Hitachi ZW 550 PDF

93216-00460
June 2009
Foreword
To ensure good machine performance, reduce failures or problems, and prolong the service life of each component,
it is necessary to operate the machine as is directed in the Operator and Maintenance Manual.
To effectively diagnose and repair the machine, it is important to follow the guidelines laid out in this Technical
Manual.
General Information
Functions and structure
For the engine, refer to the engine Shop Manual provided by the engine manufacturer.
The purpose of this manual is to provide information on the product and the correct maintenance and repair methods. Please read this manual to ensure correct troubleshooting and good repair service.
This manual will be periodically reviewed and revised for more satisfactory content. If you have any opinion or
requests, please inform us.
Safety Symbols
An accident may occur if you disregard safety rules.
In this manual, several expressions are used according to levels of danger for inspection and repair work as shown
below. Read the work procedures and cautions described in this manual, and take preventive measures against
possible problems before starting service work.
DANGER
This danger symbol identifies special warnings or
procedures which, if not strictly observed, will result
in death or serious injury.
WARNING
This warning symbol identifies special warnings or
procedures which, if not strictly observed, could result
in death or serious injury.
CAUTION
This caution symbol identifies special instructions or
procedures which, if not strictly observed, may result
in minor or moderate injury.
IMPORTANT
This important symbol identifies special instructions
or procedures which, if not correctly followed, may
result in serious machine damage.
We cannot predict all possible accidents or incidents that may occur during service work. Therefore, an accident that
is not specifically mentioned in this manual may occur. To protect yourself from all accidents, be careful when doing
service work.
CONTENTS
General Information ............................................................................................................................................... 00-1
How to Use Manual ........................................................................................................................................... 00-2
Safety precautions ...................................................................................................................................... 00-2
Symbols ...................................................................................................................................................... 00-3
Outline ............................................................................................................................................................... 00-4
Layout of main components ........................................................................................................................ 00-4
Inspection and maintenance table .............................................................................................................. 00-5
Recommended lubricants ........................................................................................................................... 00-8
Coolant ....................................................................................................................................................... 00-9
Lubrication chart ....................................................................................................................................... 00-10
Weight of main components ......................................................................................................................00-11
Bolt tightening torque ................................................................................................................................ 00-12
Hose band tightening torque ..................................................................................................................... 00-16
Liquid gasket and screw lock agent .......................................................................................................... 00-17
Cautions regarding welding repair service ................................................................................................ 00-19
Measurement for Performance Check .................................................................................................................. 03-1
Cautions on Safety ............................................................................................................................................ 03-2
Standard Measurement Values for Performance Check ................................................................................... 03-3
Function & Structure Chassis Group ..................................................................................................................... 12-1
Front Chassis .................................................................................................................................................... 12-2
Loading linkage ........................................................................................................................................... 12-2
Loading linkage pin ..................................................................................................................................... 12-4
Rear Chassis .................................................................................................................................................... 12-5
Fuel tank ..................................................................................................................................................... 12-5
Floor board mount ....................................................................................................................................... 12-6
Center Pin ......................................................................................................................................................... 12-7
Upper center pin ......................................................................................................................................... 12-7
Lower center pin ......................................................................................................................................... 12-8
Dust seal ..................................................................................................................................................... 12-9
Check & Adjustment Chassis Group ..................................................................................................................... 13-1
Linkage Pin ....................................................................................................................................................... 13-2
Liner ............................................................................................................................................................ 13-2
Center Pin ......................................................................................................................................................... 13-6

Adjusting shim ............................................................................................................................................. 13-6
Installing bearing cover ............................................................................................................................... 13-6
Installing bearing outer ring ......................................................................................................................... 13-7
Function & Structure Power Group ........................................................................................................................ 22-1
Power Line ........................................................................................................................................................ 22-2
Engine / Transmission ....................................................................................................................................... 22-3
Engine / transmission mount ....................................................................................................................... 22-3
Radiator ............................................................................................................................................................. 22-4
Radiator mount ............................................................................................................................................ 22-5
Propeller Shaft .................................................................................................................................................. 22-6
First propeller shaft assembly ..................................................................................................................... 22-7
Second propeller shaft assembly ................................................................................................................ 22-8
Third propeller shaft assembly .................................................................................................................... 22-9
Axle Assembly ................................................................................................................................................. 22-10
Axle Support .................................................................................................................................................... 22-12
Differential Gear .............................................................................................................................................. 22-14
Conventional type ..................................................................................................................................... 22-14
Function of differential gear ....................................................................................................................... 22-17
Operation of differential gear ..................................................................................................................... 22-17
Check & Adjustment Power Group ........................................................................................................................ 23-1
Engine ............................................................................................................................................................... 23-2
Measuring engine speed ............................................................................................................................. 23-2
Measuring engine oil pressure .................................................................................................................... 23-2
Propeller Shaft .................................................................................................................................................. 23-3
Propeller shaft phase .................................................................................................................................. 23-3
Second propeller shaft alignment ................................................................................................................ 23-3
Propeller shaft tightening torque ................................................................................................................. 23-4
Axle ................................................................................................................................................................... 23-5
Axle nut tightening procedure ..................................................................................................................... 23-5
Differential gear adjustment procedure ....................................................................................................... 23-6
Function & Structure Torque Converter and Transmission Group ........................................................................ 32-1
Torque Converter .............................................................................................................................................. 32-2
Torque converter structure .......................................................................................................................... 32-3
Power flow path .......................................................................................................................................... 32-3
Torque multiplication ................................................................................................................................... 32-3
Torque Converter (Lock-up) (Option) ................................................................................................................ 32-4
Lock-up clutch structure .............................................................................................................................. 32-5
Lock-up clutch function (only forward) ........................................................................................................ 32-5
Torque Converter Gear Pump ........................................................................................................................... 32-7
Gear pump specifications ........................................................................................................................... 32-7
Transmission ..................................................................................................................................................... 32-8
Clutch combination ..................................................................................................................................... 32-9
Planetary gear ............................................................................................................................................. 32-9
Shift lever position ....................................................................................................................................... 32-9
Downshift button operation ......................................................................................................................... 32-9
Gear train and number of teeth ................................................................................................................. 32-10
Clutch Pack ..................................................................................................................................................... 32-14
Power Flow Path in the Transmission ............................................................................................................. 32-15
Hydraulic System Diagram ............................................................................................................................. 32-19
Hydraulic Circuit Diagram ............................................................................................................................... 32-20
Oil Flow ........................................................................................................................................................... 32-22
Oil flow in the torque converter line ........................................................................................................... 32-22
Oil flow in the transmission line ................................................................................................................. 32-22
T/C and T/M Oil Circulation ............................................................................................................................. 32-24
Modulator Valve Unit ....................................................................................................................................... 32-25
Interior schematic (not exact representation) ............................................................................................ 32-27
Modulation Mechanism ............................................................................................................................. 32-28
Modulator valve operation ......................................................................................................................... 32-29
Control Valve Assembly .................................................................................................................................. 32-31
Clutch solenoid valve assembly ................................................................................................................ 32-33
Clutch valve assembly .............................................................................................................................. 32-36
Accumulator assembly .............................................................................................................................. 32-37
Direct charge valve ................................................................................................................................... 32-38
Lock-up clutch solenoid valve ................................................................................................................... 32-39
Check & Adjustment Torque Converter and Transmission Group ........................................................................ 33-1
Clutch Oil Pressure and Time Lag .................................................................................................................... 33-2
Measuring clutch oil pressure ..................................................................................................................... 33-2
Function & Structure Hydraulic Group ................................................................................................................... 42-1
Flushing Hydraulic Circuit ................................................................................................................................. 42-2
Purpose of flushing ..................................................................................................................................... 42-2
Cautions on Hydraulic Parts Replacement ....................................................................................................... 42-3
Hydraulic Circuit Symbols ................................................................................................................................. 42-4
Hydraulic lines ............................................................................................................................................. 42-4
Pumps & motors .......................................................................................................................................... 42-4
Cylinders ..................................................................................................................................................... 42-4
Operation methods ...................................................................................................................................... 42-5
Pressure control valve ................................................................................................................................. 42-5
Flow control valve ....................................................................................................................................... 42-5
Directional control valve .............................................................................................................................. 42-6
Check valve ................................................................................................................................................. 42-6
Miscellaneous hydraulic symbols ................................................................................................................ 42-7
Hydraulic System Operation ............................................................................................................................. 42-8
Hydraulic system operation outline ............................................................................................................. 42-8
Layout of Hydraulic Units ................................................................................................................................ 42-10
Hydraulic Tank ................................................................................................................................................. 42-11
Hydraulic tank breather valve (tank cap) ................................................................................................... 42-12
Hydraulic tank specifications ..................................................................................................................... 42-13
Hydraulic oil level check ............................................................................................................................ 42-14
Hydraulic Pump ............................................................................................................................................... 42-15
Loading and pilot and brake pump ............................................................................................................ 42-15
Pump specifications .................................................................................................................................. 42-15
Steering pump ........................................................................................................................................... 42-16
Steering pump specifications .................................................................................................................... 42-16
Hydraulic pump principle ........................................................................................................................... 42-17
Hydraulic pump wear plate ........................................................................................................................ 42-18
Hydraulic pump bushing lubrication .......................................................................................................... 42-18
Hydraulic Cylinder ........................................................................................................................................... 42-19

Boom cylinder ........................................................................................................................................... 42-19
Bucket cylinder .......................................................................................................................................... 42-19
Steering cylinder ....................................................................................................................................... 42-20
Hydraulic cylinder specifications ............................................................................................................... 42-21
Loading System .............................................................................................................................................. 42-22
Reducing Valve (for Pilot Pressure) ................................................................................................................ 42-23
Pilot Valve ....................................................................................................................................................... 42-24
Pilot valve function .................................................................................................................................... 42-26
Pilot valve operation (modulated position) ................................................................................................ 42-26
Pre-detent and detent magnet solenoid .................................................................................................... 42-28
Multiple Control Valve (KML35A/2T103) ......................................................................................................... 42-29
Multiple control valve specifications .......................................................................................................... 42-30
Multiple control valve main relief valve ..................................................................................................... 42-31
Multiple control valve overload relief valve (with make-up function) ......................................................... 42-33
Multiple control valve make-up valve ........................................................................................................ 42-34
Multiple control valve bucket spool ........................................................................................................... 42-35
Multiple control valve boom spool ............................................................................................................. 42-37
Adapter (Orifice) .............................................................................................................................................. 42-40
Ride Control (OPT) ......................................................................................................................................... 42-41
Ride control hydraulic circuit ..................................................................................................................... 42-41
Ride control operation ............................................................................................................................... 42-42
Ride control valve assembly (Reducing valve circuit) ............................................................................... 42-44
Ride control valve assembly (Accumulator circuit) ................................................................................... 42-47
Accumulator (for ride control) .................................................................................................................... 42-50
Steering System .............................................................................................................................................. 42-51
Orbitrol .......................................................................................................................................................... 42-52
Orbitrol structure ..................................................................................................................................... 42-52
Orbitrol specifications .............................................................................................................................. 42-53
Orbitrol operation .................................................................................................................................... 42-54
Orbitrol feed-back mechanism operation ................................................................................................ 42-56
Steering speed and flow rate control ........................................................................................................ 42-57
Hydraulic pump oil amount and steering force .......................................................................................... 42-57
Orbit rotor operation principle ................................................................................................................... 42-58
Steering Valve (KVS32-A4.0/21) ..................................................................................................................... 42-59

Steering valve operation ........................................................................................................................... 42-61
Steering spool variable throttle .................................................................................................................. 42-63
Steering valve flow control spool ............................................................................................................... 42-64
Steering valve main relief valve ................................................................................................................ 42-65
Steering valve overload relief valve .......................................................................................................... 42-67
Steering pilot circuit and its operation ....................................................................................................... 42-69
Stop Valve ....................................................................................................................................................... 42-71
Stop valve function .................................................................................................................................... 42-72
Stop valve operation ................................................................................................................................. 42-72
Reducing Valve (for Orbitrol) ......................................................................................................................... 42-73
Steering Line Filter .......................................................................................................................................... 42-74
Efficient Loading System ................................................................................................................................. 42-75
Efficient loading system outline ................................................................................................................. 42-75
Mounting of the ELS valve ........................................................................................................................ 42-76
Mounting of the variable kickout sensor .................................................................................................... 42-77
Efficient loading system operation ............................................................................................................ 42-78
Fan Motor System ........................................................................................................................................... 42-79
Mounting of fan motor ............................................................................................................................... 42-79
Fan Motor Line ................................................................................................................................................ 42-80
Hydraulic circuit (fan motor normal rotation) ............................................................................................. 42-82
Proportional relief valve (S/N 9001~9050) ................................................................................................ 42-84
Proportional relief valve (S/N 9051~) ........................................................................................................ 42-86
Reversing Fan Motor Line (OPT) .................................................................................................................... 42-91
Reversing fan motor function .................................................................................................................... 42-91
Hydraulic circuit (Reverse rotation) ........................................................................................................... 42-95
Secondary Steering ......................................................................................................................................... 42-96
Secondary steering circuit ......................................................................................................................... 42-96
Check & Adjustment Hydraulic Group ................................................................................................................... 43-1
Loading/Steering Circuit Relief Valve/Ride Control Circuit Reducing Valve (OPT) ........................................... 43-2
Loading circuit relief valve setting pressures .............................................................................................. 43-2
Ride control circuit reducing valve setting pressures (OPT) ....................................................................... 43-7
Steering circuit relief valve setting pressures ............................................................................................ 43-10
Hydraulic Cylinder ........................................................................................................................................... 43-15

Cylinder natural drift .................................................................................................................................. 43-15
Stop Valve ....................................................................................................................................................... 43-17
Stop valve adjustment procedure ............................................................................................................. 43-17
Function & Structure Brake Group ........................................................................................................................ 52-1
Brake System Outline ....................................................................................................................................... 52-2
Service brake .............................................................................................................................................. 52-2
Parking brake .............................................................................................................................................. 52-2
Adjustment of axle internal pressure ........................................................................................................... 52-2
Brake Units Layout ............................................................................................................................................ 52-3
Unloader Valve .................................................................................................................................................. 52-4
Unloader valve operation ............................................................................................................................ 52-6
Valve Unit .......................................................................................................................................................... 52-7
Accumulator ...................................................................................................................................................... 52-9
Brake Valve ..................................................................................................................................................... 52-10
Brake valve performance chart ..................................................................................................................52-11
Brake valve outline .................................................................................................................................... 52-12
Service Brake .................................................................................................................................................. 52-14
Service brake operation ............................................................................................................................ 52-14
Service brake friction disc ......................................................................................................................... 52-15
Service brake steel plate ........................................................................................................................... 52-16
Service brake piston ................................................................................................................................. 52-17
Service brake pedal stroke adjusting mechanism ..................................................................................... 52-18
Brake circuit air bleeding procedure ......................................................................................................... 52-20
Parking Brake ................................................................................................................................................. 52-22
Parking brake operation ............................................................................................................................ 52-25
Parking brake friction disc ......................................................................................................................... 52-28
Parking brake steel plate .......................................................................................................................... 52-28
Parking brake solenoid valve .................................................................................................................... 52-29
Parking Brake Manual Release ...................................................................................................................... 52-30
Brake Circuit Check Valve ............................................................................................................................... 52-32
Auto Brake ...................................................................................................................................................... 52-33
Auto brake circuit ...................................................................................................................................... 52-33
Auto brake operation set value ................................................................................................................. 52-33
Reducing valve (for Autobrake circuit) ...................................................................................................... 52-34

Solenoid valve (for Autobrake circuit) ....................................................................................................... 52-35
Pressure Sensor (for stop lamp and declutch) ................................................................................................ 52-36
Pressure sensor (for stop lamp) ................................................................................................................ 52-36
Pressure sensor (for Declutch) ................................................................................................................. 52-37
Check & Adjustment Brake Group ......................................................................................................................... 53-1
Brake Circuit Oil Pressure ................................................................................................................................. 53-2
Unloader valve setting pressure .................................................................................................................. 53-2
Brake valve oil pressure .............................................................................................................................. 53-4
Service Brake .................................................................................................................................................... 53-6
Service brake performance check ............................................................................................................... 53-6
Service brake friction plate wear measurement .......................................................................................... 53-7
Cautions on installing brake discs ............................................................................................................... 53-8
Parking Brake .................................................................................................................................................... 53-9
Parking brake performance check .............................................................................................................. 53-9
Function & Structure Electrical Group ................................................................................................................... 62-1
How to Use Electrical Wiring Diagram .............................................................................................................. 62-2
Utilisation des schmas des cblages lectriques (FRANAIS) ...................................................................... 62-3
Verwendung des elektrischen Schaltplans (DEUTSCH) ................................................................................... 62-4
Modalit di utilizzo dello schema dei collegamenti elettrici (ITALIANO) ............................................................ 62-5
Cmo utilizar un Diagrama de Alambrado Elctrico (ESPAOL) ..................................................................... 62-6
Como Utilizar o Diagrama de Ligaes Elctricas (PORTUGUS) .................................................................. 62-7
Electrical Cable Color Codes ............................................................................................................................ 62-8
Electrical Circuit Symbols .................................................................................................................................. 62-9
Sensor Mount .................................................................................................................................................. 62-10
Fuse ................................................................................................................................................................ 62-11
Fuse box ................................................................................................................................................... 62-11
Fusible link ................................................................................................................................................ 62-12
Engine Start Circuit ......................................................................................................................................... 62-13
Engine start circuit diagram ....................................................................................................................... 62-13
Neutral starter ........................................................................................................................................... 62-14
Starter switch ............................................................................................................................................. 62-15
Battery relay .............................................................................................................................................. 62-16
Alternator I terminal wire ........................................................................................................................... 62-17

Diode unit .................................................................................................................................................. 62-17
Neutral relay .............................................................................................................................................. 62-18
Magnetic switch ........................................................................................................................................ 62-19
Voltage relay ............................................................................................................................................. 62-20
Power Generating/Charging Circuit ................................................................................................................ 62-21
Alternator .................................................................................................................................................. 62-21
ECM (Engine Controller) ................................................................................................................................. 62-22
Function of ECM ....................................................................................................................................... 62-22
Connection diagram .................................................................................................................................. 62-22
Monitor lamp test ...................................................................................................................................... 62-23
Failure diagnosis ....................................................................................................................................... 62-24
Quantum fault code information ................................................................................................................ 62-27
Accelerator pedal ...................................................................................................................................... 62-33
Transmission Control Circuit and Monitor Circuit ............................................................................................ 62-35
Machine control unit (MCU) ...................................................................................................................... 62-35
MCU connection diagram ......................................................................................................................... 62-37
Machine control unit (MCU) function ......................................................................................................... 62-39
Modulator valve operation ......................................................................................................................... 62-46
Adjustable declutch preset switch ............................................................................................................. 62-47
Monitoring system ..................................................................................................................................... 62-57
Operation monitor lamps ........................................................................................................................... 62-59
Instrument Panel and Switch .......................................................................................................................... 62-60
Instrument panel ....................................................................................................................................... 62-60
Instrument panel rear surface ................................................................................................................... 62-61
Gauge circuit ............................................................................................................................................. 62-62
Fuel gauge circuit ...................................................................................................................................... 62-64
MODM ............................................................................................................................................................. 62-65
MODM function ......................................................................................................................................... 62-65
Monitor Changeover ................................................................................................................................. 62-65
Information Monitor ................................................................................................................................... 62-68
Replacement Monitor ................................................................................................................................ 62-72
Fault Log Monitor ...................................................................................................................................... 62-78
Input/Output Monitor ................................................................................................................................. 62-85
Parameter Setting Monitor ........................................................................................................................ 62-89

Specification Setting Monitor ..................................................................................................................... 62-98
Electrical Detent Circuit ................................................................................................................................. 62-104
Bucket leveler .......................................................................................................................................... 62-104
Detent solenoid ....................................................................................................................................... 62-105
Lift kickout & lower kickout ...................................................................................................................... 62-106
Sensor assy ............................................................................................................................................ 62-107
Detent solenoid ....................................................................................................................................... 62-109
Preset height adjustment ........................................................................................................................ 62-109
Diode ............................................................................................................................................................. 62-110
Diode check method ................................................................................................................................62-111
Caution for diode check method ..............................................................................................................62-111
Surge voltage and surge suppression diodes ......................................................................................... 62-113
Function & Structure Operator Station Group ....................................................................................................... 72-1
Cabin ................................................................................................................................................................. 72-2
Glass ........................................................................................................................................................... 72-4
Wiper mount ................................................................................................................................................ 72-7
Wiper motor ................................................................................................................................................. 72-8
Operator Seat .................................................................................................................................................. 72-10
Steering and Transmission Shift Lever ............................................................................................................ 72-11
Tilt case ..................................................................................................................................................... 72-12
Column shaft ............................................................................................................................................. 72-13
Shift lever .................................................................................................................................................. 72-13
Air Conditioner ................................................................................................................................................ 72-14
Air conditioner components ....................................................................................................................... 72-14
Denso air conditioner structure ................................................................................................................. 72-15
Function of cooling mechanism ................................................................................................................. 72-20
Cooling circuit ............................................................................................................................................ 72-23
Electrical circuit ......................................................................................................................................... 72-24
Air conditioner functions of components ................................................................................................... 72-25
Charge of refrigerant ................................................................................................................................. 72-53
Troubleshooting ............................................................................................................................................... 72-70
Air conditioner ........................................................................................................................................... 72-70
Check & Adjustment Operator Station Group ....................................................................................................... 73-1

Air Conditioner .................................................................................................................................................. 73-2
Adjustment of lubricating oil quantity when components of air conditioner are replaced ............................ 73-2
Adjustment of air gap (between hub and rotor) in compressor magnetic clutch ......................................... 73-5
Compressor V-belt adjustment .................................................................................................................... 73-6
Parts to be replaced periodically ................................................................................................................. 73-7
Function & Structure Supplement ...........................................................................................................................80-1
Foreword ............................................................................................................................................................80-2
Quick Coupler .....................................................................................................................................................80-3
Power Boost Circuit ............................................................................................................................................80-7
Short Boom (OPT) ...........................................................................................................................................80-15
Limited Slip Differential (LSD) ...........................................................................................................................80-17
03-6
Measurement for Performance Check
MEMO
00-1
115ZV-2 General Information
General Information
How to Use Manual ................................................. 00-2
Outline ..................................................................... 00-4
00-2
General Information
How to Use Manual
How to Use Manual

Safety precautions
- Do not start to work in an enclosed area if adequate

ventilation is not provided.
The most important point in providing repair service is

safety. To ensure safety, observe the general cautions
described below.
- To remove a heavy unit (20 kg (40 lbs) or more), be

sure to use a crane or other lifting device.
- This manual is intended for properly trained and

equipped service technicians.
- Any work on the machine must be performed by the
trained personnel only.
- Carefully read this manual to thoroughly understand
the operation method before you operate or repair
the machine.
- Be sure to wear appropriate clothes and protectors,
such as safety boots, hard hat and goggles.
- Just after stopping operation, be careful not to

directly touch a hot component. You may get burned.
- Contact tire manufacturer's local dealer for tire servicing and changing.
- Always store the tools in good condition, and use
them properly.
- Keep the work area clean. Clean up spills immediately.
- Avoid the use of flammable solvents and cleaners.
- Place the machine on level and solid ground, and

place chocks against the wheels to prevent movement.
- When working outdoors keep work areas, ladders,

steps, decks and work platforms clear of snow, ice,
and mud.
- Remove the cable from the battery before starting

the service work, and attach a "DO NOT OPERATE!"
tag to the steering wheel.
- Use safe work platforms to reach higher areas of the

machine.
IMPORTANT
If a battery terminal is removed from a machine in
less than 30 seconds after the key is put into the
OFF position, it can corrupt the ECM program,
which can disable the engine. Always wait 1 full
minute to be sure to be past this write to memory
function prior to removing battery terminals.
- Be sure to release the internal pressure before you
remove a pipe, such as the hydraulic oil, air, or
engine coolant pipe.
- Be sure to apply the articulation stopper before starting work.
- While supporting the bottom of the chassis using a
jack, be sure to support the chassis using the blocks.
- When the boom or bucket is raised or when a unit is
lifted by a crane, be sure to place a stand or adequate cribbing under the unit to prevent unexpected
dropping.
- Any technician that operates a refrigerant recovery

and recycling machine must first be certified through
an EPA approved testing program.
More information is available at http://www.epa.gov/
ozone/title6/608/technicians/608certs.html.
00-3
How to Use Manual
Symbols
For safe and effective service work, the following symbols are used for notes and useful information in this
manual.
Symbol
Item
Description
Reference
Shows the condition or procedure that will be useful

or efficient in doing service work.
Weight
Shows the weight of a part or unit. The weight

should be considered in selecting wire rope or cable
for slinging work or determining the working posture.
Tightening Shows the tightening torque of a section that should

torque be carefully tightened during assembly work.
Coating
Shows the type of coating or adhesive and the coating section.
Oil or
water
supply
Shows the oil or water supply port and the refill

amount.
Drainage
Shows the oil or water drain port and the drain

amount.
IMPORTANT
If the specified conditions are not satisfied or the specified procedure is not
observed, there is a strong possibility that the product will be damaged or the performance of the product will be reduced.
The message shows the preventive measures.
Abbreviation
To save space, abbreviations are used in sentences. To understand the contents of this manual, refer to the following abbreviation list. Additional abbreviations are listed on page 92-20.
E/G
T/C
T/M
SOL
SW
F
A/M
B
R
........... Engine
........... Torque converter
........... Transmission
........... Solenoid valve
........... Switch
........... Front or Forward
........... Auto/Manual
........... Battery
........... Rear or Reverse
RH ............Right hand side

LH ............Left hand side
H
............High
L
............Low
GND ............Ground
OPT ............Option
Assy ............Assembly
1st ............1st speed
2nd ............2nd speed
3rd ............3rd speed

4th ............4th speed
M/C ............Machine
min-1 ............RPM
ELS ............Efficient loading system
MODM ........Machine operation diagnostic module
MCU ...........Machine control unit
00-4
General Information
Outline
Outline
Layout of main components
16
10
19
11
23
9
2
15
17
22
20
21
18
14
12
13
115V2E00001
1. Engine assembly
(Cummins QSK19)
2. Torque converter assy
3. Transmission
4. Hydraulic pump
5. Multiple (loader) control valve
6. Steering valve
7. Pilot valve (for loading)
(right side)
8. Transmission control valve
9.
10.
11.
12.
Air cleaner
Muffler
Radiator
Hydraulic oil cooler
(air-to-oil type)
13. T/C oil cooler
(lower tank of radiator)
14. T/C oil cooler (installed on E/G)
15. Charge air cooler
16. Efficient loading system (ELS)

valve
17. Front axle assembly
18. Rear axle assembly
19. 1st propeller shaft
20. 2nd propeller shaft
21. 3rd propeller shaft
22. Parking brake
23. Fan motor
00-5
Outline
Inspection and maintenance table

Refer to Operation & Maintenance Manual for maintenance procedures.
IMPORTANT
Severe application require more frequent maintenance.
Severe conditions include heavy dust, extremely
abrasive material, caustic chemicals, exremely wet
conditions or abnormally hot or cold ambient temperatures.
: First time replacement or cleaning only
Section
Item for check
Operating hours
10
50
250
500
1000
2000
When
Required
Check Engine Oil Level

Check Engine Coolant Level
Drain Water and Sediment from Fuel Prefilter
Check Drive Belt
Check Air Intake System
Check Cooling Fan
Check Warning Lamps
Check Fuel Level
Check Exhaust Gas
Drain Water and Sediment from Fuel Tank
Replace Fuel Filter Cartridge
Replace DCA4 Coolant Filter Cartridge
*1
Clean Crankcase Breather Tube

Engine
Adjust Belt Tension

Replace Engine Oil and Oil Filter Cartridge
Check and Adjust Injection Timing
Check Engine Compression Pressure
Check Injection Pressure
Replace Fuel Tank Breather
Clean Fuel Tank
Check and Adjust Valve Lash Clearance
Check Vibration Damper
Clean Crankcase Breather
Clean or Replace Air Cleaner Element
Clean Radiator / Air cooler / Hydraulic oil cooler Fins
Replace Ether Cylinder
Clean or Replace Air Cleaner Element
Replace Coolant
After six cleanings or once a year

Every 2 years or 3000 hours
Note:
*1 applies to machines from S/N 9101 and thereafter. Refer to the Operation & Maintenance Manual for details.
00-6
General Information
Outline

Section
Item for check
Operating hours
10
50
250
500
1000
Check Transmission Oil Level

Transmission &
Torque
Converter
Replace Transmission Oil Filter

Replace Transmission Oil
Clean or Replace Transmission Breather
Check Tire for Damage, Air and Tread Depth
Greasing (Axle support)
Check Tire Air Pressure
Greasing (Pillow block bearing unit)
Check Differential Gear Oil
Check Planetary Gear Oil
Axle system
Check Tightness of Wheel Bolts

Greasing (Differential seals)
Greasing (2nd Propeller Shaft Spline)
Replace Differential Gear Oil
Replace Planetary Gear Oil
Greasing (1st Propeller Shaft)
Every 12000 hours
Greasing (2nd Propeller Shaft)
Every 12000 hours
Greasing (3rd Propeller Shaft)
Every 12000 hours
Check Steering Operation

Steering system Greasing (Steering Cylinder)
Clean Filter for Orbitrol
Check Service Brake Operation
Check Parking Brake Operation
Check Parking Brake Oil
Brake system
Clean Filter for Brake Line

Replace Parking Brake Oil
Check Service Brake Disk Wear
Check Brake Accumulator
2000
When
Required
00-7
Outline

Section
Item for check
Operating hours
10
50
250
500
1000
2000
Check Hydraulic Oil Level

Greasing
Replace Hydraulic Oil Return Filter
Loading system Replace Hydraulic Oil, Clean Filter
Replace Filter in the Hydraulic Tank Cap
Replace Bucket Teeth (option)
Replace Cutting Edge (option)
Adjust and Check Rear View Mirrors
ROPS (Roll Over Protective Structure)
Chassis
Greasing (Center Pin)

Check Ride Control Accumulator (option)
Check and/or Replace Seat Belt
Check Windshield Washer Fluid
Check Wiring Harnesses
Check Horn Operation
Electrical
system
Check Monitor Panel Operation

Check Back-up Alarm Operation
Check Battery Electrolyte Level
Check or Replace Fuses
Check and Adjust Air Conditioner Belt
Clean Air Conditioner and Heater Filter Element
Air Conditioner
Check Air Conditioner Refrigerant

Replace Air Conditioner Filter Elements
Clean Air Conditioner Condenser
Replace Air Conditioner Receiver Dryer
Others
Walk-Around Inspection
Every 3 years or 6000 hours
When
Required
00-8
General Information
Outline
Recommended lubricants
Refill capacity
(Approximate)
Kind of Oil
Engine
66 liter
Engine oil
(CH4 or CI4)
Transmission
90 liter
Engine oil (CD) or

ATF
Hydraulic tank
225 liter
Hydraulic oil
Differential &
Planetary
Front: 180 liter

Rear: 180 liter
Engine oil (CD)
Parking brake
3 liter
Fuel tank
660 liter
Diesel fuel
Ambient Temperature (C)

-30
-20
-10
10
20
30
40
Change Interval
(Hours)
SAE10W-30
SAE15W-40
SAE10W
ATF
ISO VG32
ISO VG46
Engine oil SAE40 or SAE50
ASTM D975 No.1

ASTM D975 No.2
500
1,000
2,000
2,000
daily
Note: 1 shows "Hydraulic tank oil capacity at level gauge center."

Engine
Use oil that meets engine oil classification API CH4, CI4 or CG4.
2. Change engine oil every 250 hours if CG4 is used.
Engine oil drain intervals need to be reduced by 50 % when fuel sulfur content exceeds
0.5 %.
Transmission
Use engine oil classification API CD or A.T.F. (Auto Transmission Fluid).

Never mix engine oil and A.T.F.
Hydraulic System
Use industrial-type hydraulic oils which are certified by suppliers having anti-wear, antifoam, anti-rust and anti-oxidation additive properties for heavy duty use. Use of the wrong
viscosity of oil can cause improper operation of hydraulic functions or premature pump failure.
3. In a case that fire-resistant fluid is used in the hydraulic circuit, replace hydraulic pump
every 6,000 hrs operation.
Differential &
Planetary
Use class API CD engine oil with 5 % "Antichatter" additive or friction modifier.
Lubricating Grease
Use multipurpose-type EP/MOLY grease for most applications.

NLGI NO.2 grease is suitable for most temperatures.
NLGI NO.1 or NO.0 grease for extremely low temperature.
Use lithium base grease for universal joints and a propeller shaft spline.
00-9
Outline
Diesel Fuel
Requirements for diesel fuel
Specifications
Grade No. 1-D
Grade No. 2-D
Flash Point C.
min.
38
52
Water and Sediment % vol.
max.
0.05
0.05
Distillation Temperature C. 90% vol. recovered
max.
288
338
min.
1.3
1.9
max.
2.4
4.1
Ash % mass
max.
0.01
0.01
Sulfur % mass
max.
0.50
0.50
Cetane Number
min.
40
40
Carbon residue on 10% distillation residue % mass
max.
0.15
0.35
Kinematic Viscosity mm2/s at 40C
Coolant
Coolant specification
The machine is originally filled with Long Life Coolant
(non-Amin type ethylene glycol) which need not be
replaced for the first two years or 3,000 hours.
Do not use Amin type Long Life Coolant in cooling system. It may cause a corrosion against radiator or heater
core.
If standard antifreeze (not Long Life Coolant) is used for
the replacement, it should be replaced every six
months.
Recommended mixture of antifreeze

Expected Minimum
Ambient Temperature
-35C
-30C
-25C
(-31F) (-22F) (-13F)
-20C
(-4F)
-15C
(-5F)
Pure Water
liter
(gal)
68.1
(18.0)
75.4
(19.9)
82.6
(21.8)
89.9
(23.7)
97.1
(25.6)
Antifreeze
liter
(gal)
76.9
(20.3)
69.6
(18.4)
62.4
(16.5)
55.1
(14.6)
47.9
(12.7)
53
48
43
38
33
Mixture Ratio (%)
- Too much antifreeze in the coolant mixture may

cause engine overheating.
Keep 33% antifreeze mixture (same as the mixture
for a minimum ambient temperature of -15C (5F)) if
the engine overheats in a high ambient temperature.
- Do not use hard water or water with high levels of
calcium and magnesium ions as the coolant water.
IMPORTANT
Do not mix different brands of antifreeze because
they each contain special additives.
Careless mixing often diminishes the effect of these
additives that causes the packing damage or water
leakage.
00-10
General Information
Outline
Lubrication chart
BUCKET LINK SYSTEM

G
G
DIFF &
GEAR BOX
HYD. TANK
DIFF &
GEAR BOX
EVERY 12000Hr
GO
HO
GO
EVERY 2000Hr
GO
TRANSMISSION
DIFF
G
TO
PILLOW
UNIT G
CENTER
PIN G
TO
DIFF
ENGINE OIL PAN

EO
GO
AXLE
SUPPORT
EVERY 50Hr
EO
G
CENTER PIN
EVERY 500Hr
EVERY 250Hr
HO
EVERY 1000Hr
EVERY DAY
G
G
STEERING CYL.
PROPELLER SHAFT
G
SPLINE
2ND PROPELLER
SHAFT
G
1ST & 3RD PROPELLER
SHAFT
115ZV2-44794-23630EU
Grease point
G
Multipurpose grease
HO
Hydraulic oil
Check and add if necessary
GO
Gear oil
TO
Engine oil
Oil replacement
EO
Engine oil
00-11
Outline
Weight of main components

Item
Part name
Approx.
weight (kg)
Approx.
weight (lb)
Bucket
4,985
10,970
Boom
3,210
7,070
"Z" -Lever
515/pc
1,135/pc
Link (Bucket to Lever)
90/pc
200/pc
Unit name
Engine room
Screen board
175
385
Roof
70
155
Radiator guard
115/pc
250
Access panel
35/pc
80/pc
360
795
Excluding oil
Fuel tank
330
730
Excluding fuel
Floor board
285
630
Including ope. board, instrument panel and control box
Cab
270
600
Soft cab
Rops
Deck
950
2,090
Left side
105
230
With handrail
Right side
80
175
With handrail
Center
Front chassis
Other
35
80
3,800
8,360
Rear chassis
4,300
9,460
Counter weight
2,150
4,730
Engine
1,980
4,360
Excluding oil
Radiator assembly
890
1,960
With air cooler, hyd. cooler and duct. Excluding water

and oil
Torque converter
440
970
Excluding oil
Transmission
1,310
2,880
Excluding oil
First propeller shaft
20
45
Second propeller shaft
130
290
Third propeller shaft
35
80
Front axle assembly
2,970
6,530
Excluding tires and oil
Rear axle assembly
2,940
6,470
Excluding tires and oil (Including axle support)
Front
745
1,640
Including parking brake
Rear
560
1,235
Multiple control valve
100
220
Pilot valve
15
Steering valve
50
110
Orbitrol
13
40
90
Switch
40
90
Main & pilot
Differential
Hydraulic system
RVT bucket
Hydraulic tank
Chassis
Power line
Remarks
Gear pump
Fan motor
25
55
Boom cylinder
520/pc
1,145/pc
Excluding oil
Bucket cylinder
245/pc
540/pc
Excluding oil
Steering cylinder
40/pc
90/pc
Tire
1,580/pc
3,480/pc
Battery
65/pc
145/pc
Excluding oil
With rim (35/65R33
00-12
General Information
Outline
Bolt tightening torque

Hexagon bolt
1. Thread type
Metric thread, Unified thread
2. Bolt strength
8.8 (8T) ~ 10.9 (11T)
3. Thread pitch
Metric thread: Coarse pitch thread (C), fine pitch thread (F)
Unified thread: Coarse pitch thread (UNC), fine pitch thread (UNF)
(N-m)
Bolt size
Type
Metric thread
Nominal
diameter
Pitch
M8
(C) 1.25
26
38
(C) 1.5
53
76
(F) 1.25
55
80
(C) 1.75
90
132
(F) 1.25
96
142
(C) 2.0
142
206
(F) 1.5
152
221
(C) 2.0
216
314
(F) 1.5
226
330
(C) 2.5
299
436
(F) 1.5
324
476
(C) 2.5
417
608
(F) 1.5
451
662
(C) 2.5
559
814
(F) 1.5
598
878
(C) 3.0
721
1,030
M10
10
M12
12
M14
14
M16
16
M18
18
M20
20
M22
22
M24
24
M27
M30
Unified thread
Bolt strength
Nominal
dimension
27
30
M33
33
5/16
05
8.8 (8T)
10.9 (11T)
(F) 2.0
770
1,128
(C) 3.0
1,030
1,520
(F) 2.0
1,128
1,618
(C) 3.5
1,422
2,109
(F) 2.0
1,569
2,256
(C) 3.5
1,912
2,844
(F) 2.0
2,059
3,040
18 UNC
25
35
3/8
06
16 UNC
44
65
7/16
07
14 UNC
71
103
1/2
08
13 UNC
103
147
9/16
09
12 UNC
147
216
5/8
10
11 UNC
201
294
3/4
12
10 UNC
358
525
7/8
14
9 UNC
554
809
16
8 UNC
868
1,275
Note: Tighten the bolts according to the above list, unless otherwise specified.
00-13
Outline
(kgf-m)
Bolt size
Type
Metric thread
Nominal
diameter
Pitch
8.8 (8T)
10.9 (11T)
M8
(C) 1.25
2.7
3.9
(C) 1.5
5.4
7.8
(F) 1.25
5.6
8.2
(C) 1.75
9.2
13.5
(F) 1.25
9.8
14.5
M10
10
M12
12
M14
14
M16
16
M18
18
M20
20
M22
22
M24
M27
M30
Unified thread
Bolt strength
Nominal
dimension
24
27
30
M33
33
5/16
05
(C) 2.0
14.5
21.0
(F) 1.5
15.5
22.5
(C) 2.0
22.0
32.0
(F) 1.5
23.0
33.7
(C) 2.5
30.5
44.5
(F) 1.5
33.0
48.5
(C) 2.5
42.5
62.0
(F) 1.5
46.0
67.5
(C) 2.5
57.0
83.0
(F) 1.5
61.0
89.5
(C) 3.0
73.5
105.0
(F) 2.0
78.5
115.0
(C) 3.0
105.0
155.0
(F) 2.0
115.0
165.0
(C) 3.5
145.0
215.0
(F) 2.0
160.0
230.0
(C) 3.5
195.0
290.0
(F) 2.0
210.0
310.0
18 UNC
2.5
3.6
3/8
06
16 UNC
4.5
6.6
7/16
07
14 UNC
7.2
10.5
1/2
08
13 UNC
10.5
15.0
9/16
09
12 UNC
15.0
22.0
5/8
10
11 UNC
20.5
30.0
3/4
12
10 UNC
36.5
53.5
7/8
14
9 UNC
56.5
82.5
16
8 UNC
88.5
130.0
00-14
General Information
Outline
(lb-ft)
Bolt size
Type
Metric thread
Nominal
diameter
Pitch
8.8 (8T)
M8
(C) 1.25
19.5
28
(C) 1.5
39
56
(F) 1.25
40
59
(C) 1.75
66
97
(F) 1.25
70
105
(C) 2.0
105
150
(F) 1.5
110
160
(C) 2.0
160
230
(F) 1.5
165
245
(C) 2.5
220
320
(F) 1.5
235
350
(C) 2.5
305
450
(F) 1.5
330
490
(C) 2.5
410
600
M10
10
M12
12
M14
14
M16
16
M18
18
M20
20
M22
22
M24
M27
M30
Unified thread
Bolt strength
Nominal
dimension
24
27
30
M33
33
5/16
05
10.9 (11T)
(F) 1.5
440
650
(C) 3.0
530
760
(F) 2.0
565
830
(C) 3.0
760
1,120
(F) 2.0
830
1,190
(C) 3.5
1,050
1,550
(F) 2.0
1,160
1,660
(C) 3.5
1,410
2,100
(F) 2.0
1,520
2,240
18 UNC
18.0
26
3/8
06
16 UNC
32
47
7/16
07
14 UNC
52
76
1/2
08
13 UNC
76
105
9/16
09
12 UNC
110
160
5/8
10
11 UNC
150
215
3/4
12
10 UNC
265
385
7/8
14
9 UNC
410
595
16
8 UNC
640
940
00-15
Outline
Flanged hexagon bolt

1. Bolt type: Metric thread
2. Bolt strength: 8.8 (8T)
3. Thread pitch: Coarse pitch thread (C)
(N-m)
Bolt size
Type
Metric thread
Bolt strength
Nominal
dimension
Pitch
M5
0.8
M6
12
M8
1.25
28
8.8 (8T)
M10
1.5
53
M12
1.75
94
M16
231
M20
2.5
441
M24
765
(kgf-m)
Bolt size
Type
Metric thread
Bolt strength
Nominal
dimension
Pitch
8.8 (8T)
M5
0.8
0.7
M6
1.2
M8
1.25
2.9
M10
1.5
5.4
M12
1.75
9.6
M16
23.5
M20
2.5
45.0
M24
78.0
(lb-ft)
Bolt size
Type
Metric thread
Bolt strength
Nominal
dimension
Pitch
8.8 (8T)
M5
0.8
5.0
M6
8.6
M8
1.25
20.9
M10
1.5
38.9
M12
1.75
69.1
M16
169.2
M20
2.5
324.0
M24
561.6
00-16
General Information
Outline
Hose band tightening torque

Low pressure hose
(heat resisting hose)
Hose band
Tightening torque
(N-m)
Tightening torque
(kgf-cm)
Tightening torque
(lb-ft)
69002-02200
1.6
16
1.2
40
2.9
Hose band
Tightening torque
(N-m)
Tightening torque
(kgf-cm)
Tightening torque
(lb-ft)
69002-02200
1.6
16
1.2
40
2.9
Inner dia. (mm) Outer dia. (mm)

6.3
16.5
7.9
18.5
9.5
20.5
12.7
24.5
15.9
29.9
19.0
30.0
25.4
38.0
69002-04400
31.8
45.8
69002-05200
38.1
52.1
69002-05700
50.8
67.8
69002-07100
60.5
76.0
69002-08200
75.5
93.0
69002-09500
Low pressure hose

Inner dia. (mm) Outer dia. (mm)
6
16.5
18.5
20.5
22.0
12
24.5
12
26.0
15
29.0
15
30.5
19
32.0
19
34.0
25
39.5
25
41.5
32
46.0
32
48.0
38
54.0
50
70.5
50
73.0
69002-02700
69002-03100
69002-02300
69002-02700
69002-03100
69002-03800
69002-04400
69002-05200
69002-05700
69002-07600
To connect the hose to the pipe, tighten the hose band

at the following position:
Hose
Center of pipe
protrusion
Pipe
Hose band
10~20 mm
70ZV00003
00-17
Outline
Liquid gasket and screw lock

agent
Cautions regarding reassembly
To reassemble the disassembled parts, be sure to use

the specified liquid gasket or screw lock agent or the
equivalent according to the following lists:
Completely remove the hardened lock agent from the

screw and the threaded hole before reassembling the
screw.
Code
Liquid
gasket
Screw lock
agent
Manufacturer
Product name
AA01
Loctite
Plastic Gasket 568
AA02
Loctite
Hydraulic sealant
AA03
Three Bond
Three Bond 1215
AB01
Loctite
Loctite 262
AB02
Three Bond
Three Bond 1327
AB03
Three Bond
Three Bond 1374
Cautions regarding parts removal

If a screw or shaft to be removed has been locked by
one of the above agents, remove the screw or shaft
using a general tool, such as a wrench or puller.
If it is difficult to remove the screw or shaft, heat the bolt
to soften the agent (200~250C) using a soldering iron
or gas torch.
Caution
If there is a seal near the screw or shaft to be removed,
carefully use the heating method for removal, to avoid
damage to the seal.
If heat has been used to remove the bolt a new bolt
should be used during reassembly.
To reassemble a screw
Note
A piece of hardened lock agent may be peeled off and
remain in the component. The remaining piece may
cause malfunction during fastener installation.
To bond a plane or to fit a shaft

Remove the hardened lock agent using a wire brush or
the like, and polish the surface using sand paper. Use of
a Loctite primer like Locquic Primer T prepares
metal surface of the threads and speeds curing time.
Antiseize Agent
Code
Manufacturer
AC01
Loctite
Product name
Loctite 767
(Paste or spray)
00-18
General Information
Outline
Screw lock agent application procedure
How to wind a seal tape
Through-hole
Apply screw lock agent one or two lines on the male
threads.
Seal tape
Screw lock agent

Leave 1~2 screw
65ZV00004
65ZV00002
To avoid a piece of seal tape left in the circuit, leave 1 or

2 screws from the end of the thread and start threading
it clockwise.
00-19
Outline
Cautions regarding welding repair service

If welding is needed to repair the chassis, observe the
following precautions to protect the hydraulic cylinders,
hydraulic units, gear sets, and electrical units from possible damage.
Cautions
1. Turn the starter switch OFF.
4. Ground the welder near the section to be welded.
2. Remove the battery terminals both positive and

negative sides from the battery.
5. To ground the welder, check that the electric current

will not flow through the cylinders.
Cylinder head covers for some models have a low
conductive metal that will cause spark if the welding
current flows. The spark may damage the cylinder
rod.
IMPORTANT
If a battery terminal is removed from a machine in
less than 30 seconds after the key is put into the
OFF position, it can corrupt the ECM program,
which can disable the engine. Always wait 1 full
minute to be sure to be past this write to memory
function prior to removing battery terminals.
3. Disconnect the connector for MCU (machine controller), ECM (engine controller) and air conditioner.
6. Calibrate throttle pedal to ECM.

