi, the Hi-Lo selector solenoid valve and selector
valve are switched over to allow the pressure oil from the transmission brake valve to flow into the
Hi clutch, thus shifting the transmission into high speed mode (Hi). The other operating principle is
the same as for the low speed mode (Lo).
- 69 -
2. POWER TRAIN
Hi CLUTCH Lo CLUTCH
HST
MOTOR
SELECTOR VALVE
ACCUMULATOR
Hi-Lo SELECTOR
THROTTLE SOLENOID VALVE (ON)
TRANSMISSION
CHARGING/BRAKE PUMP
RELIEF VALVE
Hi-Lo TRANSMISSION
Fig. 2.54 Low Speed
Hi CLUTCH Lo CLUTCH
HST
MOTOR
SELECTOR VALVE
ACCUMULATOR
Hi-Lo SELECTOR
THROTTLE SOLENOID VALVE (OFF)
TRANSMISSION
CHARGING/BRAKE PUMP
RELIEF VALVE
Hi-Lo TRANSMISSION
Fig. 2.55 High Speed
- 70 -
2. POWER TRAIN
(1) Hi mode
When the Hi-Lo selector switch is put in the Hi position, the pressure oil is delivered to the Hi
clutch (1).
As the pressure oil is delivered to the Hi clutch, the piston (2) moves to the left to lock up the clutch
plates (3) and clutch disks (4), thus engaging the Hi clutch (1).
With the Hi clutch (1) engaged, the input shaft (5) is connected to the Hi drive gear (6).
The Hi drive gear (7) is splined to the output shaft (8). The output of the HST motor is transmitted
through the input shaft (5), Hi drive gear (6), Hi driven gear (7) to the output gear (8) which is then
rotated at a high speed.
PRESSURE
OIL
Fig. 2.56 High Mode
- 71 -
2. POWER TRAIN
(2) Lo mode
When the Hi-Lo selector switch is placed in the Lo position, the pressure oil is delivered to the Lo
clutch (1).
As the pressure oil is delivered to the Lo clutch, the piston (2) moves to the right to lock up the
clutch plates (3) and clutch disks (4) to engage the Lo clutch (1).
When the Lo clutch (1) is engaged, the input shaft (5) is connected to the Lo drive gear (6).
The Lo driven gear (7) is splined to the output shaft (8). The output of the HST motor is transmitted
through the input shaft (5), Lo drive gear (6), and Lo driven gear (7) to the output shaft (8) which is
then rotated at a low speed.
PRESSURE OIL
Fig. 2.57 Lo Mode
- 72 -
2. POWER TRAIN
2.4.4 QUICK SHIFT SWITCH (QSS)

When operating the truck, the operator’s hands are usually full, with his left hand grabbing the steering
wheel and his right hand controlling the load handling lever. The quick shift switch, located on the grip
of the load handling lever, allows the operator to switch over the loader’s traveling speed modes (Hi and
Lo) easily and smoothly at a touch of the switch.
Operation
The controller always detects the loader’s traveling speed through the transmission rotation sensor
as well as the On-Off status of the QSS and Hi-Lo switch.
When the following conditions are satisfied, you can switch over the transmission speed mode
from Hi to Lo using the QSS.
• The Hi-Lo switch on the dashboard: Hi position
• The loader’s traveling speed: less than 5 km/h [3.1 mph]
• QSS: Pressed. (The earth circuit from the controller to the QSS is completed so that the controller
recognizes the depression of the QSS as the signal.) (The QSS is a momentary type switch.)
The controller allows the current from the #9 fuse to flow to the Hi-Lo selector solenoid valve to turn
it on, thus switching over the transmission to Lo.
Note: When the loader’s traveling speed is more than 5 km/h [3.1 mph], you cannot switch over the
transmission speed mode from Hi to Lo. Even if the QSS signal is sent to the controller, the
controller judges that the condition for mode change is not satisfied and thus disables the signal
from the QSS.
When the following conditions are satisfied, you can switch over the transmission speed mode
from Lo to Hi using the QSS.
• The Hi-Lo switch on the dashboard: Hi position
• The loader’s traveling speed: less than maximum speed (12.5 km/h) [7.8 mph] at Lo range
• QSS: Pressed. (The earth circuit from the controller to the QSS is completed so that the controller
recognizes the depression of the QSS as the signal.) (The QSS is a momentary type switch.)
The controller shut off the electric current flowing to the Hi-Lo solenoid valve to turn, the Hi-Lo
solenoid valve off.
The QSS function is canceled when the
engine is shut off. If the engine is shut
off after the transmission is switched TRANSMISSION
CONTROLLER
over to Lo by the QSS function, the
transmission speed mode is put in Hi
when the engine is restarted.
Note: The wiring for selection of the

transmission controller models is
connected only for the L16 -3 or
Connected only for
LX80-7. L16 -3 or LX80 -7 .
Fig. 2.58
- 73 -
2. POWER TRAIN
Hi-Lo
SW
CONTROLLER
from BATTERY
RELAY
TRANSMISSION
ROTATION SENSOR
TRANSMISSION Hi-Lo
SELECTOR
SOL VALVE
Switching pattern Speed range where speed change is possible.

Switching with Hi-Lo selector switch 12.5 km/h [7.8 mph]
Enabled when traveling speed
is less than 12.5 km/h [7.8 mph]
Enabled when traveling speed is

less than 10 km/h [6.2 mph].
If the switch is operated at a traveling speed of more
than 10 km/h [6.2 mph], the mode switches over from
Hi to Lo when the traveling speed drops less than 5
km/h [3.1 mph].
Switching with QSS
QSS
Hi-Lo switch is
locked to Hi Enabled when traveling speed is
less than 5 km/h [3.1 mph]
Enabled when traveling speed is

Grip of load less than 12.5 km/h [7.8 mph]
handling lever
Fig. 2.59 QSS (Quick Shift Switch)
- 74 -
2. POWER TRAIN
2.5 PROPELLER SHAFT
L13 -3, LX70 -7 L16-3, LX80-7

Universal joint Cross joint
Length (inter-pin distance)
Front 561 mm [22.1 in.] 611 mm [24.1 in.]
Center 785 mm [30.9 in.] 799 mm [31.5 in.]
Rear 90.2 mm [3.55 in.] 111 mm [4.37 in.]
Weight
Front +center propeller
shafts 23 kg [50.7 lbs] 24 kg [52.9 lbs]
Rear propeller shaft 3.8 kg [8.4 lbs] 5 kg [11.03 lbs]
The propeller shafts, located between the transmission and the front axle and between the transmission
and the rear axle, transmits the power from the transmission to the front and rear axles.
The propeller shafts absorb the change in drive angle and the changes in length when the loader
travels, ensuring smooth flow of power from the reduction gear to the axles.
TRANSMISSION
FRONT PROPELLER SHAFT
FRONT AXLE CENTER PROPELLER REAR PROPELLER REAR AXLE

SHAFT SHAFT
Note: 34.3 N-m {3.5 kgf-m} [25.3 lbf-ft] for L13-3, LX70-7,
70.6 to 77.4 N-m {7.2 to 7.9 kgf-m} [52.1 to 57.1 lbf-ft] for L16-3 , LX80-7,
Threaded area: LOCTITE #262
223.4 N-m {22.8 kgf-m} [164.9 lbf-ft]
Install spline-side joint to transmission output shaft.
Release parking brake before installing.
Note: The grease nipples should be pointed to the same direction.
Fig. 2.60 Propeller Shaft Assembly
- 75 -
2. POWER TRAIN
(Front and center propeller shaft)
1. UNIVERSAL JOINT 4. PILLOW BLOCK 7. SLEEVE YOKE ASSEMBLY

ASSEMBLY 5. UNIVERSAL JOINT 8. BOLT
2. H YOKE ASSEMBLY
3. GREASE FITTING 6. SHAFT YOKE
(Rear propeller shaft)
1. UNIVERSAL JOINT ASSEMBLY

2. H YOKE
3. BOLT
4. GREASE FITTING
Fig. 2.61 Propeller Shafts
- 76 -
2. POWER TRAIN
2.6 DRIVE AXLES (FRONT AND REAR)
L13 -3, LX70 -7 L16 -3, LX80 -7

Driving 4-wheel drive
Front axle Frame-fixed, semi-floating type
Rear axle Trunnion, semi-floating type
Reduction gear and differential
Type Ordinary type, 2-stage reduction
Differential gear box One-piece type
Differential limiter Torque proportional differential
Final reduction gear assembly
Type Planetary gear type
Weight
Front axle 353 kg [778 lbs] 402 kg [886 lbs]
Rear axle 349 kg [770 lbs] 392 kg [864 lbs]
2.6.1 AXLE
The drive axle consists of a differential, final reduction gear assembly, wet type brake unit, and axle
shaft.
The power from the drive unit is transmitted through the propeller shafts to the front and rear axles.
The power is then transmitted to the differential where it is divided into the right and left axle shafts to
the final reduction gear assembly on each shaft end, thus driving the wheel.
The wet type brake unit is installed in front of the final reduction gear assembly and serves as a
service brake. For the operation of the service brake, refer to “3. BRAKE SYSTEM.”
Axle mount
The front axle is bolted directly to the front frame.
The rear axle is supported by the trunnion method in which axle supports are installed across the rear
axle and bolted to the rear frame. Consequently, the rear axle is cradled up and down around the center
line of the differential according to the ground condition the loader travels.
The trunnion-mounted drive axle helps improve operator comfort because loaders with a trunnion-
mounted drive axle jolt less than those with the conventional cradle-supported drive axle, when they
travel on a bad ground condition.
- 77 -
2. POWER TRAIN
3 4
1
1
4 5
A B
3 6
Detail of area A
2
2
1 2
Note: 100.9 ± 19.6 N-m {10.3 ± 2 kgf-m}

3 6 7
[74.5 ± 14.5 lbf-ft],
6
509.6 ± 98 N-m {52 ± 10 kgf-m}
[376.1 ± 72.3 lbf-ft] 8
Inner surface: Grease
(Install with chamfered part pointed to axle.) 4 5 9 5
Install with lip pointed outward.
Install with groove pointed to plate (7).
Detail of area B
Fill grease before installing.
1. FRONT AXLE 4. AXLE SUPPORT (REAR) 7. THRUST PLATE

2. REAR AXLE 5. PACKING 8. THRUST CAP
3. AXLE SUPPORT (FRONT) 6. BUSHING 9. THRUST WASHER
Note: The sketches show the axles of the L13-3 and LX70-7. The axles of the L16-3 and LX80-7 have the
same structure as those of the L13-3 and LX70-7 .
Fig. 2.62 Drive Axle Assembly
- 78 -
2. POWER TRAIN
2
3 4 5 4
5 1 2
7 8 4 9 10 3 11 4 12 6 13 4
1 6
A Brake piping ports (2)
14 4
Note: 88 N-m {9 kgf-m} [65 lbf-ft], Threaded area: LOCTITE #262

206 N-m {21 kgf-m} [152 lbf-ft], Threaded area: LOCTITE #262
29 N-m {3 kgf-m} [22 lbf-ft]
Lip: Grease
Mating surfaces: LOCTITE FMD-127
1. OIL SEAL 6. FINAL REDUCTION GEAR 10. PIN

2. AXLE SHAFT ASSEMBLY 11. BREATHER
3. DIFFERENTIAL BODY 7. AXLE TUBE 12. COVER
4. DIFFERENTIAL 8. OIL DIPSTICK 13. BLEEDER
5. PLUG (CHECK PORT) 9. RING GEAR 14. DRAIN PLUG
Note: The sketches show the front axle of the L13-3 and LX70-7. The front axle of the L16-3 and LX80-7
has the same structure as that of the L13-3 and LX70-7.
Fig. 2.63 Front Axle
- 79 -
2. POWER TRAIN
4
3
5 1 2 2
6 7 8 3 9 4 10 6 11 4 12 4
A Brake piping ports (2)

1 6
4 13 14 4

29 N-m {3 kgf-m} [22 lbf-ft]
Lip: Grease
Mating surfaces: LOCTITE FMD-127
1. OIL SEAL 6. AXLE TUBE 11. BLEEDER

2. AXLE SHAFT 7. RING GEAR 12. OIL DIPSTICK
3. DIFFERENTIAL BODY 8. PIN 13. PLUG (CHECK PORT)
4. DIFFERENTIAL 9. BREATHER 14. DRAIN PLUG
5. FINAL REDUCTION GEAR 10. COVER
ASSEMBLY
Note: The sketches show the rear axle of the L13-3 and LX70-7. The rear axle of the L16-3 and LX80-7
has the same structure as that of the L13-3 and LX70-7.
Fig. 2.64 Rear Axle
- 80 -
2. POWER TRAIN
2.6.2 DIFFERENTIAL
The differential is integral with the reduction gear.
The power from the propeller shafts is transmitted through the drive pinion and the ring gear to the
differential gear case. It is then sent through the right and left side gears to the final reduction gear. The
speed reduction of the power is accomplished between the drive pinion and the ring gear.
The dif ferential operates as follows:

differential
While the loader travels straight, the ring gear differential gear case and side gears rotate together,
with the pinion gears inside the differential gear case not rotating. The power of the same speed is thus
transmitted from the right and left side gears through the axle shafts to the wheels. When the loader
makes a turn, the right and left wheels rotate at different speeds; the pinion gears in the differential gear
case rotate around their own axes according to the difference in speed between the right and left gears.
While traveling straight While making a turn
1. PINION GEAR
2. SIDE GEAR
3. AXLE SHAFT
4. DIFFERENTIAL
GEAR CASE
Low rpm
High rpm 5. SPIDER
6. DRIVE PINION
7. RING GEAR
Fig. 2.65 Differential Gear Operation
Torque proportional dif ferential

differential
Wheel loaders often need to work on a bad ground condition such as on sand or in a swampy place.
On such a bad ground condition, a loader with the conventional differential can skid, thus making it
difficult to deliver its performance. In addition, the tires will also wear out prematurely. To prevent this
from happening, some models may come equipped with a torque proportional differential which limits
differential action.
The torque proportional differential has almost the same construction as the standard differential
assembly except that the differential pinion gears have an odd number of teeth of a special contour.
When the tires are about to skid on soft ground, the pinion gears continue to transmit power to both side
gears without idling until the difference in road resistance between the right and left tires reaches a
certain point, thus preventing the tires from skidding.
- 81 -
2. POWER TRAIN
1 2 3 1 4 5 1 6 6
18
7 8 16 17
15
5 9
13 14
4
10 11 3 12

Outer diameter: LOCTITE #262, Lip: Grease
Backlash between ring gear and pinion gear: 0.20 to 0.28 mm [0.0079 to 0.0110 in.]
Shim adjustment in a range from 0.55 to 1.55 mm [0.0217 to 0.0610 in.] (Both sides)
1. OIL SEAL 7. THRUST WASHER 13. COVER

2. BEARING RETAINER 8. THRUST WASHER 14. OIL SEAL
3. CASE B 9. PINION GEAR 15. SHIM
4. RING GEAR 10. BEARING CAGE 16. SPIDER
5. CASE A 11. SPACER 17. PINION GEAR
6. SHIM 12. FLANGE 18. SIDE GEAR
Fig. 2.66 Differential
- 82 -
2. POWER TRAIN
2.6.3 FINAL REDUCTION GEAR

The final reduction gear assembly is a planetary type and provides final speed reduction of the power
from the engine in the power transmission line.
The power from the differential gear rotates the shaft and the three planet gears inside the ring gear.
The rotation of the planet gears is transmitted to the planet carrier and then to the axle shaft.
8 7 6 5 4 3 2
A
Power flow
Sectional view A-A

(Planet gear operation)
1. DRIVE PINION 4. PLANET SHAFT 7. PLANET CARRIER

2. DIFFERENTIAL 5. PLANET GEAR 8. AXLE SHAFT
3. GEAR & SHAFT ASSEMBLY 6. RING GEAR (FIXED)
Fig. 2.67 Power Flow
- 83 -
2. POWER TRAIN
1 2 3 4 5 6 7 8 9 1
2 10 11 12 13
14 15 16 17
Note: Imprinted surface should be pointed to piston.

Shim adjustment procedure
1) Tighten the bolt (12) to the tightening torque of 49 N-m {5 kgf-m} [36 lbf-ft] and push in
axle shaft bearing cone, turning axle shaft.
2) Measure spacing between retainer plate (11) and axle shaft. Measured value = Y
3) Choose shims whose thickness is 0.03 to 0.10 mm [0.0012 to 0.0039 in.] greater than the
value Y.
4) Install shims and install retainer plate and bolt.
294 N-m {30 kgf-m} [217 lbf-ft] for L13-3, LX70-7, 333 N-m {34 kgf-m} [246 lbf-
ft] for L16-3, LX80-7, Threaded area: LOCTITE #262
The bearing’s rotational resistance torque is 19.6 to 24.5 N {2 to 2.5 kgf} [4.4 to 5.5 lbf]
on the tube fitting bolt pitch circle.
1. PLANET CARRIER 7. END PLATE 13. GEAR & SHAFT ASSEMBLY

2. SHAFT 8. BRAKE DISK 14. PIN
3. BALL 9. BRAKE RING 15. D RING
4. PLANET GEAR 10. SHIM 16. PISTON
5. RING GEAR 11. RETAINER PLATE 17. D RING
6. NEEDLE ROLLER 12. BOLT
Fig. 2.68 Final Reduction Gear Assembly
- 84 -
2. POWER TRAIN
2.7 WHEEL ASSEMBLY (TIRE AND WHEEL)

ASSEMBLY
L13 -3, LX70 -7 L16 -3, LX80-7

Tire 16.9 x 24–10PR 18.4 x 24–10PR
Tubelss, L-2 Tubelss, L-2
Wheel (rim) W15L x 24 W16L x 24
Weight (per piece)
Tire 91 kg [200.6 lbs] 118 kg [260.1 lbs]
Rim 54.2 kg [119.5 lbs] 57 kg [125.7 lbs]
Inflation pressure 235 kPa {2.4 kgf/cm2} [34.1 psi] 216 kPa {2.2 kgf/cm2} [31.3 psi]
2.7.1 TIRE
The standard model is provided with lock-type L-2 tires which feature high traction. Select appropriate
tires since there are a variety of tires available according to the application and purpose of work.
The tire size is expressed in inches. The strength of tires is expressed in ply rating (PR): for example,
10 PR means a strength corresponding to that of 10 pieces of cotton cords. (PR does not necessarily
stand for the number of cord plies in the tire.)
Example: 16.9 x 24 – 10PR
Tire width (in.) Rim diameter (in.) Tire strength
2.7.2 WHEEL
The wheel consists of the rim and disk. The disk is bolted to the axle shaft.
The tire is installed on the rim and both serve as one piece. It is thus important to use an appropriate
rim when installing a tire on the rim. The use of an inappropriate rim may result in a short life of the tire
and in the worst case might lead to a serious accident. The rim size is also expressed in inches. The first
number stands for the rim width and the next one the rim diameter.
- 85 -
2. POWER TRAIN
(T ire)
(Tire)
1. TIRE
2. RIM
3. VALVE
(Tread pattern)
(Rim)
1. RIM
2. VALVE GUARD
3. DISK
Note: Wheel bolt: 863 ± 40 N-m {88 ± 4 kgf-m} [637 ± 29 lbf-ft]
Fig. 2.69 Tire and Rim
- 86 -
3. BRAKE SYSTEM
3. BRAKE SYSTEM
Service brake
Type Front and rear wheel independent braking, wet disk hydraulic,
booster type
Number of fluid line Independent 2 lines
Brake valve Tandem brake valve
Disk brake Four-wheel, wet type disk brake
Brake pump The transmission charge pump is used 1)
Oil tank 0.28 L [0.074 U.S. gal.]
Brake oil pressure 3.7 MPa {38 kgf/ cm2} [540 psi]
Alarm device –
Safety device –
Parking brake
Type Reduction gear output shaft braking, spring, wet disk brake
type
Location Reduction gear
Note: 1) For the specification and construction of the brake pump, refer to “6.2 PUMP.”
Do not shut off the engine while the loader is running. If the engine stalls while the loader is
running, the parking brake will be automatically applied to brake the loader rapidly
rapidly..
- 87 -
3. BRAKE SYSTEM
3.1 SER VICE BRAKE

SERVICE
3.1.1 GENERAL DESCRIPTION (BRAKE LINE)
(1) Service brake line
The service brake is a 4-wheel, wet type disk brake and uses the full-power brake system.
The hydraulic brake line has an independent 2-line system for the front and rear wheels. If one of the
two lines is damaged for any reason, you can brake the loader using the other line. However, it should be
noted that when one brake line is defective, the braking force drops and you need to give a longer pedal
stroke to brake the loader.
(2) Safety and alarm devices

• Your loader is equipped with a brake valve (oil-over booster). If the pump stops, you can obtain
braking force in proportion to your brake pedal effort by pressing the brake pedal forcefully. However,
it should be noted that the brake pedal is harder than usual and the braking force is low.
Do not shut off the engine while the loader is running.
• The brake oil tank has a level switch inside it. When the brake oil level drops below the specified
value, the operator will notice it immediately by way of the “brake oil level” warning lamp on the
dashboard.
- 88 -
3. BRAKE SYSTEM
: to TRANSMISSION CONTROL VALVE and PARKING BRAKE

: to TRANSMISSION HOUSING DRAIN PORT
Note: Specifications and applications of switches
Position Name Application Specifications
OFF when push rod is pushed.

A Stop lamp switch Stop lamp
ON when push rod is released.
Level switch
B “Brake oil level” warning lamp ON when level is low.
(inside oil tank)
1. BRAKE PEDAL 4. TRANSMISSION SUMP TANK 7. BRAKE OIL TANK

2. BELLCRANK 5. TRANSMISSION CHARGING PUMP 8. WET TYPE DISK BRAKE
3. BRAKE VALVE 6. TRANSMISSION INLINE FILTER (Incorporated in axle)
Fig. 3.1 Service Brake Line
- 89 -
3. BRAKE SYSTEM
to TRANSMISSION
CONTROL VALVE
1. TRANSMISSION 5. BRAKE PEDAL 11. FILTER

2. STRAINER 6. BRAKE VALVE 12. PARKING BRAKE
3. TRANSMISSION 7. BRAKE OIL TANK SOL VALVE
CHARGING PUMP 8. PRESSURE SWITCH 13. PARKING BRAKE
4. TRANSMISSION 9. DISK BRAKE (FRONT) 14. RELIEF VALVE
INLINE FILTER 10. DISK BRAKE (REAR)
Fig. 3.2 Brake Oil Pressure Circuit Diagram
- 90 -
3. BRAKE SYSTEM
Operation
(1) Brake pedal in neutral
When the brake pedal (1) is not pressed, the brake valve (3) is in neutral.
The oil discharged from the transmission charging pump (5) flows, passing through the inline filter
(6), to the brake valve inlet port.
The pressure oil then flows through the brake valve power cylinder and outlet port to the transmission
control valve.
The brake oil pressure line of the disk brake (8) is connected through the brake valve master cylinder
to the brake oil tank (7). Therefore, the disk brake is in the released state.
to TRANSMISSION
CONTROL VALVE
PARKING BRAKE
Fig. 3.3 Brake Pedal in Neutral
- 91 -
3. BRAKE SYSTEM
(2) Brake pedal pressed

When the brake pedal (1) is pressed, the push rod of the brake valve (3) is pushed through the
bellcrank to activate the valve.
Inside the brake valve power cylinder, the power piston is moved by the pressure from the pump,
while the residual oil pressure is sent to the transmission control valve.
Inside the brake valve master cylinder, the secondary and primary pistons move to send the brake
oil to the disk brake (8) to operate it.
to TRANSMISSION
CONTROL VALVE
PARKING BRAKE
Fig. 3.4 Brake Pedal Pressed
(3) Brake pedal released

When the brake pedal (1) is released, the brake valve (3) returns to neutral.
The brake oil activating the disk brake (8) returns through the master cylinder to the brake oil tank
(7). The brake oil pressure is thus removed and the disk brake is released.
- 92 -
3. BRAKE SYSTEM
3.1.2 BRAKE V AL
VAL VE
ALVE
The brake valve is an oil-over booster which boosts the master cylinder oil pressure in proportion to
the brake pedal effort, using the oil discharged from the oil pump as a boosting source.
The brake valve, consisting of a booster (power cylinder) and a tandem master cylinder, operates as
follows: When the brake pedal is pressed, the spool connected to the brake pedal narrows the variable
orifice to deliver boosted oil pressure to the power piston of the booster, thus activating the tandem
master cylinder.
The feel of operation is obtained by a combination of the pedal stroke following the stroke of the
tandem master cylinder piston and the reaction force produced by feeding back the brake oil pressure
generated in the tandem master cylinder from the reaction piston. This provides fine brake control.
Even if the pump fails to operate normally for any reason, the brake pedal effort is applied directly to
the tandem master cylinder to achieve the braking force in proportion to the pedal effort (fail-safe
mechanism).
Note: 29.4 to 34.3 N-m {3.0 to 3.5 kgf-m}