(a) Turn the starter switch to "ON".
(b) Fully depress and release the throttle pedal
three times.
(c) Turn the starter switch to "OFF".
Example 1
Section to be welded
Do not ground this section.
Electric current may flow
through the cylinders.
Ground this section.
(correct grounding)
35C00002
Example 2
Do not ground this section.

Electric current may flow
through the cylinders.
Section to be welded
Ground this section.

(correct grounding)
35C00006
00-20
General Information
Outline
7. The weld spattered on the hydraulic cylinders and
on the plated sections of pins will damage the cylinders and pins. There are other parts that may be
damaged by the spatter; hydraulic units, harnesses, hydraulic hoses, and nylon tubes.
Be sure to mask these units and parts before welding.
Hydraulic cylinder
Heat-resistant
cloth
Section to
be welded
Hydraulic hose
Nylon tube
Harness
Chassis
Remove
and if
necessary
wrap
35A00005
Plated section (Mask this section.)
(c) Hydraulic hoses, nylon tubes, or harnesses are

easily damaged by the heat during welding. To protect them from the heat, remove them from the section to be welded to make enough clearance.
Pin section with pin

temporarily inserted
Pin
Plated section (Mask this section.)
35C00003
(a) Plated section

Cover the plated sections with heat-resistant cloth,
such as glass wool or canvas.
Note
The weld spattered on the plated sections causes corrosion.
1m or more
Scrap material, etc.
Section to
be welded
1m or more
35C00004
(b) Cover the hydraulic units, electrical units, harnesses, hydraulic hoses, nylon tubes, etc. with
heat-resistant cloth (glass wool or canvas) or scrap
material to protect them from spatter.
03-1
115ZV-2 Measurement for Performance Check
Measurement for
Performance Check
Cautions on Safety .................................................. 03-2
Standard Measurement Values for Performance Check
............................................................................ 03-3
03-2
Cautions on Safety
Cautions on Safety
WARNING
Unexpected movement of the machine may cause an
accident resulting in injury or death.
Therefore, to provide repair service with the engine
running, be sure to observe the following items:
- Park the machine on level ground.
- Apply the parking brake.
- Block the tires with chocks to prevent the tires from
moving.
- Determine the signals between the service man.
- Prohibit any person from walking into dangerous
areas.
- Near articulation areas of the machine
- Under the machine
- Around the engine
- In front of or behind the machine
WARNING
Operation under the boom or the bucket may lead to
severe accidents.
Make sure to apply the safety lock of the boom and
the bucket control lever provided in the cab, remove
the starter key, and attach a "DO NOT OPERATE!"
tag to the cab.
CAUTION
Be careful not to be burnt by bursting high pressure
oil.
Release the pressure remaining inside the circuit and
open the cap of the hydraulic tank before removing
the plug from the pressure measurement port so that
the internal pressure of the hydraulic tank is released
and burst of the high pressure oil can be prevented.
WARNING
Entering the articulation area of the machine body
while the engine is running may cause severe accidents.
Make sure to stop the engine, pull out the starter key,
and attach a "DO NOT OPERATE!" tag to the cab
before entering the articulation area.
CAUTION
Touching the fan or the V belt of the engine or the hot
area while the engine is running may cause severe
accidents.
Make sure to stop the engine before opening the
engine room access panel.
03-3

Measurement conditions
Temperature of torque converter oil: 50~80C (120~180F)
Temperature of hydraulic oil: 50~80C (120~180F)
Temperature of engine coolant: 50~80C (120~180F)
Standard measurement
values for performance check
Item
Measurement item
System
Minimum no-load speed, Low Idle (LI)

Engine speed
(min-1) (rpm)
Engine
(S/N 9001~9100)
92550
(S/N 9101~)
Maximum speed in torque converter stall mode
1,780100
1,690100
Maximum speed in multiple control valve relief mode
1,855100
1,705100
Maximum speed in torque converter stall plus multiple

control valve relief mode
1,420 +150
- 100
1,375 +150
- 100
1,91050
1,70050
Maximum speed in torque converter stall mode
1,780100
1,690100
Maximum speed in multiple control valve relief mode
1,850100
1,850100
Maximum speed in torque converter stall plus multiple

control valve relief mode
1,420 +150
- 100
1,380 +150
- 100
Engine speed
Clutch pressure
MPa (kgf/cm2) (psi)
Clutch time lag
(sec)
92550
Maximum no-load speed, High Idle (HI)
Main pressure
MPa (kgf/cm2) (psi)
Remarks
775 in hibernate mode
1,91050
Minimum no-load speed, Low Idle (LI)

Engine speed
(min-1) (rpm)
Transmission
Maximum no-load speed, High Idle (HI)
Fuel efficient
mode
Normal
775 in hibernate mode
Idling (LI)
2.60.2 (272) (38428)
Maximum (HI)
2.60.2 (272) (38428)
Idling (LI)
2.50.2 (262) (37028)
Maximum (HI)
2.50.2 (262) (37028)
NeutralForward 1st speed

(engine speed: 1,500 min-1 (rpm))
0.30.1
Before wheels move
03-4
Standard measurement
values for performance
check
Item
Measurement item
System
Cylinder drift
(when boom and
bucket are horizontal and with no load)
(mm/min) (in/min)
Boom rising time
(no load)
(sec)
Hydraulic line
Full steering time

(sec)
Relief valve setting

pressure
MPa (kgf/cm2) (psi)
Boom cylinder
3 (1/8) or less
Bucket cylinder
4 (5/32) or less
Idling (LI)
Engine speed
Engine speed
253.0
-1
1,500 min (rpm)
10.51.0
Maximum (HI)
8.40.5
Idling (LI)
5.00.5
-1
1,500 min (rpm)
3.90.3
Full accelerated engine speed
3.90.5
Loading line main relief pressure (HI)
20.60.5 (2105)
(2,98671)
Loading line overload relief pressure (LI)
23.50.5 (2405)
(3,41371)
Steering line main relief pressure (HI)
20.60.5 (2105)
(2,98671)
Steering line overload relief pressure (LI)
+10
24.5 +1.0
0 (250 0 )
+142
(3,555
0 )
Run engine at lowest

possible speed while
setting
3.5 (36)
(512)

setting
Pilot line reducing pressure (LI)
Fan maximum
revolution (HI)
min-1 (rpm)
Fan minimum
revolution (LI)
min-1 (rpm)
Remarks
Engine water temp. <80C (180F)

T/C oil temp. <110C (230F)
Hydraulic oil temp. <90C (195F)
1,120 +75
- 200
Engine water temp. >95C (205F)

T/C oil temp. >115C (240F)
Hydraulic oil temp. >95C (205F)
1,300 +100
- 50
Engine water temp. <60C (140F)

Engine idle revolution
900 +50
- 200

setting
03-5
Item
Measurement item
System
Shift lever position
2nd speed reverse
Engine speed
Maximum (HI)
3rd speed reverse
Performance of
service brake
Performance of
parking brake
Maximum (HI)
Off (Cut-out)
11.80.5 (1205)
(1,70671)
On (Cut-in)
6.91.0 (7010)
(995142)
Brake
Unloader valve
setting pressure
Low-pressure alarm switch setting pressure

(For brake accumulator circuit)
Auto brake reducing pressure
The time from the low-pressure alarm is
turned off till the unloading valve cuts off
pressure
Accumulator charge
time (sec)
Engine speed (LI)
Number of brake
pedal applications
Run engine 1 minute high idle, then stop the engine.

(Turn key switch "ON" with engine off.)
Step on the brake pedal and release, and check the number
of times until the low-pressure alarm is turned on.
Declutch
engagement
(cm) (in)
Engine: Maximum speed/ Declutch pedal: Quick release

(Distance the loader rolls back before moving forward.)
Note
These are the standard measurement values for the
machines at the time when delivered from the factory.
Remarks
Slowly increase the

engine speed, and
check that the machine
does not move at the
maximum engine
speed.
Same as above
Engine speed
Brake line setting

pressure
MPa (kgf/cm2) (psi)
Standard measurement values for performance check
Before brake check, be

sure to disconnect the
cable connector of
parking brake solenoid
valve.
3.90.5 (405)
(56971)
1.3 (13)
(185)
16
at least 11 times
Repeat stepping on the

brake pedal as follows:
On: 5 sec.
Off: 5 sec.
15 (6) or less
1/5 slope
(approx. 11), unladen,
1st speed
03-6
MEMO
12-1
115ZV-2 Function & Structure Chassis Group
Function & Structure

Chassis Group
Front Chassis .......................................................... 12-2
Rear Chassis........................................................... 12-5
Center Pin ............................................................... 12-7
12-2
Function & Structure Chassis Group
Front Chassis
Front Chassis
Loading linkage
10
6
115ZV12001
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Bucket
Link
Lever
Boom
Bucket cylinder
Boom cylinder
Dump stopper surface
Roll-back stopper surface
Lever stopper surface
Bucket stop plate
(Design differs by manufacturer of the attachment)
12-3
Front Chassis
Even contact both sides
5040
Hinge pin height at

300 bucket on ground
Typical bucket roll-back stopper adjustment

(Contact attachment supplier for details on non-standard
attachments)
Note for setting roll-back stops:

When installing roll-back stops, the stops must have a
smooth radius and must contact boom on both sides.
The cylinder must retain 3~5 mm of rod with in the cylinders so the piston does not hit the cylinder head.
Typical bucket dump stopper clearance

(Contact attachment supplier for details on
non-standard attachments)
To increase clearance increase height of #9
To reduce clearance decrease height of #9
115V2E12001
12-4
Front Chassis
Loading linkage pin

mm (in)
1. Bucket - Boom
2. Boom - Lever
4. Front chassis - Boom
5. Bucket - Rod
6. Lever - Rod
7. Lever - Bucket cylinder
8. Bucket cylinder Front chassis
9. Boom cylinder Front chassis
10. Front chassis Steering cylinder
11. Steering cylinder Rear chassis
3. Boom - Boom cylinder
10
11
115V2E12002
12-5
Rear Chassis
Rear Chassis
Fuel tank
10
7
A-Detail
A
2
10
6
115V2E12003
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Fuel tank
Fuel level sensor
Fuel tank filler assembly
Filter
Drain plug
Inspection hole cover
Gasket (Rubber seal type)
Suction pipe
Pipe (for vacuum prevention)
Fuel return pipe
12-6
Rear Chassis
Floor board mount
Viscous mount
Floor board
1
2
3
4
115ZV12008
1. Floor board
2. Rubber cushion
5
6
7
The floor board is installed on the rear chassis by the

rubber cushion. The instrument panel, control box,
operator's seat and the air conditioner unit are on the
floor board.
8
9
10
11
95ZV12008
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Stud bolt
Stud
Cushion rubber
Case
Seal plate
Damping rubber
Damping plate
Silicone oil
Plain washer
Hexagon head bolt
Plug
The floor board is supported by a viscous mount in four

positions so that vibrations, impacts and sounds generated in the chassis are not transmitted to the inside of
cabin.
12-7
Center Pin
Center Pin
Upper center pin
Upper
4 9, 10
5
Front
chassis
6
11
2
Upper
8, 10
Rear
chassis
115ZV12010
6
4
9, 10
7
3
11
Grease pipe
Split shim
2
5
8, 10
115V2E12004
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Center pin
Plate
Bearing cover
Sleeve
Shim
Bearing assy
Dust seal
Bolt
Bolt
Washer
Bushing
12-8
Center Pin
Lower center pin
Lower
6
7
2
3
Front
chassis
Rear
chassis
Lower
115ZV12011
6, 7
Grease pipe
4
3
4
2
115V2E12005
1.
2.
3.
4.
5.
6.
7.
Center pin
Bearing retainer
Bearing assy
Dust seal
Bushing
Bolt
Plate
12-9
Center Pin
Dust seal
Center
pin
Dust seal position
90ZV12007
When installing the dust seal, check that the lip faces
toward the outside. If the lip faces toward the outside,
the dust will not be drawn through the seal.
12-10
MEMO
13-1
115ZV-2 Check & Adjustment Chassis Group
Check & Adjustment

Chassis Group
Linkage Pin ............................................................. 13-2
Center Pin ............................................................... 13-6
13-2
Check & Adjustment Chassis Group
Linkage Pin
Linkage Pin
WARNING
CAUTION

Before starting adjustment work, be sure to observe
the following items:
- Remove the starter key, and attach a "DO NOT
OPERATE!" tag on the cab.
moving.
Unexpectedly dropped parts may cause an accident

resulting in injury.
- Before liner insertion, be sure to lift the cylinder
using a crane to prevent the cylinder from unexpectedly dropping during liner insertion.
- Wear protective clothes like work gloves and steel
toed shoes.
Liner
4
8
115ZV12005
Adjustment
portion
Liner hole diameter
(mm)
110
91
91
121
101
121
7
Adjustment
unnecessary
8
71
13-3
Linkage Pin
Bucket hinge pin section (#1)

Boom
Bucket
Bushing
Bushing
Hinge pin (#1)
Bolt
Dust seal
Shim
Seal retainer assy
Shim
95V2E13001
Adjust the clearance (*) to 1.0 mm or less for the hinge

pin (#1).
How to assemble
2. Align the pin holes in the bucket and the boom then
insert the pin.
R142
3. Place the shim between the bucket boss and the

seal retainer assy so that the clearance between
the boom boss and the seal retainer (* marked) is
less than 1mm.
R5
Tighten the bolt for the seal retainer assy.

: 417 N-m (42.5 kgf-m) (307 lb-ft)
Shim
115V2E13001
1. Attach the seal retainer assy to the bushings.

(When installing the dust seal to the seal retainer
assy, be sure to check the direction of the dust
seal.)
Shim thickness
1.0, 0.5 mm (0.039, 0.020 in)
(2 kinds of shim thickness)
13-4
Linkage Pin
Bucket link pin section (#2)

Bushing
Bucket
Link
*
Bushing
Pin
Dust seal
Shim
Seal ring assy
115V2E13002
How to assemble
1. Insert the bushings into the link boss and attach the
seal ring assy to the bushing.
91 +10
18
80 -10
(When installing the dust seal to the seal ring assy,

be sure to check the direction of the dust seal.)
2. Place the shim between the bucket boss and the
seal ring assy so that the clearance between the
link boss and the seal ring (* marked) is less than
1mm.
Shim thickness:
1.0, 0.5 mm (0.039, 0.020 in)
(2 kinds of shim thickness)
Shim
115V2E13003
3. Align the pin holes in the bucket and the link. Then,
insert the pin.
13-5
Linkage Pin
Adjustment
95ZV12005
Adjust the clearance (*) to 1.2 mm or less for #3 ~ #8

between the bosses using liners.
For the steering cylinder, be sure to adjust the clearance
on the rear chassis side first and then on the front chassis side while checking that the cylinder is not inclined.
13-6
Center Pin
Center Pin
Adjusting shim
The clearance between the front chassis and bearing

cover (3) is 0.750.5 mm (0.030.02 in) before shim
adjustment.
1
4 9, 10
Add shims (5) so that the clearance is 0.10.05 mm

(0.0040.002 in). After that, tighten bolt (9).
5
Front
chassis
6
Torque for assembly:

:
Bolt (8): 662 N-m (67.5 kgf-m) (488 lb-ft)
Bolt (9): 441 N-m (45.0 kgf-m) (326 lb-ft)
(with lubricating oil (Engine oil or gear oil))
Installing bearing cover
11
2
Upper
8, 10
Rear
chassis
115ZV12010
Front
Grease pipe
Upper
115V2E13004
6
4
9, 10
Install the bearing cover (3) so that the grease nipple

mounting hole is positioned at the specified angle as
shown in the figure.
7
3
11
Grease pipe
Split shim
2
5
8, 10
115V2E12004
13-7
Center Pin
Installing bearing outer ring
6
7
Front
Rear
Center line
Split of outer
bearing
3
2
3
Front
chassis
Rear
chassis
Lower
115ZV12011
6, 7
Grease pipe
4
3
4
2
115V2E12005
Install the bearing outer ring (3) so that the split is perpendicular to the frontrear line of the machine.
95ZV13003
13-8
MEMO
22-1
115ZV-2 Function & Structure Power Group

Power Group
Power Line .............................................................. 22-2
Engine / Transmission............................................. 22-3
Radiator................................................................... 22-4
Propeller Shaft......................................................... 22-6
Axle Assembly......................................................... 22-10
Axle Support............................................................ 22-12
Differential Gear ...................................................... 22-14
22-2
Function & Structure Power Group
Power Line
Power Line
11
10
12
15 4
13
14
115V2E22001
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Engine
Torque converter
Transmission
Radiator
1st propeller shaft
2nd propeller shaft
3rd propeller shaft
Front axle differential gear
Rear axle differential gear
Parking brake
Air cleaner
Muffler
Hydraulic oil cooler
Torque converter oil cooler (bottom tank of radiator)
Charge air cooler
The power output from the engine is transmitted to the

transmission through the torque converter and the first
propeller shaft. The speed and direction are changed
according to the engagement of the transmission
clutches. The power is then transmitted through the
second and third propeller shafts to the differential
gears of front and rear axles.
Finally the power is transmitted through the axles to the
planetary gears, and tires to move the machine.
On the fan side of the engine, there is a radiator. The
radiator incorporates engine coolant, torque converter
oil cooler, charge air cooler and an external air type
hydraulic oil cooler. A parking brake is installed on the
front differential gear.
22-3
Engine / Transmission
Engine / Transmission
Engine / transmission mount
C
D
E,F
A
C
T/C
side
E/G
side
Spacer
4
1
2
3
A-Detail
B-Detail
E/G flywheel
housing
C-Detail
D-Detail
E-Detail
F-Detail
115V2E22002
1.
2.
3.
4.
Rubber cushion
Ring gear
O-ring
Plug
Bolts are used to connect the engine flywheel housing

to the torque converter housing, and a spline ring coupling is used to transmit the engine power to the torque
converter. Therefore no thrust load is placed on the
engine flywheel or crankshaft.
Rubber cushions are used to mount the engine, torque
converter and the transmission on the chassis.
22-4
Radiator
Radiator
Charge air
cooler OUT
Coolant IN
Charge air
cooler IN
3
D D
A
C
A
Hydraulic oil
cooler IN
Hydraulic oil
cooler OUT
T/C oil
cooler OUT
T/C oil
cooler IN
Coolant
OUT
115V2E22003
1. Radiator assembly
2. Radiator duct
3. Stay (Bracket)
4. Charge air cooler

5. Hydraulic oil cooler
6. T/C oil cooler
The radiator incorporates the engine coolant, cooling

fin, air charged cooler, and an external air type hydraulic
oil cooler. For the engine coolant, air charge cooler,
hydraulic oil cooler, the air-cooling system is used. For
the torque converter oil, the water-cooling system is
used.
The torque converter oil cooler is in the radiator lower

tank.
When the coolant is hot, the thermostat opens and the
coolant flows to the radiator.
When the coolant is cold enough, the thermostat is
completely closed and no coolant flows to the radiator.
The air charge cooler is required to meet engine emission regulations.
22-5
Radiator
Radiator mount
A-Detail
B-Detail
C-Detail
D-Detail
115V2E22004
1.
2.
3.
4.
5.
6.
7.
8.
Strip seal
Capacity in radiator:
Cooling water
86 L (23 gal)
Hydraulic oil
14 L (3.7 gal)
Torque converter oil 3 L (0.8 gal) x 2 pcs
Dry weight
890 kg (1,960 lbs)
22-6
Propeller Shaft
Propeller Shaft
1.
2.
3.
4.
5.
6.
1st propeller shaft

2nd propeller shaft
3rd propeller shaft (fixed type)
Pillow block
Parking brake
Slip joint
115V2E22005
The engine power is transmitted to the torque converter,

the first propeller shaft and the transmission, and is
then, transmitted to the second and the third propeller
shafts to the front and the rear axle.
For the second propeller shaft, the universal joint and
slip joint type spline shaft are used for smooth power
transmission at any steering angle or change in propeller shaft length.
A parking brake is installed on the front differential gear.
The third propeller shaft is the fixed type with universal
joints.
22-7
Propeller Shaft
First propeller shaft assembly

Transmission Torque converter
1
2
b
Grease nipple installation

angle (a,b)
Z
View Z
a
2
1
1
Every 12000
hours greasing
115V2U22002
1. Journal spider assy

2. Propeller shaft
22-8
Propeller Shaft
Second propeller shaft assembly

Front differential Transmission
1

angle (a,b,c,d)
a
45
Z
View Z
Every 12000 hours greasing
d
4
b
2
3
1
c
5
1
Every 12000
hours greasing
a
115V2U22003
1.
2.
3.
4.
5.
Journal spider assembly

Propeller shaft assembly
Pillow block
Spline yoke
Sleeve yoke assembly
22-9
Propeller Shaft
Third propeller shaft assembly

Transmission Rear differential
1
2
b

angle (a,b)
1
a
View Z
1
b

115V2U22004
1. Journal spider assy

2. Propeller shaft
22-10
Axle Assembly
Axle Assembly
1
50
22
2
3
36
45
44 42
45
35
43 28
37
11
40
52
23 31
16 34
12
30 29
17
41
18
17
18
15
19
32
21
14
25 9
13
10
24
26
18
25
14
49
38
20
48
46
47
5
39
37
51
27
33
115V2E22009
22-11
Axle Assembly
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
Differential assembly
Axle housing assembly
Wheel hub
Spider
Cover
Axle shaft
Sun gear
Disc gear
Planetary gear
Internal gear
Internal gear hub
Snap ring
Planetary pin
Wear ring
Wear ring
Brake piston
Separation disc
Friction disc
Brake backing plate
Plate
Axle nut
Taper roller bearing (inner)
Taper roller bearing (outer)
Separation disc
Needle cage
Axle lock plate
Snap ring
Floating seal
D-ring
D-ring
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
O-ring
O-ring
O-ring
Socket bolt
Spring
U-nut
Magnet plug
Bolt
Socket bolt
Air bleeder screw
Spring pin
Ring
O-ring
Spring pin
Plug
Spring
Sleeve
Bushing
Socket bolt
Bolt
Bolt
Flange bolt
22-12
Axle Support
Axle Support
Grease pipe
connection port
(PT1/8)
9
Grease pipe
connection port
(PT1/8)
Pin
(Axle housing)
Axle housing
Front
5
16
4
15
6
2
A
A-A
10
13
16
11
11
Groove at
bushing end
12
10
14
#11 Details
#10 Details
115V2U22001
1.
2.
3.
4.
5.
6.
7.
8.
Shaft
Rear axle support (front)
Rear axle support (rear)
Wear ring
Plate
Plate
Lip seal
Lip seal
9.
10.
11.
12.
13.
14.
15.
16.
Breather
Bushing
Bushing
Ring
Snap ring
Bolt
Bolt
Bolt
22-13
Axle Support
Grease piping
9
2
10
7
12
6
4
5
4
Grease piping
14
11
16
15
16
8
13
1
115V2E22011
1.
2.
3.
4.
5.
6.
7.
8.
Shaft
Rear axle support (front)
Rear axle support (rear)
Wear ring
Plate
Plate
Lip seal
Lip seal
9.
10.
11.
12.
13.
14.
15.
16.
Breather
Bushing
Bushing
Ring
Snap ring
Bolt
Bolt
Bolt
22-14
Differential Gear
Differential Gear
Conventional type
Front differential gear (S/N 9001~9050)
2
23
24
28
3
29
26
33
35
32
31
30
27
5
6
34
22
8
9
15
10
21
25
11
12
13
14
17
16 18 19
20
115V2E22012
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Nut
Flange yoke
Oil seal
Plug
Housing
Shim
Taper roller bearing
Spacer
Spiral gear set
Carrier assembly
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

Adjusting nut
Plate
Wear ring
Side gear
Differential pinion
Pin
Wear ring
Spider
Housing
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
Roller bearing
O-ring
O-ring
O-ring
Snap ring
O-ring
O-ring
Gear
Piston assembly
Oil seal
31.
32.
33.
34.
35.
Friction disc
Separation disc
Pin
Spring pin
Spring
22-15
Differential Gear
2
29
3
36
K115V2U22002
Front differential gear (S/N 9101~)

2
29
3
36
K115V2U22003
1.
2.
3.
29.
36.
Nut
Flange yoke
Oil seal
Piston assembly
Oil seal (Double lip) (S/N 9051~)
22-16
Differential Gear
Rear differential gear
1
22
31
23
28
24
21
6
9
20
10
27
25
11
7
12
18
30
19
14
13
1.
2.
3.
4.
5.
6.
7.
8.
Nut
Flange yoke
Oil seal
Trunnion
Housing
Sleeve
9.
10.
11.
12.
13.
14.
15.
16.
26
17
15
16
Spiral gear set

Carrier assembly
Adjusting nut
Lock plate
Straight pin
Wear ring
Wear ring
Diff pinion
17.
18.
19.
20.
21.
22.
23.
24.
29
Side gear
Spider
Housing assy
Roller bearing
O-ring
O-ring
O-ring
Shim
K115V2U22004
25.
26.
27.
28.
29.
30.
31.
O-ring
Bolt
Snap ring
Bolt
Bolt
Bolt
Oil seal (Double lip)
(S/N 9051~)
22-17
Differential Gear
Function of differential gear
Operation of differential gear
Power transmission
Straight
6
1
2
3
4
5
4
115K22005
1. The power output from the engine is transmitted to

the front and rear axle through the torque converter
and the transmission.
2. The power is transmitted from pinion gear (1) to
axle shaft (2) through bevel gear (5) and differential
(4) in the axle housing.
3. Finally the power is transmitted to the planetary
gears and tires to move the machine.
2
115ZV22013
When moving in a straight direction, each wheel holds

the same amount of torque.
Therefore, pinion gears (4) in the differential assy do not
turn.
Torque from carrier (6) is transmitted to each wheel
equally through pinion gears (4), side gears (3) and axle
shafts (2).
22-18
Differential Gear
Turn
2
115ZV22014
When turning, the inside wheel needs more torque than

the outside wheel because of the resistance on it. The
outside wheel rotates faster than the inside wheel.
Then, pinions (4) turn on side gears (3) and torque from
carrier (6) is transmitted to each wheel through pinion
gears (4), side gears (3) and axle shafts (2).
23-1
115ZV-2 Check & Adjustment Power Group
Check & Adjustment

Power Group
Engine ..................................................................... 23-2
Propeller Shaft......................................................... 23-3
Axle ......................................................................... 23-5
23-2
Check & Adjustment Power Group
Engine
Engine
WARNING
moving.
- Determine the signals between the service men.
areas.
- Near articulation area of the machine
- Under the machine
- Around the engine
CAUTION
Do not touch the fan or V-belt of the engine or hightemperature section if the engine is running.
An accident resulting in injury may occur.
Be sure to stop the engine before you open the
access panel of the engine room.
Keep all guards in place.
Avoid high temperature components even when the
engine is stopped.
Use a photo tachometer when checking engine revolution.
Measuring engine oil pressure

Measurement instrument
- Pressure gauge
Install position
1. Location (A)
2. Measuring port: 9/16-18 UNF
3. Oil pressure gauge: 1.0 MPa (10 kgf/cm2) (150 psi)
Standard measurement value

Engine speed
Service standard
92550 min-1
0.14 MPa (1.4 kgf/cm 2) (20 psi)
1,91050 min-1
0.34~0.48 MPa (3.5~4.9 kgf/cm2) (50~70 psi)
[Engine coolant temperature 50C (120F)]
Measuring engine speed

- Tachometer

Low idle (min-1): 92550
High idle (min-1): 1,91050
115V2E23001
23-3
Propeller Shaft
Propeller Shaft
Propeller shaft phase
Third propeller shaft
Second propeller shaft
Front differential
Transmission
Rear differential
95ZV22007
Adjust the yokes of the second and third propeller shafts

to the same direction (phase).
- The propeller shaft attaches to the transmission
shaft. The shaft from the front differential to the rear
differential is referred to as the propeller shaft. The
propeller shaft articulates as the machine turns.
When the propeller shaft is articulated due to
machine steering, differences in the yoke phases
(directions) will cause unbalance between the transmission torque and the reaction force. As a result,
the propeller shaft extremely vibrates, and the service life of the shaft will be shortened.
Second propeller shaft alignment
Top view
Differential side
(C)
(B)
(A)
Transmission side
Side view
95ZV22008
- As misalignment may produce an abnormal noise,

be sure to align points (A), (B), and (C) of the yokes
when reassembling the propeller shaft.
23-4
Propeller Shaft
Propeller shaft tightening torque
2nd propeller shaft
1st propeller shaft
3rd propeller shaft
Front differential
1
4
Rear differential
5
2nd propeller shaft
1st propeller shaft
3rd propeller shaft
115V2E23002
1.
2.
3.
4.
5.
6.
:
221 N-m (22.5 kgf-m) (163 lb-ft)
142 N-m (14.5 kgf-m) (105 lb-ft)
441 N-m (44.9 kgf-m) (325 lb-ft)
162 N-m (16.5 kgf-m) (119 lb-ft)
220 N-m (22.4 kgf-m) (162 lb-ft)
155 N-m (15.8 kgf-m) (114 lb-ft)
1.
2.
3.
4.
Screw lock agent (Loctite 262)

23-5
Axle
Axle
Axle nut tightening procedure
9
8
PT3/8
(Brake oil inlet)
4
2
10
115V2E23003
1. Tighten axle nut (6) with 3,923 N-m (400 kgf-m)

(2,894 lb-ft) tightening torque to install taper roller
bearings (7)(8).
2. Loosen axle nut (6).
3. Tighten axle nut (6) again with 3,923 N-m (400 kgfm) (2,894 lb-ft) tightening torque.
4. Turn wheel hub (9) 2~3 turns back and forth, and
measure the preload applied to section ( part).
Preload of section ( part)
353~392 N (36~40 kgf) (79~88 lbs)
This is "breakaway" force. The force required to
start the wheel turning.
Note
Use jig to install the floating seal to the axle assembly.
:
1.
2.
3.
4.
5.
89.7 N-m (9.15 kgf-m) (66 lb-ft)

721 N-m (73.5 kgf-m) (532 lb-ft)
33.3 N-m (3.40 kgf-m) (25 lb-ft)
53.0 N-m (5.40 kgf-m) (39 lb-ft)
86.3 N-m (8.80 kgf-m) (64 lb-ft)
#1, 2, 4, 10: Screw lock agent (Loctite 262)
23-6
Axle
Differential gear adjustment procedure

(S/N 9001~9050)
1
2
10
3
115V2E23004
:
1,030 N-m (105 kgf-m) (760 lb-ft)
314 N-m (32.0 kgf-m) (232 lb-ft)
1,130 N-m (115 kgf-m) (832 lb-ft)
52.5 N-m (5.35 kgf-m) (39 lb-ft)
314 N-m (32.0 kgf-m) (232 lb-ft)
86.3 N-m (8.80 kgf-m) (64 lb-ft)
Front differential only
7. 230 N-m (23.5 kgf-m) (170 lb-ft)
Front differential only
1.
2.
3.
4.
5.
6.
#2, 3, 4, 5, 7: Screw lock agent (Loctite 262)

#1: Liquid gasket
(Three Bond 1215 or a locally procured Room
Temperature Vulcanizer (RTV) that does not contain Acetic Acid)
23-7
Axle
Preload adjustment
Measure the preload at the bolt holes of cage (2)(7).

1
Standard preload
Front differential:
24.5~29 N (2.5~3 kgf) (6~7 lbf)
Rear differential:
39~49 N (4~5 kgf) (9~11 lbf)
9
11
K115V2U23001
If the preload is out of the above range, replace spacer

(10) to adjust the preload to the specified range.
Preload is the force required to start the cage movingbreakaway force.
Note
There are 20 types of spacers from 29.10 mm (1.146 in)
to 29.48 mm (1.161 in) in increments of 0.02 mm
(0.0007 in). Thicker spacers reduce preload; thinner
spacers increase preload.
1
7
9
11
K115V2U23002
10
K115V2U23003
23-8
Axle
Bearing installation
Oil seal installation
Install bearing (8) so that part faces to the drive pinion.
Before installing oil seal (9)(11), be sure to apply grease

to the lip.
Pinion gear
Snap ring
Apply grease
when
assembling.
3 mm
(0.118 in)
Bearing (8)
3.6 mm
(0.142 in)
K85ZV23003
11 (S/N 9051~) (double lip)

9 (S/N ~9050) (single lip)
K95V2U23003
Note
A snap ring is set to bearing (8) as shown above. Incorrect installation of bearing (8) may cause the snap ring
to drop, resulting in a serious mechanical trouble.
After reassembling the differetial assembly, apply

grease to the grease nipple until the grease comes out
from the breather.
23-9
Axle
Adjusting tooth contact

Tooth contact
Possible cause
Adjusting method
Correct
Ring gear is too close to the

drive pinion
Loosen the bearing adjuster on the rear

side of ring gear, and tighten the adjuster of
tooth side at the same quantity as loosening, so that the ring gear is far apart from
the drive pinion. Check again the backlash
and tooth contact.
Ring gear is too far from the

drive pinion
Do the reverse adjusting as B.
Drive pinion is too close to the

ring gear.
Increase the thickness of shim at the part

of bearing cage being installed and makes
drive pinion apart from the ring gear.
Check again the backlash and tooth contact.
Drive pinion is too far from the

ring gear.
Decrease the thickness of shim reverse as

D, and makes drive pinion approach the
ring gear.
Check again the backlash and tooth contact.
After adjusting the backlash to the standard value,

check that manual rotation of the gear is possible. After
that, paint blue or red on the tooth surface of ring gear,
and check the tooth contact. To adjust the tooth contact,
adjust the thickness of the shim between the pinion and
cage, and turn the adjustment nut.
23-10
Axle
Three types of tooth contact shown below are acceptable as the best tooth contact.
Tooth contact position and length (rate)
10
Pattern
A
5
TOP
HEEL
4~5
Pitch line
TOE
10
BOTTOM
10
Pattern
B
2
Pitch line
4
TOP
HEEL
4~5
TOE
10
BOTTOM
10
3
Pattern
C
TOE
Pitch line
4
TOP
3
HEEL
4~5
10
BOTTOM
Service parts
After adjusting the tooth contact and backlash in our
factory, we will wrap the bevel gear and drive pinion as
a unit. Therefore, replace the bevel gear and drive pinion as a unit.
Note
Single sale of the bevel gear or the drive pinion is not
possible.
32-1
115ZV-2 Function & Structure Torque Converter and Transmission Group

Torque Converter and Transmission Group
Torque Converter .................................................... 32-2
Torque Converter (Lock-up) (Option) ...................... 32-4
Torque Converter Gear Pump ................................. 32-7
Transmission ........................................................... 32-8
Clutch Pack ............................................................. 32-14
Power Flow Path in the Transmission ..................... 32-15
Hydraulic System Diagram...................................... 32-19
Hydraulic Circuit Diagram........................................ 32-20
Oil Flow ................................................................... 32-22
T/C and T/M Oil Circulation ..................................... 32-24
Modulator Valve Unit ............................................... 32-25
Control Valve Assembly .......................................... 32-31
32-2
Function & Structure Torque Converter and Transmission Group
Torque Converter
Torque Converter
9
11
10
4
115V2E32001
1.
2.
3.
4.
5.
6.
Pump impeller
Turbine impeller
Stator
Turbine shaft
Stator shaft (Fixed)
Drive cover
7.
8.
9.
10.
11.
Ring gear
P.T.O. drive gear
P.T.O. driven gear
P.T.O. driven gear
Output flange
32-3
Torque Converter
Torque converter structure
Torque multiplication
Output
Torque ratio (t)
Input
1
S
P
0.5
Speed ratio (e)
95ZV32002
The torque converter is between the engine and transmission, and consists of three impellers as shown in the
figure. The three impellers are pump (P), turbine (T),
and stator (S) impellers.
Power flow path

The pump is connected to the engine flywheel, and
rotates together with the engine.
The turbine is connected to the torque converter output
shaft to transmit the power to the transmission.
The stator is fixed to the torque converter case. The
area of the impellers is filled with oil. When the engine is
started, the pump impeller rotates, therefore the oil will
circulate to rotate the turbine impeller (circulation order:
pumpturbinestatorpump). Oil is redirected by the
fixed stator impeller back to the pump impeller. When
the turbine impeller rotates, the power will be transmitted to the output shaft.
1.0
115ZV32002
If the engine speed/pump impeller speed stays the

same but the turbine impeller speed is reduced due to
the transmission load-output torque is increased. This is
"torque multiplication". Heat is also generated.
Turbine impeller speed (min 1 ) (rpm)
Speed ratio(e)= -----------------------------------------------------------------------------------------------Pump impeller speed (min 1 ) (rpm)
32-4
Torque Converter (Lock-up) (Option)
Oil from Lock-up

solenoid valve
T
S
1
3
115V2E32024
1.
2.
3.
4.
5.
Lock-up piston
Friction plate
Steel plate
Turbine shaft
Drive cover
32-5
Lock-up clutch structure
Lock-up clutch function (only forward)
Lock-up clutch
Output
Input
Oil from
Lock-up
Solenoid
valve
T
S
S
Lock-up clutch
P
95V2E32030
The torque converter is equipped with the lock-up

device.
When the lock-up clutch is engaged, the power from the
engine is directly transmitted to the turbine. As a result,
slip between the pump and the turbine is eliminated.
This is an advantage during high speed travel and in
"load and carry" operations. Less fuel is used, higher
ground speed can be reached, and less heat is generated.
5
4
1
3
115V2E32028
While the machine is moving at the 3rd speed or the 4th

speed in the automatic speed change mode, and the
machine reaches the preset speed, the solenoid valve
for lock-up is activated by the signal from the MCU.
The torque converter oil flows through the oil hole provided in the center of turbine shaft (4) and the oil hole
provided in drive cover (5), then presses the lock-up piston onto the pressure plate.
As a result, drive cover (5) is coupled with turbine shaft
(4) to complete the lock-up status.
32-6
Automatic shift (with lock-up solenoid)

Shift up
Shift down
Speed
F4L
F4
F3L
3
2
12.0 10.0
(7.5) (6.3)
Reverse
Shift Up
Shift Down
10.0 11.0 13.5 15.5 20.5 21.5 26.5 28.5

(6.3) (6.9) (8.4) (9.7) (12.8)(13.4) (16.6) (17.8)
Forward
Speed km/h (mile/h)
Automatic shift map (Normal mode) 115V2U62008
3rd 3rd lock-up
15.5 km/h (9.6 MPH)
4th 4th lock-up
28.5 km/h (17.7 MPH)
4th lock-up 4th
26.5 km/h (16.5 MPH)
3rd lock-up 3rd
13.5 km/h (8.4 MPH)
32-7
Torque Converter Gear Pump
Torque Converter Gear Pump
Torque converter
pump
Torque converter
115V2E32002
Gear pump specifications

Theoretical
discharge
100.4 cm3/rev (6.13 in3/rev)
Maximum operation
pressure
20.6 MPa (210 kgf/cm2) (2,986 psi)
Maximum operation
speed
2,500 min-1 (rpm)
Actual discharge
Approx. 70 L/min (18.5 gpm)

Conditions:
Pump speed 900 min-1 (rpm)
Oil temp. 80~100C (176~212F)
Oil viscosity 10CST (SAE10W)
Discharge pressure 3.4 MPa
(35 kgf/cm2)
(498 psi)
32-8
Transmission
Transmission
14
13
12
4
2
7
11
10
115V2E32003
1.
2.
3.
4.
5.
6.
Input flange
Low range clutch
High range clutch
Reverse clutch
1st speed clutch
2nd speed clutch
7.
8.
9.
10.
3rd speed clutch

Output gear
Output shaft
Output flange
(3rd propeller shaft side)
11. Output flange

(2nd propeller shaft side)
12. Modulator valve unit
13. Clutch solenoid valve assembly
14. Clutch valve assembly
32-9
Transmission
Clutch combination
Clutch
Speed range

2
Position of shift
lever
F1
F2
F3
F4
N
R1
(Either 1st or 2nd or

3rd)
R2
R3
The transmission is equipped with six clutches:

Forward low range, forward high range, reverse, and
1st, 2nd and 3rd speeds. Combining the clutches as
shown in the table here provides four forward speeds,
and three reverse speeds for a total of seven speeds.
Two clutches must be engaged at the same time to
move the machine.
Function
Held in 1st speed range for both forward and

reverse.
Held in 2nd speed range for both forward and

reverse. Downshift button operation.
Held in 3rd speed range for both forward and

reverse.
Automatic speed change according to shift map

(computer) for 2nd through 4th speeds forward
and 2nd through 3rd speeds reverse.
Downshift button operation.
Automatic or manual speed change is available

depending on the position of the shift lever, as shown in
the table.
Automatic speed change refers to one where the best
speed range is determined by a computer according to
the engine speed and the machine speed detected.
Downshift button operation
Planetary gear
This feature permits quick up and down shifting when in

2nd and Automatic.
It operates from 2nd to 1st, and 1st to 2nd.
Ring gear
Planetary
gear carrier
Planetary gear
Sun gear
95V2E32021
Gear reduction is by the planetary gear method. As

shown, each reduction gear set consists of a sun gear
at the center, three (four) planetary gears located
around it, a ring gear around them, and a carrier (frame)
supporting the planetary gears. The speed is changed
by fixing or releasing the ring gear or the carrier.
32-10
Transmission
Gear train and number of teeth
2
94
94
94
94
25
25
26
44
44
42
31
32
H
From 1st propeller shaft
59
83
2nd propeller shaft
3rd propeller shaft
115V2E32008
L: Low range clutch

H: High range clutch
R: Reverse clutch
1: 1st speed clutch
2: 2nd speed clutch
3: 3rd speed clutch
Clutch specifications
Friction plate
Name of clutch
Piston stroke
(mm)
Low range clutch
6.00.5
Steel plate
Number of
Inner
Outer
Inner
Outer
Thickness (mm) return spring
Thickness (mm) Number
Number
diameter diameter
diameter diameter
New/Wear limit
New/Wear limit of plate
of plate
(mm)
(mm)
(mm)
(mm)
6
Reverse clutch
7.00.5
High range clutch
3.00.5
1st speed clutch
5.00.5
2nd speed clutch
3.00.5
3rd speed clutch
4.00.5
420
260
420
330
40.15 / 3.5
(Sintered)
171
40.15 / 3.8
(Paper)
330
40.15 / 3.8
(Paper)
7
7
4
4
482
350
3.20.1 / 3.0
276
187
3.20.1 / 3.0
482
350
3.20.1 / 3.0
9
12
12
12
12
12
32-11
Transmission
Friction plate: mm (in)