[21.7 to 25.3 lbf-ft]
24.5 to 37.3 N-m {2.5 to 3.8 kgf-m}
[18.1 to 27.5 lbf-ft]
9.8 to 14.7 N-m {1.0 to 1.5 kgf-m}
[7.2 to 10.8 lbf-ft]
13.7 to 39.2 N-m {1.4 to 4.0 kgf-m}
[10.1 to 28.9 lbf-ft] View looking from Z
Threaded area: LOCTITE#262
8.82 to 12.7 N-m {0.9 to 1.3 kgf-m}
[6.5 to 9.4 lbf-ft]
1. INLET PORT 3. DRAIN PORT 5. BRAKE PORT (2)

2. OUTLET PORT 4. TANK PORT
Fig. 3.5 Brake Valve
- 93 -
3. BRAKE SYSTEM
(Power cylinder)
(Master cylinder)
1. JOINT 10. SPRING 19. SECONDARY PISTON

2. PUSH ROD 11. CONNECTOR 20. CONNECTOR
3. DUST COVER 12. SPRING 21. PRIMARY PISTON
4. SPOOL 13. ROD 22. CUP
5. OIL SEAL 14. RELIEF VALVE 23. SPRING
6. BODY 15. SPRING 24. STOPPER
7. CYLINDER COVER 16. PLUG 25. CUP
8. POWER PISTON 17. SET SCREW 26. SPRING
9. SPRING 18. BODY
Fig. 3.6 Brake Valve
- 94 -
3. BRAKE SYSTEM
Operation
(1) Brake valve not activated
When the push rod connected to the brake pedal is returned, the spool (1) and connector (5) assembly
and power piston (4) are also returned to the cylinder cover (3) side.
Therefore, the primary piston (7) and secondary piston (6) of the master cylinder remain at their
respective home positions, with the pressure chambers (D and C) (chambers connected to the brake
ports) are opened through the relief port to the oil tank.
(2) Brake valve activated

The pressure oil from the oil pump flows, passing though the power cylinder inlet port, the rear
chamber (A) of the power piston (4), throttle passage formed by the spool (1) and the power piston
(4), and the front chamber (B) of the power piston (4), to the outlet port.
When the brake pedal is pressed, the spool (1) advances through the push rod connected to the
pedal to narrow the passage between the power piston (4) and the spool (1).
Therefore, a pressure differential is produced between the front and rear chambers (A and B) of the
power piston (4) to force the power piston (4) to move forward, thus pushing the connector (5),
which in turn activates the secondary piston (6) of the master cylinder.
1. SPOOL 4. POWER PISTON 7. PRIMARY PISTON

2. RELIEF VALVE 5. CONNECTOR
3. CYLINDER COVER 6. SECONDARY PISTON
Fig. 3.7 Brake Valve Operation
- 95 -
3. BRAKE SYSTEM
When the secondary piston (6) advances to produce pressure inside the pressure chamber (C), the
pressure is also sent to the reaction chamber built in the secondary piston. The reaction piston
(small-diameter piston) retracts and hits the front end of the spool (1). The pressure produced by
the master cylinder is thus transmitted through the push rod as an operating reaction force to the
pedal.
The pressure produced in the pressure chamber (C) of the master cylinder secondary piston side
also moves the primary piston (7) forward to produce a pressure in the pressure chamber (D) of the
primary piston side. The pressure produced in both the chambers (C and D) flows out of the brake
port to create a braking action.
The oil pressure in the power cylinder is controlled by the pressure setting of the relief valve (2)
which is in turn determined by the master cylinder’s specification pressure.
(3) Safety device

If the hydraulic circuit at the power cylinder side fails to operate normally, you can actuate the
master cylinder piston through the spool (1) and connector (5) by controlling the brake pedal.
The master cylinder is a tandem type so that if either the front or the rear line fails to operate
normally due to, for example, oil leaks, you can apply the brake using the other normal line.
(4) When the brake is released

When the brake pedal is released, the narrowed oil passage between the spool (1) and the power
piston (4) is opened to the original state and the power piston (4) and connector (5) are returned to
the cylinder cover (3) side.
Following the movement of the power piston (4) and the connector (5), the primary piston (7) and
secondary piston (6) of the master cylinder are returned to the non-operating position, with their
respective pressure chambers (C and D) opened through the relief port to the oil tank.
- 96 -
3. BRAKE SYSTEM
3.1.3 DISK BRAKE

The disk brake is a wet, single-plate type and built in the differential body of the drive axle. On this
loader, four disk brake units are installed on the four wheels, one for each.
For the structure of the disk brake, refer to “2.6 DRIVE AXLE.”
Operation
(1) Brake in operation
When the brake oil acts on the back of the brake piston, the brake disk is locked up with the brake
ring and end plate. The inner periphery of the brake disk is splined to the shaft in the power transmission
line. The outer periphery of the brake ring and end plate are secured to the differential body by pins so
that the locked up brake disk stops rotating to brake the loader.
(2) Brake released

When the brake oil pressure acting on the brake piston is released, the brake piston returns slightly to
make the brake disk free, thus releasing the braking force.
Power flow BRAKE OIL PRESSURE
1. AXLE SHAFT 4. BRAKE DISK 7. BRAKE RING

2. PLANET CARRIER 5. END PLATE 8. BRAKE PISTON
3. SHAFT 6. PIN 9. D RING
Fig. 3.8 Disk Brake Operation
- 97 -
3. BRAKE SYSTEM
3.1.4 BRAKE OIL T ANK

TANK
The brake oil tank holds oil to be delivered to the brake valve master cylinder. The brake oil is used
for operating the disk brakes.
Brake oil to be used: Engine oil SAE 5W-20

Capacity: 1.0 L [0.26 U.S. gal.] (total), 0.28 L [0.073 U.S. gal.] (reservoir)
Do not use the general automotive brake fluid (JIS automotive non-mineral brake fluid);
otherwise the rubber parts of the brake system might be damaged to cause the brake to fail to
operate normally
normally,, thus resulting in a serious accident.
Use the mineral brake fluid for the brake system of your loader
loader..
Note: Max.: 283 cc [17.3 in.3]

Min.: 150 cc [9.2 in.3]
21 mm
[0.82 in.]
Alarm position
26 ± 3 mm 32 mm 1. CAP
[1.26 in.]
[1.02 ± 0.12 in.] 2. STRAINER
3. BRACKET
4. LEVEL SWITCH ASSEMBLY
Fig. 3.9 Brake Oil Tank
- 98 -
3. BRAKE SYSTEM
3.2 PARKING BRAKE

PARKING
Manual releasing of parking brake (as an emer gency measure)
emergency
If the parking brake cannot be released with the parking brake switch due to a defective pump or for
any other reason, manually move the brake piston by using the parking brake release bolt to release the
parking brake.
Manually releasing the parking brake should not be abused. It should be limited to a disabled
loader needing to be moved to an out-of-traf fic area. If the parking brake needs to be released
out-of-traffic
with the loader parked on a slope, be sure to block the wheels.
Manually releasing the parking brake

Remove the two parking brake release bolts (1) Diagonally
from the parking brake cap of the transmission. 1 opposite
plugs
Out of the four plugs (2) installed on the parking

brake cover, remove two diagonally opposite Diagonally
plugs that can be more easily removed. 2 opposite
plugs
1
Fig. 3.10
Insert the removed bolts (1) (w/o washer) through

the plug hole into the screw hole at the center of
1
the brake piston (3).
Tighten the release bolts (1) alternately to
withdraw the brake piston (3), thus releasing the
3
disk brake. (The disk brake will be released by
giving another 2 to 3 turns after the bolt head
contacts the brake cover.)
Fig. 3.11
- 99 -
3. BRAKE SYSTEM
3.2.1 GENERAL DESCRIPTION (BRAKE LINE)

The parking brake is a mechanical (spring) type wet, multiple disk brake and installed on the
transmission output shaft.
The parking brake is operated with the parking brake switch in the operator’s compartment.
DISK BRAKE
SPRING
BRAKE PISTON
PARKING BRAKE SWITCH

(Release position)
TRANSMISSION
BRAKE PUMP
PARKING BRAKE SOL VALVE

(ON position)
Hi-Lo TRANSMISSION
Position Name Use Specification

Pressure switch Transmission clutch OFF: 0.64 MPa {6.5 kgf/cm2} [92.4 psi]
(parking brake cut-off and “parking ON: 0.27 MPa {2.8 kgf/cm 2} [39.8 psi]
switch) brake” indication light The switch is turned on at atmospheric pressure.
Fig. 3.12 Parking Brake Line
- 100 -
3. BRAKE SYSTEM
Operation
(1) Releasing parking brake
When the parking brake switch (1) is turned OFF, the pressure oil from the transmission/brake
pump flows through the parking brake solenoid valve (2) into the front chamber (A) of the brake
piston (3).
The brake piston (3) moves against the spring (4) by oil pressure to release the disk brake (5).
Note: The parking brake cannot be 1

released unless the engine is
running.
from TRANSMISSION/BRAKE PUMP
Fig. 3.13 Releasing Parking Brake
(2) Applying parking brake

When the parking brake switch (1) is turned ON, the oil from the transmission/brake pump is
blocked in the parking brake solenoid valve (2). The pressure oil in the front chamber (A) of the
brake piston (3) is drained through the brake valve (3).
The brake piston (3) is moved by the spring (4) to actuate the disk brake (5).
from TRANSMISSION/BRAKE PUMP
Fig. 3.14 Applying Parking brake
- 101 -
3. BRAKE SYSTEM
3.2.2 P ARKING BRAKE ELECTRIC CIRCUIT

PARKING
The parking brake electric circuit consists of a parking brake switch, parking brake relays (1, 2), and
a parking brake solenoid valve.
PARKING BRAKE SW SWITCH SWITCH

POSITION DECAL
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
PARKING
BRAKE
SOLENOID
VALVE
BATTERY
RELAY
Function of parking brake relays

• Parking brake relay (1)
The parking brake relay (1) turns on and off the parking brake solenoid valve when the parking brake
switch is turned on and off.
• Parking brake relay (2)
The parking brake relay (2) completes the power holding circuit when the parking brake switch is
turned off.
Note: In the circuit diagram shown above, the power supply is OFF and the parking brake switch is
ON.
Fig. 3.15 Parking Brake Electric Circuit
- 102 -
3. BRAKE SYSTEM
(1) Parking brake switch in OFF

After the engine has been started:
1. When the parking brake switch is turned to the OFF (1) position, the parking brake relay (2) is
activated to allow the power from the battery relay to flow to the parking brake relay (1), thus
actuating the parking brake solenoid valve to release the parking brake.
2. The parking brake relay (2) holds the parking brake release power.
SWITCH SWITCH
PARKING BRAKE SW POSITION DECAL
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
Automatic return from

OFF (1) to OFF (2).
PARKING
BRAKE
SOLENOID
VALVE
BATTERY
RELAY
Fig. 3.16 Parking Brake in OFF
- 103 -
3. BRAKE SYSTEM
(2) Parking brake switch in ON

After the engine has been started:
When the parking brake (1) is applied, power is no longer supplied to the parking brake solenoid
valve and thus the parking brake is applied.
PARKING BRAKE SW SWITCH SWITCH

POSITION DECAL
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
PARKING
BRAKE
SOLENOID
VALVE
BATTERY
RELAY
Fig. 3.17 Parking Brake in ON
- 104 -
3. BRAKE SYSTEM
3.2.3 P ARKING BRAKE SOLENOID V

PARKING AL
VAL VE
ALVE
The parking brake solenoid valve controls the supply of pressure oil to the disk brake.
The parking brake solenoid valve is switched over with the parking brake switch to actuate the disk
brake.
Plus
terminal
Minus
terminal
P : from TRANSMISSION/BRAKE PUMP

A : to DISK BRAKE
T : to OIL TANK (RETURN)
Fig. 3.18 Parking Brake Valve
- 105 -
3. BRAKE SYSTEM
3.2.4 DISK BRAKE

The disk brake is a wet multiple-plate type and installed on the output shaft of the transmission.
The disk brake is actuated by the built-in spring and released by the pressure oil from the parking brake
solenoid valve.
For the structure of the disk brake, refer to “2.4 DRIVE UNIT.”
Operation
(1) Disk brake in operation
When the pressure oil acting on the brake pistons is drained, the brake piston is moved to the left by
the spring force to lock up the brake disks with the brake plates.
The inner diameters of the brake disks are meshed with the transmission output shaft through the
disk hub. The outer diameters of the brake plates are meshed with the brake housing. As the brake
disks are forced against the brake plates, they are locked. This in turn stops the rotation of the
transmission output shaft through the disk hub, thus applying the parking brake.
5 4 3
BRAKE OIL
PRESSURE DRAIN
1. BRAKE PISTON
2. SPRING
3. END PLATE
4. BRAKE HOUSING
5. BRAKE PLATE
6. DISK HUB
7. BRAKE DISK
8. OUTPUT SHAFT
8 6 7
Fig. 3.19 Disk Brake in Operation
(2) Releasing Brake

When the pressure oil is sent to the back of the brake piston, the brake piston overcomes the spring
force and shifts its position to the right.
A clearance is created between each brake disk and brake plate to make the brake disks free, thus
releasing the brake.
- 106 -
4. STEERING SYSTEM
4. STEERING SYSTEM
Type Frame-articulating type
Mechanism Orbitrol type
Frame articulating angle 40° to right and left
Number of rotations of steering wheel 4.0
Power steering
Model Orbitrol (L2HDBD)
Type Dynamic single
Pressure setting 17.2 MPa {175 kgf/ cm2} [2490 psi]
Steering pump Used also as main pump1)
Steering cylinder
Type Double-acting piston
Quantity 2
Cylinder stroke 395 mm [15.6 in.]
Weight (per cylinder) 17 kg [37.5 lbs]
Note: 1) For the specifications and structure of the main pump, refer to “6.2 PUMP.”
4.1 GENERAL DESCRIPTION

The steering system is a frame-articulating type which steers the loader by operating the two steering
cylinders between the front and rear frames.
to MAIN CIRCUIT
ORBITROL
PRIORITY VALVE
PUMP
TANK
STEERING
CYLINDER
Fig. 4.1 Orbitrol Type Steering System
- 107 -
4. STEERING SYSTEM
The steering mechanism is orbitrol type (full-hydraulic power steering) which does not use any linkage
mechanism, but operates on hydraulic power alone.
The steering system consists of the steering wheel unit, orbitrol, priority valve, steering cylinders
and hydraulic piping.
If the pressure oil is not supplied from the pump for any reason such as when the engine stalls,
the orbitrol acts as a manual steering system, thus making it possible to steer the loader
loader.. However
However,,
note that steering operation is considerably harder than usual.
STEERING WHEEL
STEERING WHEEL UNIT
PRIORITY VALVE
ORBITROL
STEERING CYLINDER
Note: The above sketch does not illustrate the hydraulic piping.
For the hydraulic piping, refer to “6. HYDRAULIC SYSTEM.”
Fig. 4.2 Steering System
- 108 -
4. STEERING SYSTEM
4.2 OIL CIRCULATION ROUTES

CIRCULATION
The oil picked up from the oil tank by the main pump is sent under pressure to the priority valve
where it is divided into two portions: one for the main hydraulic circuit and one for the steering hydraulic
circuit.
The steering hydraulic circuit uses the load sensing system which lets the steering hydraulic circuit
take priority over the main circuit so that the orbitrol receives the necessary amount of oil from the
priority valve, with the residual amount of oil being sent to the main circuit.
When the steering wheel is turned, the oil is sent into one steering cylinder. The oil discharged from
the other steering cylinder returns into the orbitrol from which it returns into the oil tank.
Note: For the operation of the load sensing system, refer to “4.5 PRIORITY VALVE.”
STEERING
CYLINDER
STEERING WHEEL
ORBITROL
to CONTROL VALVE
PRIORITY VALVE
MAIN, STEERING PUMP

3-WAY GEAR PUMP
ENGINE
HST CHARGE TRANSMISSION/

PUMP BRAKE PUMP
OIL TANK
Fig. 4.3 Hydraulic Circuit Diagram
- 109 -
4. STEERING SYSTEM
4.3 STEERING WHEEL UNIT

The steering wheel unit is installed in the cockpit. Below it is the orbitrol.
When the steering wheel is turned, the rotation is transmitted through the steering shaft which in turn
actuates the orbitrol.
5 7
2 8 3
9 4
3 10
11
1
Steering wheel unit
Note: Orbitrol mounting bolt:

34.3 to 40.2 N-m {3.5 to 4.1 kgf-m}
[25.3 to 29.7 lbf-ft]
Splines: Molybdenum grease Sectional view of steering wheel unit
Water-proof seal
Grease
Synthetic rubber adhesive
1. STEERING WHEEL 5. SOUND-ABSORBING MAT 9. BEARING

2. STEERING WHEEL UNIT 6. ORBITROL 10. COLUMN
3. MOUNT RUBBER 7. BUSHING 11. STEERING SHAFT
4. BRACKET 8. GROMMET
Fig. 4.4 Steering Wheel Unit
- 110 -
4. STEERING SYSTEM
4.4 STEERING VAL

VALVE (ORBITROL)
ALVE
The orbitrol consists of the control valve section and the rotor set section.
The control valve is a rotary valve type which changes over the oil passages by rotating itself, to
steering cylinders.
The rotor set is located under the control valve. Usually, it acts as an oil motor to perform metering
function. In an emergency, it is used as a hand pump and acts as a manual steering unit.
(Circuit diagram)
L,R: CYLINDER PORT

P : PUMP PORT
T : TANK PORT
LS : LOAD SENSING PORT
View looking from Z

Fig. 4.5 Orbitrol
- 111 -
4. STEERING SYSTEM
Detail of area B
(Gerotor star mounting position)
Sectional view of A-A
1. END CAP 10. OIL SEAL 19. CHECK VALVE POPPET

2. SPACER 11. SEAL GLAND BUSHING 20. GUIDE
3. SPACER PLATE 12. DUST SEAL 21. SPRING
4. DRIVE 13. RETAINING RING 22. ADAPTER SCREW
5. HOUSING 14. “O”-RING 23. GEROTOR
6. SPOOL 15. FLAT SPRING 24. DRIVE
7. SLEEVE 16. CENTERING SPRING 25. GEROTOR
8. PIN 17. BALL 26. ORIFICE PLATE
9. NEEDLE BEARING 18. CHECK VALVE BODY
Fig. 4.6 Orbitrol Structure
- 112 -
4. STEERING SYSTEM
ORBITROL OPERA TION

OPERATION
(1) Steering Wheel in Neutral
The oil from P port flows into the cavity between
the spool (2) and drive shaft (3) through the small
openings of the sleeve (1) and the spool (2). The oil
in the cavity flows out from the T port through the
upper part of the drive shaft, and notch groove of the
spool and sleeve. The R and L ports (cylinder ports)
are closed by the spool.
Fig. 4.7 Neutral State

(2) T urning Steering Wheel Counterclockwise
Turning
When the steering wheel is turned, counterclockwise,
the spool (2) is rotated with respect to the sleeve (1) to
close the neutral flow passage (small openings).
The oil from the P port passes through the changed
over sleeve openings, spool groove and sleeve openings
and is sent to the rotor set section through the oil passage
of the housing (4) to rotate the rotor (5).
The oil discharged by rotation of the rotor is sent to
the control valve section and then flows from the L port
into the steering cylinder through the sleeve and spool.
The oil discharged from the steering cylinder returns
to the R port and flows out from the T port through the
sleeve and spool.
Fig. 4.8 Counterclockwise Rotation

Note: When the rotor rotates, the drive shaft and the
sleeve rotate together. Namely, if the steering
wheel is turned to rotate the spool, the sleeve
is also rotated equally, thereby nullifying spool
displacement. Consequently, the rotor is
rotated, corresponding to the rotation angle of
the steering wheel, and the oil displaced by the
rotor is sent to the steering cylinder. In actual
steering the following motion of rotor to
steering wheel is executed continuously.
Fig. 4.9 Rotor Set Section in Operation

- 113 -
4. STEERING SYSTEM
(3) T urning Steering Wheel Clockwise

Turning
When the steering wheel is turned clockwise, the
rotor rotates in a direction opposite to direction of rotor
rotated when the steering wheel is turned
counterclockwise, thereby inversing oil intake and
discharge by the rotor.
The oil flows from the R port into the steering
cylinders, and the oil discharged from the steering
cylinder returns to the L port.
Fig. 4.10 Clockwise Rotation
(4) Emergency Operation

When the hydraulic oil is not supplied from the
pump due to engine stop, the orbitrol serves as an
emergency steering unit.
When the steering wheel is turned, rotation is
transmitted to the drive shaft (3) and the rotor (5)
through the spool (2) and cross pin (6).
The rotor, put into rotation, draws in oil. Negative
pressure is created in the oil passage, so that the check
valve (7) is opened to draw in oil from the T port.
The oil discharged from the rotor is sent to the
steering cylinder through the cylinder port to change
the direction of the loader.
The oil discharged from the steering cylinder returns
to another cylinder port and is drawn into the rotor
through the check valve (7).
Note: In case of emergency operation, the steering Fig. 4.11 Emergency Operation (Clockwise
4.11
wheel is harder to turn than in normal Rotation)
operation.
- 114 -
4. STEERING SYSTEM
(5) Center spring operation

When the steering wheel is turned, the centering spring is compressed corresponding to the clearance
between the cross pin and spool. When the steering wheel is released or locked, the sleeve is rotated by
the centering spring tension to return the steering wheel to neutral. The loader continues to turn at its
turning angle until the steering wheel is operated again. Thus, the centering spring tension acts as feedback
of the steering mechanism.
(6) P port check valve operation

The orbitrol’s P port has a check valve installed.
The check valve operates as follows:
When the steering wheel is turned clockwise and the steering cylinder reaches its stroke end, the
pressure at the R port of the orbitrol rises to the setting value. When your hand is released from the
steering wheel at this point, the entire system returns to neutral, but high pressure oil remains at the R
port because the cylinder port side is blocked.
When the steering wheel is then turned slowly to the clockwise direction, the R port of the orbitrol is
connected through the rotor to the P port. The rotor turns momentarily due to the residual pressure at the
R port to let the oil flow back to the P port.
The rotor is mechanically linked to the steering wheel and thus the steering wheel tries to turn in the
direction (counterclockwise) opposite to the direction you want to turn. To prevent this from happening,
a check valve is installed at the P port of the orbitrol.
- 115 -
4. STEERING SYSTEM
4.5 PRIORITY VAL

VALVE
ALVE
The priority valve combines with the orbitrol to form the load sensing system in which both the
steering system and the hydraulic system can be efficiently driven by a single pump.
The priority valve is provided with a relief valve for the steering hydraulic circuit.
Sectional view A-A

44.1 N-m {4.5 kgf-m} [32.5 lbf-ft]
P : Pump port (from MAIN PUMP)

T : Tank port (to OIL TANK)
LS : Load sensing port (from ORBITROL)
EF : Main circuit port (to CONTROL VALVE)
CF : Steering circuit port (to ORBITROL) (Circuit diagram)
1. HOUSING 5. RING 10. SPRING GUIDE

2. SPOOL 6. VALVE SEAT 11. ADJUSTMENT SCREW
3. SPRING 7. BODY 12. PLUG
4 to 11. RELIEF VALVE 8. POPPET 13. PLUG
4. SCREEN 9. SPRING
Fig. 4.12 Priority Valve
- 116 -
4. STEERING SYSTEM
Load sensing valve operation

The load sensing system lets only the amount of oil (out of the discharged from the main pump)
necessary for steering operation flow into the orbitrol, while letting all the remaining oil flow into the
load handling system (control valve).
For example, when the steering wheel is in neutral, most of the oil discharged from the main pump is
directed to the control valve for the operation of the load handling system.
This allows efficient use of the oil discharged from the main pump, thus making the hydraulic system
more energy-saving.
(1) Steering wheel in neutral (engine not running)

When the engine is not running, the priority valve spool (1) is pressed to the left in the figure by
control spring (2) tension, thus keeping the CF port fully open and the EF port fully closed.
STEERING CYLINDER
STEERING WHEEL
ORBITROL
to CONTROL VALVE
PRIORITY VALVE
MAIN PUMP ENGINE
Fig. 4.13 Steering Wheel in Neutral (engine not running)
- 117 -
4. STEERING SYSTEM
(2) Steering wheel in neutral (engine running)