For low, reverse clutch
0.6 (0.02)
60
0.2 (0.008) above

Detail drawing of groove
115V2E32027
1. Plate
2. Facing (sintered)
For 2nd, 3rd speed clutch
2.0 (0.08)
0.2 (0.008) above

115V2E32004
1. Plate
2. Facing (paper)
32-12
Transmission
For high, 1st speed clutch
2.0 (0.08)
2
0.2 (0.008) above
115V2E32005
1. Plate
2. Facing (paper)
Steel plate: mm (in)

For low, reverse, 2nd, 3rd speed clutch
115V2E32006
32-13
Transmission
For high, 1st speed clutch
115V2E32007
32-14
Clutch Pack
Clutch Pack
Inlets for 2nd and 3rd
speed clutch oil
13 14 25
27
21 22
Inlets for reverse and

low range clutch oil
18
17
10 9
7
3
31
33
Inlet of 1st speed
clutch oil
Inlet of high
range clutch
oil
Inlet of
lubricating
and cooling
oil
34
2
32
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
30
26
29 28
Clutch input shaft

High range clutch drum
High range clutch piston
High range clutch piston return spring
Spider
Friction plate
Steel plate
Reverse clutch piston
Reverse planetary gear carrier
Reverse planetary gear
Reverse ring gear
Reverse sun gear
Friction plate
Steel plate
Anchor pin
Piston return spring
Low range clutch piston
Low range planetary gear
24 23
35
19
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
20 15 16
12
11
2
115V2E32009
Low range ring gear

Low range sun gear
3rd speed clutch piston
3rd speed planetary gear
3rd speed ring gear
3rd speed sun gear
2nd speed clutch piston
2nd speed planetary gear carrier / 1st speed clutch
gear
2nd speed planetary gear
2nd speed ring gear
2nd speed sun gear
1st speed clutch drum
1st speed clutch piston
Drop gear
1st speed clutch piston return spring
Clutch output shaft
Low/3rd speed planetary gear carrier
32-15
Power Flow Path in the Transmission

Forward 1st speed power flow path
Low range
clutch
22
1st speed clutch
33
18
Inlet of low
range clutch oil
17
31
Input power
Inlet of 1st speed

clutch oil
34
32
Output power
26
24 23 35
29
When first speed forward is selected by the operator or

the computer, oil is sent from the modulator valve to the
low range clutch and the 1st speed clutch. When the
clutch plates are pressed by low range clutch piston
(17), low range ring gear (19) is locked to the housing
by anchor pins (15). The torque converter rotates low
range sun gear (20) via clutch input shaft (1). This
causes low range planetary gears (18) to rotate around
sun gear (20) while rotating on their own axis. This
forces the carrier to rotate. Since the low range planetary carrier and 3rd speed planetary carrier (35) are one
piece, 3rd speed planetary gears (22) also rotate
around sun gear.
Sun gear (20)
Low range ring gear (19)
Low range planetary gear (18)

95ZV32006
20
15
19
K115V2J32007
When the 1st speed clutch is engaged, drop gear (32),

1st speed clutch gear (26), 3rd speed ring gear (23), 3rd
speed sun gear (24), 2nd speed sun gear (29) and
clutch output shaft (34) form one unit.
As a result, the rotation of 3rd speed planetary gear (22)
around sun gear is output as the rotation of drop gear
(32).
3rd speed planetary gear (22)

(does not rotate on its own axis)
3rd speed ring gear (23) and clutch

output shaft (34) form one unit
95ZV32007
The low range planetary decreases the speed of the

input shaft but increases torque. The first speed clutch
is used to directly transmit this high torque-low speed to
the output shaft.
32-16
Forward 2nd speed power flow path

2nd speed
clutch oil Low range Low range clutch oil
clutch
2nd speed clutch
Input power
Output power
115V2E32011
Forward 3rd speed power flow path
3rd speed clutch
3rd speed
clutch oil Low range Low range clutch oil
clutch
Input power
Output power
115V2E32012
32-17
Forward 4th speed power flow path

2nd speed clutch oil
High range clutch
2nd speed clutch
Input power
High range clutch oil
Output power
115V2E32013
Reverse 1st speed power flow path

Reverse clutch oil
1st speed clutch
Reverse clutch
Input power
1st speed clutch oil
Output power
115V2E32014
32-18
Reverse 2nd speed power flow path

2nd speed clutch oil
Reverse
clutch oil
2nd speed clutch
Reverse clutch
Input power
Output power
115V2E32015
Reverse 3rd speed power flow path

3rd speed Reverse
3rd speed clutch oil clutch
clutch oil Reverse clutch
Input power
Output power
115V2E32016
32-19
Hydraulic System Diagram
Hydraulic System Diagram

Note
Numbers below correspond to page 32-20.
Option
LU
Shift lever
35
MCU
32
34
33
36
10
24
22
25
14
23
20
18
15
19
16
21
8
11
30
29
13
26
27
28
31
2
1
115V2E32017
17
32-20
Hydraulic Circuit Diagram

Neutral position
(T/M type: PS400D02-S/N 0101~

PS400D03-S/N 0101~)
Limit switch
PMa PMb
Dr (T/M side)
11
32
29
P1
21
33
12
44cc
0.1 - 0.58 MPa
(1 - 5.9 kgf/cm2)
(14 - 84 psi)
44cc
0.1 - 0.58 MPa
(1 - 5.9 kgf/cm2)
(14 - 84 psi)
20
36
1st
175cc
Option
35
PR
27
17
16
ACC2
PH
15
13
Dr (T/M side)
ACC1
P3
P2
220cc
26
T/C
T
14
PG
10
0.007 MPa
(0.07 kgf/cm2)
(0.1 psi)
H
75cc
28
PF
19
0.39 ~ 2.65 MPa

(4 ~ 27 kgf/cm2)
(56.8 ~ 384 psi)
18
PG
Dr (T/M side)
P4
L
150cc
P2
30
23
PG
22
30L/min
4.0
0.88 MPa
(9 kgf/cm2)
(128 psi)
2nd
113cc
P3
31
25
P5
34
24
PG
Dr (T/M side)
PM
P1
PG
Dr (T/M side)
3rd
113cc
4
Clutch valve
assembly
Clutch solenoid
valve assembly
Modulator valve unit
Modulator valve unit

Direct charge
valve
Lock-up clutch
solenoid valve
100.4
cc/rev
3
1
Clutch solenoid
valve assembly
Clutch valve
assembly
K115V2U32002
32-21
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Transmission oil pan

Strainer
Torque converter gear pump
Line filter with bypass valve
Clutch pressure regulator valve
Proportional relief valve
Priority valve
T/C inlet relief valve
Check valve (1)
Check valve (2)
Torque converter
T/C outlet relief valve
Oil cooler
High range clutch solenoid valve
High range clutch valve
Reverse clutch solenoid valve
Reverse clutch valve
Low range clutch solenoid valve
Note
The orifice in the clutch valve 17, 19 and 23 is to reduce
shock at clutch engagement.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
Low range clutch valve

1st speed clutch solenoid valve
1st speed clutch valve
2nd speed clutch solenoid valve
2nd speed clutch valve
3rd speed clutch solenoid valve
3rd speed clutch valve
High range clutch
Reverse clutch
Low range clutch
1st speed clutch
2nd speed clutch
3rd speed clutch
Accumulator (for Reverse, 1st clutch valve)
Accumulator (for High, Low, 2nd, 3rd clutch valve)
Direct charge valve
Lock-up clutch solenoid valve (option)
Torque converter (lock-up clutch) (option)
32-22
Oil Flow
Oil Flow
Oil flow in the torque converter
line
From torque converter gear pump to torque
converter
The oil discharged from torque converter gear pump (3)
goes through line filter (4) into priority valve (7). Priority
valve (7) will transfer the specified amount (30 L/min) of
the oil to the clutch circuit, and the rest amount of the oil
will be supplied to torque converter (11).
When the input pressure at torque converter (11) inlet
exceeds 0.9 MPa (9 kgf/cm2) (128 psi), torque converter
inlet relief valve (8) automatically opens to release the
excessive pressure to the cooler line.
From torque converter to cooling circuit

Return oil from the torque converter flows through outlet
relief valve (12) (set pressure = 0.3 MPa (3 kgf/cm2)
(42.7 psi)) in the torque converter housing and to torque
converter cooler (13).
From cooler to lubrication circuit

Oil cooled in the cooler flows to the lubrication paths in
the transmission. This lubricates and cools each bearing and the clutch plates, and then drops into the oil
pan.
Oil flow in the transmission line

From torque converter gear pump to clutch
solenoid valve assembly
The clutch solenoid valve consists of the solenoid
valves for the forward and backward driving gears and
the shift gears. By the specific shift operation, the clutch
solenoid valve is activated to send the pressure oil to
the clutch valve as the pilot pressure.
From clutch solenoid valve to clutch valve

assembly
The pilot pressure sent from the clutch solenoid valve
moves the spool to open the hydraulic line in the clutch
valve. The pressure-adjusted oil by proportional relief
valve (6) will go through the specified clutch valve, and
filled in the clutch piston chamber to complete the clutch
engagement.
From torque converter gear pump to lockup clutch (option)

The oil sent from torque converter gear pump (3) is
transferred through line filter (4) and priority valve (7) to
lock-up solenoid valve (35). When the machine speed
reaches the preset level, the MCU sends the signal activating solenoid valve (35) to open the hydraulic line.
The pressure-adjusted oil by proportional relief valve (6)
will be filled in lock-up clutch piston chamber (36) to
engage the lock-up clutch.
32-23
Oil Flow
From accumulator to clutch valve
From direct charge valve to clutch valve
Refer to "Hydraulic Circuit Diagram" page 32-20.
This valve is to supply the hydraulic pressure to the

clutch valve subsidiarily, in case it is short depending on
the selected shift gear, in order to keep the potential
time lag at clutch engagement.
Two accumulators (32)(33) are installed between proportional relief valve (6) and the clutch valve assembly.
One (32) is for the reverse clutch and the 1st speed
clutch. The other (33) is for the high range clutch, low
range clutch, 2nd speed clutch and 3rd clutch.
- Initial oil charging into clutch piston chamber
In order to make the initial oil charging into the clutch
piston chamber quickly, the accumulated oil (0.58
MPa (5.9 kgf/cm2) (84 psi)) in the accumulator is
supplied to the clutch piston chamber first.
- Accumulator filling
Torque converter gear pump (3) supplies the oil to
the clutch piston chamber and the accumulator
simultaneously. Torque converter gear pump (3) continues to fill the oil into the accumulator and it also
increases the oil pressure in the clutch piston chamber gradually.
Limit switch
The limit switch is built-in the accumulator, and is turned
ON when the accumulator is fully filled up with the pressure oil.
When the limit switch is turned ON, the MCU determines the pressurization and starts gradually increasing
the pressurizing current to proportional relief valve (6).
The hydraulic pressure is supplied from the torque converter gear pump to direct charge valve (34) through P1
port, and then, directly supplied to the clutch valve by
switching the solenoid valve without going through the
modulator valve.
Direct charge valve solenoid valve (34) is closely controlled by the signals from the MCU.
32-24
T/C and T/M Oil Circulation
T/C and T/M Oil Circulation

Radiator
Torque converter
oil cooler
Engine
Modulator
valve unit
Torque converter
Transmission
oil filter
Clutch solenoid
valve assembly
Clutch valve
assembly
Transmission
115V2E32019
32-25
Modulator Valve Unit

T/M type:
PS400D01 - S/N 0101~0126
8
5
(P4)
9
10
(P2)
Orifice
1.0
10
(Acc2)
Orifice
3.0
(Acc1)
(P3)
(P)
(PM)
(P1)
8
(P5)
5
115V2E32020
Numbers below also correspond to page 32-20.

1.
2.
3.
4.
5. Clutch pressure regulator valve
6.
7.
8.
9.
10.

Priority valve
Check valve (1)
Check valve (2)
32-26
T/M type:
PS400D01 - S/N 0127~
PS400D02 - S/N 0101~
PS400D03 - S/N 0101~
8
5
(P4)
9
10
(P2)
Orifice
1.0
10
(Acc2)
Orifice
3.0
(Acc1)
(P3)
(P)
(PM)
(P1)
8
(P5)
5
115V2E32035

1.
2.
3.
4.
6.
7.
8.
9.
10.

Priority valve
Check valve (1)
Check valve (2)
32-27
Interior schematic (not exact representation)

From direct
charge valve
PG
To clutch
valve
ACC2
To lock-up clutch
solenoid valve
(opt)
ACC1
10 5
Relief
valve
P3
Drain
8
P1
P2
P5
To clutch From To Drain

solenoid pump T/C
valve
To direct
charge valve
P4
To T/C
To T/M
lubrication cooling
line
line
ACC2
6
To T/C
P3
ACC1
Drain
P2
10
PG

1.
2.
3.
4.
From direct
6. Proportional relief valve
charge valve PG
7. Priority valve
8. T/C inlet relief valve
PG
9. Check valve (1)
10. Check valve (2)
0.007 MPa
(0.07 kgf/cm2)
(0.1 psi)
0.39 - 2.65 MPa

(4 - 27 kgf/cm2)
(56.8 - 384 psi)
P4
To T/C
return line
8
30L/min
0.88 MPa
(9 kgf/cm2)
(128 psi)
Drain (T/M side)
Drain
(T/M side)
PG
PM
P1
PG
T/M solenoid From T/C

valve
gear pump
To T/M
lubrication
P5
line
Drain (T/M side)

115V2E32021
32-28
Modulation Mechanism
When changing direction or speed, the modulation
mechanism works to reduce the time required for clutch
engagement (time lag). This prevents the shock at
clutch engagement, improves the work efficiency and
durability of the power system, and to ensures the operator's comfort.
Modulator valve function

From direct
To clutch
charge valve valve
To lock-up clutch Clutch pressure

solenoid valve
regulator valve
Drain
The modulation mechanism controls the clutch oil pressure rising time as follows.
P
For information on the MCU refer to section "Electrical

Group".
F
f
To T/C
To clutch From To Drain To T/M
Drain
Proportional
lubrication cooling
solenoid pump T/C
relief valve
line
line
valve
Modulator valve 115V2E32022
The modulator valve is a solenoid-operated proportional

relief valve. Downward magnetic force (F) acts on the
top of the spool in proportion to the amount of current
applied to the coil.
The bottom of the spool is acted upon by the upward
hydraulic force (f). When this upward force (f) and magnetic force (F) are in balance, the spool is stationary,
which generates the specified pressure at port P.
The hydraulic force adjusted by proportional relief valve
acts on the left end of the clutch pressure regulator
valve, and so the hydraulic force from the torque converter gear pump to the clutch is also controlled by the
proportional relief valve.
In other words, when the control pressure from the proportional relief valve is low, oil from the pump easily
moves the clutch pressure regulator valve to the right
end and relieves the oil to the torque converter oil cooler
circuit, reducing clutch oil pressure.
The relief valve (2.65 MPa (27 kgf/cm2) (384 psi)) is
installed inside of the clutch oil pressure regulator valve.
32-29
Modulator valve operation
Initial oil charging (t1) into the clutch piston

chamber
When the shift lever is shifted from the neutral to the 1st
speed forward, the low range clutch solenoid valve is
energized and oil in the accumulator flows into the
empty clutch piston chamber first.
Modulation chart (Neutral1st forward)

ON
Then oil under pressure flows into the clutch piston

chamber. After a given time, the control current to the
modulator valve is reduced. Accordingly the main clutch
oil pressure is reduced, concluding the initial oil charging into the clutch chamber.
Low range clutch OFF

solenoid valve
ON
1st speed clutch

solenoid valve
Modulator
valve
Oil filling completed Engagement

(clutch) (Acc.)
completed
The time taken for this initial charging, which depends

on the capacity of the clutch piston chamber, is controlled by a MCU.
Current
(mA)
Clutch piston chamber filling (t2)
Main
pressure
Pressure
MPa
(kgf/cm2)
(psi)
Low range
clutch
Pressure
pressure
MPa
(kgf/cm2)
(psi)
P1
P2
The holding pressure in this time depends on the speed

of the engine: lower pressure with lower engine speed,
higher pressure with higher engine speed.
0
This time is also controlled by the MCU.
t2
t1
t3
When shifted
t4
Shift completed
115V2E32023
t1
Initial charging
time
Changes with combination of

clutches
0~0.12 sec
t2
Low pressure
holding time
Changes with engine speed
Less than
0.5 sec
t3
Pressure rise
time

clutches
0.3~0.7 sec
t4
Restoration time

clutches
0.5~1.3 sec
P1
0.5~1.5 MPa (6~15 kgf/cm2) (85~213 psi)
P2
2.6~2.9 MPa (27~30 kgf/cm2) (384~427 psi)
- E/G high idle
To reduce clutch engagement shock, it is necessary to

engage the clutch while allowing some slippage of it. To
do this, the current to the modulator valve is held low for
a given time. The torque converter gear pump fills the
oil both into the accumulator and into the clutch piston
chamber. During this time, the clutch piston moves
while compressing the piston return spring.
Accumulator filling (t3)

The pump continues to fill the oil into the accumulator.
At the same time the clutch oil pressure is raised slowly.
This prevents the clutch engagement shock caused by
a rapid pressure rise.
32-30
Pressure rise (t4)

Since the accumulator is completely accumulated at the
start point of t4, the limit switch is turned ON, sending
the signal to the MCU. At that point, the clutch piston
comes into contact with the clutch plate and the clutch
plates start to transmit power. The MCU recognizes that
the accumulator is at the full accumulation by this signal, and gradually increases the driving current to the
modulator valve.
Then the hydraulic pressure for the clutch will consequently increases to complete the clutch engagement.
32-31
Control Valve Assembly

T/M type:
PS400D01 - S/N 0101~
Valve location
Torque converter
Transmission
1
2
1st propeller shaft
115V2E32025
1.
2.
3.
4.
5.
Clutch solenoid valve assembly

Clutch valve assembly
Accumulator assembly
Direct charge valve
32-32
T/M type:
PS400D02 - S/N 0101~
PS400D03 - S/N 0101~
Valve location
Torque converter
Transmission
1
2
1st propeller shaft
115V2E32036
1.
2.
3.
4.
5.

Direct charge valve
32-33

T/M type:
PS400D01 - S/N 0101~
PS400D02 - S/N 0101~
5
P3
2
PL
PH
P2
2nd
A
P1
PR
P3~PR
T
H
3rd
1st
P
A-A
A
P
P3
3rd
T
P2
2nd
T
PH
H
T
PL
L
T
P1
1st
T
PR
R
T
Hydraulic Diagram
115V2E32037
1.
2.
3.
4.
5.
6.

32-34
T/M type:
PS400D03 - S/N 0101~
5
P3
2
PL
PH
P2
2nd
P1
PR
P3~PR
T
3rd
1st
H
P
A-A
A
P
3rd
P3
T
P2
2nd
T
PH
H
T
PL
L
T
P1
1st
T
PR
R
T
Hydraulic Diagram
K115V2U32001
1.
2.
3.
4.
5.
6.

32-35
For high, low, reverse and speed clutches

After power-off (clutch disengaged status)
5 4
Modulator
valve
A
Transmission
C
oil pan
B
Clutch valve
3
80ZVE32026
1. Coil
2. Plunger
3. Push rod
4. Spring
5. Spool
6. Manual control push button
Under such a condition, pressing manual control push

button (6) (for emergency) opens the line between port
A and B, and engages the clutch.
Releasing the manual control push button returns spool
(5) fully to the right, and disengages the clutch.
When the power of the coil is turned off, spool (5), push
rod (3), and plunger (2) are returned fully to the right,
and the line from port A to port B is closed. The line
between port B and C is opened, and the clutch is disengaged.
After power-on (Clutch engaged status)
Modulator
valve
A
Transmission
C
oil pan
B
Clutch valve
3
115V2E32033
When the power is supplied to the coil, the magnetic

power attracts the plunger (2) to the left, and the line
between port A and B is opened. Pressure oil flows into
the clutch valve.
32-36
P3
P2
PH
PL
P1
PR
PM
PM
PM
PM
PM
PM
PC
PC
PC
PC
PC
PC
From clutch
solenoid valve
(P2, PL, PR)
From clutch
solenoid valve
(P3, PH, P1)
Orifice
PM
PM
PC
PC
T1
T1
A-A
B-B
3
T1
PC
T1
PC
T1
PC
T1
PC
T1
PC
T1
PC
T
PM
PR
T
PM
P1
T
PM
PL
T
PM
PH
T
PM
P2
T
PM
P3
Hydraulic Diagram
1.
2.
3.
4.
5.
6.
High range clutch valve

Low range clutch valve
Reverse clutch valve
1st speed clutch valve
2nd speed clutch valve
3rd speed clutch valve
K115V2J32013
32-37
1st, reverse clutch, ACC1
High, low, 2nd,

3rd clutch
From ACC2
9
Drain
115V2E32029
Accumulator structure
4
PC
45.5
60.5
D4
Stroke
28.3
115V2E32030
1.
2.
3.
4.
5.
6.
7.
8.
9.
Tube
Piston
Rod cover
Spring
U-packing
O-ring
Wear ring
Socket bolt
Limit switch
Operating pressure
0.1~0.58 MPa (1~5.9 kgf/cm2) (14~84 psi)
32-38
Direct charge valve
To clutch valve
P
P
4.0 mm
PA
From torque
converter gear
pump
PA
Hydraulic Diagram
PA
PA
From T/C
gear pump
P
Solenoid power OFF
P
To clutch valve
Solenoid power ON
115V2E32031
1. Direct charge solenoid valve

2. Plug (Orifice: 4.0 mm)
32-39
Lock-up clutch solenoid valve
Lock-up solenoid valve
From modulator valve

To lock-up clutch
T
Drain (T/M side)
Hydraulic Diagram
Transmission
oil pan
Lock-up clutch
Lock-up clutch
Transmission
oil pan
Modulator
valve unit
Modulator
valve unit
Solenoid power OFF
Solenoid power ON
115V2E32032
32-40
MEMO
33-1
115ZV-2 Check & Adjustment Torque Converter and Transmission Group
Check & Adjustment

Torque Converter and Transmission Group
Clutch Oil Pressure and Time Lag .......................... 33-2
33-2
Check & Adjustment Torque Converter and Transmission Group
Clutch Oil Pressure and Time Lag

Measuring clutch oil pressure
WARNING
moving.
areas.
- Under the machine
- Around the engine
Gauge port
1. Location:
T/M type: PS400D01 - S/N 0101~
Main clutch
Transmission
Torque converter
Reverse clutch
1st clutch
Low range clutch
High range clutch
2nd clutch
3rd clutch
Lock-up clutch
- Pressure gauge
- Tachometer (MODM)
- Stop watch
Transmission oil pressure test port location
115V2E33001
33-3
115ZV-2 Check & Adjustment Torque Converter and Transmission Group
Clutch oil pressure measurement procedure
T/M type: PS400D02 - S/N 0101~

PS400D03 - S/N 0101~
Main clutch

Main pressure
(engine speed)
Transmission
Reverse clutch
1st clutch
Low range clutch
High range clutch
2nd clutch
3rd clutch
Lock-up clutch
Clutch pressure
(engine speed)
Idling (LI)
2.60.2 MPa
(272 kgf/cm2) (38428 psi)
Maximum (HI)
2.60.2 MPa
(272 kgf/cm2) (38428 psi)
Idling (LI)
2.50.2 MPa
(262 kgf/cm2) (37028 psi)
Maximum (HI)
2.50.2 MPa
(262 kgf/cm2) (37028 psi)
1. Press the brake pedal, and set and confirm the

transmission shift lever is at the neutral position.
2. Set and confirm the parking brake is at the "ON"
position.
3. Press the brake pedal, and lower the bucket onto
the ground.
4. Stop the engine.
Torque converter
Transmission oil pressure test port location
K115V2E33001
2. Measuring port: PF 1/4

3. Oil pressure gauge: 5 MPa (50 kgf/cm2) (1,000 psi)
with 2~3 m (6~10 ft.) hose
Note
Warm-up the engine before measuring the clutch oil
pressure and time lag
5. Attach the pressure gauge to the pressure measurement port. Place the gauge inside the operator's area, and start the engine.
6. As the clutch oil pressure rises just after the engine
is started, keep the engine at low-idling before the
pressure measurement.
7. Measure and record the pressure in each speed
range.
8. Set the declutch ON/OFF switch to ON.
Press down the brake pedal all the way to the floor
to avoid the fuel saving mode at idle time.
Note
In the fuel saving mode at idle time, the engine is not
activated promptly and may not reach the maximum
revolution.
9. As the clutch oil pressure rises just after the engine
is started, adjust the engine at high-idling before
the pressure measurement.
33-4
Check & Adjustment Torque Converter and Transmission Group
10. Measure and record the pressure in each speed
range.
Note
Change the transmission speed range while keeping
the shift lever at the neutral position. Check that the
pressure instantaneously lowers just after speed
change, and then rises to the original pressure again.
Possible causes for low clutch pressure

Possible cause
Malfunctioning modulator valve operation
Defective MCU
Oil leakage from clutch
Solution
Inspection &
repair
Replacement
Time lag measurement procedure
WARNING
To crawl under the machine, be sure to stop the
engine, and block the tires with chocks to prevent
them from moving. Give signals to the person in the
cab during the work.

Clutch time lag (sec)
Disassembly &
repair
Neutral1st forward speed

(engine speed: 1,500 min-1
(rpm))
0.30.1

position.
3. Press the brake pedal.
4. Lower the boom to the lowest limit, and fully roll
back the bucket until the bucket contacts to the
stopper.
5. Set the parking brake switch to the "OFF" position.
Do not apply the service brakes.
6. Set the transmission shift lever to the neutral 1st
speed.
7. Keep the engine speed at 1,500 min-1 (rpm).
8. Move the shift lever to the forward position. At the
same time, start the stop watch to measure the
time required before the machine moves.
Possible causes for clutch time lag

Possible cause
Solution
Defective accumulator limit switch
Replacement
Malfunctioning modulator valve operation
Inspection &
repair
Defective MCU
Replacement
Defective clutch
Disassembly &
repair
42-1
115ZV-2 Function & Structure Hydraulic Group

Hydraulic Group
Flushing Hydraulic Circuit........................................ 42-2
Cautions on Hydraulic Parts Replacement.............. 42-3
Hydraulic Circuit Symbols ....................................... 42-4
Hydraulic System Operation.................................... 42-8
Layout of Hydraulic Units ........................................ 42-10
Hydraulic Tank......................................................... 42-11
Hydraulic Pump ....................................................... 42-15
Hydraulic Cylinder ................................................... 42-19
Loading System ...................................................... 42-22
Reducing Valve (for Pilot Pressure) ........................ 42-23
Pilot Valve................................................................ 42-24
Multiple Control Valve (KML35A/2T103) ................. 42-29
Adapter (Orifice) ...................................................... 42-40
Ride Control (OPT).................................................. 42-41
Steering System ...................................................... 42-51
Orbitrol ................................................................... 42-52
Steering Valve (KVS32-A4.0/21) ............................. 42-59
Stop Valve ............................................................... 42-71
Reducing Valve (for Orbitrol) ................................. 42-73
Steering Line Filter .................................................. 42-74
Efficient Loading System......................................... 42-75
Fan Motor System ................................................... 42-79
Fan Motor Line ........................................................ 42-80
Reversing Fan Motor Line (OPT) ............................ 42-91
Secondary Steering ................................................. 42-96
42-2
Function & Structure Hydraulic Group
Flushing Hydraulic Circuit
Flushing Hydraulic Circuit

Purpose of flushing
Debris
To tank
95ZV42001
If the inside of a cylinder, pump, or a valve of the

hydraulic system is broken, the debris will be sent into
the hydraulic line together with the oil. Most of the
debris will flow into the return filter or hydraulic tank.
However, there are some debris that will remain in the
valves, cylinders, or pipes. Therefore, even if the damaged cylinder or valve is replaced, the debris sticking in
other valves, cylinders, or pipes will break loose and
then is fed into the cylinders, where the debris may
damage the inside of the cylinders, or stick into the
valve spools, reducing valves, or relief valves, and
cause another malfunction. To prevent such problems,
be sure to remove all the debris from the system.
42-3
Cautions on Hydraulic Parts Replacement
Cautions on Hydraulic Parts Replacement

After oil or a part is replaced, malfunction or seizure
may occur during running-in. Such trouble is often
caused by faulty air bleeding or lubrication after replacement.
After replacing oil or a part, be sure to observe the following work procedure to prevent occurrence of trouble.
Work procedure
1. In the case of new oil pump, lubricate its inside with
new oil prior to installation, and confirm that it can
be turned smoothly by hand.
2. After the oil pump or cylinder was made empty for
oil replacement, repair, etc., restart the operation as
follows.
(a) Before installing pipes, pour new oil into the pump
or the cylinder.
(b) Operate the engine at low-idling speed for 5 minutes or more. Do not operate any hydraulic functions during this period.
(c) While keeping the engine at low-idling speed, move
each cylinder 5 times or more respectively.
At this time,
- Move each cylinder to a place near the
stroke end so that hydraulic pressure does
not go over relief.
- Lower the boom slowly. Dump the bucket
slowly. Do not activate the make up valves
from rapid activation of circuits.
(d) Perform general operations, and confirm that
abnormal sound, heat generation and any other
abnormality is not detected.
(e) Observe the hydraulic oil level sight gauge and
confirm that there are no bubbles in the hydraulic
oil.
42-4
Hydraulic Circuit Symbols

Hydraulic lines
Pumps & motors

(1)
Working hydraulic
line
Fixed
displacement,
Hydraulic pump
(1) Unidirectional
(2) Bidirectional
Pilot line
Drain line
Variable
displacement,
Non-compensating
hydraulic pump
(1) Unidirectional
(2) Bidirectional
Lines joining
Flexible line
Fixed
displacement,
Rotary hydraulic
motor
(1) Unidirectional
(2) Bidirectional
Lines passing
Line to tank
(Above fluid level)
Line to tank
(Below fluid level)
Variable
displacement,
Rotary hydraulic
motor
(1) Unidirectional
(2) Bidirectional
Hydraulic tank
(Pressurized type)
Fixed restriction
(2)
(1)
(2)
(1)
(2)
(1)
(2)
Cylinders
(1)
Rotary joint
(1) one line
(Unidirectional)
(2) three line
(Bidirectional)
(2)
Single acting
cylinder
(without spring)
Single acting
cylinder
(with spring)
Double acting
cylinder
(single rod)
Double acting
cylinder
(double rod)
(1) detail symbol
(2) mnemonic symbol
(1)
(2)
(1)
(2)
(1)
(2)
(1)
(2)
42-5
Operation methods
Pressure control valve
Spring
Single flow path

valve,
Normally closed
Adjustable spring
Single flow path

valve,
Normally open
Control methods
Pressure relief
valve
Lever
Push button
Unloading valve
Pedal or treadle
Mechanical control
Sequence valve
Plunger
Pressure reducing
valve
Spring
Solenoid control
Single acting
solenoid
Flow control valve
Double acting
solenoid
Flow control valve,

Adjustable noncompensated
Electric motor
control
Unidirectional
Pressure
compensated flow
control valve
fixed
Bidirectional
M
variable
Detent
Flow dividing valve
42-6
Directional control valve
Check valve
Two position
Two ports
Check valve
Three position
Four ports
Check valve
Pilot operated
Four ports with

restrictor
Shuttle valve
Two position
Two ports
Mechanical
control
Spring offset
Pressure
control
Two position
Three ports
Pressure control
Spring offset
Solenoid
control
Restrictor
Two ports
Three ports
Four ports
Servo valve
42-7
Miscellaneous hydraulic symbols

(1)
Hydraulic tank
(1) Vented
(2) Pressurized
(2)
Manual shut off

valve
Pressure switch
Accumulator
Electric motor
Internal
combustion
Power source
Filter or strainer
Heater
Cooler
Pressure gauge
Temperature
gauge
Flow meter
42-8
Hydraulic System Operation

Hydraulic system operation outline
The hydraulic system consists of the following systems:
- Loading system
- Steering system
- Efficient loading system
- Fan motor system
- Ride control system (OPT)
Return oil from the cylinders flows through the valve to

the oil cooler, return filter (12) and into the hydraulic
tank.
Even if no hydraulic pump supplies oil to the loading
and pilot control circuits due to trouble, or if the engine
is shut off, the boom can be lowered to the ground by
the pressure in accumulator (33) in the brake circuit in
case of an emergency.
Steering system
The steering system consists of the following components.
Loading system
The loading system consists of the following components. All numbers base on page 92-4.
-
Hydraulic pump (2)

Unloader valve (22)
Line filter (81)
Check valve (32)
Reducing valve (38)
Pilot valve (16)
Multiple control valve (3)
Boom cylinders (5)
Bucket cylinders (6)
Oil from pump (2) flows to pilot valve (16) through

unloader valve (22), line filter (81), check valve (32) and
reducing valve (38). Oil to pilot valve (16) is reduced to
3.5 MPa (36 kgf/cm2) (512 psi) by reducing valve (38).
When the pilot control lever is operated, the pilot valve
line is opened, and the oil pressure is generated
depending on the position of the pilot control lever.
The pilot pressure entering the oil pack to multiple control valve (3) moves the spool against its return spring.
The spool press-in distance (displacement) depends on
the pilot valve pressure.
Oil from the loader pump is then directed through multiple control valve (3) to boom cylinders (5) and bucket
cylinders (6).
Hydraulic pump (1)

Steering valve (4)
Line filter (81)
Reducing valve (18)
Orbitrol (14)
Stop valve (15)
Steering cylinder (8)
Oil from pump (1) flows to Orbitrol (14) through steering valve (4), line filter (81) and reducing valve (18). Oil
to Orbitrol (14) is reduced to 3.5 MPa (36 kgf/cm2) (512
psi) by reducing valve (18).
A small amount of pilot oil supplied from Orbitrol (14)
controls steering valve (4) to realize steering operations.
When the steering wheel is turned, oil at a flow rate proportional to the turning speed is sent from Orbitrol (14)
and supplied to the oil pack of steering valve (4).
At this time, the pilot pressure is generated. The pilot
pressure strokes the spool of steering valve (4), and
supplies hydraulic oil at large flow rate proportional to
the flow rate of the supplied pilot oil to the cylinder line.
The excessive pilot oil flows through steering valve (4)
to the other side of the pilot port.
Stop valves (15) are used in the circuit to stop the flow
of oil from Orbitrol (14) to steering valve (4) when the
machine reaches full turn.
42-9
When the steering wheel is not turned, the flow control
spool built in steering valve (4) supplies almost all
amount of the hydraulic oil fed from steering pump (1) to
the loading circuit.
Oil returns from steering cylinders (8) flows through
steering valve (4) and oil cooler or cooler bypass valve
(11).
Finally it returns to the tank through return filter (12).
Efficient loading system

The efficient loading system consists of the following
components.
-
Hydraulic pump (2)

Pressure sensor (49)
Relief valve (62)
Check valve (63)
Solenoid valve (64)
When the ELS switch is turned off, the oil discharged

from the switch pump (hydraulic pump (1)) flow into
steering valve (4) P port. When the steering wheel is not
turned, this oil is discharged from steering valve (4) P.B.
port.
On the other hand, the oil discharged from the main
pump (front pump of (2)) opens the check valve,
because cracking pressure of check valve (63) is less
than the setting pressure of relief valve (62).
The oil from switch pump and main pump are joined
together and flow into multiple control valve (3) P port.
When the ELS switch is turned on and the ELS operation condition set by the MCU is satisfied, solenoid valve
(64) in the ELS valve is energized and the spool is
moved.
Therefore, the oil discharged from the main pump (front
pump of (2)) opens relief valve (62) and all the hydraulic
oil from the main pump goes to the hydraulic tank.
But the oil from the steering valve P.B. port flow into
multiple control valve (3) P port.
Therefore when the ELS is operated, most of the engine
power is applied to the wheels to exert maximum driving
force by turning off the loading pump and reducing the
pump driving load on engine.
Fan motor system

The fan motor system consists of the following components.
-
Hydraulic pump (2)

Unloader valve (22)
Fan motor (71)
Proportional relief valve (72)
The cooling fan is driven by hydraulic motor (71). The

pressure oil from unloader valve (22) flows into the port
P of fan motor and then turns fan motor (71).
Three kinds of signals sent from the engine water temperature sensor (S/N 9001~9050), ECM (S/N 9051~),
torque converter oil temperature sensor, and hydraulic
oil temperature sensor, are input into the machine control unit (MCU) as information to regulate the maximum
fan revolution.
The fan revolution is regulated by proportional relief
valve (72). The setting pressure of the proportional relief
valve is changed in proportion as the engine revolution
and electric current value from MCU.
Ride control system (OPT)

Refer to "Ride Control (OPT)" page 42-41 for the information.
42-10
Layout of Hydraulic Units
Layout of Hydraulic Units
10
15
17
16
12 3 16 4
11
18
14
13
115V2E42001
1.
2.
3.
4.
5.
6.
7.
8.
9.

Pilot valve
Pilot valve (for stick steering)
Steering valve
Hydraulic pump (for steering)
Hydraulic pump (for loading, for pilot and brake)
Fan motor
Proportional relief valve (for fan)
Bucket cylinder
10.
11.
12.
13.
14.
15.
16.
17.
18.
Boom cylinder
Steering cylinder
Reducing valve (steering pilot)
Reducing valve (loading pilot)
T/C line filter
ELS valve
Secondary steering pump
Stop valve
Torque converter pump
42-11
Hydraulic Tank
Hydraulic Tank
13
Viewed from top
10
8
7
A-A
13
A
A
Outside of
machine
As seen from
chassis out
To chassis
15,16
14
12
11
1.
2.
3.
4.
5.
6.
7.
8.
Hydraulic tank
Oil level gauge
Breather valve (tank cap)
Filter
Suction strainer (loading, pilot & brake)
Suction strainer (steering)
Return filter element
Filter bypass valve
: #16: 11.8 N-m (1.2 kgf-m) (8.7 lb-ft)

Dont use the air tool when fasten #16.
9.
10.
11.
12.
13.
14.
15.
16.
Spring
Cover
Drain plug
Inspection port
Vent pipe (to axle housing)
Temperature sensor
Oil level sensor
Flange bolt
115V2E42002
42-12
Hydraulic Tank
Hydraulic tank breather valve

(tank cap)
1
4 5
a
b
1.
2.
3.
4.
Cover
Filter element
Spring (for exhaust valve)
Valve assembly
(a) Exhaust valve
(b) Suction valve
(c) Air bleeder valve
5. Spring (for suction valve)
6. Key (same as starter key)
7. Attaching bolts (3 pcs) socket head
Viewed from section A
70ZV42005
When the pressure inside the hydraulic tank drops

below the outside air pressure, the outside air flows
through filter element (2) and to valve assembly (4).
Suction valve (b) is then opened to let the air flow into
the tank.
When the air pressure inside the hydraulic tank rises to
a certain point 29 kPa (0.3 kgf/cm2) (4.3 psi), Exhaust
valve (a) is lifted (opened) so that the air can flow out of
the tank through filter element (2).
One cycle (down and up) of the boom applies pressure
to the inside of the tank.
Therefore 29 kPa (0.3 kgf/cm2) (4.3 psi) pressure is
always applied to the inside of the hydraulic tank.
The pressure applied to the inside of the hydraulic tank
prevents the dust and dirt from being drawn into the
tank and improves performance of the pump.
The positive pressure pushes the oil to the pump reducing the possibility of pump cavitation.
To release the internal pressure from the hydraulic tank,
press downward on cover (1). Air bleeder valve (c) will
be lowered to release the internal pressure.
The pressure is also applied to the axles.
Installing cap
The cap can be installed in any boom or bucket position.
42-13
Hydraulic Tank
Hydraulic tank specifications

Type
Semi-closed type
Capacity (at center of oil level sight gauge) L (gal)
225 (59 US gal)
Filtration area (cm2)
16,900 x 2
Filtration particle size (m)
Return filter
28
2
Relief valve opening pressure (filter bypass) (MPa) (kgf/cm ) (psi)

Loading
Pilot & brake
Suction strainer
Filtration area (cm )
2,550
105
Steering
Filtration area (cm )
2,550
105
2
Suction valve setting pressure (kPa) (kgf/cm ) (psi)

2
Discharge valve setting pressure (kPa) (kgf/cm ) (psi)

Breather valve (oil filling port)
0.10.02 (1.00.2) (142.8)
1 (0.01) (0.14)
29 (0.3) (4.3)
Filtration area (cm2)
235
10
Pushing load before turning cap required for venting pressure,

removing or installing cap N (kgf) (lb)
186.2~215.6 (19~22) (42~48)
42-14
Hydraulic Tank
Hydraulic oil level check
Bucket on ground
Hydraulic tank
(59 US gal)
225 L
Oil level sight gauge
115ZV42005
Before checking the hydraulic oil level, observe the following items:
- Check that the machine is on level ground.
- Check the hydraulic oil level before operation (when
oil is not warm).
- Lower the boom to the lowest limit, and set the
bucket level on the ground.
Check that the oil level is at the center of the oil level
sight gauge.
Oil amount
225 L (59 US gal)
Note
If the oil is at operating temperature 60C ~ 90C (140F
~ 200F) the oil level may be at or near the top of the oil
level sight gauge.
42-15
Hydraulic Pump
Hydraulic Pump
Loading and pilot and brake pump
5
2
6
7
115V2E42003
1.
2.
3.
4.
Drive gear (front)

Drive gear (rear)
Driven gear (front)
Driven gear (rear)
5. Oil seal
6. Bushing
7. Wear plate (floating type)
Pump specifications
Applicable circuit
Theoretical discharge
Maximum operation pressure
Maximum speed
cm3/rev
MPa (kgf/cm2) (psi)
min-1
Measurement conditions:
Oil temperature 50~80C (120~180F)
Hydraulic oil ISO VG46
Front
Rear
Loading circuit
Pilot & Brake circuit
100.4
71.3
20.60.5 (2105) (2,98671)
11.8 (120) (1,711)

2,500
42-16
Hydraulic Pump
Steering pump
5
2
6
7
115V2E42004
1.
2.
3.
4.
Drive gear (front)

Drive gear (rear)
Driven gear (front)
Driven gear (rear)
5. Oil seal
6. Bushing
7. Wear plate (floating type)
Steering pump specifications

Front
Applicable circuit
Theoretical discharge
Maximum operation pressure
Maximum speed
Rear
Steering circuit
cm3/rev
MPa (kgf/cm2) (psi)
min-1
Measurement conditions:
Oil temperature 50~80C (120~180F)
Hydraulic oil ISO VG46
90.7
20.60.5 (2105) (2,98671)
2,500
42-17
Hydraulic Pump
Hydraulic pump principle
Inlet
Outlet
Inlet
Outlet
Inlet
Outlet
95ZV42040
The oil at the inlet area is taken in the cavities between

the gear teeth right after disengagement and transferred
towards the outlet area enclosed in between the teeth
and the gear casing.
When the gear teeth mesh again, the oil is extruded out
of the tooth cavities and forwarded to the outlet.
42-18
Hydraulic Pump
Hydraulic pump wear plate
Both sides of the gear consists of floating type pressure

plates having balancing functions. The pressure plates
maintain optimum clearance on both sides of the gear
(pressure balance mechanism) so that the high volumetric efficiency is ensured.
General structure of pressure plate

Suction
Discharge
Rotating gears feed the pressurized oil along the circumference of the case to the outlet port. The pressurized oil is also sent to the high-pressure area in the rear
of the pressure plate. The pressure plate is pressed to
the gear side so that the clearance between the pressure plate and the side surface of the gear is kept very
small. The pressing force to the plate is adjusted to an
appropriate value by setting the optimum high-pressure
area of the plate.
The high-pressure area in the rear of the pressure plate
is enclosed by the plate seal, backup seal, and isolation
plate.
Discharge
High pressure area
Backup ring
To prevent the gear-sealing area from extremely high

pressure due to confined oil, there is a confined oil
bypass groove at the gear-sealing area of the pressure
plate.
Hydraulic pump bushing lubrication
O-ring
The lubrication system uses the oil fed from the pressurized tank.
Suction
Oil groove for

lubricating bearing
Part of the oil fed from the inlet port is sent to the bushings to lubricate them. After that, the oil is returned to
the inlet side and then sent to the discharge side.
Bushings require lubrication to maintain a long service
life. Avoid bushing damage due to a lack of lubrication
oil by:
Suction
Starting up a new pump with oil supplied to it.