The pressure oil from the main pump flows through the P port of the priority valve and then branches.
The pressure oil from the CF port is blocked off by the orbitrol and thus flows through the throttles
C1 and C2 to the chambers A and B.
The pressure oil in the chamber B flows, passing through the LS port and orbitrol, to the hydraulic
oil tank so that the oil pressure in the chamber B becomes lower than the oil pressure in the chamber
A thanks to the throttle C2. If the pressure differential exceeds the control spring pressure of the
spring (2), the spool (1) moves to the right.
The EF port of the priority valve opens fully while the CF port opens slightly. For this reason,
almost all the oil discharged from the main pump flows to the control valve for driving the load
handling means.
ORBITROL
to CONTROL
VALVE
PRIORITY VALVE
Fig. 4.14 Steering Wheel in Neutral (engine running)
- 118 -
4. STEERING SYSTEM
(3) Steering wheel in rotation

When the steering wheel is turned from neutral state, the oil passages in the orbitrol are changed
over so that the pressure oil in the chamber A and CF port of the priority valve passes through
throttle C4 into the Gerotor.
The oil pressure in the chamber A drops as the pressure oil enters the Gerotor and thus the spool (1)
of the priority valve moves to a position which attain a balance between the pressure differential
between the chambers A and B and the control spring (2) force. This determines the flow ratio of
oil discharged from the main pump between the CF port and the EF port.
The opening of the throttle C4 inside the orbitrol is determined by the rotating speed of the steering
wheel. That is, the quicker the steering wheel is turned, the larger the opening becomes; the slower
the steering wheel is turned, the smaller the opening results. Therefore, when the steering wheel is
turned quickly, more oil is directed to the CF port, thus quickening steering speed.
GEROTOR
ORBITROL
PRIORITY VALVE
Fig. 4.15 Steering Wheel in Rotation
- 119 -
4. STEERING SYSTEM
(4) Steering wheel at stroke end

The pressure oil that reached the Gerotor flows, passing through the LS port and throttle C3 of the
priority valve, into the chamber B.
When the steering wheel is further turned and the steering cylinder reaches its stroke end, the oil
pressure in the chamber B of the priority valve rises together with the circuit pressure. When the oil
pressure in the chamber B reaches 17.2 MPa {175 kgf/cm2} [2 495 psi], the relief valve (3) of the
priority valve operates to reduce the oil pressure in the chamber B.
When the oil pressure in the chamber B drops, a pressure differential is produced between the
chambers A and B by the throttle C2. When the pressure differential overcomes the control spring
pressure of the spring (2), the spool (1) of the priority valve moves to the right.
Therefore, the EF port of the priority valve opens fully while the CF port opens slightly and thus
almost all the oil discharged from the main pump flows to the control valve.
ORBITROL
to CONTROL
VALVE
PRIORITY VALVE
Fig. 4.16 Steering Cylinder at Stroke End
- 120 -
4. STEERING SYSTEM
4.6 STEERING CYLINDER

Two double-acting steering cylinders are used. Each piston rod and cylinder tube are connected to
the front frame and rear frame, respectively. The loader is steered by the piston rod extending and
retracting.
Detail of inside
Note: 304 N-m {31 kgf-m} [224 lbf-ft], Threaded area: Three Bond #1901
613 N-m {62.5 kgf-m} [452 lbf-ft]
6.9 N-m {0.7 kgf-m} [5.1 lbf-ft] (After tightening, calk two parts.)
76.4 ± 3.8 N-m {7.8 ± 0.4 kgf-m} [56.3 ± 2.8 lbf-ft]
17.2 ± 0.9 N-m {1.8 ± 0.1 kgf-m} [12.3 ± 0.7 lbf-ft]
Pressure check port (PT1/8)
1. CYLINDER HEAD 7. “U”-RING 13. SET SCREW

2. “O”-RING 8. PISTON ROD 14. STEEL BALL
3. BACK-UP RING 9. CYLINDER TUBE 15. SPHERICAL BEARING
4. “O”-RING 10. SLIDE RING 16. WIPER RING
5. WIPER RING 11. SEAL RING, “O”-RING 17. PLUG
6. BUSHING 12. PISTON
Fig. 4.17 Steering Cylinder
- 121 -
4. STEERING SYSTEM
NOTE
- 122 -
5. FRAME AND COCKPIT

5.1 FRAME
The frame is a steel-plate welded type and divided into two parts: front and rear frames. The cockpit
and operator’s seat are mounted on the rear frame.
Do not try to modify the ROPS (Roll-over protection structure), if mounted, without prior
permission from the manufacturer
manufacturer.. If the ROPS should get damaged or deformed due to turning
over or collision, it is advisable to replace it with a new one, because a damaged or deformed
ROPS has a low structural strength.
- 123 -
1
2
Note: The sketches show the balance

weight of the L13-3 and LX70-7. The
balance weight of the L16 -3 and
LX80-7 has the same design.
Note: 452 N-m {46 kgf-m} [333 lbf-ft] for L13-3, LX70-7
1. (REAR FRAME)
2. BALANCE WEIGHT: 613 kg [1352 lbs] for L13-3 , LX70-7
1126 kg [2483 lbs] for L16-3 , LX80-7
Fig. 5.1 Balance Weight
- 124 -
1 3
1
1
Note: 665 N-m {68 kgf-m} [492 lbf-ft] for L13-3, LX70-7
Note: The sketches show the balance

1. (REAR FRAME)
weight of the L13-3 and LX70-7. The
2. STANDARD BALANCE WEIGHT
balance weight of the L16 -3 and
3. ADDITIONAL WEIGHT
LX80-7 has the same design.
Additional weight (kg [lbs])

HEAVY 2ND
L13-3, LX70-7 501 [1105] 329 [725]
L16-3, LX80-7 627 [1383] 257 [567]
Fig. 5.2 Additional Weight (Option)
- 125 -
5.2 CENTER HINGE PIN

The loader is a frame-articulated type: the front frame is joined to the rear frame with two hinge pins
around which the loader pivots for steering.
When loader is steered, the area near the center

hinge pins becomes so narrow that you might get
caught between the front and rear frames. Before
trying to service the loader
loader,, make sure to set the
safety link. Prior to moving (traveling) the loader
loader,,
make sure the safety link is set to the original
position.
(When servicing the loader)
Fig. 5.3 Safety Link
- 126 -
1 1
2
1 3
A
Upper hinge section
9 3 4
5
10
1 6
14
7
11 4
12 1
2
Detail of area A
1 8 13 1
Lower hinge section
Note: Inner surface: Grease (before installing pin)

34.3 ± 2.9 N-m {3.5 ± 0.3 kgf-m} [25.3 ± 2.17 lbf-ft]
548.8 ± 39.2 N-m {56.0 ± 4.0 kgf-m} [405.0 ± 28.9 lbf-ft]
1. UPPER HINGE PIN 6. COLLAR 11. CAP

2. BUSHING 7. SHIM 12. BUSHING
3. BUSHING 8. FLANGE 13. COLLAR
4. GREASE FITTING 9. U-NUT 14. RUBBER
5. LOWER HINGE PIN 10. DUST SEAL
Fig. 5.4 Center Hinge Pin (L13-3, LX70-7)
- 127 -
1 1
2
1 3
A
Upper hinge section
9 3 4
5
10
1 6
14
7
11
4
12 1
2 Detail of area A
1 8 13 1
Lower hinge section
Note: Inner surface: Grease (before installing pin)

62.6 ± 3.8 N-m {6.4 ± 0.4 kgf-m} [46.3 ± 2.91 lbf-ft]
548.8 ± 39.2 N-m {56.0 ± 4.0 kgf-m} [405.0 ± 28.9 lbf-ft]
1. UPPER HINGE PIN 6. COLLAR 11. CAP

2. BUSHING 7. SHIM 12. BUSHING
3. BUSHING 8. FLANGE 13. COLLAR
4. GREASE FITTING 9. U-NUT 14. RUBBER
5. LOWER HINGE PIN 10. DUST SEAL
Fig. 5.5 Center Hinge Pin (L16-3, LX80-7)
- 128 -
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
The hydraulic system uses the main pump as its power source and changes over oil flows with the
control valve according to the work you want to do.
The hydraulic system consists of a main pump, control valve, valve controls, oil tank, and hydraulic
piping.
6.1 OIL CIRCULATION ROUTES

CIRCULATION
The hydraulic circuit of the loader consists of the main hydraulic circuit, steering hydraulic circuit,
and HST hydraulic circuit.
For the steering hydraulic circuit, refer to “4. STEERING SYSTEM” (4.2).
For the HST hydraulic circuit, refer to “2.1 HST UNIT.”
Main hydraulic circuit

The oil picked up from the oil tank by the main pump is directed to the priority valve where it is
divided into two portions: one for the main hydraulic circuit and the other for the steering hydraulic
circuit. The oil divided for the main hydraulic circuit is routed into the control valve. When the control
valve is in neutral, the oil passes through the control valve back to the oil tank.
When the load handling lever (control lever) is operated and the control valve spool moves, the oil
flows through the oil passage chosen inside the valve to the cylinder. The oil discharged from the cylinder
returns, passing through the control valve, into the oil tank.
The oil tank has a return filter inside it.
- 129 -
(Empty page)
- 130 -
6. HYDRAULIC SYSTEM
Note: This circuit diagram contains the
brake hydraulic circuit, steering
hydraulic circuit, and HST
hydraulic circuit.
Fig. 6.1 Hydraulic Circuit Diagram
- 131 -
(Empty page)
- 132 -
6. HYDRAULIC SYSTEM
6.2 PUMP
L13 -3, LX70 -7 L16 -3, LX80 -7

Main pump
Model 56 · 20 · 11R680 60 · 20 · 11R681
Type Gear type
Drive (installed on HST pump)
Discharge 122 L [28.57 U.S. gal.]/min 141 L [37.25 U.S. gal.]/min
(2300 rpm, 1.47 MPa (2450 rpm, 1.47 MPa
{15 kgf/ cm2} [213 psi]) {15 kgf/ cm2} [213 psi])
Weight 19.5 kg [43.00 lbs] 20.8 kg [45.86 lbs]
(including HST charging pump (including HST charging pump
and T/M charging pump) and T/M charging pump)
Steering pump Used in common with main pump
HST charging pump
Type Gear type
Drive Connected to the rear of main pump
(2300 rpm, 3.9 MPa (2450 rpm, 3.9 MPa
Transmission charging pump
(Brake assist)
Type Gear type
Drive Connected to the rear of
HST charging pump
(2300 rpm, 1.77 MPa (2450 rpm, 1.77 MPa
- 133 -
6. HYDRAULIC SYSTEM
The loader uses three pumps: main pump (steering pump), HST charging pump and transmission
charging pump (brake assist).
The HST pump unit has triple pumps at its rear side: The first pump is used as the main pump, the
second pump as the HST charging pump and the third pump as the transmission charging pump.
Since the drive gear of the triple pumps is coupled to the HST pump unit drive shaft, it always rotates
as the engine runs.
(HST PUMP)
TRIPLE PUMPS
Note: 91.2 ± 18 N-m {9.3 ± 1.8 kgf-m} [67.3 ± 13.0 lbf-ft]
Fig. 6.2 Pumps
- 134 -
6. HYDRAULIC SYSTEM
DISCHARGE SIDE
SUCTION SIDE
DIRECTION
OF ROTATION
DISCHARGE SUCTION
PORT PORT
1. MAIN/STEERING PUMP
2. HST CHARGING PUMP
3. TRANSMISSION CHARGING/BRAKE PUMP
Fig. 6.3 Three-way Pumps
- 135 -
6. HYDRAULIC SYSTEM
1. DRIVE GEAR 8. COUPLING 15. REAR COVER

2. OIL SEAL 9. ADAPTER PLATE 16. FRONT COVER
3. BODY 10. ADAPTER 17. DRIVEN GEAR
4. SIDE PLATE 11. OIL SEAL 18. DRIVEN GEAR
5. ADAPTER PLATE 12. BODY 19. DRIVEN GEAR
6. BODY 13. DRIVE GEAR
7. DRIVE GEAR 14. SIDE PLATE
Fig. 6.4 Structure of Triple Pumps
- 136 -
6. HYDRAULIC SYSTEM
6.3 CONTROL VAL

VALVE
ALVE
Model KVS-120H-2
Type Parallel circuit1), 2-spool sliding type with relief valve
Main relief pressure setting 20.6 MPa {210 kgf/ cm2} [2987 psi]
Port relief pressure setting 16.2 MPa {165 kgf/ cm2} [2347 psi]
(at bucket cylinder rod side)
Weight 21 kg [46.3 lbs]
Note: The two-way valve has a parallel circuit; the three-way valve has a tandem circuit; the four-way
valve has a twin tandem circuit plus a twin parallel circuit. (If you want to increase the number
of ports, replace the valve assembly with a new one.)