- Allow new pump to idle (low rpm/no load) for 5 minutes.
Confinement
prevention groove
Discharge
115ZV42006
- Use the proper viscosity for the coldest possible start

up temperature. Change viscosity if seasonal temperature changes are great (always more than 20C
(68F)).
42-19
Hydraulic Cylinder
Hydraulic Cylinder
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Piston
Piston rod
Cylinder tube
Rod cover
Dust seal
Backup ring
U-packing
Buffer ring
Bushing
Backup ring
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
O-ring
Slipper ring
Back ring
O-ring
Wear ring
Piston nut
Stop ring
Flange bolt
Dust seal
21.
22.
23.
24.
25.
26.
27.
28.
Wear ring
Stop ring
Bushing
Bolt
Washer
Plug
O-ring
Boom cylinder
20,23
16
21
14 12,13 15 1
22
9 10,11
6,7 5,17
18
115V2E42011
: Piston nut (16): 9,807 N-m (1,000 kgf-m) (7,235 lb-ft)

: Bolt (18): 843 N-m (86 kgf-m) (622 lb-ft)
Bucket cylinder
20,23
22 16 21 14 13 12 10 15 1
6 11 9 17 5
20,23
(Gauge port PF1/4)
27,28
25,26
A
A
27,28 (Gauge port PF1/4)
: Piston nut (16): 5,884 N-m (600 kgf-m) (4,340 lb-ft)

: Bolt (25): 883 N-m (90 kgf-m) (651 lb-ft)
115V2E42012
42-20
Hydraulic Cylinder
Steering cylinder
20,23
16,22 21 14 13 12 1
8 6,7 10,11 9 11 17 5
20,23
4
115V2E42013
: Rod cover (4): 2,550 N-m (260 kgf-m) (1,880 lb-ft)

: Piston nut (16): 1,373 N-m (140 kgf-m) (1,013 lb-ft)
42-21
Hydraulic Cylinder
Hydraulic cylinder specifications

mm (in)
Inner diameter x rod diameter x stroke
Boom cylinder
Pin hole
(inner diameter x width)
Piston rod
120 x 272
(4.72 x 10.70)
Cylinder
120 x 208.5
(4.72 x 8.21)

Bucket cylinder
Pin hole
Pin hole
190 x 100 x 767

(7.48 x 3.93 x 30.19)
Piston rod
100 x 120
(3.93 x 4.72)
Cylinder
100 x 120
(3.93 x 4.72)

Steering cylinder
225 x 120 x 1,132

(8.85 x 4.72 x 44.56)
110 x 60 x 720
(4.33 x 2.36 x 28.34)
Piston rod
70 x 80
(2.75 x 3.14)
Cylinder
70 x 80
(2.75 x 3.14)
42-22
Loading System
Loading System
The pilot operation system uses the pilot valve pressure
to control the spool of the multiple control valve and
move the boom cylinder(s) and bucket cylinder(s).
When the control lever is operated, the pilot valve line is
opened, and the oil pressure is generated depending on
the position of the control lever.
The pilot pressure entering the oil pack to the multiple
control valve moves the spool against its return spring.
The spool press-in distance (displacement) depends on
the pilot valve pressure.
Control lever
Oil from the loader pump is then directed through the

valve to the cylinder.
Pilot valve
Return oil from the cylinders flows through the valve to

the oil cooler, return filter and into the tank.
Oil to the pilot valve is supplied from the brake line while
being reduced to 3.5 MPa (36 kgf/cm2) (512 psi) by the
reducing valve.
Valve
(for safety
lock)
Reducing
valve
From brake
line
Oil packs
Multiple
control
valve
From
steering
valve
Oil packs
Cooler
P
Return filter
85V2E42004
Even if no hydraulic pump supplies oil to the loading

and pilot control circuits due to trouble, or if the engine
is shut off, the boom can be lowered to the ground by
the pressure in the accumulator in the brake circuit in
case of an emergency.
42-23
Reducing Valve (for Pilot Pressure)
Reducing Valve (for Pilot Pressure)

Pressure
adjustment stud
Locknut
PPDB-LAN
CXCD-XAN
Ball
CXCD-XAN
Passage Y
(T)
(P)
(TA)
(ACCR)
(PARKING)
(ACCF)
(PA)
(Z1)
(Z)
Orifice 2
From front brake

accumulator circuit
Tank
(Z2)
(PPI)
Valve assembly
Note: Valve is shown rotated 180 from normal.
A
Orifice 1
Passage Z
Plunger
Pilot oil circuit
This valve provides pilot oil pressure to operate the park

brake and loader pilot valve functions.
The oil fed from the brake accumulator circuit flows into
the pilot oil circuit by way of passage Z. The oil pressure
in the pilot oil circuit is applied also on chamber C by
way of orifice 1.
When the oil pressure in the pilot oil circuit is at or
above the set pressure, the oil in chamber C unseats
the ball by way of orifice 2, and escapes to the tank by
way of passage Y. As a result, the pressure in chamber
C decreases, then the plunger moves up and closes
passage Z so that the pressure on the pilot oil circuit
side does not exceed the set pressure.
T
Hydraulic circuit diagram
85V2E42005
When the oil pressure on the pilot oil circuit side

becomes less than the set pressure, the ball moves
down and the pressure at chamber C becomes equivalent to the pressure on the pilot oil circuit side (B). As a
result, the plunger moves down by a spring, opens the
passage Z, then introduces the accumulator pressure to
the pilot oil circuit side so that the pressure is maintained at the specified value.
This pressurized oil is supplied to the multiple control
valve oil pack through the pilot valve and moves the
multiple control valve spool.
Set pressure
3.5 MPa (36 kgf/cm2) (512 psi)
42-24
Pilot Valve
Pilot Valve
Float/Down
Raise (Detent)
White (Female)
(for port 4 solenoid)
White (Male)
Roll back (Detent)

Dump
18.20
16.20
Blue (Female)
For
bucket control
B
For
boom control
A
(Port 1, 2)
B
(Port 3, 4)
K115V2U42003
42-25
Pilot Valve
Dump
Roll back
(Detent)
Float
(Detent) Down
Raise
(Detent)
2
7
21
21
20
20
19
19
18
18
3
9
4
6
Identifying
mark
8
10
10
2
5
Identifying
mark
9
10
10
11
13
22
23
25
12
13
23
22
To tank port
14
15
16
15
16
24
From pump
port
14
17
Port1
Port2
To/from MCV oil packs
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Port3
Port4
To/from MCV oil packs
For bucket control
For boom control
(Section A-A)
(Section B-B)
Lever
Push rod
Push rod
Push rod
Detent solenoid coil (boom down / float)
Detent solenoid coil (boom raise)
Detent solenoid coil (bucket level)
Fixing disc
Fixing disc (identifying mark)
Push rod
Spring
Plug
Spring seat
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
Spring
Spring
Spring
Spool
Detent bushing
Spring
Detent ring
Steel ball (4 pieces per spool)
Spring seat
Spring seat
Casing
Spring
115V2U42021
42-26
Pilot Valve
Pilot valve function
The pilot valve applies oil pressure in proportion to the

operating angle of the lever, there-by carrying out
remote control of the spool in the multiple control valve.
19
Pilot valve operation

(modulated position)
21
20
3
Predetent section
10
10
12
12
22
14
23
14
15
24
16
17
Lever is in the neutral position

85V2E42009
The pilot valve has holes of lengthwise direction in

which the reducing valve is built. The reducing valve
section consists of spool (17), spring for secondary
pressure (15)(16), return spring (14) and spring seat
(22)(23). Being inserted in plug (12), push rod (10) can
be moved smoothly to change the bending quantity of
secondary pressure spring (15)(16).
T
P
Reducing
valve
Multiple
control valve
Oil pack
From front brake

accumulator
85V2E42008
Return spring (14) contacts casing (24) and spring seat

(22)(23). This spring works on returning push rod (10) to
its original position without relation to secondary pressure, therefore it ensures returning the spool to neutral.
Also it has the effect as reactive force spring to give the
modulation feeling to operator.
When lever (1) is in the neutral position, the force of
secondary pressure spring (15)(16) is not worked on
spool (17) and spool is pushed up to push rod (10) by
return spring (14). As spool (17) closes the pump port
and the tank port is opened, the oil pressure is not
applied to the multiple control valve oil pack. The spool
of multiple control valve is held in neutral by its centering springs. There is no oil flow to the cylinder.
42-27
Pilot Valve
19
18
21
20
3
Predetent section
10
10
25
13
22
23
15
16
17
17
Accordingly the oil pressure in the multiple control valve

oil pack is reduced below the desired pressure. Spool
(17) moves down again by spring (16) and closes the
tank port. The pump port is opened. It raises the oil
pressure in the multiple control valve oil pack again.
This cycling action provides pressure reduction to only
have sufficient pilot pressure pass to the multiple control
valve to actuate it in a normal modulated manner and
maintains a constant pressure to the multiple control
valve.
The oil pressure to the multiple control valve is proportional to lever (1) angle, and is balanced with the lever
angle. This results in the multiple control valve spool
being moved the desired amount. Oil flow from the loading pump to the cylinder is also proportional. Cylinder
speed is easily controlled.
When lever (1) is moved fully forward or back the multiple control valve spool should also be moved full stroke.
This allows maximum oil flow to the cylinders for the
fastest cylinder movement.
Lever is shifted from the neutral

85V2E42010
When lever (1) is shifted from the neutral, push rod (10)
and spring seat (23) are pushed down at the same time,
the value of secondary pressure spring is changed.
Spool (17) is forced down by secondary pressure spring
(16), and then, the tank port is closed and the pump port
is opened.
As a result, the pressurized oil from the pump flows into
the multiple control valve oil pack. The spool of the multiple control valve moves allowing oil from the loading
pump to flow to the cylinder.
When the oil pressure in the multiple control valve oil
pack reaches over the desired pressure, spool (17)
moves up. As a result, the tank port is opened and the
pump port is closed. This action also contributes to feeling of modulation.
- Spool diameter at tank side is greater than spool
diameter at pump side.
In addition, spring seat (13) and spring (25) are installed

inside of push rod (10) in the "Boom Float" or "Bucket
Dump". When lever (1) is shifted more than a desired
angle, spring (25) makes contact with the bottom of
push rod (10) inside diameter. The inclination of second
pressure changed by this spring force. Then, to be sure
the multiple control valve spool is fully stroked, spring
(25) and spring seat (13) are used. This allows spool
(17) to be fully stroked and full pilot pressure will be
directed into the oil pack, thus fully stroking the multiple
control valve spool.
42-28
Pilot Valve
Pre-detent and detent magnet

solenoid
1
21
20
19
3
21
19
20
2
18
7
8
18
The figure that fixing

disc (8) is absorbed
by the detent
solenoid coil (7).
10
T
P
T
Actuation of electromagnetic detent
85V2E42012
Actuation of pre-detent
85V2E42011
The pre-detent function is installed in the "Bucket Roll

Back" or "Boom Float" position that extends the change
of feeling to operator just before electromagnetic detent.
The pre-detent section consists of detent bushing (18),
spring (19), detent ring (20) and steel ball (21).
Push rod (3) installed in the "Bucket Roll Back" or
"Boom Float" position has the notch that steel ball is fitted in.
When push rod (3) is shifted and steel ball run upon the
step, operation load increases by reactive force of
spring, because the spring is shortened.
This extends the change of feeling to operator just
before electromagnetic detent.
In addition, the detent magnet works to hold the lever at

its position, when the lever is shifted to "Bucket Roll
Back" or "Boom Raise" or "Boom Float" position.
Detent magnet section consists of detent solenoid coil
(7), fixing disc (8)(9) and push rod (2)(3).
When the circuit for the bucket leveler or the boom kickout (option) is turned on, detent solenoid coil (7) is energized and magnetized so that fixing disc (8) of forced up
side (opposite side) is held by magnetic force of detent
solenoid coil (7).
For this reason, lever (1) is held at that position if you
keep the hand away from lever (1).
Therefore displacement of push rod (10) is maintained,
and it is the structure that continues generating the second pressure constantly.
When the circuit is turned off, detent solenoid coil (7) is
de-energized and de-magnetized and lever (1) is
returned to the neutral position.
In addition, the detent magnet can be cancelled if the
lever is operated toward the neutral direction with
enough force to overcome the power of detents.
42-29
Multiple Control Valve (KML35A/2T103)
7
3
B2
b2
A2
C
B1
b1
A1
B
P
2
P
A
1
10
Bucket Spool
B1
A-A
Boom Spool
B2
A1
4
A2
5
a1
B-B
a2
C-C
95ZV42074
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Main relief valve

Spool (Bucket)
Spool (Boom)
Overload relief valve (Bucket circuit)
(with make-up valve)
Make-up valve (Boom circuit)
Load check valve
Casing
Spring cover
Cover
Gauge port
42-30
Boom
B2 A2
a2
Multiple control valve specifications
Bucket
B1 A1
a1
Model
KML35A/2T103
Main relief valve setting pressure
20.6 MPa
(210 kgf/cm2)
(2,986 psi)
Overload relief valve setting pressure
23.5 MPa
(240 kgf/cm2)
(3,413 psi)
P1
b2
b1
Hydraulic line diagram
P
95ZV42023
The bucket priority line is used for the multiple control

valve, and consists of the following units:
1. Main relief valve
Relieves the pressure when the working pressure
exceeds the relief setting pressure.
2. Bucket spool
Used for bucket operation, such as roll back, holding a tilt angle, and dumping.
3. Boom spool
Used for the boom operation, such as raising, holding height, lowering, and floating.
4. Overload relief valve
(With make-up function, on the bucket side)
Relieves the high pressure from the cylinder if the
pressure is extremely high. Protects the cylinders
from a vacuum (negative pressure.)
5. Make-up valve (On the boom side)
Protects the cylinders from a vacuum (negative
pressure).
6. Load check valve
Prevents the reversed oil flow or momentary "load
drop".
Overload
relief valve
installation
point
Make-up
valve
installation
point
Bucket
Boom
Bucket
Boom
Rod side
Installed
Bottom side
Installed
Rod side
Non-installed
Bottom side
Non-installed
Rod side
Installed
Bottom side
Installed
Rod side
Installed
Bottom side
Non-installed
Note
A third spool for an auxiliary function (Log clamps, Side
dump bucket, etc.) is available. If required, the inlet
cover is removed and the third spool is installed. The
inlet cover is reinstalled.
Priority oil then goes to the third spool function.
42-31
Multiple control valve main relief

valve
Main relief valve operation

Relief poppet
The main relief valve is installed between the pump and

the control spool. When the cylinder comes to the stroke
end, or if the pressure is above the set pressure, the oil
fed from the pump will be discharged into the tank
through this valve (main relief valve) to prevent pump
and pipe damage.
Plunger Orifice 1
Passage B
Tank
port
Pump
port
Spring
Body
seat
Passage A
Seat Filter
Spring
95V2E42005
Passage C
Adjusting screw
Passage D
Tank
port
Pump
port
Lock nut
Cap nut
Plug
Plunger
95V2E42006
When the oil pressure is at the set point or below

- The pressurized oil from the pump flows into the
chamber A through the orifice 1, and the plunger is
pressed against the body by the spring force. Oil in
the chamber A passes through passage B of the
spring seat and acts on the relief poppet. The spring
force to the relief poppet left side is stronger, so the
relief poppet and plunger remain closed preventing
any oil from escaping to tank.
When the oil pressure exceeds the set point
- When the oil pressure in the cylinder line rises above
the pressure set by the spring, the relief poppet is
moved to the left and opens the port. Then the oil in
the chamber A flows to the tank through passages C
and D.
- As a result, the pressure in the chamber A rapidly
lowers and the plunger is moved to the left. Then the
plunger opens the port to the tank port and the pressurized oil in the pump port escapes to the tank port.
42-32
Note
Clogging of the orifice in plunger will cause low pressure.
Another possible cause of low pressure is contamination in, or damage to, the seat of relief poppet or
plunger.
Adjusting set pressure

Remove the cap nut. Loosen the lock nut and adjust the
pressure by the adjusting screw. Turn clockwise the
adjusting screw to raise the set pressure, or turn counterclockwise the adjusting screw to lower the set pressure.
After adjustment, be sure to tighten the lock nut.
Set pressure
20.60.5 MPa (2105 kgf/cm2) (2,98671 psi)
IMPORTANT
Always be certain to tighten locknuts when finished
with adjustment.
Only set pressures in accordance with setting specifications.
42-33
Multiple control valve overload

relief valve (with make-up function)
(Installed on both the rod and bottom sides of the bucket
circuit)
Overload relief valve operation

When the oil pressure is at the preset valve or less
Relief poppet
Passage A
Orifice 1 Plunger
Plunger seat
Each overload relief valve (with make-up function) is

installed in the circuit between the cylinder and the control valve spool. When the spool is in the NEUTRAL
position, if external force on the cylinder becomes too
high and the oil pressure will be greatly increased, the
overload relief valve returns the oil to the tank to protect
the cylinders and pipes from breakage.
Spring
Seat
Tank
port
Passage B
Cylinder
port
95V2E42007
The pressurized oil from the cylinder flows to the chamber A through the orifice 1, and the plunger is pressed
against the plunger seat by the spring force and the
pressure area difference.
Oil in the chamber A passes through passages A and B,
and acts on the relief poppet. The spring force to the
relief poppet left side is stronger, so the relief poppet
and plunger remain closed preventing any oil from
escaping to tank.
When the oil pressure exceeds the preset valve
Adjusting screw
Passage C
Passage D
Plunger
Lock nut
Body
Tank
port
Cylinder
port
95V2E42008
When the oil pressure in the cylinder line rises above

the pressure set by the spring, the relief poppet is
moved to the left and opens the port. Then the oil in the
chamber A flows to the tank through passages C and D.
As a result, the pressure in the chamber A rapidly lowers and the plunger is moved to the left. Then the
plunger opens the port to the tank port and the pressurized oil in the cylinder port escapes to the tank port.
42-34
Make-up valve operation

Plunger
Plunger seat
Adjusting screw
Spring
A
Tank
port
Cylinder
port
Passage E
Tank
port
When the pressure at the cylinder port becomes less

than tank pressure, the plunger seat is moved to the
right by the pressure area difference of the plunger seat
between the right and left. The plunger seat opens the
port and the oil flows to the cylinder port through passage E. It prevents a vacuum (negative pressure) in the
cylinder.
Cylinder
port
95V2E42010
95V2E42009
When the overload relief valve on one side of the cylinder port is actuated, the plunger in the control valve is in
neutral. The port opposite to the one in which high pressure was produced has a greatly reduced pressure.
When the pressure is reduced below the tank pressure,
the make-up valve is opened.
Note
The make-up valve function is non-adjustable.
Lock nut
Loosen the lock nut and adjust the pressure by the

adjusting screw. Turn clockwise the adjusting screw to
raise the set pressure, or turn counterclockwise the
adjusting screw to lower the set pressure.
After adjustment, be sure to tighten the lock nut.
Set pressure
23.50.5 MPa (2405 kgf/cm2) (3,41371 psi)
Multiple control valve make-up

valve
(Installed on the rod side of the boom circuit)
The make-up valve is installed in the circuit between the
control spool and boom cylinder.
Extremely quick boom lowering may generate low pressure due to low oil supply speed compared with boom
lowering speed. The low pressure could form a vacuum
that may cause cavitation.
The purpose of the make-up valve is to prevent generation of such a vacuum. When the pressure in the rod
side is lower than tank pressure, the make-up valve is
opened to feed oil from the tank to the cylinder.

The make-up valve has the same structure as the overload relief valve with make-up valve does. Refer to the
description on "overload relief valve" for the makeup
valve operation.
42-35
Multiple control valve bucket spool

Bucket spool operation
1. "Bucket Roll Back" position
D
B1
A1
From pilot valve
Pa1
To pilot valve
Pb1
Spool
C
From pump
95ZV42024
- When the control lever is set to the "Bucket Roll

Back" position, the pilot pressure is applied on the
right oil pack (Pa1), the spool moves to the left, and
the spool shoulder (C) closes the center bypass line.
As a result, the oil from the pump opens the load
check valve (D), flows from the A1 port into the bottom side of the bucket cylinder, and finally rolls back
the bucket.
- On the other hand, the oil on the rod side of the

bucket cylinder returns from the B1 port to the tank.
42-36
2. "Bucket Dump" position
D
A1
B1
To pilot valve
Pa1
From pilot valve

Pb1
Spool
C
From pump
95ZV42025
- When the control lever is set to the "Bucket Dump"

position, the pilot pressure is applied on the left oil
pack (Pb1), the spool moves to the right, and the
spool shoulder (C) closes the center bypass line.
check valve (D), flows from the B1 port into the rod
side of the bucket cylinder, and finally dumps the
bucket.
- On the other hand, the oil on the bottom side of the
bucket cylinder returns from the A1 port to the tank.
- Extremely quick dumping generates negative pressure (or a void) on the rod side. To prevent generation of negative pressure (or a void), the make-up
valve (E) opens so that the oil in the tank port flows
into the rod side of the cylinder.
42-37
Multiple control valve boom spool

Boom spool operation
1. "Boom Raise" position
D
B2
A2
From pilot valve
Pa2
To pilot valve
Pb2
Spool
C
From pump
- When the control lever is set to the "Boom Raise"

position, the pilot pressure is applied on the right oil
pack (Pa2), the spool moves to the left, and the
check valve (D), flows from the A2 port into the bottom side of the boom cylinder, and finally raises the
boom.
- On the other hand, the oil on the rod side of the
boom cylinder returns from the B2 port to the tank.
95ZV42026
42-38
2. "Boom Down" position
D
B2
A2
To pilot valve
Pa2
From pilot valve

Pb2
Spool
C
From pump
- When the control lever is set to the "Boom Down"

position, the pilot pressure is applied on the left oil
pack (Pb2), the spool moves to the right, and the
check valve (D), flows from the B2 port into the rod
side of the boom cylinder, and finally moves down
the boom.
- On the other hand, the oil on the bottom side of the
boom cylinder returns from the A2 port to the tank.
- Extremely quick lowering of the boom while the
engine (pump) revolution is low generates negative
pressure (or a void) on the rod side of the cylinder.
To prevent generation of negative pressure (or a
void), the make-up valve (E) opens so that the oil in
the tank port flows into the rod side of the cylinder.
95ZV42027
42-39
3. "Boom Float" position
B2
A2
To pilot valve
Pa2
From pilot valve

Pb2
Spool
From pump
- When the control lever is pushed downward beyond

the "Boom Down" position to the "Boom Float" position, the control spool moves fully to the right by the
pressure oil from the Pb2.
- As a result of this, all ports (i.e., pump port, tank port,
cylinder bottom end port, and cylinder rod end port)
are connected to the tank port.
- Therefore, the boom cylinder piston is not held by
the oil pressure force any more and can move freely
up and down by external force, which is useful for
leveling uneven ground.
Note
Low pilot pressure can cause the boom circuit to "power
down" when in float.
95ZV42028
42-40
Adapter (Orifice)
Adapter (Orifice)
1.3 mm
O-ring
Orifice
Adapter
Installation position
Port b2
Multiple
control
valve
80ZV42018
The adapter is installed in the boom lowering line

between the pilot valve and the multiple control valve.
When the lever is shifted back to the holding position
just after lowering the boom, the boom spool of the multiple control valve is quickly returned to the holding position by the return spring. At this time, the boom lowering
inertia causes a shock to the machine body.
To lessen this shock to the machine body, the adapter
(orifice) controls the spool return speed by slowly returning the pilot oil which was pushing the spool.
Note
When the oil is very cold it will pass very slowly through
the orifice. As a result it will take longer than normal for
the spool to shift to neutral or holding position.
Always warm up the oil before beginning normal operation.
42-41
Ride Control (OPT)
Ride Control (OPT)

Ride control hydraulic circuit
4
(15)
(18)
(16)
(H)
(X)
(Ac)
(14)
(Ac2)
(T)
(5)
(13)
Multiple control
valve P line
Multiple control
valve T line
1. Valve assy
(11) Solenoid valve
(13) Reducing valve
(14) Check valve
2. Valve assy
(15) Selector valve
(16) Solenoid valve
(18) Shuttle valve
3. Accumulator
4. Boom cylinder
5. Bleeder valve
(Ac1)
Capacity: 9.5 L
Gas pressure:
(Ac1)
1.96 MPa
(20 kgf/cm2)
(284.2 psi)
From multiple
control valve
(br)
(R)
(P)
8.34MPa
(85 kgf/cm2)(1,209 psi)
(11)
(T)
95V2E42011
Ride control function

Ride control reduces fore and aft pitching motion to the
machine in roading by using the boom cylinder and
hydraulic circuit with the accumulator. Ride control can
be operated or released by turning the ride control
switch ON/OFF.
Turn the ride control switch ON, and when the machine
travelling speed reaches more than 7 km/h (4.3 mile/h),
solenoid valves (11)(16) come to ON by a signal from
the machine control unit (MCU), then the ride control
works.
When the machine travelling speed goes down to 5 km/
h (3.1 mile/h) or slower, no signal transferred from the
MCU, as a result, the ride control does not work.
42-42
Ride Control (OPT)
Ride control operation

Preparation mode (ride control switch is
OFF)
4
(15)
(18)
(16)
(H)
(X)
(Ac)
(14)
(Ac2)
(T)
(5)
(13)
Multiple control
valve P line
Multiple control
valve T line
(Ac1)
Capacity: 9.5 L
Gas pressure:
(Ac1)
1.96 MPa
(20 kgf/cm2)
(284.2 psi)
From multiple
control valve
(br)
(R)
(P)
8.34MPa
(85 kgf/cm2)(1,209 psi)
(T)
The oil from the pump is reduced to 8.3 MPa (85 kgf/
cm2) (1,209 psi) by reducing valve (13), and the oil flows
into accumulator (3) through check valve (14), port Ac1
and Ac of valve assembly (2).
The accumulator pressure applies to the upper part of
selector valve (15) through shuttle valve (18) and solenoid valve (16), and presses down the poppet.
Although the accumulator pressure applies to the lower
part of selector valve (15), the boom cylinder bottom
pressure is being kept because the poppet is pressed
down by area difference.
When the boom cylinder bottom pressure is higher than
the accumulator pressure, the boom cylinder bottom
pressure from port H of valve assembly (2) applies to
the upper part of selector valve (15) through shuttle
valve (18) and solenoid valve (16), and to the lower part
of selector valve (15). Because the poppet is pressed
down by area difference of both chambers, the boom
cylinder bottom pressure is being kept.
(11)
95V2E42011
42-43
Ride Control (OPT)
Running mode (ride control switch is ON)

4
(15)
(18)
(16)
(H)
(X)
(Ac)
(14)
(Ac2)
(T)
(5)
(13)
Multiple control
valve P line
Multiple control
valve T line
(Ac1)
Capacity: 9.5 L
Gas pressure:
(Ac1)
1.96 MPa
(20 kgf/cm2)
(284.2 psi)
From multiple
control valve
1
(br)
(P)
(R)
8.34MPa
(85 kgf/cm2)(1,209 psi)
(T)
The ride control switch is ON, and when the machine

travelling speed reaches more than 7 km/h, solenoid
valves (11)(16) come to ON by a signal from the MCU.
Pressurized oil in the upper part of selector valve (15) is
drained to the tank port when solenoid valve (16) is
switched.
In the lower part of selector valve (15), the accumulator
pressure and boom cylinder bottom pressure are
applied, and it causes that the poppet is pressed
upward.
As a result, the hydraulic line between the boom cylinder bottom side and accumulator (3) is connected. Then
the accumulator absorbs the oil pressure fluctuations in
the boom cylinder bottom side.
On the other hand, when solenoid valve (11) comes to
ON, the hydraulic line between the boom cylinder rod
side and the tank port is connected.
(11)
115V2E42029
Therefore, when the pressure develops at the boom cylinder rod side by pitching motion in roading, oil is
drained to the tank. When the negative pressure develops at the boom cylinder rod side, oil from the tank fills
the boom cylinder rod side.
42-44
Ride Control (OPT)
Ride control valve assembly (Reducing valve circuit)

Outline drawing
1
Tank
Pump
(T)
(P)
(R)
Boom cylinder
rod side
(Ac1)
Accumulator
4
6
5
1.
2.
3.
4.
5.
6.
Block
Reducing valve
Solenoid
Valve
Check valve
Bleeder valve
(T)
#2
(P)
#3,#4
(R)
#5
(Ac1)
#6
(br)
Hydraulic circuit
95V2E42012
42-45
Ride Control (OPT)
Reducing valve
Check valve
Passage A
Accumulator
Bleeder valve
Passage B
Passage B
Tank
Ball
Poppet
Tank
Orifice 2
Orifice 1
Pump
Sleeve
Reducing valve
95V2E42014
Oil from the reducing valve pushes the poppet up and

flows to the accumulator circuit.
Passage A
Plunger
Check valve
95V2E42013
Oil from the pump flows to the check valve through the
passage A. Also the oil pressure in the check valve circuit applies to the chamber (A) through the orifice 1.
When the oil pressure in the check valve circuit exceeds
the set pressure, the oil pressure in the chamber (A)
flows through the orifice 2 and pushes the ball up. Then
it flows to the tank through the passage B. As a result,
the pressure in the chamber (A) lowers and the plunger
moves up. Then the passage A is closed.
This controls the oil pressure in the check valve circuit
does not exceed the set pressure.
When the oil pressure in the check valve circuit lowers
than the set pressure, the ball is pushed down by the
spring and the oil pressure in the chamber (A) becomes
the same oil pressure at the check valve side.
Then the plunger is moved down by the spring. As a
result, the passage A is opened, the oil from the pump
flows to the check valve side and it maintains the oil
pressure.
Set pressure
8.34 MPa (85 kgf/cm2) (1,209 psi)
When the oil pressure at the reducing valve side lowers,

the oil pressure in the accumulator circuit applies to the
chamber (A) of the poppet through the passage A, B,
and pushes the poppet down with the spring force. As a
result, the oil never flows back.
42-46
Ride Control (OPT)
Solenoid valve
Solenoid
Chamber A
Spring
Orifice
Boom cylinder
rod side
Sleeve
Seat face
Spool
Tank
95V2E42015
When the solenoid valve is not energized, the spool is

pulled up by the spring, and the chamber A is connected to the tank port through the orifice. The same
pressure is applied to both upper and lower sides of the
spool, and the spool is pulled up by the spring force.
Therefore the surface of both the sleeve and the spool
is surely fit.
When the solenoid valve is energized, the spool is
pushed down. The seat face between the spool and the
sleeve opens, and the boom cylinder rod side port is
connected to the tank port.
Solenoid specifications
Voltage
DC 24 V
Current
0.92 A
Resistance
26.2
42-47
Ride Control (OPT)
Ride control valve assembly (Accumulator circuit)

Outline drawing
6
Tank
Boom cylinder
bottom side
AC1
AC2
AC
Accumulator
1.
2.
3.
4.
5.
6.
Reducing valve
Block
Selector valve
Solenoid
Valve
Shuttle valve
Plug
95V2E42016
#3,#4
#2
(H)
#5
(X)
(Ac1)
(T)
(Ac2) (Ac)
Hydraulic circuit
95V2E42017
42-48
Ride Control (OPT)
Shuttle valve
Solenoid valve
Movable iron core

Passage A
Solenoid
valve
Solenoid
Passage B
Accumulator
Rod
Passage C
Ball
Boom cylinder
bottom side
Spool
Passage B
95V2E42018
When the pressure at the accumulator side is higher

than the one at the boom cylinder bottom side, oil flows,
pushing the ball down, to the solenoid valve through the
passage A and B.
When the boom cylinder bottom pressure is higher, oil
pushes the ball up, and it flows to the solenoid valve
through the passage C and B. The shuttle valve
switches the oil flow direction by selecting higher oil
pressure side.
Tank
Shuttle valve
Passage A
A Selector
valve
Sleeve
95V2E42019
When the solenoid valve is not energized, the oil from

the accumulator flows to the check valve, via the shuttle
valve, through the passage A and the oil port A of the
spool.
When the solenoid valve is energized, the movable iron
core moves downward and pushes down the rod and
the spool. As a result, the oil port A and the passage A
are closed, and both the oil port B and the passage B of
the spool are connected. Then the oil is drained from
the check valve to the tank.
Voltage
DC 24 V
Current
0.92 A
Resistance
26.2
42-49
Ride Control (OPT)
Selector valve
Passage B
Reducing valve
(solenoid valve)
Pressure receive
face E
Poppet
Passage A
Passage C
Boom cylinder
bottom side
Shuttle valve
Passage D
Pressure receive
face F
Sleeve
Seat face
Accumulator
95V2E42020
When the solenoid valve is not energized, the

the reducing valve flows into the chamber (A)
the passages A and B. Then the poppet is
down, and the circuit between the accumulator
boom cylinder bottom side is closed.
oil from
through
pushed
and the
In this time, the boom cylinder bottom pressure applies

to the pressure receive faces E and F. Also the accumulator pressure applies to the bottom side of the poppet.
However the poppet is pushed down because the pressure receive area at the chamber (A) side is larger.
When the solenoid valve is energized, the oil in the
chamber A flows to the tank port through the solenoid
valve. As a result, the oil pressure in the chamber (A)
lowers, and the accumulator pressure pushes the poppet up.
At the same time, the boom cylinder bottom pressure
applies to the pressure receive faces E and F on the
poppet through the passages C and D, and the poppet
is pushed up. As a result, the circuit between the boom
cylinder bottom side and the accumulator is connected,
and the accumulator absorbs the oil pressure fluctuations in the boom cylinder bottom side.
42-50
Ride Control (OPT)
Accumulator (for ride control)
7
2
3
13
10
12
11
5
8
9
6
95ZV52058
1.
2.
3.
4.
5.
Body
Hydraulic cap
Gas cap
Piston
V-O ring
6.
7.
8.
9.
10.
Back up ring
Wear ring
O-ring
Back up ring
Gas valve
Accumulator function
While the ride control operates, the accumulator
absorbs fluctuation of the boom cylinder bottom pressure by air cushion function of the nitrogen gas charged
in the cylinder.
The cylinder contains N2 (Nitrogen) gas at 1.96 MPa (20
kgf/cm2) (284 psi).
11. Gas valve O ring

12. Gas valve guard
13. Bolt
Accumulator specification
Maximum operation pressure MPa (kgf/cm2)(psi) 20.6 (210)(2,986)
Nitrogen gas pressure MPa (kgf/cm2) (psi)
1.96 (20) (284)
Capacity (l)
9.5
42-51
Steering System
Steering System
The pilot operating method is adopted in the steering
system. A small amount of pilot oil supplied from the
Orbitrol controls the steering valve to realize steering
operations.
When the steering wheel is turned, oil at a flow rate proportional to the turning speed is sent from the Orbitrol
and supplied to the oil pack of the steering valve.
From
reducing
valve
Orbitrol
At this time, the pilot pressure is generated. The pilot

pressure strokes the spool of the steering valve, and
supplies hydraulic oil at large flow rate proportional to
the flow rate of the supplied pilot oil to the cylinder line.
Steering
cylinder
The excessive pilot oil flows through the steering valve

to the other side of the pilot port.
Stop valve
Stop valve
RH
LH
While the steering wheel is not turned, almost all

amount of hydraulic oil from the steering pump is sent to
the loading line by the action of the flow control spool.
The pilot oil pressure from the steering pump is limited
by the reducing valve, then supplied to the Orbitrol.
Steering valve
To loading line
To Orbitrol
Reducing
valve
Cooler bypass valve
Shortly before the full turn, the stop valve activates, the
pilot circuit is closed.
Oil returns from the steering cylinders flows through the

steering valve and oil cooler or cooler bypass valve.
Oil cooler
Finally it returns to the tank through the return filter.
Return filter
Note
When the oil is very cold it will pass very slowly through
the orifice. As a result it will take longer than normal for
the spool to shift to neutral or holding position.
Always warm up the oil before beginning normal operation.
80ZV42006
42-52
Orbitrol
Orbitrol
Orbitrol is used as a pilot valve, and it operates the
spool of the steering valve by discharging oil, that is in
proportion to rotation amount of the steering wheel, to
the steering valve.
This Orbitrol is the closed center and non-load reaction
type.
The pump and tank ports are blocked when the steering
wheel is in neutral. This system is superior to response
steering machine because high oil pressure always
works on P port.
Orbitrol structure
1.
2.
3.
4.
Spool
Sleeve
Stator
Rotor
5.
6.
7.
8.
Drive shaft
Centering spring
Cross pin
Check valve
Valve part
6
7
T
L
Valve
1
2
3
4
Rotor
85V2E42018
42-53
Orbitrol
- Spool (1) and sleeve (2) as a set form a rotary-type
directional change-over valve. Spool (1) in this valve
is linked to the steering wheel by means of a spline.
Orbitrol specifications
- When the steering wheel is not being turned, spool

(1) and sleeve (2) are held in the neutral position by
centering spring (6); the oil groove of the spool does
not match the oil hole of the sleeve, so the flow route
of oil is totally closed.
Theoretical discharge (cm3/rev)
120
Operation pressure MPa (kgf/cm2) (psi)
3.5 (36) (512)
- When the steering wheel is turned, the oil groove of

the spool matches the oil hole of the sleeve, opening
the oil passage, permitting oil to flow.
Rotor part
1
Oil groove
To tank
To steering valve
To steering valve
Oil hole
From reducing
valve (pump)
70ZV42023
- A kind of internal gear, when the valve opens, it functions as a hydraulic motor.
- Rotor (4) rotation is transmitted to the valve part by
means of connected drive shaft (5), and the degree
of valve opening is regulated depending on how fast
the steering wheel is being turned.
Model
ND-K5-D
42-54
Orbitrol
Orbitrol operation
Neutral
(When the steering wheel is not being turned)
6
1
T
8
L
Oil hole
6
7
T
L
Oil groove
1
2
70ZV42025
3
4
85V2E42019
1.
2.
3.
4.
Spool
Sleeve
Stator
Rotor
5.
6.
7.
8.
Drive shaft
Centering spring
Cross pin
Check valve
- Spool (1) and sleeve (2) of the valve part each have
a slit into which centering spring (6) consisting of
plate springs is set.
- When the steering wheel is not being turned, spool
(1) and sleeve (2) are kept in the neutral position by
means of center spring (6).
- This Orbitrol is the closed center and non-load
reaction type.
When in the neutral position, the oil groove of the
spool does not match the oil hole of the sleeve, so
the flow route of oil from the pump to the steering
valve is totally closed.
42-55
Orbitrol
Turn
(When the steering wheel is being turned)
8
6
1
2
Oil hole
6
7
Oil groove
5
1
To steering
valve Pa port
From steering
valve Pb port
From reducing valve

(pump)
3
4
85V2E42020
65ZV42036
1.
2.
3.
4.
Spool
Sleeve
Stator
Rotor
5.
6.
7.
8.
Drive shaft
Centering spring
Cross pin
Check valve
- When in the neutral position, the valve part is totally

closed and oil remains sealed inside the rotor, and
the rotor cannot move. Sleeve (2) is directly linked to
the rotor by means of a cross pin (7) and drive shaft
(5); it is also fixed.
- When the steering wheel begins to be turned, rotary
force is applied to spool (1), which then pushes and
compresses centering spring (6) set in the slit; the oil
groove of the spool matches the oil hole of the
sleeve, and opens the hydraulic circuit.
- As a result, all four ports (pump, tank and oil pack on
right and left side of steering valve) are opened,
allowing the oil to flow and rotating the rotor.
42-56
Orbitrol
Orbitrol feed-back mechanism

operation
To Steering valve
Pa port
From Steering valve
Pb port
70ZV42027
- When an angle of displacement (deviation in circumferential direction) is generated between the spool
and the sleeve through operation of the steering
wheel, oil from the pump enters the steering valve
(pilot) and turns the rotor; this oil flows into the steering valve. At this time, the rotor rotation is transmitted to the sleeve by the drive shaft and the cross pin.
- As a result, the sleeve starts rotating slightly behind
the spool as if to follow its rotation. This way the
spool can continue rotating, allowing the steering
wheel to be turned and the machine to be turned.
- If the turning of the steering wheel stops, the spool

immediately stops rotating; but, as long as there
exists an angle of displacement between the spool
and the sleeve, oil continues flowing into the
Orbitrol, and the rotor can continue rotating. Due to
this rotation, the sleeve catches up with the spool,
and closes the hydraulic circuit. Finally, the centering
spring returns the spool and the sleeve to the neutral
position and flow of oil is completely stopped.
42-57
Orbitrol
Steering speed and flow rate control

Low steering speed
- When there is plenty of oil flowing from the pump,

the force required to turn the steering wheel need
only overcome the sliding resistance of the sleeve or
rotor, so the steering wheel turns very smoothly.
High steering speed
1
Small
displacement
angle
Large
displacement
angle
Hydraulic pump oil amount and

steering force
3
2
70ZV42028
1. Spool
2. Sleeve
3. Centering spring
- For this steering mechanism, the flow rate must be
regulated depending on the speed at which the
steering wheel is turned.
- For the steering valve (pilot), the flow rate is regulated by changing the displacement angle of spool
(1) sleeve (2). In other words, while the steering
wheel is being turned, sleeve (2) chases spool (1) in
rotation, trying to close the hydraulic circuit.
- As steering speed increases, the amount of delay
(displacement angle) of sleeve (2) increases, and
the flow rate rises.
- When the amount of oil from the pump is small, the

displacement angle of the spool and sleeve reaches
a maximum point; even if the hydraulic circuit is wide
open, the flow of oil from the pump to the rotor is
small, so the rotor turns slowly.
- For this reason, the spool rotates faster than the
rotor, and the displacement angle reaches a maximum point, and the spool turns the rotor by means of
the cross pin and drive shaft. At that time, the rotor
works as a hydraulic pump, and the steering wheel is
harder to turn.
42-58
Orbitrol
Orbit rotor operation principle

Drive shaft (0 rotation)
Rotor center
Drive shaft (1/14 rotation)
Drive shaft (1/7 rotation)
Rotor (rotation)
Stator (fixed)
Locus of rotor center
1
7
6
4
3
5
3
5
1
2
:Flow of high-pressure oil

:Flow of low-pressure oil
- Inside the rotor there is a stator with 7 internal gears

that is fixed to the housing and a 6-tooth rotor that is
engaged with the stator.
- Half of the chamber formed by the stator and the
rotor is connected to the high-pressure side and the
other half to the low-pressure side.
When high-pressure oil flows into the chamber, the
rotor is forced to turn in the direction that will expand
the area of the chamber (by means of pressure difference).
- When overrunning the power assist capacity of the
gerotor due to very fast rotation or turning the steering wheel vigorously, rotation of the sleeve and spool
takes place by means of the cross pin.
- With this rotation, and at the same time due to the
relationship of the position between the sleeve port
and the housing port, the position of oil flowing into
the rotor part is gradually delayed in sequence.
70ZV42029
- The rotor makes a 1/6 turn per rotation of the rotor,

pushing out oil equivalent to 7 chambers. When the
rotor rotates once, oil equivalent to 42 chambers (7
chambers x 6 turns) is pushed out.
- For the motor, it has 6 times larger torque or a 1/6
reduction effect.
42-59
Steering Valve (KVS32-A4.0/21)

To loading line
From pump
To reducing
valve
P
PC
2
(G)
MR 3
Pb
Pa
Pilot operation
port
To loading line
P. B.
Pilot operation
port
T
Tank port
(F)
2
MR
A-A
Orifice
Cylinder port
(LC)
Cylinder port
BR
AR
Pb
Pa
Drain port
1.
2.
3.
4.
5.
Dr
B-B
Steering spool
Flow control spool
Main relief valve
Overload relief valve (with make-up valve)
Gauge port
115V2U42001
42-60
1. Steering spool
AB
AR
The movement of the steering spool is controlled by

the pilot pressure from the pilot valve.
At the center of the spool, there is a variable orifice
with chamfers (throttle grooves). This orifice controls the oil flow rate.
Also inside the steering spools are check valves
which apply a back pressure to oil returning from
the cylinders.
BR
Pa
(G)
Pb
0.5
RF
3.0
T
MR
Orifice
P. B.
Pc
P
Hydraulic circuit
115V2E42031
IMPORTANT
Flow control plunger orifice must not be blocked.
Pump damage may result.
2. Flow control spool

The flow control spool sends oil to the steering line
depending on the displacement of the steering
spool.
The excess oil goes to the loading line.
3. Main relief valve
The main relief valve controls the maximum operating pressure when turning the steering wheel.
4. Overload relief valves with make-up function
These valves prevent excessive oil pressure
caused by external force and a vacuum in the
steering oil line.
Model
KVS32-A4.0/21
Main relief valve setting pressure
20.6 MPa
(210 kgf/cm2)
(2,986 psi)
Overload relief valve setting pressure
24.5 MPa
(250 kgf/cm2)
(3,555 psi)
42-61
Steering valve operation

Neutral position
(steering spool in "Neutral")
Loading circuit
115V2E42015
- In the NEUTRAL position, steering spool (1) closes

all the ports to stop flow of the pressurized oil from
the steering pump. The pressure in the pump line,
therefore, will rise.
- When the pump line pressure increases to 0.63 MPa