The control valve is a stacked, 2-spool sliding type, consisting of the inlet section, two spool sections,
and outlet section.
Note: For the control valve installation, see Fig. 6.21.
(1) Relief V alve

Valve
The control valve is provided with a relief valve that serves to protect the entire hydraulic circuit of
the load handling system while controlling the operation pressure. The cylinder port leading to the
bucket cylinder rod side is fitted with a port relief valve which relieves the pressure oil when the cylinder
receives a load heavy enough to let the pressure at the cylinder port rise beyond the specified value, thus
protecting the cylinder and the piping.
(2) Detent mechanism

The boom spool has a mechanical detent at the position where it is fully pulled out (boom floating
stage).
The bucket spool has an electromagnetic detent at the position where is fully pushed in (bucket
roll-back stage). The detents compose the bucket leveler and do not function when the bucket is in
the range from level to roll-back position.
- 137 -
6. HYDRAULIC SYSTEM
stroke (mm)
stroke (mm)
Parallel circuit
Note: (2 points) 65 N-m
{6.6 kgf-m} [48 lbf-ft]
101 N-m {10.3 kgf-m}
[74 lbf-ft]
78 to 88 N-m {8 to 9 kgf-m}
[58 to 65 lbf-ft]
1. MAIN RELIEF VALVE

2. INLET SECTION
3. PORT RELIEF VALVE
4. SPOOL SECTION (BUCKET)
5. OUTLET SECTION
6. SPOOL SECTION (BOOM)
Fig. 6.5 Control Valve
- 138 -
6. HYDRAULIC SYSTEM
(Bucket)
1. SPOOL 5. CAP 9. COIL TUBE ASSEMBLY

2. WIPER 6. SPRING 10. CHECK VALVE SPRING
3. SEAL 7. PIN 11. CHECK VALVE POPPET
4. VALVE HOUSING 8. PLATE
(Boom)
1. SPOOL 6. DETENT PIN 11. DETENT SPACER

2. WIPER 7. DETENT SPRING 12. SHIM (t = 0.5 mm [0.02 in.])
3. SEAL 8. CAP 13. CHECK VALVE SPRING
4. VALVE HOUSING 9. DETENT SLEEVE 14. CHECK VALVE POPPET
5. SPRING 10. STEEL BALL
Fig. 6.6 Spool Section
- 139 -
6. HYDRAULIC SYSTEM
6.3.2 OPERA
OPERATIONTION
When the control lever is actuated, the oil passages are switched over by the spools sliding so that the
pressure oil from the priority valve is selectively sent to the bucket or boom cylinder.
The boom’ s “float” position and the bucket’s “roll-back” position have a detent mechanism. When
the control lever is placed in the “float” or “roll-back”, the detent mechanism keeps the lever position so
that the spool does not return to neutral if your hand is removed from the lever. The control lever
automatically returns to neutral from operating positions than “float” and “roll-back” when your hand is
removed from the lever.
1. Control valve in neutral

When the spools of the bucket spool section and the boom spool section are in neutral, both the
cylinder ports A (rod side) and B (tail side) are closed by the spool.
The pressure oil which has reached the control valve flows through the inlet section, past the neutral
oil passages in the bucket spool section and the boom spool section, to the outlet section from
which it is directed to the low-pressure oil passage and leaves the control valve through the inlet
section.
Note: The sketch shows a typical KVS series valve. The actual valve used for your loader may have a
slightly different shape.
LOAD CHECK VALVE
NEUTRAL
LOW-PRESSURE OIL PASSAGE NEUTRAL OIL PASSAGE

(RETURN PASSAGE)
Fig. 6.7 Control Valve in Neutral (Bucket Spool Section)
- 140 -
6. HYDRAULIC SYSTEM
2. Bucket spool operation

(1) Roll-back
When the control lever is placed in the “roll-back” position, the bucket spool moves in the direction
indicated by the arrow.
The neutral oil passage is closed by the spool and the pressure oil pushes open the load check valve
to flow to the cylinder port (B1) from which it is directed into the bucket cylinder tail.
The oil discharged from the bucket cylinder rod side flows through the cylinder port (A1) to the
low-pressure oil passage and back to the oil tank.
Roll-back
Fig. 6.8 Bucket in Roll-back
(2) Dump
When the control lever is placed in the “dump” position, the bucket spool moves in the direction
indicated by the arrow.
The neutral oil passage is closed by the spool and the pressure oil pushes open the load check valve
to flow to the cylinder port (A1) from which it is directed into the bucket cylinder rod side.
The oil discharged from the bucket cylinder tail side flows through the cylinder port (B1) to the
low-pressure oil passage.
Dump
Fig. 6.9 Bucket in Dump
- 141 -
6. HYDRAULIC SYSTEM
3. Boom spool operation

(1) Raise and down
The oil passage in the boom spool section is identical with that of the bucket spool section. Therefore,
boom raising operation is identical with bucket roll-back operation whereas boom lowering operation is
identical with bucket dump operation. For the details of boom operation, see the pertinent sections of
bucket operation.
(2) Float
When the control lever is further pushed down from the “Down” position to the “Float” position,
the boom spool moves as indicated in the illustration.
Due to this motion the neutral passage is opened. The pressure oil flows as in neutral position.
The cylinder ports (A2) and (B2) are connected to the low pressure oil passage. As a result, the
booms float over the ground surface according to its irregularities. The oil discharged from the
boom cylinder rod side is sent to the tail side and the oil forced out from its tail side is sent to the
rod side respectively through the low pressure oil passage in the control valve.
Dump
Fig. 6.10 Boom in Floating
- 142 -
6. HYDRAULIC SYSTEM
4. Detent operation
(1) Boom side
When the control lever is pushed down fully to
the “Float” position, the boom spool (1) is pulled
out fully. Due to this, the detent pin (2) fitted to
the spool end is also pulled out, and the detent
balls (3) fall into the groove of detent sleeve (4).
Since the detent balls are pushed by the detent
spring (5), the boom spool holds its position, and
the detent becomes operative.
To release the detent, pull the control lever to
disengage the detent ball.
Fig. 6.11 Boom Side Detent in Operation

6.11
(2) Bucket Side

The electromagnetic detent is used at the bucket side. The electrical circuit is connected from the
battery to the proximity switch of the bucket leveler through the coil assembly of the bucket spool
section.
When the bucket is tilted forward, the proximity switch is kept closed so that the coil assembly (4)
is excited.
When the control lever is pulled out fully to the “Roll-back” position, the bucket spool (1) is fully
pushed in, and the pin (2) fitted to the spool end is also pushed in, so that the plate (3) contacts the
coil (4). As a result the bucket spool holds its position, and the detent becomes operative.
To release the detent, open the proximity switch to de-energize the coil assembly or operate the
control lever by hand.
In close
contact
PROXIMITY SWITCH
BATTERY
FUSE
Fig. 6.12 Bucket Side Detent in Operation
- 143 -
6. HYDRAULIC SYSTEM
6.3.3 RELIEF VALVE

1. Main relief valve
The main relief valve is located between the neutral oil passage and the low-pressure oil passage
(return oil passage) in the inlet section.
Operation
(1) In inoperative state
The pressure oil in the high-pressure oil passage
(HP) flows through the throttle hole (2) in the main
poppet (1) to fill the internal cavity (3).
Owing to the difference in area on which the
hydraulic pressure acts, the main poppet (1) closely
seats to the sleeve (4).
Fig. 6.13 In Inoperative State
(2) Operation (A)

When the pressure in the high-pressure oil passage
(HP) rises and exceeds the relief pressure setting, the
pilot poppet (5) opens.
The pressure oil flows from the pilot poppet into
the low pressure oil passage (LP), after passing
between the sleeve (4) and the housing (6).
Fig. 6.14 Operation (A)
(3) Operation (B)

As the pilot poppet (5) opens, the pressure in the
internal cavity (3) lowers to open the main poppet (1)
so that the pressure oil in the oil passage (HP) flows
directly into the lower pressure oil passage (LP).
Fig. 6.15 Operation (B)
- 144 -
6. HYDRAULIC SYSTEM
2. Port relief valve

The port relief valve is located between the rod-side cylinder port of the bucket spool section and
low-pressure oil passage (return oil passage).
The combination valve used for the port relief valve provides anti-cavity function as well as relief
valve function.
Operation
(1) In inoperative state
The pressure oil at the cylinder port (HP) flows
through the hole in the piston poppet (1) to act on both
the check valve poppet (2) and the relief valve poppet
(3) to seat closely due to the difference in area on which
oil pressure acts.
Fig. 6.16 In Inoperative State
(2) Operation (A)

When the pressure at the cylinder port (HP) rises
and exceeds the relief pressure setting, the pilot poppet
(4) opens.
The pressure oil flows, passing through the pilot
poppet, the area between the check valve poppet (2)
and housing (5), into the low-pressure oil passage (LP).
Fig. 6.17 Operation (A)
(3) Operation (B)

As the pilot poppet (4) opens, the pressure at the
back of the piston poppet (1) drops so that the piston
poppet moves.
The hole in the piston poppet (1) is closed by the
pilot poppet (4) and thus the pressure at the back of
the relief valve poppet (3) drops further.
Fig. 6.18 Operation (B)
- 145 -
6. HYDRAULIC SYSTEM
(4) Operation (C)

A pressure differential is produced across the relief
valve poppet (3) to move the relief valve poppet.
Therefore, the pressure oil at the cylinder port (HP)
flows directly into the low-pressure oil passage.
Fig. 6.19 Operation (C)
(5) Suction
If the pressure at the cylinder port (HP) is lower
than the pressure at the low-pressure oil passage due
to the occurrence of cavitation, the check valve poppet
moves due to the difference in area on which negative
pressure acts across the check valve poppet (2).
Therefore, oil is delivered from the low-pressure
oil passage to the cylinder port (HP) to remove the
cavitation.
Fig. 6.20 Suction
- 146 -
6. HYDRAULIC SYSTEM
6.4 VAL
VALVE CONTROLS
ALVE
The valve control system is a single lever type. When the control lever is manipulated, the control
valve spools are operated by the cables; shifting the lever back and forth will actuate the boom spool
while shifting the lever sideways will actuate the bucket spool.
As a safety device for the valve control system, a stopper link is provided. Use the stopper link
to lock the control valve in neutral when the load handling system does not need to be used.
- 147 -
6. HYDRAULIC SYSTEM
1
Z
8
2 10 2
9
3 17
3 12
Z
13 2 11
18
19
14
4
16 15
5
7 Note: Threaded area: LOCTITE #262

Before assembly, apply grease.
Adjust the lever so that the bolt head
contacts the stopper at the stroke end.
1. KNOB (QSS 7. BRACKET 14. STOPPER LINK

incorporated) 8. CONTROL LEVER 15. SPRING
2. BOOT 9. BUSHING 16. HANDLE (LEVER STOPPER)
3. COVER 10. PIN 17. BALL LINK
4. CONTROL BOX 11. BUSHING 18. CABLE (FOR BUCKET)
5. PLATE 12. BOSS 19. CABLE (FOR BOOM)
6. CONTROL VALVE 13. BRACKET
Fig. 6.21 Valve Controls
- 148 -
6. HYDRAULIC SYSTEM
6.5 OIL TANK

TANK
Type Pressurized-closed type

Tank capacity 50 L [13.2 U.S. gal.]
Air breather operating pressure Positive pressure: 46 to 54 kPa {0.47 to 0.55 kgf/cm2}
[6.68 to 7.82 psi]
Negative pressure: 4 to 5 kPa {0.04 to 0.05 kgf/cm2}
[0.57 to 0.71 psi]
Return filter 1 pc. (10 µm)
The oil tank holds hydraulic oil used for the main hydraulic circuit and the steering hydraulic circuit.
It is bolted to the rear frame.
The oil tank has a return filter inside it.
1. RETURN FILTER
2. BREATHER
3. OIL TANK
4. VIEW GAUGE
5. SUCTION FILTER
6. (REAR FRAME)
2
1
3
5
2
Note: 12.7 N-m {1.3 kgf-m} [9.4 lbf-ft], Threaded area: LOCTITE #262
245 N-m {25 kgf-m} [181 lbf-ft] (Make sure the oil tank rests on the frame’s top
surface when installing.)
Fig. 6.22 Oil Tank
- 149 -
6. HYDRAULIC SYSTEM
NOTE
- 150 -
7. LOAD HANDLING SYSTEM