(6.4 kgf/cm2) (91.4 psi), flow control spool (2) is
moved to the right due to the pressure difference
between chambers A and B.
Thus the flow control spool is opened, and all the oil
from the steering pump is sent to the loading line.
42-62
Left turn position
Loading circuit Pump
Pilot pressure
Check valve
1
Tank
Variable throttle
115V2E42016
- When steering spool (1) is pushed in to the left, the

pressurized oil from the pump is sent to steering cylinders through the variable throttle section and the
check valve. The pressurized oil moves the cylinder
rods and the machine turns to the left.
- During low-speed turning, displacement of steering

spool (1) is small. However, since the oil flow rate to
the steering cylinder is reduced at the variable throttle section at the spool center, the pressure difference between the front and rear of the throttle
section is increased. When the pressure difference is
increased to 0.63 MPa (6.4 kgf/cm2) (91.4 psi), flow
control spool (2) is opened to discharge excess oil to
the loading line. In this way, the flow control spool
prevents extreme increase in the amount of the oil
from the steering pump, and adjusts the oil flow rate
to the cylinder.
42-63
- For high-speed turning, steering spool (1) is pushed
all the way to the left, and the variable throttle is fully
opened. Under such a condition, all the oil is used for
steering to enable high-speed turning.
- At a low engine speed, the oil flow rate from the
steering pump is low, therefore the pressure difference between the front and rear of the throttle section is small, and flow control spool (2) is closed.
- At a high engine speed, oil flow rate to the variable
throttle is increased, therefore the pressure difference between the front and rear of the throttle section is increased to activate the flow control spool. As
a result, the excess oil is sent to the loading line.
Steering spool variable throttle
PA
PB
Variable throttle
115V2E42017
When the steering spool is pushed in, the variable throttle is opened, and the pressurized oil from the pump
goes through the variable throttle, the pressure generated before and after the variable throttle leads to the
chambers A and B. The pressure difference is small at
that time, and shifts the flow control spool to the left.
The pressure difference varies depending on the opening area of the variable throttle and the passing oil flow
rate, and the control pressure is set to 0.63 MPa (6.4
kgf/cm2) (91.4 psi).
42-64
Steering valve flow control spool

Spring
PA
PB
Variable throttle
Steering circuit
PA
PB
Variable throttle
Steering circuit
115V2E42018
When the pump discharge amount is small, the pressure difference between the chambers A and B is small
(pressure PA in chamber A
pressure PB in chamber
B), and the flow control spool is being pushed to the left
by the spring. Accordingly, the oil sent from the pump
flows into to the steering circuit.
When the pump discharge amount is increased and the
pressure difference (PA-PB) is increased to 0.63 MPa
(6.4 kgf/cm2) (91.4 psi) or more, the flow control spool
starts to be shifted to the right and the excessive oil is
bypassed to the loading circuit.
As described above, the steering circuit is given priority
in receiving the pressurized oil from the pump.
However, when the number of rotations of the engine
becomes larger and the oil flow rate exceeds the preset
value, the flow control spool bypasses the excessive oil
to the loading circuit. This keeps the oil flow rate constant in the steering circuit.
42-65
Steering valve main relief valve

When the pressure is at the preset value or
less
Loading circuit
Pump
Flow control spool

Filter
Steering spool
Cylinder
Tank
Cylinder
115V2E42019
The figure above shows the status in which the steering

spool is open. The chambers A and B are filled with oil,
and the flow control spool is balanced in the position
shown above. If the filter becomes plugged, the relief
valve will not operate properly.
Always check and clean the filter during repairs.
42-66
When the pressure exceeds the preset

value
Loading circuit
Pump
Flow control spool
Steering spool
Tank
115V2E42020
When the pressure in the cylinder circuit exceeds the

preset value (and the oil pressure rises naturally in both
the chambers A and B), the relief valve opens and the
oil in the chamber B escapes into the tank circuit. As a
result, the pressure in the chamber A becomes relatively high, the flow control spool is shifted to the right,
and the oil sent from the pump flows into the loading circuit.
42-67
Steering valve overload relief

valve
External force
Makeup function
Overload relief function
Tank
Overload relief valves with makeup valve are located in

the circuit between the steering cylinder and the steering spool on the both sides of the steering cylinder.
While the steering spool is located in the neutral position, the steering cylinder circuits are closed.
115V2E42021
Overload relief function

In this situation, if an external shock (force) is applied to
one side of the cylinder (the bottom side in the figure
above) causing abnormally high pressure to build up in
the circuit, the oil escapes through the valve on side A,
in order to prevent damage to the piping and the cylinder.
Makeup function
On the other side of the cylinder (the rod side in the figure above), the oil is allowed to enter from the drain to
tank circuit as is required from the oil that escaped from
the bottom side of the cylinder, in order to prevent vacuum (negative pressure (or void)) from developing in
the circuit.
42-68
Overload relief valve operation

C

K
G
A
Cylinder
Cylinder
E
D
Tank
115ZV42052
When the oil pressure is at the preset value or less

The pressurized oil is sent to the internal space X
through the orifice of the piston C. Because the oil pressure is at the preset value or less, the poppet E is
closed and the area between the cylinder and the tank
is completely blocked.
Sleeve K fits completely in the cylinder port because the
pressure receiving area of the internal space X is wider
than the pressure receiving area on the cylinder side.
C
Cylinder
E
D
Tank
115ZV42053
When the oil pressure exceeds the preset value

The pilot poppet E is opened, and the oil escapes into
the tank around sleeve K.
As a result, the pressure in the internal space X is relatively lower than that on the cylinder side, then the piston C moves to the right and fits in the pilot poppet E.
Because the internal space X leads to the tank, the poppet D moves to the right and the high pressure oil
escapes from the cylinder to the tank.
Tank
115ZV42054
When the cylinder pressure drops below the tank pressure, sleeve K moves to the right due to the difference
in the pressure receiving area (G - A) between the left
side and the right side of sleeve K, and the oil flows
from the tank to the cylinder so that the cylinder pressure does not drop below the tank pressure.
42-69
Steering pilot circuit and its operation
From pump
Orbitrol
Reducing valve
To tank
Filter
Steering valve
To tank
From cylinder
Stop
valve
To cylinder
Stop
valve
End cover
End cover
Flow amp. notch

Pilot circuit
To tank
Pilot orifice
K115V2J42009
Oil flow
- Oil from the steering pump flows into the steering
valve. The oil flow direction is separated in the steering valve.
The oil is supplied to the Orbitrol from the steering
valve through the reducing valve where the oil pressure is reduced.
- The hydraulic oil from the Orbitrol first enters the
end cover of the steering valve, then passes through
the steering spool flow amplifier notch and the pilot
orifice and flows to the end cover on the opposite

side, returning to the tank through the Orbitrol.
- As the amount of oil flowing through the amplifier
notch and the pilot orifice increases, the pressure of
the oil inside the end cover increases, pushing in the
steering spool.
The variable throttle opens, regulating the amount of
oil flowing to the cylinder circuit, depending on flow
volume, and thus the distance the spool is pushed in.
42-70
Return spring force
Return spring
Pilot oil
Hydraulic force
Pilot pressure
Flow amplifier notch and pilot orifice
End cover
Pilot orifice
Flow amplifier notch
Pilot line
K115V2J42005
Return spring force
Hydraulic force
Pilot pressure
- If no oil is sent from the Orbitrol, the spool is held in

the neutral position by the return spring and the flow
amplifier notch is closed.
When pilot oil is sent from the Orbitrol the oil flows
through the pilot orifice, the pressure of the oil inside
the end cover rises, pushing the spool and opening
the flow amplifier notch.
Then, the oil flows through the flow amplifier notch
and the pilot orifice.
Flow amp. notch opening

Pilot orifice
80V2U42005
- When pilot flow is low, when the spool is pushed in a

little, opening the flow amplifier notch a little, the pilot
oil easily flows out, and the spool will not be pushed
in any further. (The hydraulic force applied at the end
of the spool is in balance with the force of the return
spring.)
Note
There are filter screens at the pilot orifice. These
screens are there only to keep the orifice from plugging
due to loose debris.
Flow amp. notch opening

Pilot orifice
80V2U42006
- When pilot flow rises, as the opening of the flow

amplifier notch is narrow, the pressure inside the end
cover is raised higher, pushing the spool in.
When the spool is pushed in, the opening of the flow
amplifier notch becomes larger, making it easier for
pilot oil to flow out ; thus, the rise in pressure stops
and the spool is stopped at a position where the
hydraulic force applied to the end of the spool is in
balance with the force of the return spring.
42-71
Stop Valve
Stop Valve
17
(0.67")
(Full stroke)
From Orbitrol
A
B
To steering valve
DR
11
13
10
12
14
95V2E42038
1.
2.
3.
4.
5.
6.
7.
8.
DR
97ZV42042
Housing
Spool
Check valve
Plug
Washer
Plug
Flange
Spring
9.
10.
11.
12.
13.
14.
Spring
Spacer
Boot
U-packing
Dust seal
O-ring
42-72
Stop Valve
Stop valve function
Stopper
(bolt)
Port B
To
steering valve
Stop valve operation

Port A
From
Orbitrol
Spool
P
Installed on
front chassis
Check valve
Installed on rear chassis
90V2U42003
A stop valve is provided to reduce the impact caused to

the chassis steering stopper block when the machine is
making a full turn while the hydraulic pressure of the
steering cylinder is still working.
Pb
Pa
95V2E42049
Shortly before a full turn, the stopper installed on the

front chassis pushes the spool of the stop valve
installed on the rear chassis to shut down the port A and
the port B. As a result, the pilot line is closed, returning
the steering valve spool to the neutral position.
After a full turn, when the steering wheel is turned in the
opposite direction, the spool of the stop valve remains
pushed in, closing the line. As a result, the pilot oil
opens the check valve and flows out.
42-73
Reducing Valve (for Orbitrol)
Reducing Valve (for Orbitrol)
Spring
(T)
Sleeve
Tank
Plunger
Pump
Passage Z
(A)
B
A
Passage Y
(TS)
TS
A
T
(B)
Orbitrol
The oil fed from the pump flows into the Orbitrol circuit
by way of passage Y and port A in the plunger.
When the oil pressure in the Orbitrol circuit reaches or
exceeds the set pressure (spring force), the plunger is
moved up by the oil pressure and passage Y is closed
from port A so that the Orbitrol side does not exceed
the set pressure.
When the pressure exceeds the value which closes
passage Y, the plunger is moved up further, the oil hole
B is connected to the passage Z, and the oil escapes to
the tank so that the pressure in the circuit on the
Orbitrol side does not exceed the set pressure.
When the oil pressure in circuit on the Orbitrol side
decreases, the plunger is moved down by the spring
force, passage Y is open, and the pump pressure is
introduced to the Orbitrol side so that the pressure is
maintained at the specified value.
90ZV42012
This oil is supplied from the Orbitrol to the steering

valve pilot port, and moves the spool.
Set pressure
3.5 MPa (36 kgf/cm2) (512 psi)
42-74
Steering Line Filter
Steering Line Filter
From pump
(steering valve)
To
reducing valve
FILTER
5
70ZV42040
1.
2.
3.
4.
5.
Case
Nipple
Strainer
O-ring
O-ring
The line filter is integrated into the pilot line of the steering line, and prevents foreign objects from entering the
pilot line.
ELS valve
Stop valve (RH)
Stop valve (LH)
Center pin
Center line
Reducing valve
Line filter
Steering valve
115V2E42006
Note
The line filter design shown above is also used for the
brake line.
The filter prevents debris from entering the brake accumulator reducing valve assembly.
These filters must be removed, inspected and cleaned
or replaced every 2,000 hours of operation.
42-75
Efficient Loading System

Efficient loading system outline
Efficient loading system (it is assumed ELS as follows)

improves the performance of excavating and scooping
when operating, and shortens the cycle time.
When the ELS switch at the instrument panel is turned
on and excavating, more specifically, the ELS operation
condition showing as follows is satisfied, the solenoid
valve in the ELS valve is energized and all the hydraulic
oil from the main pump goes to the hydraulic tank.
Fast
Therefore most of the engine power is applied to the

wheels to exert maximum driving force by turning off the
main pump and reducing the pump driving load on
engine.
Slow and higher
driving force
In addition, as for the loading operation, it becomes

easy to operate slightly by reducing the quantity of total
oil to the loading circuit, and is improved the performance of operating when excavating and scooping.
When excavating and scooping

Switch
pump
Multiple
control
valve
Steering
valve
Main
pump
Boom
Bucket
ELS
valve
In addition, the height range of the boom that ELS operates can be set up to the arbitrary height depending on
setting of the variable kickout sensor.
Hydraulic tank
When raising the boom
Switch
pump
Main
pump
Multiple
control
valve
Steering
valve
Fuel efficient mode switch is also installed at the instrument panel when operating at the time of fuel saving
driving. If the combination of ELS switch and fuel efficient mode switch is selected properly, it can be able to
improve the fuel consumption without reducing the
operation efficiency.
Boom
Bucket
The operation condition of ELS

The ELS switch ON
ELS
valve
Hydraulic tank
Concept of the ELS operation
Shift lever
Forward position
Machine speed
Less than 5 km/h
Boom height
The setting position of the variable kickout sensor

is less than it.
85V2E42054
Note
The efficient loading system works under the condition
that the engine revolution is lower than 1,000 min-1,
even if the efficient loading system switch is OFF position.
When the engine revolution becomes higher than 1,300
min-1, it stops working.
42-76
Mounting of the ELS valve

3
From main pump
PG1
(P)
(A) Multiple
control valve
(T1)
2
Center pin
Center line
PG2
(T2)
To hydraulic
tank
From Orbitrol
Hydraulic line
ELS valve
Rear chassis
2
PG2
4
PG1
A
T2
T1
1
3
Detail of ELS valve section

115V2E42007
1. Solenoid valve
2. Relief valve
Setting pressure
20.6 MPa (210 kgf/cm2) (2,987 psi)
3. Check valve
Cracking pressure
0.2 MPa (2 kgf/cm2) (29 psi)
4. Pressure sensor
42-77
Mounting of the variable kickout sensor

5
8 2
3
Apply grease
at
area
1
Detail of grease applying
A
Boom
When the boom

is horizontal
5,8
Chassis
3
1,7
1
Detail of A
85V2E42056
1.
2.
3.
4.
5.
6.
7.
8.
9.
The variable kickout sensor

Link
Plate
Plate
Shaft
Ball bearing
O-ring
Spring pin
Rod
42-78
Efficient loading system operation

While the ELS is not operating
While the ELS is operating

3
Multiple control
valve P line
From main pump
From main pump
To hydraulic
tank
115V2E42008
115V2E42009
The oil discharged from the switch pump flow into the
steering valve P port. When the steering wheel is not
turned, this oil is discharged from the steering valve P.B.
port.
When the ELS switch is turned on and the ELS operation condition set by the MCU is satisfied, the solenoid
valve in the ELS valve is energized and the spool is
moved.
On the other hand, the oil discharged from the main

pump opens the check valve, because cracking pressure of check valve (3) is less than the setting pressure
of relief valve (2).
After that, the setting pressure of relief valve drops to

the hydraulic tank pressure level.
Cracking pressure of check valve (3)

0.2 MPa (2 kgf/cm2) (29 psi)
Setting pressure of relief valve (2)
20.6 MPa (210 kgf/cm2) (2,987 psi)
The oil from switch pump and main pump are joined
together and flow into the multiple control valve P port.
Therefore it can be able to operate the boom and
bucket at normal speed.
In addition, pressure sensor (4) is installed in the discharged side of the main pump and detects oil pressure
of loading line and sends the signal to the MCU.
Therefore, the oil discharged from the main pump

opens relief valve (2) that setting value dropped and all
the hydraulic oil from the main pump goes to the
hydraulic tank.
But the oil from the steering valve P.B. port cannot flow
into relief valve (2) because of check valve (3), and flow
into the multiple control valve P port.
Therefore when the ELS is operated, most of the engine
power is applied to the wheels to exert maximum driving
force by turning off the main pump and reducing the
pump driving load on engine.
In addition, it becomes easy to operate slightly by
reducing the quantity of total oil to the loading circuit,
and is improved the performance of operating when
excavating and scooping.
42-79
Fan Motor System
Fan Motor System

Mounting of fan motor
3
T1 L1 L2
T2 L1
115V2E42010
1. Fan motor
2. Fan
3. Proportional relief valve
: Bolt tightening torque
T1: 93.7 N-m (9.55 kgf-m) (69 lb-ft)
T2: 441~539 N-m (45~55 kgf-m) (326~398 lb-ft)
L1: Screw lock agent (Loctite 262)
L2: With lubrication oil (Engine oil or gear oil)
42-80
Fan Motor Line
Fan Motor Line

Fan revolution
(min-1)
Engine coolant: High temperature

[94C (201.2F)]
1,300
Stepless
control range
1,120
Middle range temperature
[60~80C (160~180F)]
(900)
0
725
(Hibernate mode) 925
Low temperature
[below 60C (160F)]
1,200
(1,260)
Engine revolution (min-1)
Fan revolution * (controlled by MCU)
(1,787)
Values inside ( ) are

offered as reference.
* To shorten the warm-up time, when the engine water temperature is 60C (140F) or less and the engine
revolution is 1,200 min-1 or less, the fan revolution is kept minimum without reference to the engine revolution.
Cooling fan
Fan motor (1)
K115V2E42001
The cooling fan is driven by the hydraulic motor. The

pressure oil from the unloader valve flows into the port
P of fan motor and then turns fan motor (1).
Three kinds of signals sent, one each is from the engine
water temperature sensor (S/N 9001~9050), ECM (S/N
9051~), torque converter oil temperature sensor, and
hydraulic oil temperature sensor, are input into the MCU
as information to regulate the maximum fan revolution.
To return
filter
From
unloader
valve
95V2E42041
Note
Hydraulic oil temperature must be at operating temperature to do this fan revolution test.
When proportional relief wire is disconnected, fan revolution should go to high speed mode.
The fan revolution is regulated by proportional relief

valve (2). The setting pressure of the proportional relief
valve is changed in proportion as the electric current
value from MCU.
42-81
Fan Motor Line
Number of
revolutions of
fan (min-1)
Output current F for control of

the fan revolution
Proportional
relief valve [mA]
Proportional
relief valve [mA]
Proportional
relief valve [mA]
About
1,120
270
F H/D
F T/M
F E/G
1,300
0
0
80
(176)
94
( C)
(201.2) ( F)
T E/G
The signal of the engine

coolant temperature
110
(230)
90
115 ( C)
T T/M
(239) ( F)
The signal of the torque

converter oil temperature
(194)
T H/D
95 ( C)
(203) ( F)
The signal of the

hydraulic oil temperature
Control of the fan revolution

K115V2E42002
When the input electric current value to proportional

relief valve (2) is maximum (approximately 270 mA), the
fan revolution is minimum value (1,120 min-1) because
bypass oil amount at proportional relief valve (2) is
increased. When this value is minimum (0 mA), the fan
revolution is maximum value (1,300 min-1) because
bypass oil amount at proportional relief valve (2) is
decreased.
When the engine water temperature is low, the electric
current value from the MCU to proportional relief valve
(2) is big. As a result, bypass oil amount from port P to
fan motor (1) line becomes big, and then the fan revolution becomes low.
For example, when the torque converter oil temperature
is below 110C (230F) and the hydraulic oil temperature is below 90C (194F), the fan revolution is controlled only by engine water temperature.
In normal condition, fan revolution is regulated by

engine water temperature. But when the torque converter oil temperature exceeds 110C (230F) or the
hydraulic oil temperature exceeds 90C (194F), in each
signal input into a MCU from the engine water temperature, torque converter oil temperature and hydraulic oil
temperature sensors, the lowest signal in the electric
current value is chosen (the fan revolution becomes
high to lift the cooling performance), and the control
electric current is input into proportional relief valve (2).
42-82
Fan Motor Line
Hydraulic circuit (fan motor normal rotation)

Fan motor (1)
MB
MA
Make-up valve (3)
Safety valve (4)
MCU
(Engine water temp. sensor
T/C oil temp. sensor
Hydraulic oil temp. sensor)
Brake
circuit
For brake and pilot pump
Unloader valve
Hydraulic tank
95V2E42043
Make-up valve
When the pressure oil from the hydraulic pump is supplied to the inlet port P, the pressure in the MA side circuit of the fan motor will increase. The starting torque for
the fan motor is generated, and the motor starts to
rotate. The oil in the MB side circuit of the fan motor
returns to the hydraulic tank via the outlet port T.
When engine stops, the pressurized oil from the pump
is not supplied to fan motor (1) inlet port, as a result, the
fan motor revolution speed gradually decreases.
Oil supply is stopped, however the fan is still turning by

the inertial force.
This condition generates negative pressure at the motor
inlet port.
To prevent generation of negative pressure, make-up
valve (3) opens so that the oil in the tank port flows into
the fan motor inlet port.
42-83
Fan Motor Line
Safety valve
When accelerating engine, pump discharge pressure
may rise extremely high.
To prevent the fan motor line from damages, safety
valve (4) is installed.
If the pump discharge pressure exceeds the set pressure, safety valve (4) relieves the pressurized oil to the
tank port.
42-84
Fan Motor Line
Proportional relief valve (S/N 9001~9050)

The proportional relief valve is installed between the
unloader valve and the fan motor. This valve is the normally closed, pilot operated type.
The setting pressure of the proportional relief valve is
changed in proportion as the engine revolution and
electric current value from the MCU.
Proportional relief valve operation

When the oil pressure is at the preset value or less
Plunger
Solenoid
Chamber A
Body
Lock nut
Adjusting screw
Inlet pressure
Orifice 1
Spring 1
Orifice 2 Pilot poppet
Moving iron core
Spring 2
Coil lock nut

95V2E42044
The pressurized oil from the pump (the unloader valve)

flows into the chamber A through the orifice 1, and the
plunger is pressed against the body by the spring 1
force.
When the solenoid coil is not energized, the setting
pressure is regulated by the spring 2 force.
If the solenoid coil is energized by the signal of the
MCU, the pressure setting is changed. As the electric
current is applied to the coil, the movable iron core is
pulled to the right and pushes the spring 2, so the spring
2 force is reduced with the increasing current, the setting pressure also decreases. Once a constant electronic signal is given, the pilot poppet is held in a given
potion, holding the setting pressure.
This is maintained by the balance between the electronic spring 2 force and inlet pressure.
42-85
Fan Motor Line
Plunger
Chamber A
Solenoid
Lock nut
Body
Adjusting screw
Tank port
Inlet pressure
Orifice 1
Spring 1
Orifice 2
Pilot poppet Moving iron core
Spring 2
Coil lock nut

95V2E42045
When the oil pressure against the pilot poppet through

the orifice 2 rises above the setting pressure, pilot poppet is moved to the right and opens the port. Then the
oil in the chamber A flows to the tank through clearance
between the body and sleeve. As a result, the pressure
in the chamber A rapidly lowers and plunger is moved to
the right. Then the plunger opens the port to the tank
port and the pressurized oil in the pump port escapes to
the tank port.
Disconnect the cable connector of proportional relief
valve and loosen the lock nut and adjust the pressure
by the adjusting screw. Turn clockwise the adjusting
screw to raise the set pressure, or turn counterclockwise the adjusting screw to lower the set pressure
After adjustment, be sure to tighten the lock nut
High pressure set:
19.60.5 MPa (2005 kgf/cm2) (2,84471 psi)
at 0 mA
42-86
Fan Motor Line
Proportional relief valve (S/N 9051~)
(G1)
T1
(P1)
(T1)
(G1)
P1
(P2)
P2
(G1)
(G3/8)
PG2
(PG2)
(T2)
3
(PG1)
T2
(G1)
PG1
(G1/4)
Hydraulic line diagram
5
1
K115V2U42001
1.
2.
3.
4.
5.
6.
7.
8.
Block
Relief valve
Adapter
Elbow adapter
Plug (Gauge port)
Plug
Relief valve
Solenoid valve
42-87
Fan Motor Line

It is not possible to adjust the set pressure on the
machine. Replace relief valve cartridge (7), if necessary.
: Tightening torque
Relief valve (2): 60~70 N-m (6.1~7.1 kgf-m)
(44~51 lb-ft)
Relief valve (7): 35~40 N-m (3.5~4.0 kgf-m)
(25~29 lb-ft)
K115V2U42002
42-88
Fan Motor Line
Fan motor
Port P
Port Tc
Port T
Fan motor specifications

Displacement capacity
Rating
Speed
control
3
3
90.3+2
-0 cm /rev (55.1 in /rev)
Pressure
21.3 MPa (217 kgf/cm2) (3,089 psi)
Speed
1,600 min-1
Flow
144 L/min (38 gal/min)
Control method
Continuous variable control with the

proportional valve (not included in
fan motor)
115V2E42030
42-89
Fan Motor Line
Fan motor structure
1
11
13
12
10
A-A
14
MA
MB
TC
17
T
16
15
B-B
1.
2.
3.
4.
5.
6.
7.
8.
9.
Output shaft
Case
Thrust plate
Piston assy
Cylinder block
Valve plate
Retainer guide
Retainer shoe
Main bearing
K95V2J42001
10.
11.
12.
13.
14.
15.
16.
17.
Sub bearing
Oil seal
End cover
Center spring
Make-up valve
Safety valve
Main spool
Spring
42-90
Fan Motor Line
Fan motor function and the operation principle
Y
The oil sent from the hydraulic pump is led into cylinder
block (5) through valve plate (6). This oil is led only onto
a half of plate (6) separated by Y-Y line which links a
bottom dead center to a top dead center at piston (4)
process.
F3
ri
F3
The pressure a oil in a half of cylinder block, that is separated by Y-Y line, pushes each piston (4) (two or
three), and then generates the force F1 (F1=P (kgf/cm2)
x /4 x D2 (cm2)).
85V2E42043
F1
This hydraulic motor is swash plate type axial piston

motor. This converts the power of pressured oil sent
from the hydraulic pump into rotary motion.
This force pushes thrust plate (3) fixed at a certain angle

for output shaft (1), and it is divided into two component force F2 and F3.
Among the component forces, radial component force
F3 generates the torque T (T=F3 x ri) at each piston (4)
located at a half of the plate (6) separated by Y-Y line
linking a top dead center to a bottom dead center.
F3
Resultant force of this torque (T= (F3 x ri)) goes

through a piston as turning force and turns cylinder
block (5).
F2
85V2E42044
4
5
Supply side
3
Discharge side
85V2E42045
Because this cylinder block (5) is connected to the output shaft, the output shaft turns, and then torque is
transmitted.
42-91
Reversing Fan Motor Line (OPT)

Reversing fan motor function
Functional limitation conditions:

When either one of the following temperature exceeds
the preset upper limit(s), the cooling fan reverse rotation
function does not work.
1. Signal of engine water temperature
> 94C (201.2F)
Switch
2. Signal of torque converter oil temperature

> 115C (239F)
3. Signal of the hydraulic oil temperature
> 95C (203F)
115V2U62017a
Engaging this switch reverses the rotation of the cooling

fan for cleaning the radiator fins.
When pushing this switch for more than 2 seconds with
the engine running, the switch turns "ON", the pilot lamp
on the switch lights up and the cooling fan turns in
reverse rotation for 1 minute, after which it returns to it's
normal rotation.
The fan turns continuously in reverse direction for 1
minute at 30 minute intervals.
When the switch is pushed again for more than 2 seconds, the cooling fan reversal switch turns "OFF" and
the pilot lamp on the switch turns "OFF". Then the cooling fan turns in the normal direction.
The cooling fan reversal switch can be operated any
time the engine is running. It is not necessary to stop
the machine to push the reversal cooling fan switch.
If the fan turns in reverse direction under the following
conditions, reverse control of fan is canceled. The
reversal fan indicator lamp flashes at 0.5 sec cycle (ON:
0.25 sec, OFF: 0.25 sec) for 3 seconds, and then the
lamp turns off and the fan turns in normal rotation.
42-92
Reversing fan motor (OPT)

This figure is shown the optional reversing fan motor.
Reversing solenoid
(Electrical connector)
Port P
Gauge port
(M10 x 1.25)
Port Tc
Port T
95V2E42046
Fan motor specifications

Displacement capacity
Rating
Speed
control
3
3
90.3+2
-0 cm /rev (55.1 in /rev)
Pressure
21.3 MPa (217 kgf/cm2) (3,089 psi)
Speed
1,600 min-1
Flow
144 L/min (38 gal/min)
Control method
Continuous variable control with the

proportional valve (not included in
fan motor)
42-93
Fan motor structure
1
11
13
12
10
A-A
20
14
MA
MB
TC
17
18
19
T
16
15
B-B
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Output shaft
Case
Thrust plate
Piston assy
Cylinder block
Valve plate
Retainer guide
Retainer shoe
Main bearing
Sub bearing
K95V2J42002
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Oil seal
End cover
Center spring
Make-up valve
Safety valve
Main spool
Spring
Filter (15 m) (*)
Selector valve (*)
Reversing solenoid (*)
(*) Optional parts for reversing fan motor
42-94
Reversing fan control chart

Reversing control
Normal control
ON
Reversing
solenoid valve
OFF
FVR1
Proportional solenoid
valve output current Fv
Proportional
solenoid valve
FVR2
t FV1
t FV1
t FV1
t FV2
t FV2
t AR2
t AR1
t AR2
ON
Reversing
fan switch
OFF
2 sec
Switching timing chart of reversing fan
t: sec
F: mA
t FV1
16
t FV2
18
t AR1
1,800
t AR2
60
F VR1
approx. 340
F VR2
85V2E42047
42-95
Hydraulic circuit (Reverse rotation)

Fan motor (1)
MB
MA
Reverse solenoid (6)
Selector valve (5)
To MCU
(Reversing cooling
fan switch)
Make-up valve (3)
Safety valve (4)

MCU
(Engine water temp. sensor
T/C oil temp. sensor
Hydraulic oil temp. sensor)
Brake
circuit
For brake and pilot pump
Unloader valve
Hydraulic tank
Hydraulic line (reverse revolution)
When the cooling fan reversal switch is "ON", reverse

solenoid valve (6) is magnetized. The solenoid valve
spool moves to the left. Oil from the pump pushes selector valve (5) to the left. As a result, the fan motor turns
into reverse.
115V2U42025
42-96
Secondary Steering
Secondary steering circuit
Speed sensor
Pilot lamp
F13
MCU
To steering valve
Pressure
sensor
Check valve
Check valve
G1/2
G1/2
+24 V
Secondary
steering motor
and pump
G1/2
G1/2
F5
16
cm3/rev
G3/8
11.7MPa
(119 kgf/cm2)
(1696 psi)
G1/2
Check valve
Secondary
steering relay
G1/2
+24 V
Secondary
steering motor
and pump
11.7MPa
(119 kgf/cm2)
(1696 psi)
16
cm3/rev
M
Magnetic switch
(on motor and pump)
Steering pump
90.7 90.7
cm3/rev cm3/rev
Hydraulic line
Electrical circuit
115V2E42025
42-97
Secondary Steering
Secondary steering operation
Motor and
pump
Steering
valve
Check valve
Check valve
The signal from MCU

to magnetic switch
Hose
Machine speed signal
Hose
ON
Machine speed
OFF
(km/h)
85V2E42051
Hose
Block
Pump
Hose
Motor and pump
From
hydraulic tank
Secondary steering hydraulic line diagram

115V2E42026
In normal operation, the oil from the steering pump

flows into the steering valve through the check valve.
And the signal of the pressure sensor is always sent to
the MCU.
With some problems, as the steering hydraulic pressure
goes down while the engine is running, the pressure
sensor signal becomes less than the preset value at the
MCU more than 1 sec. In this condition, if the machine
speed is more than 2 km/h, the MCU sends a signal to
the magnetic switch.
As a result, the secondary steering motor and pump is
driven. Then it is ready to steer the machine.
Pressure sensor preset value
Steering hydraulic pressure
ON: at 0.3 MPa (3 kgf/cm2) (44 psi) or lower
OFF: at 0.4 MPa (4 kgf/cm2) (58 psi) or higher
42-98
Secondary Steering
Secondary steering motor and pump

CW rotation
Magnetic switch
Relief valve
+24 V
Motor
+24 V
Pump
Relief valve
11.7 MPa
(119.3 kgf/cm2)
Customer's power
connection
Customer's
MCU
connection
16
Customer's
ground
connection
Electric/Hydraulic schematic
85V2E42053
Secondary steering motor and pump

Model
ND-K2-D
Discharge (cm3/rev)
16
Relief valve setting pressure

MPa (kgf/cm2) (psi)
11.7 (119.3) (1,696)
85V2E42052
43-1
115ZV-2 Check & Adjustment Hydraulic Group
Check & Adjustment

Hydraulic Group
Loading/Steering Circuit Relief Valve/Ride Control Circuit Reducing Valve (OPT)
........................................................................... 43-2
Hydraulic Cylinder ................................................... 43-15
Stop Valve ............................................................... 43-17
43-2
Check & Adjustment Hydraulic Group
Loading/Steering Circuit Relief Valve/Ride Control Circuit

Reducing Valve (OPT)
Loading circuit relief valve setting
pressures
WARNING
moving.
areas.
- Under the machine
- Around the engine
CAUTION
Be careful, you may get burned if the high pressure
oil spouts out. To prevent such an accident, be sure
to release the residual pressure from the pipe, and
the plug from the pressure measurement port.
CAUTION
Do not touch the fan or V-belt of the engine or a hightemperature section if the engine is running. An accident resulting in injury may occur.
access panel of the engine room. Keep all guards in
place.
engine is stopped.
Measurement instruments
Pressure gauge
30 MPa (300 kgf/cm2) (5,000 psi)
(for loading line with 3 m (10 ft.) hose)
5 MPa (50 kgf/cm2) (1,000 psi)
(for pilot line) with 2~3 m (6~10 ft.) hose
Note
For safety purpose, route the gauge to an area where it
may be safely read by the person doing the test.
Gauge port
Gauge port location
Main relief pressure (1), (2), (3)
Overload relief
pressure
(1), (2), (3)
Pilot line pressure

(Reducing valve)
(4)
Port size
(1), (2), (3)
G (PF) 1/4 with O-ring
(4)
43-3
Measuring loading circuit main relief pressure

Loading line main relief pressure
(at maximum speed) MPa (kgf/cm2) (psi)
20.60.5
(2105) (2,98671)
Loading line overload relief pressure

(at idling speed) MPa (kgf/cm2) (psi)
23.50.5
(2405) (3,41371)
Pilot line
MPa (kgf/cm2) (psi)
3.5
(36) (512)
Hydraulic oil temperature: 505C (1209F)

Reference
Releasing residual pressure from tank and pipes
Keep the bottom surface of the bucket horizontal,
and stop the engine when the bucket is approximately 30 cm (1 ft.) above the ground.
Tilt down the bucket until it comes in contact with
the ground. Place the bucket control lever in the
roll back position, and then lower the boom.
Push down on, then open the cap of the hydraulic
tank to release the residual pressure.
1. Unload the bucket.

position.
4. Press the brake pedal, and lower the boom to the
lowest limit.
5. Attach the pressure gauge 30 MPa (300 kgf/cm2)
(5,000 psi) to the bucket cylinder bottom side (2).
Note
revolution.
7. Move the bucket control lever to the roll back position. Hold the lever at that position.
8. Increase the engine speed to the maximum, and
measure and record the pressure using the pressure gauge.
Adjusting main relief pressure

adjusting screw.
Turn clockwise the adjusting screw to raise the set pressure, or turn counterclockwise the adjusting screw to
lower the set pressure.
IMPORTANT
At the completion of check and adjustment of main
relief valve pressure, be sure to tighten the lock nut.
43-4
Main relief valve
Bucket cylinder
Note
North America equipped M/c's
have a quick connector in port
(3) for testing.
Cap
Lock nut
(1)
Adjusting
screw
(2)
K115V2J43001
Make-up valve
Overload relief
valve
Overload relief
valve
Main relief valve
(3)
95ZV43002
Valve assembly
(4)
(PPI)
(Z2)
(PA)
(PARKING)
(Z)
(Z1)
ACF
(ACCF)
(ACCR)
(TA)
(T)
(P)
Reducing valve
(for pilot)
85V2E43006
95ZV43004
43-5
Measuring loading circuit overload relief

pressure
1. Attach the pressure gauge to the port (3).
((1) for the rod side, (2) for the bottom side, (3) for
the both sides.)
2. Adjust the main relief valve pressure to 24.5 MPa
(250 kgf/cm2) (3,555 psi) + 1/4 additional turn, so
the pressure is above the overload relief pressure.
Bucket cylinder bottom side (gauge port (2) or (3))
1. Lower the boom to the lowest limit.
2. Move the bucket control lever to the roll back position.
Adjusting overload relief pressure

adjusting screw.
IMPORTANT
At the completion of check and adjustment of overload relief valve pressure, be sure to reset the main
relief valve to the original condition.
Overload relief valve
3. Keep the engine speed at low idle.

4. Hold the bucket control lever at the roll back position and record the pressure.
Lock nut
Bucket cylinder rod side (gauge port (1) or (3))

3. Place the shift lever to the forward position.
Note
Avoid Hibernate mode during the measurement.
In the Hibernate mode, the engine speed is decreased
to 775 min-1 at idling under the following coditions:
- when the transmission shift lever is placed at N
position,
- the engine coolant temperature is higher than 60C
(140F), and
- the engine speed is held at 950 min-1 or less for 10
seconds.
Adjusting screw
95ZV43005
43-6
Measuring pilot circuit reducing valve pressure
WARNING
Trapped pressure in brake circuit could cause serious
injury when the plug is removed.
Fully release all residual accumulator pressure
before servicing.
1. Attach the pressure gauge to port (4).
Adjusting pilot line pressure

adjusting screw.
Turn clockwise the adjusting screw to raise the pilot line
pressure.
IMPORTANT
After the completion of the adjustment of the pilot line
pressure, be sure to tighten the lock nut.

Note
position,
(140F), and
seconds.
3. Keep the engine speed at low idle (when the brake
line pressure is normal) and then measure and
record the pressure.
Reducing valve
Lock nut
Adjusting screw
90ZVE43004
43-7
Ride control circuit reducing valve

setting pressures (OPT)
WARNING
moving.
areas.
- Under the machine
- Around the engine
CAUTION
CAUTION
place.
engine is stopped.
Pressure gauge
15 MPa (150 kgf/cm2) (3,000 psi)
(for ride control line) with 3 m (10 ft.) hose
Note
For safety, route the gauge to an area where it may be
safely read by the person doing the test.
Gauge port
Gauge port location
Reducing pressure
AC2
Port size
43-8
Measuring ride control circuit reducing

pressure

Ride control line pressure (reducing valve)
MPa (kgf/cm2) (psi)
8.340.3
(853) (1,20943.5)
X
Reference
Tank
Boom cylinder
bottom side
Valve assembly
(Reducing valve circuit)
AC1
Valve assembly
(Accumulator circuit)
Plug
Reducing
valve
AC
AC2
Accumulator
Valve assembly (Accumulator circuit)
Pump
(T)
Tank
95V2E43003
Reducing valve
Lock nut
(P)
115V2E43001
Adjusting screw
(R)

(Ac1)

Air bleeder nipple

Valve assembly (Reducing valve circuit)
95V2E43004
1. Loosen the air bleeder nipple for releasing internal

pressure from accumulator circuit.
2. Attach the pressure gauge to the gage port AC2.
: Plug AC2: 16.7~20.6 N-m (1.7~2.1 kgf-m)
(12.3~15.2 lb-ft)
3. Keep the engine speed at low idle and then measure and record the pressure.
43-9
Adjusting reducing valve pressure

Loosen the lock nut of the reducing valve and adjust the
pressure by the adjusting screw.
IMPORTANT
At the completion of check and adjustment of reducing valve pressure, be sure to tighten the lock nut.
43-10
Steering circuit relief valve setting

pressures
WARNING
moving.
areas.
- Under the machine
- Around the engine
CAUTION
CAUTION
place.
engine is stopped.
Pressure gauge
30 MPa (300 kgf/cm2) (5,000 psi)
(for loading line with 3 m (10 ft.) hose and steering line
with 1.5~3 m (4~10 ft.) hose)
5 MPa (50 kgf/cm2) (1,000 psi)
(for pilot line) with 2~3 m (6~10 ft.) hose
Note
For safety, route the gauge to an area where it may be
safely read by the person doing the test.
Gauge port
Gauge port location
Port size
Main relief pressure

Overload relief
pressure
Reducing pressure
(1), (2)
(3)
Rc (PT 1/8)
43-11
Steering valve
Steering line main relief pressure

(at maximum speed)
MPa (kgf/cm2) (psi)
20.60.5
(2105) (2,98671)
Steering line overload relief pressure

(at idling speed)
MPa (kgf/cm2) (psi)
24.5 +1.0
0
(250 +100 ) (3,555 +1420 )
Pilot line
MPa (kgf/cm2) (psi)
3.5
(36) (512)
Main relief valve

Reference
Overload relief
valve
95ZV43006
43-12
Measuring steering circuit main relief pressure
Adjusting steering line main pressure

Steering cylinder
(2)

position.
4. Press the brake pedal.
5. Attach the pressure gauge to the gauge port ((1) or
(2)).
Note
revolution.
7. In case the pressure gauge is installed to (1), steer
the machine to the left until the front and rear chassis contact each other.
Continue to hold the steering wheel fully turned.
Note
(1)
North America equipped
M/c's have quick
connectors at ports (1)
and (2).
K115V2J43002

adjusting screw.
Turn clockwise the adjusting screw to raise the steering
line main pressure.
Main relief valve
Lock nut
Adjusting
screw
Note
Because the stop valve is installed into the steering line,
oil pressure does not reach the set point when the
steering is fully turned.
When measuring oil pressure, be sure to apply the articulation stopper or screw the stopper (bolt) in until the
front and rear chassis contact each other.
WARNING
If the machine begins to move with the articulation
stopper applied, it may cause an accident resulting in
injury or death.
After the measurement, be sure to disconnect and
store the articulation stopper.
8. Increase the engine speed to high idle, and measure and record the pressure.
95ZV43007
43-13
Measuring steering circuit overload relief

pressure

Lock nut
Stopper
(bolt)
Installed on
front chassis
Port B to
steering valve
Adjusting
screw
Port A from
pilot valve
Spool
Installed on rear chassis
95ZV43008
115V2U43001
1. Attach the pressure gauge to the port ((1) for the

left turn, (2) for the right turn).
(260 kgf/cm2) (3,697 psi) + 1/4 additional turn, so
the pressure is above the overload relief pressure.
3. Steer the machine until the front and rear chassis
contact each other. Continue to hold the steering
wheel fully turned.
Note
Because the stop valve is installed into the steering line,
oil pressure does not reach the set point when the
steering is fully turned.
When measuring oil pressure, be sure to apply the articulation stopper or screw the stopper (bolt) in until the
front and rear chassis contact each other.
Note
position,
(140F), and
seconds.
5. Keep the engine speed at low idle, and measure
and record the pressure.
Raise the engine speed to 1,000 min-1 if fail to do.

adjusting screw.
WARNING
If the machine begins to move with the articulation
stopper applied, it may cause an accident resulting in
injury or death.
After the measurement, be sure to disconnect and
store the articulation stopper.
IMPORTANT
43-14
Measuring pilot circuit relief pressure

(reducing pressure)
4. Keep the engine speed at low idle and record the

pressure.
Adjusting screw
Lock nut
Adjusting pilot line pressure

adjusting screw.
Turn clockwise the adjusting screw to raise the pilot line
pressure.
IMPORTANT
(T)
After the completion of the adjustment of the pilot line

pressure, be sure to tighten the lock nut.
(A)
(3)
(TS)
(B)
115ZV43007
1. Attach the pressure gauge to the port (3).

Gauge port plug width across flat: 5 mm
Note
position,
(140F), and
seconds.
43-15
Hydraulic Cylinder
Hydraulic Cylinder
Cylinder natural drift
Measurement procedure
WARNING
Standing under the boom or bucket during service
work is dangerous. An accident resulting in injury or
death may be caused.
To prevent such an accident, be sure to lock the
boom and bucket control levers in the cab, securely
support the boom, and remove the starter key.
In addition, hang a "DO NOT OPERATE!" tag on the
steering wheel.
2. Keep the boom and bucket horizontal.

3. Set the parking brake switch to the "ON" position.
4. Lock the boom and bucket control levers using the
safety lock.
5. Stop the engine.
6. Mark the cylinder rod at a point 100~150 mm (4~6
in) away from the cylinder head cover.
7. Measure the accurate distance from the cylinder

head cover to the vinyl tape. This is distance "A"
mm (in). Measure the distance again 5 minutes
later. This is distance "B" mm (in).
- Scale
150~300 mm (1 ft.)
- Stop watch
Cylinder drift (mm/min)

A B (mm) (in)
= -------------(in/min)
5 (min)
- Black vinyl "electrician's" type

Note
Warm-up the hydraulic oil before measuring cylinder
drift.