The load handling system is operated by hydraulic cylinders and is used for digging, loading and
unloading, and transporting loads.
The linkage employed for the loading system is an inverse Z-shape type which is simpler in design
and produces more powerful bucket break-out force than the duplex type and others.
BUCKET CYLINDER
BUCKET LEVELER
BELLCRANK
BOOM CYLINDER
BOOM
BUCKET
Fig. 7.1 Load Handling System
- 151 -
7.1 BOOM, BELLCRANK, AND BUCKET
L13 -3, LX70 -7 L16 -3, LX80-7

Linkage Z-shape
Bucket DEB, I type
Bucket capacity, heaped 1.3 m3 [1.7 y3] 1.6 m3 [2.1 y3]
Bucket leveler Provided (non-contact type)
Boom kickout Not provided
Weight
Booms (per piece) 470 kg [1036 lbs] 575 kg [1268 lbs]
Bellcrank 83 kg [183 lbs] 110 kg [243 lbs]
Push rod 25 kg [55 lbs] 38 kg [84 lbs]
Bucket (w/ double edge) 534 kg [1177 lbs] 710 kg [1566 lbs]

The load handling system consists of booms, bellcrank, push rod, bucket, bucket cylinder, boom
cylinders, and pins used for securing those components. The bucket leveler helps provide efficient load
handling operation. All connecting pins of the load handling system have dust seals to prevent the
entrance of water, mud, or dust into the system. In addition, the 3 connecting pins for the bucket are
provided with “O”-rings.
All connecting pins are secured with lock bolts.
(Fig. 7.2 Part names)
1. BUCKET CYLINDER 6. FRONT FRAME 11. BUSHING

2. BELLCRANK 7. SPACER 12. DUST SEAL
3. PUSH ROD 8. BOOM CYLINDER 13. “O”-RING
4. BOOM 9. PIN 14. LOCK BOLT
5. BUCKET 10. GREASE FITTING
- 152 -
2
Z
6
3
7
Z 8
4
Structure of pin (typical) (Bucket pins)
Note: All pins, bushings and bosses: Grease (apply before installing pins)
Dust seals must be installed with lip facing outward.
Fig. 7.2 Boom, Bellcrank, and Bucket (1)
- 153 -
Installing bucket stoppers
“Dump” stopper
A
L13-3, LX70-7 54 mm [2.13 in.]
L16-3, LX80-7 58 mm [2.28 in.]
Detail of area Z
B C
“Roll-back”
stopper 26 mm 460 mm
L13-3, LX70-7
[1.02 in.] [18.1 in.]
38 mm 495 mm
L16-3, LX80-7
[1.50 in.] [19.5 in.]
Note: Extend the bucket cylinder to the full, retract it 3 mm [0.12 in.] before welding the stopper.
Installing bucket pins
Set “O”-rings between the bucket and booms

(2 points) and between the bucket and push rod
before installing the bucket, booms and push
rod.
After installing the bucket, booms and push rod,
apply grease on the whole periphery of the areas
marked with and install the “O”-rings in the
grooves.
Fig. 7.3 Boom, Bellcrank, and Bucket (2)
- 154 -
7.1.2 BUCKET
The double-edged bucket is standard. In addition to the standard type, type 1 light bucket and type 3
bucket are also optionally available.
The bucket should be selected with due care, considering the condition of job sites, the nature of
loads to be handled, and the operating condition. A wrong bucket will cause an inefficient operation and
may cause the malfunction of the load handling system as well.
(Double-edged bucket: DEB)
(Type 3 bucket, B3)

(Type
Fig. 7.4 Bucket
- 155 -
7.1.3 BUCKET LEVELER

When the control lever is put in the “roll-back” position after dumping the bucket, the bucket leveler
automatically returns the control lever to neutral when the bucket becomes level, keeping the bucket
level.
Operation
As the cylinder rod of the bucket cylinder is extended and the bucket is rolled back, the leveler bar
leaves the sensing surface of the proximity switch, so that the electric circuit is opened.
The proximity switch is connected to the solenoid detent coil of the control valve bucket section.
The solenoid detent is thus released to let the control lever return to neutral, stopping the rolling
back operation of the bucket.
Note: The bucket roll-back phase of the control valve uses a solenoid detent mechanism. When the
bucket is rolled back beyond the horizontal line, no further electricity will flow to the solenoid
detent coil so that the detent mechanism won’t work.
2 6
4
1. BUCKET CYLINDER
2. LEVELER BAR
3. BRACKET
4. PROXIMITY SWITCH
5. CONTROL VALVE
6. WIRING
7. BRACKET
Fig. 7.5 Bucket Leveler
- 156 -
7.1.4 BOOM KICKOUT (OPTION)

The boom kickout device stops the booms at a preset height during the lifting phase. With the control
lever in the boom raise position, the boom kickout device automatically returns the control lever in
neutral when the booms are raised to that preset height, thus stopping the lifting operation of the booms.
Operation
When the booms are raised to a preset height, the level plate installed on one of the booms leaves
the sensing surface of the proximity switch, so that the electric circuit is opened.
The proximity switch is wired to the solenoid detent coil of the control valve boom section. The
solenoid detent is thus released to return the control lever to neutral, thus stopping the lifting operation
of the booms.
Note: The control valve of trucks equipped with a boom kickout device is different from that of the
standard loader.
1
2
6
3
Note: The above is a rough sketch of the boom kickout device. It might be different from the actual
boom kickout device.
1. PROXIMITY SWITCH 4. WIRING 7. FRONT FRAME

2. BRACKET 5. CONTROL VALVE
3. LEVEL PLATE 6. BOOM
Fig. 7.6 Boom Kickout Device
- 157 -
7.2 CYLINDERS
L13 -3, LX70 -7 L16 -3, LX80-7

Boom cylinder
Q’ty 2
Inner diameter 90 mm [3.54 in.] 110 mm [4.33 in.]
Cylinder rod diameter 55 mm [2.17 in.] 60 mm [2.36 in.]
Cylinder stroke 760 mm [29.9 in.] 681 mm [26.8 in.]
Weight (per cylinder) 56 kg [123 lbs] 68 kg [150 lbs]
Bucket cylinder
Q’ty 1
Inner diameter 110 mm [4.33 in.] 130 mm [5.12 in.]
Cylinder rod diameter 60 mm [2.36 in.] 70 mm [2.76 in.]
Cylinder stroke 421 mm [16.5 in.] 431 mm [17.0 in.]
Weight 61 kg [135 lbs] 88 kg [194 lbs]
7.2.1 BOOM CYLINDER

Two double-acting piston type boom cylinders are used. When the boom cylinders are extended or
retracted, the booms are raised or lowered, rocking around the connecting pin at each cylinder tail.
The boom cylinder consists of a cylinder tube, cylinder head, piston rod, piston and packings.
7.2.2 BUCKET CYLINDER

The bucket cylinder is a double-acting piston type. As the bucket cylinder is extended or retracted,
the bucket is dumped or rolled back through the bell crank and push rod.
The bucket cylinder consists of a cylinder tube, cylinder head, piston rod, piston and packings.
- 158 -
Detail of inside
1320 N-m {135 kgf-m} [976 lbf-ft]
128 ± 6.4 N-m {13 ± 0.65 kgf-m} [94.0 ± 4.7 lbf-ft]
17.2 ± 0.9 N-m {1.76 ± 0.09 kgf-m} [12.7 ± 0.65 lbf-ft]
1. CYLINDER HEAD 7. U RING 13. SET SCREW

2. “O”-RING 8. PISTON ROD 14. STEEL BALL
3. BACK-UP RING 9. CYLINDER TUBE 15. PIN BUSHING
4. “O”-RING 10. SLIDE RING 16. WIPER RING
5. WIPER RING 11. SEAL RING, “O”-RING 17. PIPE
6. BUSHING 12. PISTON
Fig. 7.7 Boom Cylinder (L13-3, LX70 -7)
- 159 -
Detail of inside
2350 N-m {240 kgf-m} [1736 lbf-ft]
128 N-m {13 kgf-m} [94 lbf-ft]
17.2 N-m {1.75 kgf-m} [12.7 lbf-ft]
1. CYLINDER HEAD 7. U RING 13. NUT

2. “O”-RING 8. PISTON ROD 14. SET SCREW
3. BACK-UP RING 9. CYLINDER TUBE 15. STEEL BALL
4. “O”-RING 10. SLIDE RING 16. PIN BUSHING
5. WIPER RING 11. SEAL RING, “O”-RING 17. WIPER RING
6. BUSHING 12. PISTON 18. PIPE
Fig. 7.8 Boom Cylinder (L16-3, LX80-7)
- 160 -
Detail of inside
Note: 834 N-m {85.1 kgf-m} [615 lbf-ft], Threaded area: Three Bond #1901
2450 N-m {250 kgf-m} [1808 lbf-ft]
128 ± 6.4 N-m {13 ± 0.65 kgf-m} [94 ± 4.7 lbf-ft]
17.2 ± 0.9 N-m {1.76 ± 0.09 kgf-m} [12.7 ± 0.65 lbf-ft]
1. CYLINDER HEAD 7. U RING 13. NUT

2. “O”-RING 8. PISTON ROD 14. SET SCREW
Fig. 7.9 Bucket Cylinder (L13-3, LX70-7)
- 161 -
Detail of inside
Note: 442 N-m {45.1 kgf-m} [326 lbf-ft]

2890 N-m {295 kgf-m} [2134 lbf-ft]
118 N-m {12.0 kgf-m} [86.8 lbf-ft]
39.8 N-m {4.06 kgf-m} [29.4 lbf-ft]
1. CYLINDER HEAD 7. PISTON ROD 13. SET SCREW

6. U RING 12. NUT
Fig. 7.10 Bucket Cylinder (L16-3 , LX80-7)
- 162 -
7.3 ANTI-PITCHING SYSTEM (APS) [OPTION]

When traveling at high speed on bad roads, pitching or bouncing might occur and usually there is
need to slow down.
The APS suppresses pitching and bouncing of the loader body to make it possible to travel in a safe
and stable manner.
TRAVELING
DAMPER VALVE
OIL TANK
CONTROL VALVE
ACCUMULATOR
(ROD SIDE)
(TAIL SIDE)
Note: The sketch shows the APS

for the L13 -3 , LX70 -7 . The
APS for the L16-3, LX80-7 is
the same as above.
Fig. 7.11 Anti-pitching System (APS)

7.11
- 163 -
1. General description
The APS consists basically of an accumulator which is connected to the tail side of the boom cylinders
with hydraulic piping, and a solenoid valve which is located at the piping to control the oil passage.
The APS is activated by turning the APS switch ON and deactivated by turning the APS switch OFF.
When the APS is activated, the gas filled in the accumulator works as a spring to allow the load handling
system and the loader body to move independently. This relative motion of the loader body and the load
handling system dissipates vibration energy to suppress pitching or bouncing of the loader body, making
it possible to travel in a stable manner on bad roads.
The electric and hydraulic circuits of this mechanism consist principally of the boom cylinders,
accumulator, traveling damper valve, APS switch, controller (ATC unit), and traveling speed sensor.
2. Operation
When the APS switch is turned ON, the traveling speed sensor and controller function and the
monitor lamp comes on.
When the traveling speed exceeds 7 km/h [4.3 mph], the solenoid valve inside the traveling damper
valve is switched by the signal from the controller, to complete the circuit between the tail side of
the boom cylinder and the accumulator, thus activating the APS.
If the traveling speed drops below 5 km/h [3.1 mph] while the APS is in operation, APS will be
deactivated.
While the APS switch is in OFF, the APS is in deactivated state.
TRANSMISSION
CONTROLLER
SPEEDOMETER
OUTPUT
Fig. 7.12 APS Electric Circuit
- 164 -
ACCUMULATOR
TRAVELING
DAMPER VALVE
BOOM CYLINDER
BUCKET CYLINDER
MAIN VALVE
MONITOR APS MAIN

SWITCH PUMP
OIL TANK
CONTROLLER
(ATC UNIT)
TRAVELING
SPEED
SENSOR
Fig. 7.13 APS Hydraulic Circuit and Electric Unit