Boom cylinder (mm/min) (in/min)
3 (1/8) or less
Bucket cylinder (mm/min) (in/min)
4 (5/32) or less
43-16
Hydraulic Cylinder
Reference
Mark
(Vinyl tape)
Scale
95ZV43009
Drift rate depends on the viscosity of the hydraulic oil

and its temperature. In other words, high temperature of
the hydraulic oil reduces the viscosity. Reduction in oil
viscosity increases oil leakage through the seals, and
increases the drift rate. Cold thick oil reduces the drift
rate.
IMPORTANT
At the completion of measurement, if the vinyl tape
used for measurement is not removed from the cylinder rod, the tape may be caught by the rod seal. The
tape will cause oil leakage from the rod seal. To prevent oil leakage, be sure to remove the vinyl tape.
43-17
Stop Valve
Stop Valve
Stop valve adjustment procedure
Reference dimension
Front chassis
Stop valve
(rear chassis)
Stopper
(bolt)
(L.H, R.H)
Front chassis
Rear chassis
Reference dimension
23~27.5 mm
(0.9~1.1 in)
Stopper (bolt) length
Reference dimension
28~48 mm (1.1~1.9 in)
115ZV43004
WARNING
When the machine turns, the clearance in the articulation area closes. As a result, people may be caught,
leading to a severe accident. To prevent such an
accident, observe the following items strictly when
adjusting the steering stopper.
- Stop the engine before starting adjustment of the
stopper bolt.
- When confirming the operation after setup, keep
proper distance from the articulation area of the
machine.
The stop valve works when the spool is pushed in 3 mm
(0.118 in).
Adjust the stopper bolt by using the following procedure.
- Adjust the stopper (bolt) length so that the clearance
between the machine body and the stopper
becomes the reference dimension "28~48 mm
(1.102~1.890 in)" shown in the table below.
Clearance between machine body and stopper

Articulation angle ( )
37
36
115ZV43005
35
Clearance between machine body and

stopper (mm) (in)
28
38
48
(1.102) (1.496) (1.890)
Stopper (bolt) length (mm) (in)
23
25
27.5
(0.906) (0.984) (1.083)
*The target value should be the articulation angle "36",

while not rolling machine.
- After adjustment, turn the steering wheel slowly at a
rate of 5 sec or more per turn, and confirm the clearance between the machine body and the stopper.
- When adjustment is completed, tighten the lock nut
of the stopper (bolt).
: 90 N-m (9.2 kgf-m) (67 lb-ft)
43-18
MEMO
52-1
115ZV-2 Function & Structure Brake Group

Brake Group
Brake System Outline.............................................. 52-2
Brake Units Layout .................................................. 52-3
Unloader Valve ........................................................ 52-4
Valve Unit ................................................................ 52-7
Accumulator ............................................................ 52-9
Brake Valve ............................................................. 52-10
Service Brake .......................................................... 52-14
Parking Brake.......................................................... 52-22
Parking Brake Manual Release............................... 52-30
Brake Circuit Check Valve....................................... 52-32
Auto Brake .............................................................. 52-33
Pressure Sensor (for stop lamp and declutch) ........ 52-36
52-2
Function & Structure Brake Group
Brake System Outline
Brake System Outline

The brake system is the all-hydraulic type, and has two
independent systems consisting of the front system and
the rear system for enhancing safety. The service brake
and the parking brake are the wet disc type.
(Refer to "Hydraulic & Brake Circuit" page 92-4 and
"Brake Circuit" page 92-5.)
Service brake
Oil from the pump is regulated in a range from 6.9~11.8
MPa (70~120 kgf/cm2) (995~1,706 psi) by unloader
valve (22), and accumulated in accumulator (33) provided for the front and rear wheels.
When brake valve (23) is depressed, the pressure oil in
the accumulator enters the disc brake piston chamber
for the front and rear wheels, pushes the piston, and
generates braking power.
Parking brake
The parking brake is the spring applied oil pressure
released type.
Turning on the parking switch turns off solenoid valve
(35) for parking, returns the oil in brake piston chamber
(55) to the tank, pushes the piston with the spring, and
makes the brake effective.
Turning off the parking switch turns on solenoid valve
(35) for parking, oil flows into piston chamber (55),
pushes the pistons over coming the spring force, and
release the brake.
Adjustment of axle internal pressure

While the brake pedal is not pressed, the internal pressure of the hydraulic tank is always applied on the brake
piston chamber, and there is a possibility that the brake
may drag.
To prevent the brake from dragging, the axle housing air
chamber is connected to the hydraulic tank air chamber
so that the pressure inside the axle housing becomes
equivalent to the pressure inside the hydraulic tank.
52-3
Brake Units Layout
Brake Units Layout

The brake system is the all-hydraulic type, and has two
independent systems consisting of the front system and
the rear system for enhancing safety.
The service brake is the wet disc type. The parking

brake is the spring applied oil pressure released type.
115V2E52001
1. Accumulator
2. Solenoid valve (for parking)
3. Solenoid valve (for auto-brake)
4. Brake valve
5. Parking brake
6. Unloader valve
52-4
Unloader Valve
Unloader Valve
(S/N 9001~9050)
To accumulator
B-B
22
24
To fan motor
23
21
20
8
9
To tank
19
Filter
18
17
Pilot port
(accumulator
feedback port)
16
A-A
10
15
12
11
From pump
14
Pump port
Fan motor port
13
Accumulator port
Fan motor port

Pilot port
(accumulator
feedback port)
Tank port
Tank port
Accumulator port
1.
2.
3.
4.
5.
6.
7.
8.
Body
Spring
Spool
O-ring
Plug
Orifice
Orifice
O-ring
PP
Rc
1/8
9.
10.
11.
12.
13.
14.
15.
16.
AC
P
Pilot port
(accumulator
feedback port)
Plug
Plug (gauge port)
Governor plunger
Spring
O-ring
Plug
Pilot valve
Spring seat
Pump port
Outline drawing
17.
18.
19.
20.
21.
22.
23.
24.
Spring
Spring
O-ring
Plug
Adjusting screw
Lock nut
Packing
Cap
K115ZV52001
52-5
Unloader Valve
(S/N 9051~)
To
accumulator
B-B
To tank
22
8
20
25
10
1
19
26
18
To fan motor
21
17
16
Filter
15
12
11
Pilot port
(accumulator
feedback port)
13
A-A
From pump
A
Pump port
Fan motor port
14
Accumulator port
Fan motor port

Pilot port
(accumulator
feedback port)
AC
Tank port
PP
Rc
1/8
Tank port
Accumulator
port
Pilot port
(accumulator
feedback port)
Pump port
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Body
Spring
Spool
O-ring
Plug
Orifice
Orifice
O-ring
Plug
Plug (gauge port)
Governor plunger
Spring
O-ring
K115ZV52002
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
Plug
Pilot valve
Spring seat
Spring
Spring
O-ring
Plug
Adjusting screw
Lock nut
Seat
O-ring
52-6
Unloader Valve
The unloader valve controls the flow rate and the pressure of the hydraulic oil sent from the pump to the accumulator. Body (1) is equipped with ports (pump, fan
motor, accumulator, pilot and tank).
Spool (3) which opens and closes the pump port to the
fan motor port, orifice (6) which regulates the flow rate
to the accumulator port with high priority, and the pressure governor mechanism which controls the pressure
on the accumulator port side are built in the unloader
valve.
Unloader valve operation

While the unloader valve is not operating, spool (3) is
pushed back by spring (2) and the pump port to the fan
motor port is closed. Oil flowing from the pump port is
sent to the accumulator port through orifice (6), and the
pressure at the accumulator port increases accordingly.
When an excess flow rate is generated, spool (3) moves
to the fan motor port side and the excess flow rate flows
out to the port to the fan motor.
The pressure at the accumulator port is transferred to
the inside of the pressure governor through orifice (7).
When the pressure at the accumulator port increases
and exceeds the load of springs (17)(18) applied on
pilot valve (15), the pilot valve opens and increase of
the pressure at the accumulator port stops (cut-out
pressure). At this time, the pressure in the accumulator
connected to the pilot port pushes governor plunger
(11), and continuously releases the pilot valve.
When the pressure in the accumulator decreases and
the spring attached to the pilot valve pushes back the
governor plunger, the pilot valve is closed and the pressure at the accumulator port starts to increase again
(cut-in pressure).
Setting
pressure
OFF
11.80.5 MPa (1205 kgf/cm2) (1,70671 psi)
ON
6.91.0 MPa (7010 kgf/cm2) (995142 psi)
52-7
Valve Unit
Valve Unit
4
Note
Unloader valve (PI)
"Feed back" signal is
acquired from front
brake accumulator.
Loading line
pilot valve
(PPI)
(Z)
(Z1)
(Z2)
(PA)
ACF
(PARKING)
Wet type
parking brake
(ACCF)
(ACCR)
(PI)
(TA)
(P)
Tank
(T)
High pressure
test ports
Unloader valve
"feed back" signal.
Pump port
(from unloader
valve)
P=Pump supply
T=Tank circuit
PI=Pump feedback to unloader
(From ACCF circuit)
ACCR=Accumulator circuit-rear
ACCF=Accumulator circuit-front
PPI=Pilot valve
85V2E52002
WARNING
ACCR
ACCF
To parking brake
ACF
Rc1/8
PI
1
B
2
P
PA
Z2
G1/4
T
ACF T
Rc1/8 G1/2
Z PPI TA Z1
G1/4 G3/8 G3/8 G1/4
115V2U52002
1. Solenoid valve for parking brake

2. Reducing valve [3.5 MPa (36 kgf/cm2) (512 psi)]
(Serves as pressure for loading pilot control and park brake)
3. Check valve
4. Accumulator low pressure sensor
Set value by MCU
[3.90.5 MPa (405 kgf/cm2) (56971 psi)]
Injection Hazard
High pressure test ports contain accumulator pressure [11.8 MPa (1,706 psi)]
that can escape from these 2 plugs.
Depress brake pedal 80~100 times to
completely discharge the brake accumulators prior to removing these test
plugs.
135ZV52035
52-8
Valve Unit
Accumulator low pressure sensor
View A
1: Power (+)
2: Output (+)
3: Common
(V)
5
4
3
2
1
0
10
(102)
(1422)
20
(204)
(2844)
MPa
35
30
2
(306) (351) (kgf/cm )
(4351) (4991) (psi)
95V2E52095
52-9
Accumulator
Accumulator
7
2
3
13
10
12
11
5
8
9
6
95ZV52058
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Body
Hydraulic cap
Gas cap
Piston
V-O-ring
Backup ring
Wear ring
O-ring
Backup ring
Gas valve
Gas valve O-ring
Gas valve guard
Bolt
The accumulator holds a reserve of pressurized oil for

the brake circuit prevent disability of the brakes caused
by a problem with the pump, etc. Two accumulators are
provided in the service brake line. Nitrogen gas at 2.94
MPa (30 kgf/cm2) (427 psi) is charged in the gas chamber.
One accumulator of the same type is provided also in
the dry type parking brake line, locate in the front chassis.
Accumulator specifications
Maximum operating pressure MPa
(kgf/cm2) (psi)
11.80.5
(1205) (1,70671)
Nitrogen gas charging pressure MPa

(kgf/cm2) (psi)
2.940.1
(301) (42714)
Nitrogen gas capacity L (gal)
3.0 (0.793)
52-10
Brake Valve
Brake Valve
37
38
36
35
39
40
44
35
28
55
29
34
17
54
53
16
31
42
41
43
47
A-A
48
49
50
52
51
18
14
Pilot port
19
20
23
32
33
26
21
22
25
Rear
brake port
Accumulator
port
12
24
Tank port
Universal joint assembly
10
2
5
Front brake
port
11
Accumulator
port
5
Pressure sensor port
3
B
1
8
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
45
30
15
13
46
Body
Spool
Spring seat
Snap ring
Plunger
Spring
Plug
O-ring
C-ring
Orifice
O-ring
4
B-B
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Body
Spring
Cover
Oil seal
Plate
C-ring
Spool input
Spring seat
Pilot piston
Case
Spring
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
Spring
Case
Snap ring
Spring
Seat
Dust cover
Mounting plate
Pedal bush
Bolt
Spring washer
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
Pedal
Roller
Spacer
Pedal pin
L-pin
Washer
Pin
Shaft
Spacer
Joint
Pin
115V2E52009
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
Boot
Snap ring
Shaft
Bolt
Washer
Nut
Plate
Spring
Screw
Nut
Pedal cover
52-11
Brake Valve
Brake valve performance chart
Pedal pressing force (F)
N
(kgf)
(lbf)
338 (34.5)
(75)
300
(30.6)
(67)
200
(20.4)
(45)
162(16.5)
(36.4)
100
(10.2)
(22)
93.3(9.5)(21)
76.1
(7.76)
(17)
67.1(6.84)
(15)
0
Output oil pressure (Brake port)
MPa
(kgf/cm2)
(psi)
4
(40)
(580)
3.9
10
15
18.5 19
10
15
18.5 19
Pedal stroke
4.90
(50.0)
(711)
2
(20)
(290)
1.57
(16.0)
(229)
0.36
(3.7)
(52)
( )
0
MPa
(kgf/cm2)
(psi)
Output oil pressure (Brake port)
( )
5
4
(41)
(580)
3.9 5
Pedal stroke
4.94
(50.4)
(716)
2
(20)
(290)
0 0.41
(4.2)
(59)
2
(20)
(290)
4
(41)
(580)
5.35
(54)
(768)
MPa
(kgf/cm2)
(psi)
Pilot oil pressure (pilot port input)

K115V2U52006
52-12
Brake Valve
Brake valve outline
While the valve is not operating
The brake valve is integrated into the pedal and converts the pump oil pressure into the pressure corresponding to the pedal pressing force, and transmits it to
the brake.
The brake valve is the tandem type, and consists of two
independent systems. When the right side pedal is
depressed, the movement of right side pedal is transmitted to a left side pedal by the linkage and brake is
applied. But when the left side pedal is depressed, only
left pedal is worked.
The valve is the closed center type (in which the import
is closed while the pedal is released). High pressure is
always applied on the in-port side to improve the
responsiveness during operation.
35
18
Pilot port
23
20
26
22
B1 Rear brake
Accumulator A1
2
5
13
B2 Front brake
Accumulator A2
2
5
T Tank
Pressure sensor port

B-B
95V2E52003
52-13
Brake Valve
Between spool input (18) and spools (2) in the brake
valve, springs (22)(23) which convert pedal pressing
force into output oil pressure are installed.
In addition, two spools (2) are installed for series in the
center of the main body of the brake valve. Plungers (5)
which transmit the control oil pressure to spool as the
hydraulic reactive force are built in each spool.
While the valve is not operating, each spool is returned
to the non-operation position by springs (6)(13).
As a result, the passages from out-ports B1, B2, and
pressure sensor port to tank port are opened, and the
pressure inside the brake piston chamber becomes
equivalent to the pressure in the tank.
In addition, oil sent from the pump is stored in the accumulator, and sent to the in-ports A1 and A2. But the passages from in-ports A1, A2 to out-ports B1, B2 and
pressure sensor port are shut down by each spool (2),
and high pressure oil from the accumulator is maintained.
While the valve is operating

When the brake pedal is pressed, spool input (18) and
pilot piston (20) are pushed by way of roller (35).
Spool input (18) and pilot piston (20) lets each spool (2)
drop down by way of springs (22)(23). When spools (2)
are pushed down, at first the passage from out-port B1,
B2, and pressure sensor port to the tank port are shut
down.
When spools (2) are pushed down further, the passages
from in-ports A1, A2 to out-ports B1, B2 are opened and
pressure oil from the accumulator is sent to the brake
piston chamber to apply the brake.
Pressure oil of in-ports A1, A2 side act on plunger (5)
inside the each spool (2) through the orifices and works
as the hydraulic reactive force to return spools (2)
upward.
When the sum of hydraulic reactive force and spring
load (6)(13) becomes balanced with spring load
(22)(23), it returns spools (2) to shut down the passages
A1-B1 and A2-B2 to hold the pressure.
By this operation, spring load (22)(23)(26) by deflection
are transmitted to the operator as pedal pressing force
and the pressure in proportion to the pedal pressing
force is obtained.
While the valve is releasing

When the brake pedal is released, spool input (18) and
pilot piston (20) are pushed back by spring (26). Compressed springs (22)(23) are extended, and each spool
(2) is returned upward to the non-operation position by
the sum of hydraulic reactive force and spring load
(6)(13).
After the passages from out-ports B1, B2 and pressure
sensor port to in-ports A1, A2 is shut down by spool (2),
the pressure of out-ports B1, B2 and pressure sensor
port is opened to tank port, and then the brake operation
is released.
52-14
Service Brake
Service Brake
Piston stroke adjuster
15
16
13
Service brake operation

Oil from the pump is regulated in a range from 6.9~11.8
MPa (70~120 kgf/cm2) (995~1,706 psi) by the unloader
valve, and accumulated in the accumulator provided for
the front and rear wheels.
Wheel hub
14
When the brake valves are depressed, the pressure oil

in the accumulator enters the disc brake piston chamber
for the front and rear wheels, pushes the piston, and
generates braking power.
Brake oil
inlet port
While the brake pedal is not pressed, the internal pressure of the hydraulic tank is always applied on the brake
piston chamber, and there is a possibility that the brake
may drag. To prevent the brake from dragging, the axle
housing air chamber is connected to the hydraulic tank
air chamber so that the pressure inside the axle housing
becomes equivalent to the pressure inside the hydraulic
tank.
12
Axle housing
1
5
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
10 11
115ZV52003
Internal gear hub

Brake piston
Piston return spring
Steel plate
Friction disc
Disc gear
Axle shaft
O-ring (for brake piston)
O-ring (for brake piston)
O-ring (for gear hub)
O-ring (for gear hub)
Air bleeder nipple
Socket bolt
Tolerance ring
Sleeve
Bushing
The service brake is an enclosed wet type multi-plate

hydraulic brake, and is incorporated in the axle housing.
This type of service brake ensures good braking power
even in muddy or sandy soil.
Even if the brake disc is worn, the integrated adjustment
mechanism always adjusts for a constant pedal stroke.
52-15
Service Brake
Service brake friction disc

6.8 0.1 mm (0.268 0.004 in)
430 mm (16.9 in)
5 0.15 mm (0.197 0.006 in)
1.2 mm (0.047 in)
0.55 mm (0.022 in)

Detailed drawing of groove
115V2E52011
Each friction plate has linings (paper material) on the

contact faces on both sides.
To reassemble the brake disc plates, be sure to align
holes (H) of three friction plates with each other to
ensure smooth flow of gear cooling oil.
Note
When installing friction discs, soak these in oil and antichatter mixture for at least 30 minutes prior to installation.
52-16
Service Brake
Service brake steel plate
The steel plate shown in the lower figure has the section
(A) where several teeth are intentionally absent. This
steel plate should be installed on the brake backing
plate side (outer side of the machine body). The section
(A) of this plate is used for measurement of friction plate
wear. If this steel plate is installed incorrectly, measurement of wear is disabled.
Spring pins
Therefore, this steel plate should be installed correctly

with regard to the tooth location so that the teeth cut-off
section is located (or indexed) as shown in the figure.
Friction disc
There is no inside or outside on this plate either. It may

be installed either way.
(A)
Cooling
holes
(A)
Steel plate
Spring pins
Internal gear
Friction disc wear

measurement
point
115ZV52005
A brake disc includes three steel plates, and the tooth

pattern of three steel plates differ from each other. Carefully install the steel plates.
The steel plate shown in the upper figure should be
installed on the piston side. As to the installation direction, this steel plate can be installed either side inward
as there is no inward or outward direction.
52-17
Service Brake
Service brake piston

Upper side
4
4
6
3
4
A
4
6
1. Hole for piston return spring

(16 positions on circumference)
2. Hole for brake pedal stroke adjusting mechanism
(6 positions on circumference, M10 x 1.5)
3. Hole for pushing in piston
use a M10 x 1.5 - 45~50 L (1.8~1.97 in)
(Fully threaded) for this.
(4 equivalent divisions of circumference)
4. Hole for removing piston
(6 positions on circumference)
5. Hole for prevention of close contact between piston
and internal gear hub
6. Cooling oil hole
A-A
115ZV52006
52-18
Service Brake
Service brake pedal stroke adjusting mechanism
Fig. 2
1.8 mm
(0.07 in)
Brake stroke
adjusting
mechanism
115ZV52030
115ZV52007
This shows the automatic adjuster function which

always offers a constant pedal stroke as the brake disc
wears.
Fig. 1
When the brake disc wears and the brake piston is

shifted by approximately 1.8 mm (0.07 in) or more, the
sleeve is gradually pulled out to the left by the socket
bolt by the amount corresponding to the wear. At that
time, there is clearance of approximately 1.8 mm (0.07
in) between the sleeve and the socket bolt.
Fig. 3
Piston Sleeve
Tolerance ring
Approx.
1.8 mm
(0.07 in)
1.8 mm
(0.07 in)
Socket bolt
Bushing
115ZV52028
115ZV52031
When the brake disk is not worn and the hydraulic pressure is not applied on the brake piston, the piston is
pulled back by the return spring. At that time, there is
clearance of approximately 1.8 mm (0.07 in) between
the sleeve and the socket bolt.
When the brake pedal is released and the hydraulic

pressure is not applied on the brake piston, the brake
piston is pulled back by the return spring by approximately 1.8 mm (0.07 in), and stopped by the sleeve. In
other words, the brake piston return amount is set to
approximately 1.8 mm (0.07 in) so that a constant pedal
stroke is always offered. Motions of the sleeve are regulated by the tolerance ring (spring). The sleeve is not
moved by the return spring force of the piston.
52-19
Service Brake
Tolerance ring
Wave
Tolerance ring
95ZV52020
The tolerance ring tightens easily the shaft (sleeve) and

the boss (bushing) to transmit the torque and the thrust
force. The tolerance ring is a press-in ring made of elastic wave sheet steel.
Installation procedure
Boss (bushing)
Tolerance ring
Shaft (sleeve)
95ZV52021
- Attach the tolerance ring to the boss (bushing).

- Press-fit the shaft (sleeve).
52-20
Service Brake
Brake circuit air bleeding procedure

Valve assembly
(Brake manifold block assembly)
Solenoid valve
for auto brake
Solenoid
valve for
parking
Service brake valve
WARNING
Unexpected movement of the machine may cause a
severe accident. To prevent such an accident, take
the following safety measures when performing air
bleeding with the engine running.
- Block the tires with chocks to prevent the wheel
from moving.
- Determine the signals between the persons related
to this work for engine starting to prevent an accident.
- When moving up the boom, install a safety column
under the boom.
- Apply the articulate stopper.
IMPORTANT
Before bleeding the service brakes, it is important to
remove all air from the brake valve manifold block,
and all related valves.
These include the reducing valve and park brake
valve. Failure to do this correctly will result in unsatisfactory brake modulation.
Perform the following to do this:
1. Verify that the wheels are securely blocked, and the
articulation lock is in the "locked" position.
Air bleeder
nipple
2. Charge the accumulator to full pressure, and then,

shut off the engine.
Auto brake solenoid valve
3. Turn the parking brake solenoid valve release knob

counterclockwise, then, back to neutral, five times
at five-second intervals between each turn.
Position the knob back to the normal position when
finished.
4. Connect a clear vinyl tube [About 1.5 meters (5 ft.)
long] to the brake pedal air bleeder nipple, and
open the bleeder nipple.
Reducing valve
Button
(diameter:
approximately
4 mm)
Solenoid valve
for auto-brake
5. Press the auto-brake solenoid valve release button

five times at five-second intervals between each
turn. Position the knob back to the normal position
when finished.
Solenoid valve
pressure nut
6. Close the bleeder nipple and remove the vinyl tube

from the brake valve.
115V2E52002
52-21
Service Brake
Bleeding air from brake pipes and axle

housing hubs
Bleeding air from parking brake housing

Air bleeder nipple
Air bleeder nipple

Vinyl tube
2nd propeller shaft

Vinyl tube
115V2E52010
70ZV52019
1. Connect a vinyl tube to the air bleeder nipple provided in the axle housing, and place an oil can for
hydraulic oil recovery.
(The air bleeder nipple is equivalent to the one provided in the brake valve).
2. Loosen the air bleeder nipple a little. Press and
hold the left brake pedal until oil containing no air
comes from the air bleeder nipple. After that,
tighten the air bleeder nipple.
Perform this operation for each of the four wheels.
: Air bleeder nipple
9 N-m (0.9 kgf-m) (6.5 lb-ft)
1. Connect a vinyl tube to the air bleeder nipple provided in the axle housing, and place an oil can for
hydraulic oil recovery.
(The air bleeder nipple is equivalent to the one provided in the brake valve).
2. Loosen the air bleeder nipple a little. Turn the park
brake solenoid valve release knob counterclockwise until oil containing no air comes from the air
bleeder nipple. After that, tighten the air bleeder
nipple.
: Air bleeder nipple
9 N-m (0.9 kgf-m) (6.5 lb-ft)
Position this release knob to the normal position
when finished.
52-22
Parking Brake
Parking Brake
(S/N 9001~9050)
2nd Propeller shaft
13
14
10
7
17
8
15
19
21
12
11
18
16
20
Front differential assy
115V2E52003
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Housing
Piston
Housing
Spring
Spring
Head pin
Bolt
Straight pin
O-ring
Back-up ring
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Friction disc
Separation disc
Flange nut
Nut
Gear
Flange
Oil seal (single lip)
Oil seal
Pin
Spring pin
21. Spring
52-23
Parking Brake
(S/N 9051~9100)
2nd Propeller shaft
7
14
19
2
12
8
3
11
16
10
13
18
17
15
K115V2J52003
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Housing
Piston
Housing
Spring
Spring
Head pin
Bolt
Straight pin
O-ring
Friction disc
11.
12.
13.
14.
15.
16.
17.
18.
19.
Separation disc
Gear
Housing
Oil seal
Pin
Spring pin
Spring
Oil seal (double lip)
52-24
Parking Brake
(S/N 9101~)
2nd Propeller shaft
7
2
14
19
12
8
3
11
16
10
13
18
17
15
K115V2J52004
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Housing
Piston
Housing
Spring
Spring
Housing
Bolt
Straight pin
O-ring
Friction disc
11.
12.
13.
14.
15.
16.
17.
18.
19.
Separation disc
Gear
Housing
Oil seal
Pin
Spring pin
Spring
Oil seal (double lip)
52-25
Parking Brake
Parking brake operation

The parking brake is the spring applied oil pressure
released type.
Turning on the parking switch turns off the solenoid
valve for parking, returns the oil in the brake piston
chamber to the tank, pushes piston (2) with springs
(4)(5), and makes the brake effective.
Turning off the parking switch turns on the solenoid
valve for parking, oil flows into the piston chamber,
pushes pistons (2) to the upward over coming spring
force (4)(5), and release the brake.
Operation of parking brake

Parking switch
ON
OFF
Solenoid valve
Power OFF
Power ON
Oil discharge
Oil charge
Braking
Released
Brake piston chamber

Parking brake
Turning the starter key off works the same as turning the
parking switch "ON".
13
14
5
A
(0.197~0.236 in)
5~6 mm
(S/N 9001~9050)
1
7
Brake oil
115V2U52005
52-26
Parking Brake
(S/N 9051~9100)
A
1
5
4
Brake oil
K115V2J52004
(S/N 9101~)
5
1
7
Brake oil
K115V2U52005
52-27
Parking Brake
Note
- To check the wear on parking brake, stop the engine
and measure the dimension A.
A: the dimension from the end face of manual
release bolt (7) to machined surface of housing (1).
With new discs and plates, this measures
26.41.3 mm (1.0390.051 in) (S/N 9001~9100)
42.41.3 mm (1.6690.051 in) (S/N 9101~)
With completely worn out discs, and plates this measures
22.41.3 mm (0.8810.051 in) (S/N 9001~9100)
38.41.3 mm (1.5120.051 in) (S/N 9101~)
- When the parking brake is operated as emergency
around maximum speed out of necessity, check the
wear on parking brake.
- Bolt (7) must be tight in the piston to take this measurement.
52-28
Parking Brake
Parking brake friction disc

Seven friction plates and seven steel plates are assembled in the parking brake disc.
7.40.1 mm (0.2910.004 in)
5.00.1 mm (0.1970.004 in)
220 (8.7 in)

330 (13.0 in)
0.82 mm (0.032 in) or more

1.0 mm (0.039 in)
5.7 mm (0.224 in)

95V2E52009
1. Core plate
2. Lining (paper material)
Parking brake steel plate
394 (15.5 in)
220 (8.7 in)
P.C
(14 .D 3
6
.4
i n) 5 m
m
5.00.1 mm (0.1970.004 in)
Flatness: 0.5 mm (0.020 in) or less

95V2E52010
52-29
Parking Brake
Parking brake solenoid valve

Spring chamber (brake actuator)
B
Reducing
valve
Solenoid
Knob
T
Seat
face A
Seat
face B
Manual release
(counterclockwise
rotation)
Spool
Tank
P T
Solenoid valve operation
Solenoid valve specifications

Voltage
Amp
a
0
Volt
Varistor
95ZV42079
While the parking switch is ON (that is, while the power

is not supplied to the solenoid), the seat face A is closed
and the seat face B is open. As a result, the spring
chamber port is connected to the tank, and the parking
brake is applied.
When the parking switch is set to OFF (that is, when the
power is supplied to the solenoid), the spool is pushed
to the left, the seat face A is open, and the seat face B is
closed. As a result, the oil from the reducing valve
enters the spring chamber, and the parking brake is
released.
Note
The varistor (variable resistor) is used for the solenoid
coil to protect the circuit.
DC 24 V
Current
0.92 A
Resistance
26.2
85V2E52007
52-30
Parking Brake Manual Release

If the park brake cannot be released due to an electrical
problem, such as a failed park brake solenoid valve coil
or electrical circuit, perform the following operation.
WARNING
Sudden accidental movement of the machine could
result in serious injury or death.
Before manually operating the parking brake solenoid:
- Lower the boom and attachment to the ground.
- Place chocks on both sides of the tires.
- Be sure the machine is in neutral and engine is
stopped.
(S/N 9001~9050)
14
13
1
7
WARNING
If the flange nuts are not returned to the original position, the parking brake is disabled and may result in a
severe accident.
Make sure to return the flange nuts to the original
position after manually releasing the parking brake.
115V2E52005
1. Remove each of two places of lock nuts (14) from

manual release bolt (7) and tighten flange nuts (13)
until contacting with housing (1).
2. Furthermore tighten each of the two places of
flange nuts (13) alternately and evenly.
When flange nuts (13) are tightened until they feel
rather tight, the brake is released.
Reference:
After contacting with housing (1), approximately 3 or 4
additional turns of flange nuts (13) will release the parking brake.
52-31
(S/N 9051~)
Top
Hose band
Rubber cap
7
1
Lock bolt
Flange nut
Detail of A
1. Remove the lock bolt on the front differential and

remove the flange nuts from both parts (A).
2. Loosen the hose band and remove the rubber cap
from manual release bolt (7).
3. Install the flange nuts, which were removed at step
1, to manual release bolt (7).
4. Tighten the flange nuts alternately and evenly until
contacting with housing (1).
5. Then, tighten the flange nuts until you feel the nuts
are rather tight; the brake is released.
Reference
After contacting with housing (1), approximately 3 or 4
additional turns of the flange nuts will release the parking brake.
K115V2J52005
52-32
Brake Circuit Check Valve
Brake Circuit Check Valve
Poppet
(T)
(P)
Pump supply
through reducing
valve
(TA)
Seat face
(ACCR)
(PARKING)
(ACCF)
(PA)
(Z1)
(ACF)
(Z)
(Z2)
(PPI)
B (ACCF)
Reducing
valve
Accumulator
Valve assembly
The pressure oil fed from the pump pushes down the
poppet, opens the seat face, and flows into the accumulator circuit. It also flows into the reducing valve. (ACCF
side only)
When the pressure oil is not fed from the pump (either
the unloader valve is "cut-out" or the engine is shut off),
the poppet is pushed up by the pressure in the accumulator circuit, and the seat face is closed to prevent back
flow.
This allows the accumulator circuit to store oil under
pressure for emergency braking.
There is one check valve for the front brake accumulator circuit and another for the rear.
P=Pump supply
T=Tank circuit
PI=Pump feedback to unloader
(from ACCF circuit)
ACCR=Accumulator circuit-rear
ACCF=Accumulator circuit-front
PPI=Pilot valve circuit
85V2E52010
52-33
Auto Brake
Auto Brake
When the traveling direction is switched over between
forward and reverse at a machine speed of 12 km/h (7.5
mph) or more, the auto brake is applied to protect the
transmission clutches.
When the machine speed is too high, the auto brake is
applied also to prevent problems caused by excess
speed in the engine and the transmission (over speeding).
Auto brake circuit

To front
service brake
23
From unloader
valve (Pump)
29
MCU
signal
37
1. When the traveling direction is switched over

between forward and reverse at a machine speed
of 12 km/h (7.5 mph) or more while the shift lever is
set to position A.
2. When the machine speed is too high in each speed
range. Actual speed will vary with tire size.
Speed range
Shown in the "released" position

To rear
service brake
Auto brake operation set value
1.6 MPa
(16 kgf/cm2)
(230 psi)
From unloader valve
115V2E52012
When the auto brake signal enters from the MCU to the
solenoid valve for auto brake, solenoid valve (29) is
energized and magnetized. The pilot oil from unloader
valve (22) enters the pilot port of left brake valve (23)
through reducing valve (37) (setting pressure: 1.6 MPa
(16 kgf/cm2) (230 psi)), and actuates the pilot piston and
the spool of the brake valve.
When the spool is moved over, the high-pressure oil
coming from the pump through the unloader valve
enters the front and rear brake piston chambers to apply
the service brake.
Set value km/h (mph)

F
1st
Approximately 13
(8.125)
Approximately 12
(7.5)
2nd
Approximately 22
(13.75)
Approximately 24
(15.0)
3rd
Approximately 36
(22.5)
Approximately 36
(22.5)
4th/A
Approximately 39
(24.375)
52-34
Auto Brake
Reducing valve (for Autobrake circuit)
Orifice 1
Plunger
Orifice 2
Pilot oil circuit
Z
Seat face A
From unloader
valve
Brake valve
B
Seat face B
Tank
T
Spool
Reducing valve
(for autobrake)
Passage Y
Solenoid valve
(for autobrake)
115V2U52004
This reducing valve provides pilot oil pressure to operate the auto brake.
The oil fed from the unloader valve circuit flows into the
pilot oil circuit by way of passage Z. The oil pressure in
the pilot oil circuit is applied also on chamber C by way
of orifice 1.
When the oil pressure in the pilot oil circuit is at or
above the set pressure, the oil in chamber C unseats
the ball by way of orifice 2, and escapes to the tank by
way of passage Y.
As a result, the pressure in chamber C decreases, then

the plunger moves down and closes passage Z so that
the pressure on the pilot oil circuit side does not exceed
the set pressure.
When the oil pressure on the pilot oil circuit side
becomes less than the set pressure, the ball moves up
and the pressure at chamber C becomes equivalent to
the pressure on the pilot oil circuit side (B). As a result,
the plunger moves up by a spring, opens the passage Z,
then introduces the unloader pressure to the pilot oil circuit side so that the pressure is maintained at the specified value.
52-35
Auto Brake
When the solenoid valve for auto brake is energized
and magnetized, this pressurized oil is supplied to the
brake valve through the solenoid valve for auto brake
and brake is applied.
Set pressure
1.3 MPa (13 kgf/cm2) (185 psi)
Solenoid valve (for Autobrake circuit)

When the auto brake actuation signal is not given by the
MCU (that is, when the power is not supplied to the
solenoid), the seat face A is closed and the seat face B
is open. As a result, the brake valve port is connected to
the tank, and the auto brake is not applied.
When the auto brake actuation signal is given by the
MCU (that is, when the power is supplied to the solenoid), the spool is pushed to the upward, the seat face A
is open, and the seat face B is closed. As a result, the
oil from the reducing valve enters the brake valve, and
the brake is applied.
Voltage
DC 24 V
Current
0.92 A
Resistance
26.2
Amp
a
0
Volt
Varistor
95ZV42079
Note
The varistor (variable resistor) is used for the solenoid
coil to protect the circuit.
52-36
Pressure Sensor (for stop lamp and declutch)

Pressure sensor (for stop lamp)
Left brake valve
Pressure sensor for stop lamp

and declutch
115V2E52007
This pressure sensor that set valve is controlled by the

MCU is installed between the brake valve and the front
brake.
When the brake pedal is depressed and the pressure
increases to the setting of the MCU (0.26 MPa (2.5 kgf/
cm2) (35 psi)), the stop lamp turns on.
52-37
View A
1: Power (+)
2: Output (+)
3: Common
85V2E52012
(V)
5
4
3
2
1
0
1
(10)
(140)
2
(20)
(285)
3
(30)
(435)
4
(40)
(570)
5
(50)
(715)
MPa
(kgf/cm2)
(psi)
65V2E52003
Pressure sensor (for Declutch)

Refer to "Electrical Group: Adjustable declutch preset
switch".
52-38
MEMO
53-1
115ZV-2 Check & Adjustment Brake Group
Check & Adjustment

Brake Group
Brake Circuit Oil Pressure ....................................... 53-2
Service Brake .......................................................... 53-6
Parking Brake.......................................................... 53-9
53-2
heck & Adjustment Brake Group
Brake Circuit Oil Pressure

WARNING
accident resulting in injury or death. Therefore, to
provide repair service with the engine running, be
sure to observe the following items:
moving.
- Determine the signals between the service men.
Unloader valve setting pressure
(PPI)
(Z2)
(Z)
(Z1)
(PA)
ACF
(PARKING)
(ACCF)
(ACCR)
(TA)
(T)
(P)
ACF port
Valve assembly
85V2E53001
WARNING
Injection Hazard
Depress brake pedal 80~100 times
to completely discharge the brake
accumulators prior to removing
these test plugs.
135ZV52035
Brake line main pressure is regulated by the unloader

valve.
53-3
Unloader valve setting pressure measurement
Unloader valve setting pressure adjustment

(S/N 9001~9050)
24
Hydraulic pressure gauge
20 MPa (200 kgf/cm2) (3,000 psi)
22
21
Fan motor port
Gauge port
ACF port on valve assembly: Rc (PT) 1/8

Cut-out
Cut-in
Pump port
11.80.5 MPa (1205 kgf/cm2) (1,70671 psi)

2
6.91.0 MPa (7010 kgf/cm ) (995142 psi)
Unloader valve
70ZV53001
1. Lower the boom to the lowest limit, and tilt the
bucket down to the ground.
Then set the parking brake switch to the "ON" position.
(S/N 9051~)
21
22
Fan motor port
2. Stop the engine. Repeatedly depress and release

the brake pedal till you feel light brake to discharge
accumulator pressure.
3. Remove one of the ACF port plug on the valve
assembly and attach the pressure gauge to the
port.
: Port plug: 11.3 N-m (1.15 kgf-m) (8.3 lb-ft)
4. Start the engine, and keep the speed at low idle.
Measure and record the pressure when the pointer
of the pressure gauge stops rising (cut-out pressure).
5. Keep the engine at low idle, and repeatedly
depress and release the brake pedal to reduce the
accumulator pressure. Measure and record the
pressure when the pointer of the pressure gauge
stops and then starts rising again (cut-in pressure).
Note
If the pressure gauge is not available, refer to the pressure value displayed on the MODM.
Refer to "Brake Main pressure 1" "Brake Main pressure
2" of MODM "Input/Output Monitor" page 62-85 and 9245 for information.
Pump port
Unloader valve
K115ZV53002
1. Remove cap nut (24) and loosen lock nut (22).

2. Adjust the pressure by adjusting screw (21).
Turn the screw clockwise to raise the pressure.
Note
In a case that the "ON" or "OFF" pressure does not
match the standard setting pressure, set the "ON" (cutin) pressure to the standard setting pressure.
: Lock nut (22): 16.7 N-m (1.7 kgf-m) (12.3 lb-ft)
: Cap nut (24): 78.5 N-m (8.0 kgf-m) (57.86 lb-ft)
53-4
Check & Adjustment Brake Group
Brake valve oil pressure
1. Check to be sure the brake valve is fully released.
Force
3. Release the brake pedal to check that the oil pressure drops to zero in proportion to the pedal angle.
In addition, visually check for brake oil leakage.
19
Pe
da
la
ng
le
2. Press down the brake pedal to check that the oil

pressure rises in proportion to the pedal angle.
15
0
m
m
45
Note
If the pressure gauge is not available, refer to the pressure value displayed on the MODM.
Refer to "Brake Pedal Output Oil Pressure" of MODM
"Input/Output Monitor" page 62-85 and 92-45 for information.
85V2E53002
Brake valve oil pressure measurement

Hydraulic pressure gauge
10 MPa (105 kgf/cm2) (1,500 psi)
Gauge port
Remove air bleeder nipple fitting on the axle housing,
and then install the pressure gauge to the bleeder position.
Size of air bleeder port: Rc (PT) 3/8
(In case of the bleeder valve: M10 X 1.0)
Air bleeder nipple fitting

[59 N-m (6.0 kgf-m) (43 lb-ft)]
85ZVE53001
53-5
Brake valve performance
Output oil pressure (brake port)
MPa
(kgf/cm2)
(psi)
4
(40)
(580)
4.90
(50.0)
(711)
2
(20)
(290)
1.57
(16.0)
(229)
0.36
(3.7)
(52)
( )
0
10
3.9 5
15
Pedal stroke
18.5 19
K115V2U53001
Refer to the curve shown in the above figure.

When the measured value does not match the performance curve, check the following points.
Possible cause
Malfunctioning brake valve
Solution
Repair or replacement
Brake line oil pressure low

(Pump, reducing valve malfunction)
Check and repair
Blown brake seals
Repair
Lost plugs in axle or hub
Repair
IMPORTANT
After measuring oil pressure, be sure to tighten the
air bleeder valve. Also be sure to bleed air.
53-6
Service Brake
Service Brake
Service brake performance check
Method 2
Method 1
If no test course available as described "Method 1",

carry out the following method.
IMPORTANT
WARNING
Separate the test course by using rope etc. and keep
persons away from the test course. In addition, post
persons in several positions near the course to warn
others and avoid an accident while checking the service brake performance.
Condition
1. Test course
Level, straight, dry and the paved ground.
2. Run the machine and depress the brake pedal at
35 km/h (22 mph).
Measure and record the braking distance.
Braking distance
20 m (22 1/4 yard) or shorter
Possible causes of extremely long braking distance
Possible cause
Solution
Low brake line pressure
Check and repair
Friction plate wear
Check and repair
Brake valve malfunction
Check and repair
Note
The brake performance check condition and standard
measurement value are based on the law and the regulation in Japan.
When checking the service brake performance, follow
the law and/or local regulation in your country, state, or
province.
The following method is easy and simple, however it

is not an accurate way, because the braking force
and rim-pull may vary on each machine. Confirm
engine & transmission performance via using a stall
test. See page 03-3.
Reconfirm the brake performance by the method 1 as
soon as possible.
WARNING
Before starting brake performance check, be sure to
observe the following items:
- Place the machine on level ground.
- Check that there is enough clearance for brake
performance check around the machine.
- During performance check, prohibit any person to
walking near the machine.
1. Lower the boom to the lowest limit, and roll back
the bucket fully until the bucket contacts to the stopper.
2. Set the parking brake switch to the "OFF" position.
3. Set the declutch switch to OFF, and then depress
the brake pedal all the way to the floor.
4. Set the shift lever to 2nd reverse speed.
5. Gradually increase the engine speed. The machine
should not move at the maximum engine speed.
Possible cause of machine moving during brake
performance check.
Possible cause
Solution
Low brake line pressure
Check and repair
Friction plate wear
Check and repair
Brake valve malfunction
Check and repair
53-7
Service Brake
Service brake friction plate wear measurement

A
Air bleeder nipple
200 mm
slide caliper
Slide
caliper
Steel plate
Brake
backing
plate
Friction plate
115ZV53002
IMPORTANT
Oil inlet port
Spring pin
Inner steel
plate
Internal gear
Top
about
2.5
Spring pin
Outer steel
plate
After inserting calipers, do not rotate the wheels. If

the wheels are rotated, the calipers may be caught
and broken by the reduction gear. In this case, the
reduction gear must be disassembled.
115ZV53003
WARNING
Unexpected movement of machine could cause serious injury or death. To prevent such an accident,
observe the following items before checking the
brake friction plate wear:
- Stop the engine.
- Determine the signals between the persons related
to this work for engine starting to prevent an accident.
- Prohibit any person from walking into the dangerous area.
Turn the planetary gear so that the oil supply plug is

positioned at 2.5 from the top. Check that the teeth of
steel plate are as shown (only one section of the plate
circumference is as shown in the figure).
Insert calipers to the inner steel plate to measure the
dimension A.
Note
During measurement, be sure the service brake is
applied.
The wear limit for dimension A is 35.2 mm (1.386 in).
Note that dimension A is 40.4 mm (1.590 in) when the
plate is new and unused.
Note
To aid quick measurement on the front axle-raise the
front of the machine so the front tires clear the ground
by about 25 mm (1 in). This allows easy rotation of the
wheel to align the gear teeth.
53-8
Service Brake
Cautions on installing brake discs
Upper side
When only the friction plates or the steel plates are to be

replaced, if the brake piston and brake stroke adjusting
mechanism are installed as they are, the brake may
drag and the brake discs may seize.
Push back the brake piston and brake stroke adjusting
mechanism by using the following procedure.
1. Loosen the axle housing air bleeder nipple.
2. Insert bolts into four holes for pushing back the
brake piston, then tighten the four bolts evenly. The
piston should return evenly.
Bolt size for pushing brake piston back (4 required)
M10 x 1.5 - 45~50 (1.8~1.97 in) (Fully threaded)
For pushing down

brake piston
3. After pushing back the piston, confirm dimension A

from the piston end face to the wheel hub end face.
IMPORTANT
Wheel bearings must be adjusted correctly to get an
accurate measurement for dimension A. Dimension
should be equal at top and bottom.
A: 186.85~188.25 mm (7.356~7.411 in)
115V2E53001
Note:
Piston stroke B:
1.45~4.35 mm (0.057~0.171 in)
4. After confirming that the piston is fully retracted
(Dimension A is correct) remove all four bolts.
A
B
Wheel hub
Brake piston
115V2E53002
5. After finishing the installation work, bleed air completely from the brake line.
53-9
Parking Brake
Parking Brake
Parking brake performance check
Method 2
Method 1
If no test course available as described "Method 1",

carry out the following method.
IMPORTANT
WARNING
1. Test course
1/5 slope (Approx. 11 19')
2. Bucket empty
3. Parking switch ON
1. Set the parking brake switch to the "ON" position.
2. Disconnect the cable connector of parking brake

solenoid valve.
No movement on 1/5 slope

Possible cause of machine moving during brake
performance check
Possible cause
WARNING
- Place the machine on level ground.
Condition
Wear or breakage of brake disc
The following method is easy and simple, however it

is not an accurate way, because the braking force
and rim-pull may vary on each machine.
Confirm engine & transmission performance via stall
test. See page 03-3. Reconfirm the brake performance by the method 1 as soon as possible.
Solution
Check and repair
Parking brake switch malfunction
Check and repair
Parking brake solenoid valve malfunction
Check and repair
Note
The brake performance check condition and standard
measurement value are based on the law and the regulation in Japan.
When checking the service brake performance, follow
the law and/or local regulation in your country, state, or
province.
3. Set the parking brake switch to the OFF position.