3. Accumulator
Gas capacity: 4 liters [244 in.3]

Gas charge pressure: 2.0 ±0.1 MPa {20 ±1.0 kgf/cm2} [290.1 ±14.5 psi] at 20 ±5°C [68 ±9°F].
Fig. 7.14 Accumulator
Caution to be taken when servicing accumulator and piping

• Use caution when handling the accumulator and piping because the accumulator has high-
pressure nitrogen gas char ged.
charged.
• Filling nitrogen gas into the accumulator should be performed only by qualified personnel.
• accumulator..
Do not modify or weld the accumulator
• Before trying to service the piping, make sure to remove the pressure from inside the
accumulator using traveling damper valve, because hydraulic oil remains in the piping. (For
the procedure, see “4. Traveling damper valve”.)
Traveling
• When removing the pressure from inside the accumulator
accumulator,, park the loader on a level surface,
shut down the engine, and lower the booms and bucket on the ground.
• Check the gas pressure every 2000 hours of operation or one year whichever comes first.
- 165 -
4. Traveling damper valve

Traveling
MAIN SPOOL
ORIFICE
FLOW CONTROL SPOOL
SOLENOID VALVE
CHARGE REDUCING VALVE

SELECTION
SPOOL
Section C-C Circuit diagram
Note: D: 29 ±1.0 N-m {3.0 ±0.1 kgf-m} [21.7 ±0.7 lbf-ft]

E: 13 ±0.6 N-m {1.3 ±0.06 kgf-m} [9.4 ±0.4 lbf-ft]
F: 6.9 ±0.6 N-m {0.70 ±0.06 kgf-m} [5.1 ±0.4 lbf-ft]
Fig. 7.15 Traveling Damper Valve (1)
[Removing pressure]
Loosen the lock nut (E) and then loosen the poppet (F) to release the pressure.
Do not plug (D) as much as possible to prevent damage to the “O”-ring. If the plug (D) was loosened,
replace the “O”-ring with a new one.
[Installing]
Tighten the plug (D) to the specified torque.
Tighten the poppet (F) to the specified torque to seat it to the valve housing securely.
Tighten the lock nut (E) to secure the poppet (F).
- 166 -
Section B-B
Section A-A
1. HOUSING 10. PLUG 19. SPACER

2. SPOOL 11. ADJUSTER 20. “O”-RING
3. SPRING 12. “O”-RING 21. BACK-UP RING
4. PLUG 13. PLUNGER 22. SPRING
5. “O”-RING 14. SPRING 23. POPPET
6. “O”-RING 15. SPOOL SEAT 24. PLUG
7. CAP 16. SPOOL 25. SPOOL
8. SOCKET HEAD BOLT 17. PLUG 26. SPRING
9. SOLENOID VALVE 18. VALVE 27. PLUG
Fig. 7.16 Traveling Damper Valve (2)
- 167 -
NOTE
- 168 -
8. ELECTRIC SYSTEM
8. ELECTRIC SYSTEM
8.1 LIGHTING UNIT
Name Specifications Q’ty Remarks

Head lights 24 V 62/62W 2 Halogen
Clearance lamps 24 V 12W
2 Front combination lamp
Turn signals (front) 24 V 25W
Brake lamps
24 V 25/10W
Tail lamps
2 Rear combination lamp
Back-up lamps 24 V 12W
Turn signals (rear) 24 V 25W
License number plate lamp 24 V 12W 1
Rear work lights 24 V 40W 2
- 169 -
8. ELECTRIC SYSTEM
8.2 METERS AND SWITCHES

8.2.1 OPERA
OPERATINGTING STSTA ATUS MONIT
MONITORS ORS (CLUSTER METER UNIT)
The operating status monitor system monitors the loader’s operating status with the sensors and
switches installed on the loader, displaying the information on the cluster meter unit in the operator’s
compartment to inform the operator of the current operating status of the loader.
The operating status of the loader is displayed by a combination of meters including the speedometer,
monitor lamps (warning lamps), and indication lamps.
FM : Fuel meter SM : Speedometer

WTM : Engine water temperature meter L1 - L13: Monitor lamps
EHM : Engine hour meter
(Circuit diagram)
Fig. 8.1 Cluster Meter Unit (1)
- 170 -
8. ELECTRIC SYSTEM
Connected to Connected to
Turn signal (R) Charge
Hi beam Glow plug
Turn signal (L) Parking brake
Water temp. sensor Work light
Engine oil pressure Instrument lamp
Power Power
N.C (Emergency steering)
Fuel level sensor N.C
Speed sensor Hi gear
N.C CN1-3
N.C OPT-1
N.C Brake oil level
Ground Hour meter GND
CN1-3 Hour meter power supply
Fig. 8.2 Cluster Meter Unit (2)
1. Meters
Meter Engine water temp. meter Fuel level meter
67°C
[153 °F] 135°C
102°C [275 °F]
50°C
[122 °F] [216°F]
Scale
Measurement point 67°C [153 °F] 102°C [216°F] E F

Standard resistance 49.8 Ω 16.8 Ω 80 Ω 10 Ω
Sensor name Application Specifications Location

Float position E 1/2 F
Fuel level sender unit Fuel level Inside fuel tank
meter Resistance Ω 80 32 10
Temp. °C [°F] 50 [122] 80 [176] 120 [248]

Thermo sender unit Engine water Upper front of engine
temp. meter Resistance Ω 80 32 10 (at cooling fan side)
- 171 -
8. ELECTRIC SYSTEM
2. Monitor lamps (W arning lamps)

(Warning
The loader is provided with three warning lamps (Nos. 1, 2 and 7) and four indication lamps (Nos. 3,
4, 5, and 6). Nos.8 and 9 are used for optional devices.
When the starter switch is turned on, all monitor lamps should come on. If any lamp won’t come on,
it is suspected that the bulb is blown out.
No. Name Description

Lamp comes on when engine oil pressure is low or
1 Engine oil pressure
the oil filter is clogged.
2 Battery voltage Battery undercharged
3 Brake oil pressure Brake is applied
4 Glow plug Engine being preheated
5 Work light The work lights are turned on.
6 Hi gear The loader is running in Hi gear
7 Brake oil level Brake oil level is low.
8 Emergency steer (option) Emergency steer function is used.
9 APS APS (option) APS is used.
Name Application Specification Location
Turns on when oil pressure is

Oil pressure switch below 29 kPa {0.3 kgf/cm2} [4.3 psi] Left of engine
Engine oil
pressure Turns on when pressure differential is more Near oil filter at left
Filter clog switch than 0.3 kPa {0.003 kgf/cm2} [0.043 psi] of engine
OFF: 0.64 MPa {6.5 kgf/cm 2} [92 psi]

Pressure switch Parking brake ON: 0.27 MPa {2.8 kgf/cm2} [40 psi] Transmission disk
(for parking brake) (Turns on at atmospheric pressure.) brake area
Level switch Brake oil level Turns on when level is low. Built in brake oil tank
8.2.2 LIGHTING SWITCH AND TURN SIGNAL SWITCH

For the lighting switch and turn signal switch, refer to “Fig. 2.11 Shift Lever.”
- 172 -
8. ELECTRIC SYSTEM
8.3 LOCATION OF RELA

LOCATION YS
RELAYS
RELAY BOX
R1 : NEUTRAL START RELAY

R2 : ENGINE STOP MOTOR RELAY
R3 : PARKING BRAKE RELAY (2)
View looking from A R4 : PARKING BRAKE RELAY (1)
R5 : HEAD LIGHT (Lo) RELAY
W1 R11 R6 : HORN RELAY
R7 : F-N-R F RELAY
R8 : F-N-R R RELAY
R5 R4 R3 R2 R1 R9 : BACK-UP LAMP RELAY
R10 : F-N-R SOLENOID GND RELAY
R11 : HEAD LIGHT (Hi) RELAY
R10 R9 R8 R7 R6 W1 : RIGHT WORK LIGHT RELAY
W2 : LEFT WORK LIGHT RELAY
W3 : ADDITIONAL WORK LIGHT
W3 W2 RELAY (OPTION)
Relay arrangement Note: W1, W2 and W3 are not available

for AW specifications.
Fig. 8.3 Relay Location
- 173 -
8. ELECTRIC SYSTEM
8.4 ELECTRIC CIRCUIT DIAGRAM
Note: Cord colors:

The cords are classified by color. The first symbol shows the cable color and the 2nd the marking
color.
B Black W White
R Red G Green
Y Yellow Br Brown
L Blue Lg Light green
P Pink O Orange
Example: Yellow coating with Example: White coating
a blue marking Gr Gray without a marking
Wire diameter
Wire diameters are shown in the circuit diagram. Unless otherwise specified, the wire diameter is
0.85 mm2 [0.00132 in.2]
Wire dia. Cord color Use
Stop lamp
Fuel level meter
Charge
Water temp.
QOS sensor
Work light (rear)
Turn L
Turn R
Clearance lamp
Before trying to work on the electric system, make sure to disconnect the battery connectors.
When disconnecting the battery connectors, first disconnect the ground side (-) terminal before
removing the other terminal.
Note: The electric circuit diagram is attached at the end of this booklet.
- 174 -
Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-298-31-1162
SERVICE MANUAL REVISION REQUEST FORM
NAME OF COMPANY: MODEL:

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

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

LX80-7 TM

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

LX80-7 TM

Uploaded by

Copyright:

Available Formats

Vol. No.

This Service Manual covers the following loader models:

1. ENGINE AND RELATED COMPONENTS ..................................................................

2. POWER TRAIN ......................................................................................................................... 23

3. BRAKE SYSTEM ..................................................................................................................... 87

4. STEERING SYSTEM .............................................................................................................. 107

5. FRAME AND COCKPIT ........................................................................................................ 123

6. HYDRAULIC SYSTEM .......................................................................................................... 129

7. LOAD HANDLING SYSTEM .............................................................................................. 151

8. ELECTRIC SYSTEM ............................................................................................................. 169

Fig. 0.1 Outer Views (L13-3 and LX70-7 with awning)

(L16 -3 and LX80 -7 with awning)

Fig. 0.2 Outer Views (L16-3 and LX80-7 with awning)

(L16 -3 and LX80-7 with steel cab)

L13-3, LX70-7 L16 -3, LX80-7

1. ENGINE AND RELATED COMPONENTS

Engine model Isuzu BB-4BG1T for L13-3, LX70-7

Valve clearance Intake valve (cold): 0.4 mm [0.016 in.]

11. NOZZLE HOLDER

Fig. 1.1 4BG1T Diesel Engine

Note: 42 to 48 N-m {4.3 to 4.9 kgf-m} [31 to 35 lbf-ft]

1. ENGINE 5. PLATE 9. EYE JOINT

Fig. 1.2 Mounting of Engine

1.2 LUBRICATING SYSTEM

Lubrication Forced circulation method

Fig. 1.3 Schematic Diagram of Engine Lubricating System

1.3 COOLING SYSTEM

Cooling Water-cooled type

CYLINDER BODY/ OIL

Fig. 1.4 Schematic Diagram of Engine Cooling System

View looking from A

Note: 90 N-m {9 kgf-m} [65 lbf-ft]

1. FAN GUARD 5. RADIATOR

Fig. 1.5 Engine Cooling System

1.4 FUEL SYSTEM

L13 -3, LX70-7 (BB-4BG1T) L16-3, LX80 -7 (DD-4BG1T)

1. FUEL TANK 4. FUEL FILTER 7. OVERFLOW VALVE

Fig. 1.6 Schematic Diagram of Engine Fuel System

from INJECTION PUMP

Fig. 1.7 Engine Fuel System

1.5 INTAKE AND EXHAUST SYSTEM

L13 -3, LX70-7 (BB-4BG1T) L16-3, LX80 -7 (DD-4BG1T)

Detail of band fixing area

Note: The sketch shows the intake and exhaust

1. TAIL PIPE 5. BRACKET 9. BRACKET

Fig. 1.8 Intake and Exhaust System

1.6 ELECTRICAL SYSTEM

Danger!! Use due caution when handling the battery unit.

(1) General description

(2) Starter switch

Engine Neutral Start

Fig. 1.9 Starter Switch

1.7 ENGINE CONTROL UNIT

1. ACCELERATOR PEDAL 5. PEDAL COVER 9. STOPPER BOLT

Fig. 1.10 Accelerator Pedal

Fig. 1.11 Engine Shut-off Device

FRONT TIRE REAR TIRE

Fig. 2.1 Power Train

2.1 HST UNIT

(1) Hydrodynamic Unit

for wheel loaders and other vehicles.

hydraulic lines so that the fluid flows between the

2. Hydrostatic T ransmission (HST)