4. Place the shift lever to the 3rd reverse position.
5. Gradually increase the engine speed. The machine
should not move at the maximum speed.
IMPORTANT
If the machine begins to move with the parking brake
applied, the brake discs are worn.
At the completion of parking brake test, be sure to
connect the connector of electrical line to the solenoid valve again.
Possible cause
Solution
Wear or breakage of brake disc
Check and repair
Parking brake switch malfunction
Check and repair
Parking brake solenoid valve malfunction
Check and repair
53-10
MEMO
62-1
115ZV-2 Function & Structure Electrical Group

Electrical Group
How to Use Electrical Wiring Diagram .................... 62-2
Electrical Cable Color Codes .................................. 62-8
Electrical Circuit Symbols........................................ 62-9
Sensor Mount .......................................................... 62-10
Fuse ........................................................................ 62-11
Engine Start Circuit.................................................. 62-13
Power Generating/Charging Circuit......................... 62-21
ECM (Engine Controller) ......................................... 62-22
Transmission Control Circuit and Monitor Circuit .... 62-35
Instrument Panel and Switch................................... 62-60
MODM ..................................................................... 62-65
Electrical Detent Circuit ........................................... 62-104
Diode ....................................................................... 62-110
62-2
Function & Structure Electrical Group
How to Use Electrical Wiring Diagram
How to Use Electrical Wiring Diagram

Example
10
10 9
20 19 18 17 16
15 14 13 12 11
21
40 39
32 31
40
36
35
31
WIDTH LAMP
RELAY
BACK LAMP
RELAY
HORN RELAY
RB
B611
LgSb YV
H133 E214
RL SbP
H610 E220
RL
LB
H128 E219
GW GL
H127 B501
R
R
D114 D114
Br
Lg
D112 D103
G
L
D102 D002
R
Lg
D111 D103
G
G
D107 D107
RB
A520
C201
H129
RIDE CONTROL NEUTRAL

RELAY
RELAY
(BLACK)
F5
(BLACK)
F0
(BLACK)
F6
(BLACK)
F7
LgW
E218
LgW
L
A405 D001
1
(BLACK)
F8
MCU FAULT
RELAY
(BLUE)
F9
(1)
(2)
H1
10
D507 A306 F306
OR RO RW
40
A905
RLg
5
A503
YB
1
D112 E802 E803
Br
GL GO
C206 A302 F303 E312

PB RBr RY WO
E523 G302
SbY BrB
C205 F504 F704 F804

RB
RL GW
PL
E109 G402 A105 E522

W BrW WP BrL
E501 C801 A005 B304

WL RG RGy LgG
36
E520 E108 F004

LgL
W LgSb
35
E804
WY
E601
BrR
31
(3)
The address method is used for electrical wiring diagrams. For this method, a symbol is attached to each
connector and connector terminal in order to easily
locate the other terminal where the other end of the
cable is connected.
Example 1
Symbol under (or above) connector, such as F6:
Shows the address of the connector.
Example 2
Symbol at the multi-terminal connector, such as 1 and
10:
Shows the terminal number and the numbering direction.
95ZV62001
Example 3
Checking the other connector terminal where F704 RL
(item (3)) is connected:
1. F704
Shows that the terminal is connected to the 4th terminal of the F7 connector.
Check the description in the 4th terminal of the F7
connector (F704), it shows that the F704 terminal is
connected to H128. This means that the 4th terminal of the F7 connector is connected to the 28th terminal of the H1 connector.
2. RL
Shows the color of the wire "RL" represents that the
insulation color is red, and "L" represents a blue
stripe is on the red insulation.
62-3
Utilisation des schmas des cblages lectriques (FRANAIS)
Utilisation des schmas des cblages lectriques

(FRANAIS)
Exemple
10
10 9
20 19 18 17 16
15 14 13 12 11
21
40 39
32 31
40
36
35
31
Relais de la lampe
d cartement
Relais du
contrle de marche
Relais neutre
Relais de la lampe
arrire
Relais du klaxon
RB
B611
LgSb YV
H133 E214
RL SbP
H610 E220
RL
LB
H128 E219
GW GL
H127 B501
R
R
D114 D114
Br
Lg
D112 D103
G
L
D102 D002
R
Lg
D111 D103
G
G
D107 D107
RB
A520
C201
H129
(Noir)
F5
(Noir)
F0
(Noir)
F6
(Noir)
F7
LgW
E218
LgW
L
A405 D001
1
(Noir)
F8
Relais de dfaillance
du contrleur
(Blue)
F9
(1)
(2)
H1
10
D507 A306 F306
OR RO RW
40
A905
RLg
5
A503
YB
1
D112 E802 E803
Br
GL GO
C206 A302 F303 E312

PB RBr RY WO
E523 G302
SbY BrB
C205 F504 F704 F804

RB
RL GW
PL
E109 G402 A105 E522

W BrW WP BrL
E501 C801 A005 B304

WL RG RGy LgG
36
E520 E108 F004

LgL
W LgSb
35
E804
WY
E601
BrR
31
(3)
Les schmas des cblages lectriques sont bass sur

la mthode de ladressage. Suivant cette mthode, un
symbole correspond chaque connecteur et chaque
borne du connecteur de manire localiser facilement
la borne de connection de lautre extrmit du cble.
Exemple 1
Symbole au-dessous (ou au-dessus) du connecteur,
comme F6:
Il indique ladresse du connecteur.
Exemple 2
Symbole sur le connecteur multibornes, comme 1 et 10:
Il indique le numro de la borne et le sens de la
numrotation.
95ZV62001
Exemple 3
Contrle de la borne du connecteur laquelle F704 RL
(point (3)) est connecte:
1. F704
Indique que la borne est connecte la 4me
borne du connecteur F7.
Contrlez la description de la 4me borne du connecteur F7 (F704), elle indique que la borne F704
est connecte H128. Ceci signifie que la 4me
borne du connecteur F7 est connecte la 28me
borne du connecteur H1.
2. RL
Indique la couleur du fil. RL signifie que la couleur
de lisolation est rouge, et L que la raie bleu est
sur lisolation rouge.
62-4
Verwendung des elektrischen Schaltplans (DEUTSCH)
Verwendung des elektrischen Schaltplans (DEUTSCH)

Beispiel
10
10 9
20 19 18 17 16
15 14 13 12 11
21
40 39
32 31
40
36
35
31
Breitenleuchtenrelais
Fahrtsteuerrelais
Neutrales Relais
Rckleuchtenrelais
Hupenrelais
RB
B611
LgSb YV
H133 E214
RL SbP
H610 E220
RL
LB
H128 E219
GW GL
H127 B501
R
R
D114 D114
Br
Lg
D112 D103
G
L
D102 D002
R
Lg
D111 D103
G
G
D107 D107
RB
A520
C201
H129
(Schwarz)
F5
(Schwarz)
F0
(Schwarz)
F6
(Schwarz)
F7
Reglerfehlerrelais
LgW
L
A405 D001
1
(Schwarz)
F8
LgW
E218
(Blau)
F9
(1)
(2)
H1
10
6
D507 A306 F306
OR RO RW
40
A905
RLg
5
A503
YB
1
D112 E802 E803
GL GO
Br
C206 A302 F303 E312

PB RBr RY WO
E523 G302
SbY BrB
C205 F504 F704 F804

PL
RB
RL GW
E109 G402 A105 E522

W BrW WP BrL
E501 C801 A005 B304

WL RG RGy LgG
36
E520 E108 F004

LgL
W LgSb
35
E804
WY
E601
BrR
31
(3)
Fr den elektrischen Schaltplan wird die Adressenmethode verwendet. Damit wird jeder Steckvorrichtung und
jeder Anschluklemme ein Symbol zugeordnet, damit
die Klemme, an die das andere Ende des Kabels angeschlossen werden mu, leicht gefunden werden kann.
Beispiel 1
Symbol unterhalb (oder oberhalb) der Steckvorrichtung,
wie z. B. F6:
Zeigt die Adresse der Steckvorrichtung an.
Beispiel 2
Symbol an der Mehrklemmen- Anschlustelle, wie z. B.
1 und 10:
Zeigt die Klemmennummer und die Zhlrichtung an.
95ZV62001
Beispiel 3
berprfung der anderen Steckvorrichtungsklemme, wo
F704 RL (Artikel (3)) angeschlossen ist:
1. F704
Zeigt, da die Klemme an die vierte Klemme der
F7-Steckvorrichtung angeschlossen ist.
berprfen Sie die Beschreibung in der vierten
Klemme des F7-Steckvorrichtung (F704). Zie gibt
an, da die Steckvorrichtung F704 an H128 angeschlossen ist. Dies bedeutet, da die vierte
Klemme der F7-Steckvorrichtung an die 28.
Klemme der H1-Steckvorrichtung angeschlossen ist.
2. RL
Zeigt die Farbe des Kabels an. RL bedeutet, da
der lsolierdraht rot ist, und L bedeutet, da sich
auf dem roten lsoliermaterial ein blauer Streifen
befindet.
62-5
Modalit di utilizzo dello schema dei collegamenti elettrici (ITALIANO)
Modalit di utilizzo dello schema dei collegamenti elettrici

(ITALIANO)
Esempio
10
10 9
20 19 18 17 16
15 14 13 12 11
21
40 39
32 31
40
36
35
31
Rel di larghezza
della lampada
Rel di controllo
della guida
Rel neutro
Rel della lampada

posteriore
Rel del clacson
RB
B611
LgSb YV
H133 E214
RL SbP
H610 E220
RL
LB
H128 E219
GW GL
H127 B501
R
R
D114 D114
Br
Lg
D112 D103
G
L
D102 D002
R
Lg
D111 D103
G
G
D107 D107
RB
A520
C201
H129
(Nero)
F5
(Nero)
F0
(Nero)
F6
(Nero)
F7
LgW
E218
LgW
L
A405 D001
1
(Nero)
F8
Rel del controller

d errore
(Blu)
F9
(1)
(2)
H1
10
D507 A306 F306
OR RO RW
40
A905
RLg
5
A503
YB
1
D112 E802 E803
Br
GL GO
C206 A302 F303 E312

PB RBr RY WO
E523 G302
SbY BrB
C205 F504 F704 F804

RB
RL GW
PL
E109 G402 A105 E522

W BrW WP BrL
E501 C801 A005 B304

WL RG RGy LgG
36
E520 E108 F004

LgL
W LgSb
35
E804
WY
E601
BrR
31
(3)
Per gli schemi elettrici si utilizza il metodo degli indirizzi,

in base al quale a ciascun connettore e a ogni suo contatto viene associato un simbolo che permette di identificare agevolmente il contatto cui collegata laltra
estremit del cavo.
Esempio 1
simbolo al di sopra o al di sotto del connettore, ad
esempio F6:
Mostra lindirizzo del connettore.
Esempio 2
simbolo presso un connettore a pi contatti, ad esempio
1 e 10:
Mostra il numero del contatto e il senso di numerazione.
95ZV62001
Esempio 3
verifica del contatto dellaltro connettore cui collegato
F704 RL (elemento (3)):
1. F704
Indica che il terminale collegato al contatto n. 4
del connettore F7.
Verificare la descrizione del contatto n.4 del connettore F7 (F704): essa mostra che il contatto F704
collegato a H128. Ci indica che il contatto n.4
del connettore F7 collegato al contatto n. 28 del
connettore H1.
2. RL
Indica il colore del cavo: RL significa che il colore
dellisolante rosso, e L rappresenta che una
linea blu presente sullisolazione rossa.
62-6
Cmo utilizar un Diagrama de Alambrado Elctrico (ESPAOL)
Cmo utilizar un Diagrama de Alambrado Elctrico

(ESPAOL)
Ejemplo
10
10 9
20 19 18 17 16
15 14 13 12 11
21
40 39
32 31
40
36
35
31
Rel de la lmpara
ancha
Rel de control
de recorrido
Rel neutro
Rel de la lmpara
trasera
Rel de la bocina
RB
B611
LgSb YV
H133 E214
RL SbP
H610 E220
RL
LB
H128 E219
GW GL
H127 B501
R
R
D114 D114
Br
Lg
D112 D103
G
L
D102 D002
R
Lg
D111 D103
G
G
D107 D107
RB
A520
C201
H129
(Negro)
F5
(Negro)
F0
(Negro)
F6
(Negro)
F7
LgW
E218
LgW
L
A405 D001
1
(Negro)
F8
Rel de fallos
del controlador
(Azul)
F9
(1)
(2)
H1
10
D507 A306 F306
OR RO RW
40
A905
RLg
5
A503
YB
1
D112 E802 E803
Br
GL GO
C206 A302 F303 E312

PB RBr RY WO
E523 G302
SbY BrB
C205 F504 F704 F804

RB
RL GW
PL
E109 G402 A105 E522

W BrW WP BrL
E501 C801 A005 B304

WL RG RGy LgG
36
E520 E108 F004

LgL
W LgSb
35
E804
WY
E601
BrR
31
(3)
El mtodo de direccin se utiliza para diagrama de

alambrado elctrico. Para este mtodo, se pega un
smbolo a cada conector y terminal de conector a fin de
localizar fcilmente el otro terminal al cual se conecta el
otro extremo del cable.
Ejemplo 1
Smbolo debajo (o encima) de conector, tal como F6:
Muestra la direccin del conector.
Ejemplo 2
Smbolo en el conector del multiterminal, tal como 1 y
10:
Muestra el nmero de terminal y la direccin de numerado.
95ZV62001
Ejemplo 3
Comprobando el otro terminal de conector donde se
conecta F704 RL (tem (3)):
1. F704
Muestra que el terminal est conectado al terminal
4o del conector F7.
Compruebe la descripcin en el terminal 4o del
conector F7 (F704). Esto muestra que el terminal
F704 est conectado a H128 y significa que el terminal 4o del conector F7 est conectado al terminal
28o del conector H1.
2. RL
Muestra el color del alambre RL y representa que
el color aislante es rojo, y L representa que una
raya azul est en el aislamiento rojo.
62-7
Como Utilizar o Diagrama de Ligaes Elctricas (PORTUGUS)
Como Utilizar o Diagrama de Ligaes Elctricas

(PORTUGUS)
Exemplo
10
10 9
20 19 18 17 16
15 14 13 12 11
21
40 39
32 31
40
36
35
31
Rel de luz
de largura
Rel de controlo
de viagem
Rel do ponto morto
Rel da luz traseira
Rel da buzina
RB
B611
LgSb YV
H133 E214
RL SbP
H610 E220
RL
LB
H128 E219
GW GL
H127 B501
R
R
D114 D114
Br
Lg
D112 D103
G
L
D102 D002
R
Lg
D111 D103
G
G
D107 D107
RB
A520
C201
H129
(Preto)
F5
(Preto)
F0
(Preto)
F6
(Preto)
F7
LgW
E218
LgW
L
A405 D001
1
(Preto)
F8
Rel de controlo
de falha
(Azul)
F9
(1)
(2)
H1
10
D507 A306 F306
OR RO RW
40
A905
RLg
5
A503
YB
1
D112 E802 E803
Br
GL GO
C206 A302 F303 E312

PB RBr RY WO
E523 G302
SbY BrB
C205 F504 F704 F804

RB
RL GW
PL
E109 G402 A105 E522

W BrW WP BrL
E501 C801 A005 B304

WL RG RGy LgG
36
E520 E108 F004

LgL
W LgSb
35
E804
WY
E601
BrR
31
(3)
O mtodo de endereamento utilizado para os diagramas de ligaes elctricas. Para este mtodo, cada
conector e terminal de conector tem um smbolo acoplado para facilitar a localizao do outro terminal onde a
outra extremidade do cabo deve ser ligada.
Exemplo 1
Smbolo por baixo (ou por cima) do conector, como F6:
Indica o endereo do conector.
Exemplo 2
Smbolo no conector de multiterminais, como 1 e 10:
Indica o nmero do terminal e a direco da numerao.
95ZV62001
Exemplo 3
Verificar o outro terminal de conectores, no qual F704
RL (item (3)) ligado:
1. F704
Ilustra que o terminal ligado ao 4o terminal do
conector F7.
Verifique a descrio no 4o terminal do conector F7
(F704), indica que o terminal F704 est ligado ao
H128. Isto significa que o 4o terminal do conector
F7 est ligado ao 28o terminal do conector H1.
2. RL
Indica a cor do fio. RL representa que a cor do
isolamento vermelha e L representa uma faixa
azul est no isolamento vermelho.
62-8
Electrical Cable Color Codes
Electrical Cable Color Codes

Color of
stripe
Color of
insulation
Y
G
(yellow) (green)
(sky blue)
Sb
Br
(brown)
L
(blue)
W
(white)
R
(red)
B
O
(black) (orange)
YSb
YBr
YL
YW
YR
YB
YO
GL
GW
GR
GB
GO
SbW
SbR
Y (yellow)
YG
G (green)
GY
Sb (sky blue)
SbY
SbG
Br (brown)
BrY
BrG
Br
BrL
BrW
BrR
BrB
L (blue)
LY
LG
LBr
LW
LR
W (white)
WY
WG
WBr
WL
R (red)
RY
RG
RBr
RL
B (black)
BY
BG
O (orange)
OY
OG
OSb
Lg (light green)
LgY
LgG
LgSb
P (pink)
Gy (grey)
GyY
Sb
Lg
(light green)
P
(pink)
SbO
SbLg
SbP
LB
LO
LLg
LP
WR
WB
WO
RW
RB
RO
RLg
BL
BW
BR
BO
BLg
OL
OW
OR
OB
LgL
LgW
LgR
LgB
PG
PL
PW
GyG
GyL
GyW
GyR
VW
VR
LgBr
V (violet)
Insulation color
Stripe color
70ZV62001
V
(violet)
YGy
YV
WP
WV
RGy
BP
BV
Lg
PB
GyB
Gy
(grey)
P
GyO
Gy
V
62-9
Electrical Circuit Symbols
Electrical Circuit Symbols

Name
Symbol
Name
Direct current
Motor
Alternating current
Equipment
Conductor (General)
Fuses
Branching connection
Lamp
Conductors (Connected)
Rectifiers
Conductors (Not connected)
Mechanical coupling
Terminal
Relay contact ("a" contact)
Ground
Relay contact ("b" contact)
Resistance or Resistor
Switch
Variable resistance or Variable

resistor
Pressure switch or
Temperature switch
Inductance or Electromagnetic
coil
Negative -positive-negative
(NPN) transistor
Battery or Direct voltage source
Positive -negative-positive
(PNP) transistor
Symbol
62-10
Sensor Mount
Sensor Mount
1
6
3
1
For air conditioner
1.
2.
3.
4.
5.
6.
7.
8.
Machine speed sensor

T/C oil temperature sensor
Air cleaner sensor
E/G coolant temperature sensor (S/N 9001~9050)
Hydraulic oil level sensor
Hydraulic oil temperature sensor
Coolant level alarm sensor
Cold starter temperature switch
8
A-Detail
115V2E62001
62-11
Fuse
Fuse
The following fuses are provided to protect electrical circuits.
Fusible link
70 A x 2, 30 A x 1
Fuse box
15 fuses x 2 (for chassis and cab)
6 fuses x 1 (for engine controller ECM)
(For installation positions, refer to "Electrical Equipment
Layout".)
CAUTION
Possible burn hazard. Before replacing a fuse, be
sure to turn off the starter switch.
IMPORTANT
Replace a fuse with the same capacity.
If a fuse blows immediately after replacement, the
electric system is defective. Locate the defective part,
and then repair it.
Fuse box
For chassis
Fuse No.
Fuse
capacity
(A)
20A
15A
R. WORK LIGHT
10A
BOOM KICKOUT
BUCKET LEVELER
15A
TURN SIGNAL
30A
PARKING BRAKE
MCU (MACHINE)
15A
F. WORK LIGHT
10A
AIR SUS. SEAT (OPT)
15A
SPARE
15A
SPARE
10
15A
4WAY FLASHER
HORN
ROOM LAMP
RADIO
11
10A
SPARE
12
15A
COLD STARTER
13
5A
BUZZER
MONITOR
(MCU)
14
5A
NEUTRAL RELAY
15
5A
BATTERY RELAY
ECM (ENGINE)
Protective circuit
LIGHTING
HEAD LIGHT
SPARE
30A
SPARE
20A
SPARE
15A
SPARE
5A
For cab
Fuse box for cab
Fuse box for chassis
90V2E62002
Fuse No.
Fuse
capacity
(A)
16
5A
SPARE
17
5A
SPARE
Protective circuit
18
5A
R. WIPER / WASHER
19
10A
F. WIPER / WASHER
20
10A
MODM
21
15A
SPARE
22
3A
DC-DC CONVERTER
23
10A
SPARE
24
10A
SPARE
25
20A
AIRCON
26
5A
SPARE
27
5A
SPARE
28
10A
SPARE
29
20A
AIRCON
30
20A
SPARE
SPARE
20A
SPARE
15A
SPARE
10A
SPARE
5A
62-12
Fuse
Fusible link
Problems caused by blown fusible link

Fusible link
Cover
Box for fusible link
(081) (085)
W
W
Fusible link
(900)
[W5]
30A
(060) (901)
W [W5]
TO MCU
During engine stop
30A
- All the electrical circuit

will not function.
- Engine can not be
started.
70A
(1)
- Horn [and opt. flasher]

will operate.
- All the others will not
operate and the
machine can not be
operated.
- Engine will not stop
automatically but can
be stopped with starter
switch OFF.
70A
(2)
- The machine can be

operated but the batteries can not be charged
and the batteries will be
discharged soon.
- The same conditions

as "During engine operation".
- Engine can not be
started.
- The same conditions

as "During engine operation".
IMPORTANT
5A
5A
(013)
(Lg)
BATTERY
RELAY
70A
(1)
STARTER
When replacing fusible link, you may want to disconnect the battery negative terminal to avoid arcing out
a circuit and damaging wire.
If so, after you reconnect battery, do following:
1. Turn on key
2. Press throttle pedal fully down and up 3 times in
5~6 seconds.
3. Turn off key switch.
B C
[R5] x 6
(910~
915)
[R5] (701)
MAGNETIC
(702)
S/W
5
[BW ]
RL1.25 (703)
WG(704)
VOLTAGE
RELAY
NR
(013)
(Lg)
F13
(705)
(WG)
(707)
WL
CHARGE LAMP
20
70A
(2)
F5
(706)
WL1.25
R
ALTERNATOR
(005-a)
ES
(L)
20
M1
M2
M1
100
M2
(062)
(012)
BW F12 BW
15A
B
During engine operation
WV
(700)
(063)
WR1.25
F13
F14
(014)
G1.25
12V
Problem (symptom)
- Engine will stop automatically.
- All the power for all
electrical circuit will be
OFF.
70ZV62010
(708)
WP
5A
Fuse
element
BATTERY
ECM(H)
(065)
(015)
WR1.25 F15 WR
R1 BR
B AC
R2 C
(064)
G1.25
12V
100
Fuse
damaged
ACC
SECONDARY
STEERING PUMP
SECONDARY
STEERING PUMP
M
M
THERMO
(722) SWITCH (721)

(BrR)
BrB
COLD
STARTER
SWITCH
ETHER KIT
TO PILOT LAMP
Fusible link location
K115V2U62001
The fusible link is located in the box as shown in the

above figures. If excessive current flows through the
starter switch or the electric line downstream of the
starter switch due to shortcircuit, the fuse element will
be blown to protect the circuit. The condition of the fuse
element can be seen through the transparent cover.
Determine the cause before replacing the fusible link.
For replacement of a fusible link, remove 2 bolts and
pull it up.
62-13
Engine Start Circuit

Engine start circuit diagram
Starter switch
Off
On
Start
B BR ACC R1 R2 C
MCU
23A
B12
Fusible link
12V
Battery
ECM
B11
Diode unit
F15
5A
D12
D05
D03
D10
(1)
D04
30A
+24 V
70A
F N R
D11
12V
B18
5A
Shift lever
E04
E12
E03
E11
F14
E24
Shift lever F/R position
E05 E06 E17
Battery
relay
Starter motor
B C
Magnetic
switch
3
Neutral relay
* When shift lever is in F/R position: OFF

When shift lever is in N position: ON
Voltage
relay
MCU
E24
F13
Charge lamp
+24 V
(F5)
(2)
70A
R
E
Alternator
115V2E62033
62-14
Neutral starter
To prevent the machine from unexpected movement at
engine start up, the machine is so designed that the
engine can start only while the shift lever is in the neutral (N) position.
Shift lever neutral (N) position

When the starter switch is turned to the ON position
while the shift lever is located in the N position, the coil
actuation circuit of the neutral relay is connected to the
ground of the MCU unit and the contact of the neutral
relay is switched over to ON.
When the starter switch is turned to the START position,
the start command current flows from the starter switch
terminal C to the neutral relay, the magnetic switch and
the voltage relay. As a result, the magnetic switch turns
ON, the starting current flows in the starter motor, and
the engine starts.
Shift lever forward/reverse (F/R) position

While the shift lever is located in the F or R position, the
power is not supplied to the neutral relay coil, and the
main contact is OFF. As a result, the starting current
from the starter switch terminal C does not flow in the
magnetic switch, and the engine does not start.
62-15
Starter switch
Off
Enables insertion and removal of the starter key.
All the electrical circuits (except the horn and hazard
flasher [OPT.]) will be turned off.
On
Supplies power to the charge, lamp, and monitor circuits.
Start
Starts the engine.
Starter switch
Control box
Starter switch location
85V2E62002
OFF
AC
30
ON
35
Start
BR
R1
R2
BW WR WR
BG WB WB
AC
WB x 2
On
R2
Start
W5
W3
R2
Off
1.25
R1
To neutral relay
BBG
G
WR x 2
R1 BR
BR AC
To battery relay
BW
From battery
Connection table
W3
W5
115V2E62004
62-16
The ECM is equipped with safety functions that are

designed to limit engine revolution (min-1) in certain situations.
The zero point of the pedal is recalibrated every time
the key switch is turned to the ON position, so that the
pedal operation positions are consistent. (Pedal angle
relative to engine revolution (min-1) point.)
This permits the ECM to see the signal and set the
engine revolution (min-1) appropriately.
This function is set to turn on 1 second after the key is
set to the ON position, then adjustment is completed in
3 seconds and this function is turned off.
Note
There is no indication on the instrument panel or MODM
that this function turns either on or off because there
is no engine abnormality to call out or indicate.
Effect on the machine
(a) If the throttle pedal is applied while turning the key
switch to the start position, the engine maximum
speed will only increase to 80% of high idle.
(b) If the throttle pedal is applied while the engine is
starting, this function will turn ON 1 second after
releasing the pedal and engine speed will only
increase 80% of high idle.
To avoid these troubles, the following steps are important;
1. Wait one second before turning the key from the
ON to the START position.
2. Do not step on the pedal while the engine is starting, nor just after the engine starts.
These safety features protect engine parts from high
speed damage due to low oil pressure while the engine
is cold and oil is beginning to circulate through the
engine.
Battery relay
Terminals for coil

energizing current
(4 mm)
Moving contact
Main contacts
BR
Coil for energizing
Terminals for
main current
(8 mm)
95ZV62017
When the starter switch is placed to the ON position or

the start position, the battery relay is turned on. When
the starter switch is set to the OFF position, the alternator stops generating power, and the battery relay is
automatically turned off so that the electrical circuits will
not function.
If the battery relay was not used, a large amount of current would be directly sent through the starter switch
when it is turned on. However, use of the battery relay
reduces the amount of current because this relay needs
only a small amount of current to energize it.
Battery relay operation

Starter switch
From
charge
circuit
AC
Battery relay
(B)
To main
circuit
(E)
Battery
ECM safety features
Suppression
diode
85V2E62014
Battery relay
Rated voltage
DC 24 V
Minimum operating voltage
20 V or less
Release voltage
9 V or less
When current flows from the starter switch terminal AC,

the coil will be energized, and the moving contact will
lower to close the main contact. As a result, current will
flow from the battery to the main circuit.
62-17
Alternator I terminal wire

12V
Diode unit
12V
30A
ECM
F15
R1 BR
B AC
R2 C
WR
(2) (3)
WP
Battery
(1)
(2)(3): Diode unit
5A
WV
Charge
circuit
WR WP
5A
5A
F13
F14
Suppression diode
WV:To battery relay

WR:To starter switch terminal AC (VIA F15) and
to ECM
WP:To alternator
Neutral
relay
From
alternator
I terminal
Diode storage section

70ZV62017
115V2E62005
Engine motion-active circuit: (1)

When the starter switch is turned OFF, the battery relay
is automatically turned OFF since the command current
from the starter switch terminal AC stops flowing and
the coil is demagnetized. Then the charging circuit from
the alternator is shut down.
However the alternator is still generating power and the
load dump surge may be generated. This may damage
the related circuits and equipment. In order to prevent
this trouble, this circuit (1) is provided to hold the battery
relay in the "ON" position.
The diode unit is incorporated in the milky white connector near the battery relay. It is provided for the following
purpose.
1. Diode (2)
This diode is provided to prevent the roundabout
current from the alternator to the ECM. If this diode
is not provided (or is defective), the ECM does not
turn OFF and the engine cannot be stopped.
2. Diode (3)
This diode is provided to prevent the roundabout
current from the starter switch AC to the alternator I
terminal.
62-18
SbP
RL
Neutral relay
Internal connection dia.
Body black
85V2E62016
Position of shift
lever
Between
1 and 2
Between
3 and 4
Starting
F or R
Not energized
OFF
Impossible
Energized
ON
Possible
The structures of the neutral relay, engine idle selection

relay, engine torque selection relay, engine oil pressure
switch relay, horn relay, width lamp relay and the head
lamp relay are identical to each other.
Note
The illustrations show the de-energized condition.
When the shift lever is in the N position while the starter
switch is kept at the start position, the neutral relay is
magnetized and electric current flows from the battery
to the magnetic switch / voltage relay through the starter
switch terminal C.
Rating
DC 24 V
Operating voltage
16 V or less
Reset voltage
2.4 V or more
Coil resistance
320
62-19
Magnetic switch
Rating 24V x 200A
M
C
C
M
70ZV62019
Note
When the neutral relay is magnetized, electric current
flows from the battery to the magnetic switch through
the starter switch terminal C. It magnetizes the magnetic
switch.
On the other hand since the battery relay is already ON
at this time, electric current flows from the battery to the
starter motor terminal C through the battery relay and
the magnetic switch, engaging the starter motor to start
engine.
62-20
Voltage relay
Note
(S/N 9001~9006)
Once the engine is started, the alternator starts generating electric power.
1
When electric current is supplied from the alternator R

terminal to the voltage relay, the voltage relay is magnetized and is turned OFF.
Consequently the magnetic switch turns OFF and no
electric current flows to the starter motor terminal C, disengaging the starter motor.
70ZV62020
Voltage relay
Contact point closed
6V
Contact point open
9V
(S/N 9007~)
Blue
K70V2J62005
Voltage relay
Contact point closed
6V
Contact point open
8V
62-21
Power Generating/Charging Circuit
Power Generating/Charging Circuit

Engine
Mechanical energy supply
Alternator
Rotor coil
excitation current
Electrical energy conversion
<Load>
For rotor coil

initial excitation
Battery
Load circuit operation
Starter
switch
Voltage adjustment
Battery charge
For battery relay

operation
Adjusted
voltage
IC regulator
For battery relay

operation
The alternator driven by the engine rectifies, with 6

diodes, full waves in three phases of the AC output generated in the stator coil by the three-phase start connection (Y connection) into DC output, then supplies it as
the electric power to the battery and the machine load.
In the electricity generated in the alternator, the voltage
fluctuates depending on the number of revolutions of
the engine and the load size if no measures are taken.
Generated power
For rotor coil

initial excitation
Alternator
70ZV62021
The power generating/charging device and the charging

circuit consisting of an alternator, regulator, battery, etc.
generate and supply the power required to all electrical
units of the machine.
To prevent fluctuation, a regulator is integrated so that

the voltage supplied to the battery and the load circuit is
always constant.
62-22
ECM (Engine Controller)

Function of ECM
- Stops the engine.
- Operates the engine.
- Monitors the engine, and diagnoses it for faults.
Connection diagram
16 PIN
(081)
W
(085)
W
10A
B
(015)
WR
F15
E
10A
J
K
L
H
23 PIN
GR (742)
GY (743)
BG (744)
(A25)
(GW) (212)
THROTTLE PEDAL
THROTTLE OPENING
SENSOR
YV (734)
GyY (736)
GyW(737)
IDLE
(741)
BL
(745)
BO
20
16
21
22
17
18
(730)
(BrR)
STOP
(731)
(BrB)
WARNING
(013)
(Lg)
F13
(732) MAINTENANCE
(BrW)
9
10
11
(161) W
(E15)
S2H
S2L
INC/DEC S/W
INC
PG (739)
(m)
PW (740)
DEC
31
BrG (738)
E/G OIL PRESS.
EP
DIAGNOSTIC S/W
(751)
GyR
31 PIN
BrW (733)
BLg (735)
IDLE S/W
OFF IDLE
AI
SbY (209)
TC
Sb (205)
DC
SbW(207)
RLg (206)
CAN
S2S
23
RESISTOR
24
14
12
13
B
9 PIN
C
D
E
F
S2H
(060)
W
B
C
S2L
S2S
(YL) (747)
(Y0) (748)
G
A
E
E/G ECM connection diagram
DATA LINK
CONNECTOR
115V2E62006
62-23
Monitor lamp test

ON
Key switch
Approx.
2 sec
OFF
ON
Engine maintenance lamp
Orange
OFF
ON
Engine warning lamp
Lights when
abnormality
occurs.
OFF
ON
Engine stop lamp
Red
OFF
95ZV62025
20
10
30
0
x100min
Yellow
-1
STOP

Engine warning lamp
Engine stop lamp
115V2E62007
When the starter switch is set to ON, three engine monitor lamps (engine protection, engine warning and
engine stop) are lit for approximately 2 seconds.
After that, if there is an abnormality in a circuit, a corresponding monitor lamp lights.
62-24
Failure diagnosis
The diagnosis for the engine failure should be done by

the following steps.
Engine diagnostic switch (option)

Diag. switch
(Part Number: 35010-60130)
Step 1. Starter switch key "OFF"

Step 2. Diagnostic switch "ON"
Step 3. Starter switch key "ON"
Inc./Dec. switch
(Part Number: 35010-60180)
The engine warning lamp flashes with these conditions.

To diagnose the engine failure, convert the flashing pattern to the 3-digit fault code.
The following shows how to convert the flashing pattern
to the 3-digit fault code.
G R
L W
Note
These code are quickly retrievable with Cummins
Quickcheck hand held analyzers or with the MODM on
the machine.
R
G Y
Cable assembly
(Part Number : 33191-49150)
70ZV62069
This switch is used to check the engine failure when any

one of the engine warning lamps is turned on.
Refer to the "QUANTUM FAULT CODE INFORMATION" for details.

The following steps show how to finish the diagnosis for
the engine failure.
Step 1. Diagnostic switch "OFF"
Step 2. Starter switch key "OFF"
OFF
ON
START
95ZV62028
ON
OFF
Orange
1 sec
1 sec
Yellow
Red
ON
OFF
ON
OFF
0.5 sec
Second
digit
First digit
1 sec
Third digit
1 sec
Fault code
Fault code (continued)

115V2E62008
62-25
Failure diagnostic chart

ON
Key switch
OFF
ON
Diagnostic switch
OFF
[When there is no fault code]

ON

Orange
ON
Engine warning lamp

Yellow
Engine stop lamp
OFF
OFF
ON
STOP
Red
OFF
[When there is fault code]

ON

Orange
1 sec
1 sec
ON
Engine warning lamp

Yellow
Engine stop lamp
OFF
STOP
Red
OFF
ON
OFF
100's digit
1 sec
10's digit
1 sec
1's digit
Fault code
[Example: Failure code 131]
Accelerator pedal position sensor
circuit-shorted high.
ON

Orange
1 sec
1 sec
ON
Engine warning lamp

Yellow
Engine stop lamp
OFF
STOP
Red
OFF
ON
OFF
Following page explains more.

115V2E62009
62-26
Increment decrement switch (option)

Diag. switch
(Part Number: 35010-60130)
G R
L W
- Adjusting the engine idle revolution
Inc./Dec. switch
(Part Number : 35010-60180)
R
G Y
Cable assembly
(Part Number : 33191-49150)
70ZV62069
The switch is used for;

1. Checking the history of the engine failures
2. Adjusting the engine idle revolution
- Checking the history of the engine failures
When the diagnostic switch is ON (Starter switch key
"ON"), the lights will continue to flash the same fault
code until the system is advanced to the next active
fault code. To go to the second fault code, move the
increment / decrement switch to "+", then release it.
You can also go back to the previous fault code by
moving the switch to "-", then releasing it. To check
the third or fourth fault code, move the switch to "+",
then release it when all active fault codes have been
viewed. Moving the switch to "-" will go back to the
first fault code.
Refer to the section of the diagnostic switch for converting the flashing pattern to 3-digit fault code.
Refer to the "Quantum fault code information" for
details.
When the diagnostic switch is OFF (Starter switch

key "ON"), the engine idle revolution can be adjusted
in 25 rpm by using the increment / decrement switch
(650 rpm 800 rpm 1,000 rpm). Move the increment / decrement switch to "+", then release it, to
increase the engine idle revolution to 1,000 min-1
(rpm).
To decrease the engine idle revolution, move this
switch to "-", then release it. As a result the engine
idle revolution is adjusted as 650 min-1 (rpm).
The engine idle revolution is not changed to over
1,000 min-1 (rpm) or to below 650 min-1 (rpm) even
though this switch is moved to "+" or "-".
62-27
Quantum fault code information

These codes show the fault codes for the engine failure
displayed on the MODM error log monitor, or checked
by the diagnostic switch (option).
DESCRIPTION
ZW550
FAULT
CODE/
LAMP
Please note that not all are used in the ZW550

machine application. Refer to Cummins Engine troubleshooting fault codes list for more information.
EG111
Red
Engine Control Module (ECM) - critical internal failure.
EG113
Yellow
Engine Timing Actuator Circuit - shorted high.
EG114
Yellow
Engine Timing Actuator Circuit - shorted low.
EG115
Red
Engine Speed / Camshaft Position Sensor Circuit - lost both of two signals from
the magnetic pickup sensor.
EG121
Yellow
Engine Speed / Position Sensor Circuit - lost one of two signals from the
magnetic pickup sensor.
EG122
Yellow
Intake Manifold Pressure Sensor #1 Circuit - shorted high.
EG123
Yellow
Intake Manifold Pressure Sensor #1 Circuit - shorted low.
EG124
Yellow
Intake Manifold Pressure - above normal operation.
EG131
Red
Accelerator Pedal Position Sensor Circuit - shorted high.
EG132
Red
Accelerator Pedal Position Sensor Circuit - shorted low.
EG133
Red
Remote Accelerator Pedal Position Sensor Circuit - shorted high.
EG134
Red
Remote Accelerator Pedal Position Sensor Circuit - shorted low.
EG135
Yellow
Engine Oil Pressure Sensor Circuit - shorted high.
EG141
Yellow
Engine Oil Pressure Sensor Circuit - shorted low.
EG143
Yellow
Engine Oil Pressure Low - warning.
EG144
Yellow
Engine Coolant Temperature Sensor Circuit - voltage above normal or shorted

high.
EG145
Yellow
Engine Coolant Temperature Sensor Circuit - voltage below normal or shorted

low.
EG146
Yellow
Engine Coolant Temperature High - warning.
EG151
Red
Engine Coolant Temperature High - critical.
EG153
Yellow
Intake Manifold Air Temperature Sensor Circuit - voltage above normal or

shorted high.
EG154
Yellow
Intake Manifold Air Temperature Sensor Circuit - voltage below normal or

shorted low.
EG155
Red
Intake Manifold Air Temperature Sensor High - critical.
EG166
Yellow
Rack Position Sensor #1 Circuit - shorted high.
EG172
Red
Rack Actuator Position #1 Circuit - grounded circuit.
62-28
FAULT
CODE/
LAMP
ZW550
DESCRIPTION
EG173
Yellow
Rack Actuator - mechanically stuck open.
EG184
Yellow
Engine Control Module Identification Input State Error.
EG185
Yellow
Engine Control Module Network Communication Error.
EG187
Yellow
Sensor Supply Voltage #2 Circuit - shorted low.
EG212
Yellow
Engine Oil Temperature Sensor Circuit - shorted high.
EG213
Yellow
Engine Oil Temperature Sensor Circuit - shorted low.
EG214
Red
Engine Oil Temperature High - Critical.
EG221
Yellow
Ambient Air Pressure Sensor Circuit - shorted high.
EG222
Yellow
Ambient Air Pressure Sensor Circuit - shorted low.
EG227
Yellow
Sensor Supply Voltage #2 Circuit - shorted high.
EG231
Yellow
Engine Coolant Pressure Sensor Circuit - shorted high.
EG232
Yellow
Engine Coolant Pressure Sensor Circuit - shorted low.
EG233
Yellow
Engine Coolant Pressure Low - warning.
EG234
Red
Engine Speed High - critical.
EG238
Yellow
EG254
Red
Fuel Shutoff Valve Circuit - shorted low.
EG255
Yellow
Fuel Shutoff Valve Circuit - shorted high.
EG259
Red
Fuel Shutoff Valve - stuck open.
EG261
Yellow
Fuel Temperature High - warning.
EG263
Yellow
Fuel Temperature Sensor Circuit - shorted high.
EG265
Yellow
Fuel Temperature Sensor Circuit - shorted low.
EG266
Red
Engine Fuel Temperature - data valid but above normal operational range - most
severe level.
EG271
Yellow
Fuel Control Actuator Circuit - shorted low.
EG272
Yellow
Fuel Control Actuator Circuit - shorted high.
EG281
Yellow
Injection Pump Mechanical System - signal not in range from ECM.
EG284
Yellow
Engine Speed / Position Sensor #1 (Crankshaft) Supply Voltage Circuit - shorted

low.
EG285
Yellow
SAE J1939 Data Link Multiplexing PGN Timeout Error.
62-29
FAULT
CODE/
LAMP
ZW550
DESCRIPTION
EG286
Yellow
SAE J1939 Data Link Multiplexing Configuration Error.
EG287
Red
SAE J1939 Multiplexing Accelerator Pedal Sensor System Error.
EG295
Yellow
Ambient Air Pressure Sensor Circuit - data incorrect.
EG299
Yellow
Engine stopped not using Starter Switch.
EG311
Yellow
Injector Solenoid Valve Cylinder #1 Circuit - grounded circuit.
EG312
Yellow
EG313
Yellow
EG314
Yellow
EG315
Yellow
EG319
Yellow
Real Time Clock - power Interrupt.
EG321
Yellow
EG322
Yellow
Injector Solenoid Valve Cylinder #1 Circuit - open circuit.
EG323
Yellow
EG324
Yellow
EG325
Yellow
EG331
Yellow
EG332
Yellow
EG334
Yellow
Coolant Temperature Sensor Circuit - data erratic, intermittent, or incorrect.
EG341
Yellow
Engine Control Module - data lost.
EG342
Red
Engine Control Module - out of calibration.
EG343
Yellow
Engine Control Module - warning internal hardware failure.
EG346
Yellow
Engine Control Module - warning software error.
EG351
Yellow
Injector Power Supply.
EG352
Yellow
EG378
Yellow
Fueling Actuator #1 Circuit - open circuit.
EG379
Yellow
Fueling Actuator #1 Circuit - grounded circuit.
EG386
Yellow
62-30
FAULT
CODE/
LAMP
ZW550
DESCRIPTION
EG387
Yellow
Accelerator Pedal Position Sensor Supply Voltage Circuit - shorted high.
EG394
Yellow
Timing Actuator #1 Circuit - open circuit.
EG395
Yellow
Timing Actuator #1 Circuit - grounded circuit.
EG396
Yellow
Fueling Actuator #2 Circuit - open circuit.
EG397
Yellow
Fueling Actuator #2 Circuit - grounded circuit.
EG398
Yellow
Timing Actuator #2 Circuit - open circuit.
EG399
Yellow
Timing Actuator #2 Circuit - grounded circuit.
EG415
Red
Engine Oil Pressure Low - critical.
EG418
Yellow
Water in Fuel Indicator High - maintenance.
EG419
Yellow
Intake Manifold Boost Pressure Imbalance.
EG423
Yellow
Fuel Timing Pressure or Timing Actuator Stuck.
EG428
Yellow
Water in Fuel Sensor Circuit - shorted high.
EG429
Yellow
Water in Fuel Sensor Circuit - shorted low.
EG431
Yellow
Accelerator Pedal Idle Validation Circuit - data incorrect.
EG432
Red
Accelerator Pedal Idle Validation Circuit - out of calibration.
EG433
Yellow
Intake Manifold Pressure Sensor Circuit - data incorrect.
EG434
Yellow
Voltage to ECM less than 6 V
EG435
Yellow
Engine Oil Pressure Switch Circuit - data incorrect.
EG441
Yellow
Battery #1 Voltage Low - warning.
EG442
Yellow
Battery #1 Voltage High - warning.
EG443
Yellow
Accelerator Pedal Position Sensor Supply Voltage Circuit - shorted low.
EG449
Yellow
Fuel Pump Delivery Pressure High - warning.
EG451
Yellow
Injector Metering Rail #1 Pressure Sensor Circuit - shorted high.
EG452
Yellow
Injector Metering Rail #1 Pressure Sensor Circuit - shorted low.
EG465
Yellow
Turbocharger #1 Wastegate Control Circuit - shorted high.
EG466
Yellow
Turbocharger #1 Wastegate Control Circuit - shorted low.
EG482
Yellow
Fuel Pressure Low - warning.
62-31
FAULT
CODE/
LAMP
ZW550
DESCRIPTION
EG483
Yellow
Injector Metering Rail #2 Pressure Sensor Circuit - shorted high.
EG484
Yellow
Injector Metering Rail #2 Pressure Sensor Circuit - shorted low.
EG485
Yellow
Injector Metering Rail #2 Pressure High - warning.
EG486
Yellow
Injector Metering Rail #2 Pressure Low - warning.
EG488
Yellow
Intake Manifold Temperature High - warning.
EG491
Yellow
Turbocharger #2 Wastegate Control Circuit - shorted high.
EG492
Yellow
Turbocharger #2 Wastegate Control Circuit - shorted low.
EG496
Yellow
Engine Speed / Position Sensor #2 (Camshaft) Supply Voltage.
EG524
Yellow
OEM Alternate Droop Switch Validation - data incorrect.
EG527
Yellow
Auxiliary Input / Output #2 Circuit - shorted high.
EG528
Yellow
OEM Alternate torque validation switch - data incorrect.
EG529
Yellow
Auxiliary Input / Output #3 Circuit - shorted high.
EG546
Yellow
Fuel Delivery Pressure Sensor Circuit - shorted high.
EG547
Yellow
Fuel Delivery Pressure Sensor Circuit - shorted low.
EG551
Yellow
Accelerate Pedal Idle Validation Circuit - shorted low.
EG553
Yellow
Injector Metering Rail #1 Pressure High - warning level.
EG554
Yellow
Fuel Pressure Sensor Error.
EG559
Yellow
Injector Metering Rail #1 Pressure Low - data valid but below normal operational
range - moderately severe level.
EG596
Yellow
Electrical Charging System Voltage High - warning level.
EG598
Red
Electrical Charging System Voltage Low - critical level.
EG689
Yellow
Crankshaft Engine Speed Signal Error.
EG731
Yellow
Mechanical Timing Misalignment.
EG753
Yellow
Crankshaft Position Sensor and Camshaft Position Sensor - data erratic,

intermittent, or in correct.
EG757
Yellow
Electronic Control Module Data Lost.
EG758
Yellow
Injector Metering Rail #2 Pressure Malfunction.
EG778
Yellow
Engine Speed Sensor (Camshaft) - data erratic, intermittent, or incorrect.
EG951
None
Cylinder Power Imbalance Detected.
62-32
DESCRIPTION
ZW550
FAULT
CODE/
LAMP
EG1117
None
Power Lost with Ignition ON - data erratic, intermittent, or incorrect.
EG1358
Yellow
Accelerator Pedal Position Sensor 1 Circuit - voltage above normal or shorted

high.
EG1359
Yellow
Accelerator Pedal Position Sensor 1 Circuit - voltage below normal or shorted

low.
EG1361
Yellow
Remote Accelerator Pedal Position Sensor 1 Circuit - voltage below normal or

shorted low.
EG1376
Orange
Engine Camshaft Speed / Position Sensor - data erratic, intermittent, or

incorrect.
EG1595
Yellow
Remote Accelerator Pedal Position Sensor 1 Circuit - voltage above normal or

shorted high.
EG1597
Orange
Engine Control Module Critical Internal Failure - bad intelligent device or

component.
EG1845
Orange
Water in Fuel Indicator Sensor Circuit - voltage above normal or shorted to high
source.
EG1846
Orange
Water in Fuel Indicator Sensor Circuit - voltage below normal or shorted to low
source.
EG1852
Yellow
Water in Fuel Indicator - data valid but above normal operational range moderately severe level.
EG1911
Yellow
Injector Metering Rail 1 Pressure - above normal operating range.
EG2185
Yellow
EG2186
Yellow
EG2215
Yellow
Fuel Pump Delivery Pressure - data valid but below normal operational range moderately severe level.
EG2249
Yellow
Fuel Pump Delivery Pressure Sensor Circuit - shorted low.
EG2261
Orange
Fuel Pump Delivery Pressure - data valid but above normal operational range least severe level.
EG2262
Orange
Fuel Pump Delivery Pressure - data valid but below normal operational range least severe level.
EG2265
Yellow
Fuel Priming Pump Control Signal Circuit - shorted high.
EG2266
Yellow
Fuel Priming Pump Control Signal Circuit - shorted low.
EG2311
Yellow
Fueling Actuator #1 Circuit Error - condition exists.
EG2321
None
Engine Speed Sensor #1 - data erratic, intermittent, or incorrect.
EG2322
None
Engine Speed Sensor #2 - data erratic, intermittent, or incorrect.
EG2697
Orange
Accelerator Pedal Position Sensor Circuit and Idling Position Detection Switch
Circuit - data erratic, intermittent, or incorrect.
EG2963
None
Engine Coolant Temperature High - warning.
EG2964
None
Intake Manifold Temperature High - warning.
EG2973
Yellow
Intake Manifold Pressure Sensor Circuit - data erratic, intermittent, or incorrect.
(09D20E)
62-33
Accelerator pedal
Pedal
A-Black-APS signal
B-White-APS ground
C-Red-APS supply (5 V)
D-Green-Throttle active
E-Blue-Idle active
F-Orange-IVS supply (5 V)
Throttle pedal
Throttle
opening sensor
BrW (733)
R
YV (734)
BLg (735)
W
IDLE S/W
OFF IDLE
GyY (736)
G
GyW (737)
IDLE
L
BL (741)
20
21
22
35
E
C
M
10
11
Note
APS-Acceleration Position Signal
IVS-Idle Validation Switch
Circuit diagram
Connector
(G) 6
(L) 5
(O) 4
1-Black-APS signal
2-White-APS ground
3-Red-APS supply (5 V)
4-Orange-IVS supply (5 V)
5-Blue-Idle active
6-Green-Throttle active
1 (B)
2 (W)
3 (R)
View A
115V2E62010
Note
To calibrate a new pedal to the ECM, do the following
within about a 5 or 6 second time frame.
- Turn "on" key switch
- Stroke the pedal fully up and down 3 times.
- Turn "off" the key switch
Potentiometer voltage (V)
Input
Up position
3.75~3.95
Down position
0.55~0.75
Pedal Test.
Typical pedal potentiometer resistance at 18C (65F).
Wire colors are at the pedal harness with accelerator pedal
unplugged.
Wire colors
at pedal up position
at pedal down position
R-B
1,540~2,310
260~390
W-B
260~390
1,540~2,310
R-W
2,000~3,000
2,000~3,000
G-O
Open
L-O
Open
62-34
When the accelerator pedal is pressed, the voltage corresponding to the pressing angle is input as a signal
from the potentiometer to the ECM (engine controller) to
control the engine revolution.
Pedal
stop
Stroke
Throttle pedal sends electrical signal to the engine

ECM*. When the throttle pedal or the ECM* is replaced
or when the battery cable is disconnected the throttle
pedal must be calibrated, or "initialized", with the ECM*.
Failure to initialize the throttle pedal will result in a fault
code warning light, and a possible power deration.
When a new throttle pedal or ECM* is installed or when
the battery cable is re-connected or a fault code (listed
below) is indicated follow these steps within a time
frame of about 5 or 6 seconds to initialize the throttle
pedal with the ECM*.
Pedal angle
17
Installation
angle
45
Accelerator pedal installation
1. Shut off the engine

28
2. Turn the key to "ON"

3. Fully depress and release the throttle pedal three
times.
Pedal Angle
4. Turn the key to "OFF".
5V
Potentiometer Voltages
when plugged in, key "ON"
The throttle pedal and ECM* have now been initialized

or calibrated. The engine may be restarted and retested
for proper performance.
Between terminal 9 (YV-B) and 23 (BLg-W)

Refer to circuit diagram for details.
If the problem continues disconnect the wiring harness

connector at the throttle pedal and inspect both sides.
The pins and sockets should be clean, dry and straight.
If there is a problem correct it, reconnect the connector,
follow the steps above and retest.
4
3
2
Using the Quantum fault code information section the

following fault codes may indicate a non-initialized throttle pedal:
1
0
17
0
Pedal Angle
85V2E62019
Fault Code 132

Fault Code 134
Fault Code 287
Fault Code 431
Fault Code 432
Fault Code 443
If the problem is not corrected contact your Cummins

Engine distributor for assistance.
*Engine Control Module; Computer that controls engine
functions, and monitors engine faults.
62-35
Transmission Control Circuit and Monitor Circuit

Machine control unit (MCU)
To S5
To S6
To S7
To S8
To S9
85V2E62041
62-36
Connector
MCU
To S5
To S6
To S7
To S8
To S9
MCU
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
A11
A12
A13
A14
A15
A16
A17
A18
A19
A20
A21
A22
A23
A24
A25
A26
A27
A28
A29
A30
A31
To S5
A32
B12.X_R
B13.F_SO
B14.B_SO
B15.EG_SW2
B16.RIN1
B17.OUT_MD2
B18.N_R
B19.BR_L
B20.CAN_R1
B21.CAN_R2
B22.DOUT1
B23.OUT_FEW
B24.MT
B25.ET_SE
B26.TXD1
A31.1/4_L
A32.FR_L
A33.3/4_L
A34.EG_SW1
B 1.H_SO
B 2.PWM_SO
B 3.IP_SO
B 4.R_SO
B 5.MO_SO
B 6.FR_SO
B 7.SSL_SO
B 8.BSL_SO
B 9.BZ
B10.BSL_R
B11.KO_R
A16.TT_L
A17.D_SO
A18.1_SO
A19.EP_L
A20.AB_L
A21.A_L
A22.1/2_L
A23.E_L
A24.SS_L
A25.SC_SW
A26.TF_L
A27.AC_L
A28.BP_L
A29.N_L
A30.SC_L
A 1.2S_SO
A 2.2_SO
A 3.ES_R
A 4.DD_SO
A 5.3_SO
A 6.HM
A 7.LU_SO
A 8.4_SO
A 9.OTH_OUT
A10.R_L
A11.F_L
A12.ST_L
A13.WL_L
A14.CW_L
A15.ET_L
A33
A34
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
B11
B12
B13
B14
B15
B16
B17
B18
B19
B20
B21
B22
B23
B24
To S6
B25
B26
E1
E31.TT_SE
E32.OT_SE
E33.OUT_RSE
E34.ET_M
E16.SPD
E17.BATT
E18.CANL1
E19.SS_P
E20.CANLO
E21.TM_M
E22.B_SE2
E23.WT_SE
E24.ALT
E25.RXD1
E26.TGSP
E27.INCH_SE
E28.SC_P
E29.CANHO
E30.B_SE1
E 1.SSR_SO
E 2.FC_SO
E 3.KEY
E 4.KEY
E 5.GND
E 6.GND
E 7.GND
E 8.GND
E 9.+5V
E10.TGEG
E11.KEY
E12.KEY
E13.CANH1
E14.EGR2
E15.EGR1
E2
E3
E4
E5
E6
E7
E8
E9
E10
E11
E12
E13
E14
E15
E16
E17
E18
E19
E20
E21
E22
E23
E24
E25
E26
E27
E28
E29
E30
E31
E32
E33
To S7
Connector details
E34
C16.EP
C17.F
C18.ASUB1
C19.ASUB2
C20.1/2
C21.1/8
C22.2S
C23.EG_H
C24.IP_SW
C25.FR
C26.KO_P
C27.ES_SE
C28.3/4
C29.1/4
C30.DC
C 1.2S_SE
C 2.DSUB2
C 3.DSUB4
C 4.BSLC 5.TT
C 6.AC
C 7.ET
C 8.BL
C 9.BD
C10.DSUB1
C11.DSUB3
C12.DR
C13.BSL+
C14.TF
C15.WL
C1
C2
C3
C4
C5
C6
C7
C8
C9
C10
C11
C12
C13
C14
C15
C16
C17
C18
C19
C20
C21
C22
C23
C24
C25
C26
C27
C28
C29
C30
C31
To S8
C32
D12.SL_A
D13.SS_N
D14.KD
D15.INCH_S
D16.OD_SW
D17.SH
D18.SS_SW
D19.SS_F
D20.TMP
D21.INCH
D22.KO_S
D23.SC
D24.AR
D25.SM_SW
D26.SS_R
C31.BSL
C32.EG_M
C33.DD_S
C34.AFR
D 1.PRK
D 2.AM_SW
D 3.SL_2
D 4.SL_R
D 5.SL_3
D 6.S_UP
D 7.S_DOWN
D 8.EG_SW
D 9.M_SW
D10.SL_1
D11.SL_F
C33
C34
D1
D2
D3
D4
D5
D6
D7
D8
D9
D10
D11
D12
D13
D14
D15
D16
D17
D18
D19
D20
D21
D22
D23
D24
D25
D26
To S9
115V2E62028
62-37
MCU connection diagram
ACC
(L) (005-b)
F5
(005)
L2
TO PARKING S/W
(L) (005-a)
30A
G (010)
F10
E
ACC
LX4 (005-A~005-D)
E05 E06 E17
WL (707)
E03
E04
E11
E12
B18
E24
B12
LR (126)
23A
LW (120)
LG (122)
LY (121)
YO (232)
YW (233)
S/S SHIFT S/W R

S/S SHIFT
SELECTION S/W (OPT)
YV (231)
F5
LB (230)
ARMREST S/W (OPT)
LG (122)
SHIFT UP S/W (OPT)
LY (121)
SHIFT DOWN S/W (OPT)
(YL) (124)
DOWNSHIFT BUTTON
YSb (125)
SHIFT HOLD S/W (OPT)
LP (168)
DECLUTCH SET-UP
(GW) (210)
TRACTION
CONTROL S/W
LIFT KICKOUT
SET-UP
BrG (255)
BW (271)
LOWER KICKOUT SET-UP
(GB) (277)
PRESSURE INTENSIFYING
S/W (OPT)
REVERSAL FAN S/W (OPT)
Lg (222)
AUTO FAN REVERSAL

S/W (OPT)
LgY (223)
RECALL S/W
RESET S/W
(Y)
(105)
(R)
(106)
LLg (165)
GO (164)
F13
GyW (200)
(013)
(Lg)
GL (265)
YO(176)
(GyW ) (260)
(LgY) (167)
DECLUTCH S/W
ON
PARKING SOL
HYD. OIL LEVEL S/W
(163)
(SbW)
OFF
ON
(162)
LgG
E/G OIL PRESS S/W
DECLUTCH
AIR CLEANER
CLOGGING S/W
(005-b)
(L)
OFF
D04
B10
D12
D05
D03
D10
D19
D26
D18
D24
D06
D07
D14
D17
A03
B13
B01
B04
A18
EP
A02
(273)
MCU FAILURE RELAY
KO
LIFT KICKOUT RELAY

LOWER KICKOUT RELAY
BS
A05
A08
A17
B14
A07
D23
A04
D22
A01
B03
Gy (750)
BrY (181)
LgL (182)
B06
C24
B05
C25
C34
C30
C12
L SOLENOID VALVE
(147) LB
H SOLENOID VALVE
(148) LBr
R SOLENOID VALVE
(141) LY
1ST SPEED SOLENOID VALVE
(142) LG
2ND SPEED SOLENOID VALVE
4S (132)(LG)
(143) LO
3RD SPEED SOLENOID VALVE
E01
B07
E02
(144) LW
A21
C22
A29
C33
A14
C16
A28
A19
C06
A15
A16
A27
D SOLENOID VALVE
WR (170)
BRAKE SOLENOID VALVE
LLg (140)
LU SOLENOID VALVE (OPT)
LgL (261)
RIDE CONTROL
SOLENOID VALVE
GB (267)
EFFICIENT LOADING SYSTEM

SELECTION SOLENOID VALVE
GB (278)
PRESSURE INTENSIFYING
SOLENOID VALVE (OPT)
LgL (225)
(154)
LgR
(236)
BR
(237)
BL
(226)
LgB
REVERSAL FAN SOLENOID VALVE

(OPT)
(150)
LgR
SPPC SOLENOID VALVE
1A
S/S SOLENOID VALVE R (OPT)
1A
1A
S/S SOLENOID VALVE L (OPT)

(221)
LgB
1A
D01
C23
4TH INDICATOR RELAY
4S
(LW)
LP (149)
D21
C11
SECONDARY STEERING
MOTOR RELAY COIL
ES
(LO)
D15
C13
YGy (242)
(146) LR
(LG)
A12
F5
BrB (258)
NEUTRAL RELAY
NR
(LY)
C31
LOWER KICKOUT S/W
B11
LgW (101)
OPT
LO (123)
S/S SHIFT S/W F
D11
MACHINE CONTROL UNIT (MCU)
SHIFT LEVER
F N R
LBr (128)
E/G DROOP
SELECTION 1
(SbP) (145)
(LgR) (130)
(GR) (135)
(GyB) (103)
(LgY) (173)
(Gy)
(749)
(GyG) (753)
(GyL) (190)
(LgW) (192)
(O)
(241)
F13
(013)
(Lg)
FAN SPEED CONTROL SOLENOID

VALVE
AUTO SHIFT INDICATOR LAMP
NEUTRAL INDICATOR LAMP
CENTRAL WARNING LAMP
BRAKE OIL PRESS. WARNING LAMP
E/G OIL PRESS. WARNING LAMP
E/G COOLANT TEMP. WARNING LAMP
T/M OIL TEMP. WARNING LAMP
AIR CLEANER WARNING LAMP
STEERING OIL PRESS.
WARNING LAMP
PARKING S/W
FUEL EFFICIENT MODE S/W
EFFICIENT LOADING SYSTEM S/W
RIDE CONTROL S/W

X
MCU
FAILURE
(LgW) (102)
(LgSb)
WARNING
BUZZER
(112)
BZ
K115V2E62001
62-38
(152)
PB
SbO (183)
T/M OIL FILTER S/W
Sb (184)
RADIATOR WATER
LEVEL S/W
FUEL LEVEL F
YR (405)
YB (406)
FUEL LEVEL 3/4
YL (407)
FUEL LEVEL 1/2
YBr (408)
FUEL LEVEL 1/4
YG (409)
FUEL LEVEL 1/8
D20
C14
C15
C17
C28
C20
C29
C21
E
V (100)
S/S POTENTIOMETER (OPT)
G (234)
BOOM ANGLE SENSOR
BrR (251)
DECLUTCH SENSOR
(LgR) (166)
BRAKE OIL
PRESS. SENSOR 1
BRAKE OIL
PRESS. SENSOR 2
E09 (+5V)
E19
C26
E27
A26
A13
MACHINE CONTROL UNIT (MCU)
(153)
P
T/M ACC. LIMIT S/W
A20
A30
A32
A24
A11
A33
A22
A31
A23
B09
E34
E21
SbY (171) E30

B24
(SbO) (193)
(Sb)
T/M OIL FILTER WARNING LAMP

RADIATOR COOLANT LEVEL WARNING LAMP
AUTO BRAKE INDICATOR LAMP
(194)
(GY) (169)
(OSb) (211)
TRACTION CONTROL INDICATOR LAMP
(RL) (235)
REVERSAL FAN INDICATOR LAMP (OPT)
(LgB) (224)
S/S INDICATOR LAMP (OPT)
(YR) (410)
FUEL LEVEL F
FUEL LEVEL 3/4
FUEL LEVEL 1/2
FUEL LEVEL 1/4
FUEL LEVEL E
(YB) (411)
(YL)
(412)
(YBr) (413)
(YG) (414)
LgBr (104)
BUZZER RELAY
BZ
(YB) (401)
E/G COOLANT TEMP. GAUGE
(BrW) (402)
T/M OIL TEMP. GAUGE

METER OUTPUT
(TACHOMETER)
(WL)(400)
SbY (172) E22

E10
EFFICIENT LOADING SYSTEM

OIL PRESS. SENSOR
GyB (266)
SECONDARY STEERING
PRESS. SENSOR
C01
E26
SbR (240)
GyG (754)
E/G COOLANT TEMP. SENSOR
GyL (180)
T/M OIL TEMP. SENSOR
(G) (415)
OUTSIDE AIR TEMP. SENSOR
GyO (220)
HYD. OIL TEMP. SENSOR
BY (114)
Y (160)
MACHINE SPEED SENSOR

E/G SPEED SENSOR
ECM(31)
W (161)
Y (159)
(420)
OSb (+)
()
(421)
OB (+)
()
B25
A06
E31
B08
E32
A09
E23
B15
E07
A34
E16
A25
E15
A10
E08
B19
(OUT_FEW)B23
(OUT_RES)E33
(RXD0)E25
(TXD0)B26
(OUT_MD2)B17
E
P (107)
PL (108)
PG (109)
PB (110)
YSb (403)
SbR
(208)
SbP
(202)
SbW (203)
HOUR METER DRIVE
(RIN1)B16
D02
D08
E/G TORQUE SELECTION
TC
E/G DROOP SELECTION 1
F5
DC
E/G DROOP SELECTION 2
(LB) (138)
TO BACK-UP LAMP
(RG) (331)
YB
YG
YL
YO
YBr
TRACTION CONTROL SELECTION
ECM(O)
TO BRAKE LAMP
(100)
V
(115)
(116)
(117)
(118)
(119)
+5V
FEW
RESET
RXD
TXD
MD2
GND
MCU PROGRAM REWRITE
C03
D16
E/G IDLE SELECTION
AI
(GW) (212)
C02
D25
(DOUT1)B22
GL (810)
S2H
S2L
S2S
(CANH0)E29
(CANL0)E20
MAIN MCU
RS232C
GR (811)
D09
E
TACHOGRAPH MACHINE SPEED (OPT)
C27
(E09)
DESTINATION SWITCH 1
DESTINATION SWITCH 2
A/MSELECTION
ODMETER SELECTION
TIRE DIA. SELECTION
SPEED SENSOR SELECTION
METER SELECTION
TACHOGRAPH E/G SPEED (OPT)
CAN
K115V2E62002
62-39
Machine control unit (MCU) function

Forward/reverse (F/R) shifting and speed change
To solenoid valve
for each clutch
F/R clutch solenoid valve
+24 V
Shift lever
Modulation
mechanism
Surge
suppression
diode
(incorporated
in solenoid
valve)
R
1
23
A
1
Downshift
button
MCU
Machine speed
sensor
+24 V
Solenoid valve
for clutch
Clutch
valve
Speed indicator
lamp
(instrument panel)
Torque
converter
pump
Direct charge
valve
Clutch
piston
During energized: Clutch is engaged.

During de-engaged: Clutch is disengaged.
Lockup clutch
piston
Machine with lockup clutch:
To solenoid valve
for each clutch
LU
ECM
Modulation
mechanism
Engine speed
sensor
Solenoid
valve
Solenoid valve
for clutch
+24 V
ON when shift lever in A position
Clutch
valve
AUTO indicator lamp
Direct charge
valve
Torque
converter
pump
Clutch
piston
During energized: Clutch is engaged.

During de-engaged: Clutch is disengaged.
115V2E62013
Each clutch has one solenoid valve for transmission

control. When electric current flows through the solenoid valve, the clutch oil is fed into the clutch piston
chamber through the modulation mechanism and the
clutch valve. When the piston operates, the clutch is
engaged. When the current stops flowing through the
solenoid valve, the oil is drained from the clutch piston
chamber through the clutch valve, and the clutch is disengaged.
Input detection
When the shift lever is set to the F (forward) position,
electric current for input detection signal is sent from the
MCU to the grounding circuit via shift lever contact F.
The MCU, therefore, judges that the shift lever is set to
the F (forward) position. There is no shift lever contact
for the R (reverse) input circuit and electric current will
not flow.
For the speed change by the shift-up/shift-down signal,
the MCU judges the set speed in the same way as
described above.
Operation error preventive function

(Simultaneous input of two or more commands)
If both the forward and reverse commands are input at
the same time due to a problem, the transmission is set
to the neutral position. In addition, if two or more speed
commands are input at the same time, the speed range
previously engaged is selected.
When the starter switch is at OFF position, if both the
forward and reverse commands are input at the same
time due to a problem, the engine does not start even if
the starter switch is placed in the start position. This is
because the neutral relay does not work.
62-40
Shift lever
KNIGHT BEAM CO,LTD

BM51-111
JAPAN
>PAMXD6-G50<
Forward F
Neutral N
Reverse R
1st speed
2nd speed
Auto
3rd speed
Grounding for
speed change side (B)
1st speed (GW)
2nd speed (GL)
Auto (G)
3rd speed (GY)
F (GR)
Unused
R (GB)
Grounding for
F/R side (B)
70ZV62025
1. Bracket assembly
2. Grip
3. Connector
The shift lever has two direction and four speed positions; forward and reverse (F and R) and "1", "2", and
"3" speed positions are respectively used for 1st, 2nd,
and 3rd fixed speeds. The "A" speed position is used for
the variable speed where the 2nd through 4th speed
clutches are automatically changed in both the forward
and reverse operation. The lockup clutch (OPT) is automatically engaged or disengaged in the forward operation only.
Operator controlled shifting from 2 1 2 in either "2"

or "A" is done by momentarily depressing the downshift
button on the boom lever.
Shift lever neutral (N) position
The shift lever has no neutral (N) contact.
Therefore, if neither the forward nor the reverse (F and
R) signal is input, the MCU will judge that the shift lever
is at the neutral (N) position.
62-41
Automatic shift
Operation of solenoid valve

Clutch solenoid valve
Shift up
10.8 N-m (1.1 kgf-m) (8 lb-ft)
Shift down
Speed
F4
+ side
SKM6
G24D
K W E 6 K- 21/
N
12.0 10.0
side
Reverse
View from A
10.0 11.0
17.0 19.0
Speed km/h
Forward
Automatic shift map (Normal mode)
115V2E62014
35 N-m (3.6 kgf-m) (26 lb-ft)

Shift up
80ZV62012
Shift down
F4
Solenoid valve (with built-in diode)
Rated voltage
DC 24 V
Coil resistance value
Approx. 27
3
2
When the input signal is transmitted, the output circuit of

the corresponding solenoid valve is connected to the
grounding circuit. As a result, power is supplied to the
solenoid valve and the clutch is engaged. At the same
time, the speed indicator lamp in the cab lights.
Note that when the parking brake or the auto brake is
actuated or the declutch brake is applied, the forward or
reverse (F or R) clutch solenoid valve is turned off and
the transmission is set to neutral.
11.5 9.5
Reverse
9.5 10.5
Speed km/h
16.5 18.5
Forward
Automatic shift map (Fuel efficient mode)
115V2E62015
When the shift lever is set to A position, the AUTO indicator lamp in the cab will light and one of the solenoid
valves will be automatically energized according to the
machine speed. In addition, the speed indicator lamp
will light. The input signal for automatic shift is controlled
by the pulse generated by the speed sensor.
62-42
Automatic shift (with lock-up solenoid)

Shift up
Shift down
Speed
F4L
F4
F3L
3
2
12.0 10.0
Reverse
10.0 11.0
13.5 15.5
20.5 21.5
26.5 28.5
Forward
Speed km/h
Automatic shift map (Normal mode)
115V2E62016
Shift up
Shift down
Speed
F4L
F4
F3L
3
2
11.5 9.5
Reverse
9.5 10.5
12.0 14.0
20.0 22.0
24.0 26.0
Forward
Speed km/h
Automatic shift map (Fuel efficient mode) 115V2E62017
62-43

115V2E62026
39 N-m (4.0 kgf-m) (29 lb-ft)
Clearance adjustment
0.45~1.6 mm (0.018~0.063 in)
115V2E62018
Internal resistance *
2.30.2 k (25C) (77F)
* Internal resistance changes greatly with temperature. At lower temperature the resistance is lower. At operating temperature the resistance increases.
If resistance is 0 or the speed sensor is defective.
The detector is adjacent to the transmission output

gear. The pulse voltage is transmitted to the MCU.
Note
To prevent electronic "noise" from other sources that
may corrupt signal, "twist" the wire from sensor all the
way to the MCU.
IMPORTANT
Make sure to apply the correct torque value when
replacing the sensor. Shims help to set clearance
between sensor & gear but over-torque can change
clearance.
62-44
Downshift button operation

Downshift button
80ZVE62017
The downshift button is attached to the boom control

lever.
In any operation mode, pressing the downshift button
during 2nd speed operation shifts the 2nd speed to the
1st speed. After that, if the downshift button is pressed
again, the speed is changed from the 1st to the 2nd, or
to move the shift lever to neutral or to the opposite
direction, the speed will be changed to the 2nd again.
Note that when the speed is shifted, the transmission
status monitor lamp on the instrument panel changes
from the 2nd gear to the 1st gear or from the 1st gear to
the 2nd gear.
Downshift button
YL
BY
70ZV62031
Allowable value
Max. voltage
DC 24 V
Current
10 mA
The downshift button is of the momentary type. It is

spring loaded to the "OFF" position.
62-45
Modulation at clutch switching

MCU
Clutch selection
input signal
F
Shift lever
2 3
Output
current
control
+ 24 V
Modulator valve
B05
T/M accumulator
limit switch
E/G speed sensor
ECM
115V2E62024
To T/C
ACC2
ACC1
P3
P2
PG
10
0.007 MPa
(0.07 kgf/cm2)
(0.1 psi)
0.39 ~ 2.65 MPa

(4 ~ 27 kgf/cm2)
(56.8 ~ 384 psi)
PG
Drain (T/M side)
P4
PG
To T/C return line
30L/min
4.0
0.88 MPa
(9 kgf/cm2)
(128 psi)
P5
To T/M lubrication line
34
To T/M solenoid
valves
PG
Drain (T/M side)
PM
P1
PG
Drain (T/M side)
From pump
115V2E62025
The rise time of clutch oil pressure is controlled by modulator valve (proportional relief valve) (6) to shorten the
time lag and reduce shock that occurs when shifting
between forward and reverse, and between gears.
62-46
Modulator valve operation
Initial oil charging (t1) into the clutch piston

chamber
When the shift lever is shifted from the neutral to the 1st
speed forward, the low range clutch solenoid valve is
energized and oil in the accumulator flows into the
empty clutch piston chamber first.
Modulation chart (Neutral1st forward)

ON
Then, oil under pressure flows into the clutch piston

chamber. After a given time, the control current to the
modulator valve is reduced. Accordingly the main clutch
oil pressure is reduced, concluding the initial oil charging into the clutch chamber.
Low range clutch OFF

solenoid valve
ON
1st speed clutch

solenoid valve
Modulator
valve
Oil filling completed Engagement

(clutch) (Acc.)
completed
The time taken for this initial charging, which depends

on the capacity of the clutch piston chamber, is controlled by a MCU.
Current
(mA)
Main
pressure
Pressure
MPa
(kgf/cm2)
(psi)
Low range
clutch
Pressure
pressure
MPa
(kgf/cm2)
(psi)
Clutch piston chamber filling (t2)
P1
P2
The holding pressure in this time depends on the speed

of the engine: lower pressure with lower engine speed,
higher pressure with higher engine speed.
This time is also controlled by the MCU.
0
t2
t1
t3
When shifted
Accumulator filling (t3)
t4
Shift completed
115V2E32023
t1
Initial charging
time

clutches
0~0.12 sec
t2
Low pressure
holding time
Changes with engine speed
Less than
0.5 sec
t3
Pressure rise
time

clutches
0.3~0.7 sec
t4
Restoration time

clutches
0.5~1.3 sec
P1
0.5~1.5 MPa (6~15 kgf/cm2) (85~213 psi)
P2
2.6~2.9 MPa (27~30 kgf/cm2) (384~427 psi)
- E/G high idle
To reduce clutch engagement shock, it is necessary to

engage the clutch while allowing some slippage of it. To
do this, the current to the modulator valve is held low for
a given time. The torque converter gear pump fills the
oil both into the accumulator and into the clutch piston
chamber. During this time, the clutch piston moves
while compressing the piston return spring.
The pump continues to fill the oil into the accumulator.

At the same time the clutch oil pressure is raised slowly.
This prevents the clutch engagement shock caused by
a rapid pressure rise.
Pressure rise (t4)

Since the accumulator is completely accumulated at the
start point of t4, the limit switch is turned ON, sending
the signal to the MCU. At that point, the clutch piston
comes into contact with the clutch plate and the clutch
plates start to transmit power. The MCU recognizes that
the accumulator is at the full accumulation by this signal, and gradually increases the driving current to the
modulator valve.
Then, the hydraulic pressure for the clutch will consequently increases to complete the clutch engagement.
62-47
Adjustable declutch preset switch

200
Clutch OFF
Clutch ON
310
510
(kPa)
Declutch sensor
85V2E62028
Declutch selector
switch
ON
Declutch sensor
Transmission clutch
More than 510 (kPa)
Disengage
Less than 310 (kPa)
Engage
Adjustable declutch preset switch is used to change the

angle of the left brake pedal (Declutch pedal) to disengage the transmission clutch.
Left brake valve
Pressure sensor for stop lamp

and declutch
95V2E52014
Switch
115V2U62019
With the engine running, step on the left brake pedal

(Declutch pedal) up to the desired angle and press the
switch to set the brake pedal (Declutch pedal) angle.
62-48
Back-up alarm
Back-up lights
Shift lever
Back-up alarm
MCU
+24 V
2 3
A10
85V2E62027
When the shift lever is set to the reverse (R) position,

the back-up lamp will light, and the buzzer will sound.
62-49
Parking brake
5A
F13
+ 24V
Monitor lamp
Parking brake
Parking (ON)
Running (OFF)
Parking
switch
ON
OFF
MCU
D01
30A
F5
+ 24V
95V2E62014
The parking brake solenoid valve activates the parking

brake.
Parking switch ON:
Parking switch OFF:
When the power of the solenoid valve is turned off, no

oil will be fed to the piston chamber of the parking
brake. The piston presses the brake disc with the spring
force to actuate the parking brake. If the transmission
shift lever is set to the forward or reverse (F or R) position, the buzzer will sound and the clutch will not be
engaged.
When the power of the solenoid valve is turned on, oil

will be fed into the piston chamber, the spring is compressed, and the parking brake is released.
Parking brake operation

Parking switch
Monitor lamp
Buzzer
Parking brake solenoid

valve
Parking *
"Parking" position
(pulled up)
Sounds when shift lever is

set to F or R
No electric power supply
Running
"Running" position
(pushed in)
Off
No buzzer
Electric power supply
*When the parking switch is set to "parking", the forward or reverse clutch is disengaged and set to neutral.
62-50
Solenoid valve for parking brake
Spring chamber (brake actuator)
B
Reducing
valve
Solenoid
Knob
T
Seat
face A
Manual release
(counterclockwise
rotation)
Spool
Seat
face B Tank
115V2E62020
Rated voltage

95ZV52045
Valve assembly
Front
Solenoid valve
for auto brake
Solenoid
valve for
parking
115V2E62021
DC 24 V
Rated current
0.92 A
Resistance
26.2
62-51
Auto brake
Input side
1 23A
+24V
Machine speed
Shift lever

selector signal
Machine speed
sensor
Output side
MCU
Solenoid valve for auto brake
B14
Auto brake monitor lamp, buzzer
+24V
A20
B13
B01
B04
Solenoid valve for forward/reverse clutch
Installation position of solenoid valve for auto brake.

Refer to the description on the solenoid valve for parking brake.
95V2E62015

forward and reverse at a machine speed of 12 km/h (7.5
mph) or more, the auto brake is applied to protect the
transmission clutches.
Shown in the "released" position

To rear service
brake
To front
service brake
23
When the machine speed is too high, the auto brake is

applied also to prevent troubles caused by excess
speed in the engine and the transmission.
From unloader
valve (Pump)
When the auto brake signal enters from the MCU to

solenoid valve (29) for auto brake and solenoid valve
(29) is energized and magnetized, the pilot oil from
unloader valve (22) enters the pilot port of left brake
valve (23) through reducing valve (37) (setting pressure:
1.3 MPa (13 kgf/cm2) (185 psi)), and actuates the pilot
piston and the spool of the brake valve.
29
MCU
signal
37
When the spool is switched over, the high-pressure oil

coming from the pump through the unloader valve
enters the front and rear brake piston chambers to apply
the service brake.
1.3 MPa
(13 kgf/cm2)
(185 psi)
From unloader valve
K115V2U52001
At this time, the neutral indicator lamp and the auto

brake indicator lamp on the instrument panel light, and
buzzer sounds. While the auto brake is applied, the forward/reverse clutches of the transmission are disengaged and kept in the neutral status until the actual
machine speed decreases and reaches the set value.
62-52
When the traveling direction is switched over
between forward and reverse at a machine speed of
12 km/h (7.5 mph) or more
When machine speed is excessive

Operation chart
(Example: Machine speed excessive in forward direction)
Operation chart
(Example: Shifting from forward to reverse)
Machine
speed
5 km/h
Shifting between
forward and reverse (3.12 mph)
Machine
speed
Machine
speed
2 km/h
(1.25 mph)
F solenoid valve
Brake solenoid
valve
Monitor lamp OFF
OFF
R solenoid valve
Buzzer
Neutral
indicator lamp
ON
ON
OFF
Service brake operating
115ZV62067
OFF
When the machine speed reaches or exceeds the set

value, the service brake is applied as in the above case.
When the machine speed drops below the specified
value, the service brake is released.
ON
Neutral
indicator lamp OFF
Brake solenoid
valve
OFF
Monitor lamp
Buzzer
ON
Speed clutch
solenoid valve
ON
T/M in neutral
ON
ON
OFF
Machine
speed
F solenoid valve
T/M in neutral
OFF
ON
OFF
During service brake application, the transmission is

placed in neutral.
Service brake operating

95V2E62017

forward and reverse at a machine speed 12 km/h (7.5
mph) or more at any speed position, the power of the
solenoid valve for auto brake turns on and the service
brake is applied until the machine speed is reduced to 2
km/h (1.25 mph). At the same time, the power of all
solenoid valves for forward/reverse clutches is turned
off, and the transmission is set to the neutral position.
When the machine speed reaches 5 km/h (3.12 mph),
the clutch for the opposite direction is engaged. (However, the brake remains applied until the machine speed
becomes approximately 2 km/h (1.25 mph).
Speed range
Set value km/h (mph)

F
1st
Approximately 13
(8.125)
Approximately 12
(7.5)
2nd
Approximately 22
(13.75)
Approximately 24
(15.0)
3rd
Approximately 36
(22.5)
Approximately 36
(22.5)
4th/A
Approximately 39
(24.375)
62-53
Auto brake solenoid valve
Seat face A
Pilot oil circuit

From unloader
valve
Brake valve
B
Seat face B
Tank
T
Spool
Reducing valve
(for autobrake)
Solenoid valve
(for autobrake)
115V2E52006
Valve assembly
Solenoid valve
for auto brake
Solenoid
valve for
parking
115V2E62021
Rated voltage
DC 24 V
Rated current
0.92 A
Resistance
26.2
62-54
Machine control unit (MCU) failure warning

Should the MCU stop working due to the following
cause, a dash mounted monitor lamp lights up to give
warning.
MCU failure monitor lamp
MCU replacement
If the monitor lamp lights up under the cause above, it is
an indication that the MCU's program has malfunctioned
and the MCU assembly must be replaced.
Electrical
circuit
LgW
The MCU has a self-diagnosis function incorporated in

it, and if the computer program becomes abnormal due
to abuse or defect, a dangerous condition may occur,
the monitor lamp lights up and all the outputs from the
MCU are turned OFF.
LgW
Body blue
If a warning is given as a result of self-diagnosis of

the MCU
Chassis side
coupler
When installing a new MCU on the machine, all specifications must be registered into the MCU through the
MODM.
85V2E62030
Rating
DC 24 V
Operation voltage
16 V or less
Reset voltage
2.4 V or more
Coil resistance
320
MCU fault relay (Normally closed)
62-55
Secondary steering function (OPT)
Speed sensor
Pilot lamp
F13
MCU
To steering valve
Pressure
sensor
Check valve
Check valve
G1/2
G1/2
+24 V
Secondary
steering motor
and pump
G1/2
G1/2
F5
16
cm3/rev
G3/8
11.7MPa
(119 kgf/cm2)
(1696 psi)
G1/2
Check valve
Secondary
steering relay
G1/2
+24 V
Secondary
steering motor
and pump
11.7MPa
(119 kgf/cm2)
(1696 psi)
16
cm3/rev
M
Magnetic switch
(on motor and pump)
90.7 90.7
cm3/rev cm3/rev
Steering pump
Hydraulic line
Electrical circuit
115V2E42025
In normal operation, the oil from the steering pump

flows into the steering valve through the check valve.
And the signal of the pressure sensor is always sent to
the MCU.
With some problems, as the steering hydraulic pressure
goes down while the engine is running, the pressure
sensor signal becomes less than the preset value at the
MCU. In this condition, if the machine speed is more
than 2 km/h, the MCU sends a signal to the magnetic
switch.
As a result, the secondary steering motor and pump are

driven. Then it is ready to steer the machine.
Pressure sensor preset value
Steering hydraulic pressure
ON: at 0.3 MPa (3 kgf/cm2) (44 psi) or lower
OFF: at 0.4 MPa (4 kgf/cm2) (58 psi) or higher
62-56
The signal from MCU

to magnetic switch
Machine speed signal
ON
Machine speed
OFF
(km/h)
85V2E42051
62-57
Monitoring system
If a problem of a unit is detected while the engine is running, a monitor lamp lights to inform the operator.
For some problems, the buzzer sounds also, and the
central alarm lamp flashes also.
When the starter switch is set to ON, all of the monitor
lamps are lit for 3 seconds and buzzer sounds to check
whether the monitor lamps are normal (not burn out).
Items to be monitored and operation condition

No.
Item to be monitored
Machine control unit (MCU)
Brake oil pressure
Engine oil pressure
Engine coolant temperature
Torque converter oil

(transmission) temperature
Clogged air cleaner
Clogged transmission oil

filter
Charging condition
Central alarm
10
Steering oil pressure
11
Engine cooling water level
12
Auto brake operation
Monitor lamp
Lighting
color
(red)
(red)
(red)
(red)
(red)
(red)
(red)
(red)
(red)
(red)
Symbol
Operation condition
Defective machine control unit (MCU)
Lamp test
Remarks
Unloader valve accumulator port oil pressure

is lower than 3.90.5 MPa (403 kgf/cm2)
(56971 psi)
While engine running, 0.1 MPa (1.1 kgf/cm 2)
(16 psi) or less for more than 2 seconds
1012C or more (2144F or more) for more
than 2 seconds
1205C or more (2489F or more) for more

than 2 seconds
Filter resistance: 63558 mmAq or more (25

inches H2O) for more than 2 seconds
Pressure difference at 502C (1224F) or

more
0.3 MPa (454 psi) or more
Defective charge system
For items 1~7, 10
Flashing type
When operates steering pressure is less than

0.4 MPa (4 kgf/cm2) (57 psi), machine speed
is more than 2 km/h.
When engine cooling water level drops
(before start up only)
(red)
Buzzer
When auto-brake works
F/R: No buzzer
sounds
62-58
No.
Item to be monitored
13
Hydraulic oil level
Monitor lamp
Lighting
color
(red)
Symbol
Operation condition
Buzzer
Lamp test
Hydraulic oil level is low when the engine is

stopped
(red)
14
Engine protection lamp
15
Engine warning lamp
16
Engine stop lamp
(orange)
(yellow)
(red)
Any fault in engine detected by ECM

(Engine controller)
(2 sec.)
Remarks
62-59
Operation monitor lamps

Monitor lamp
No.
Monitor item
Parking
Red
Declutch
Green
When declutch switch is set to ON
Working light
Green
When working light (rear) switch is set

to ON
K-Lever indicator
Green
When K-Lever system is ON.
Turn signal indicator (left)
Green
When turn signal lever (left) is actuated
Turn signal indicator (right)
Green
When turn signal lever (right) is

actuated
High beam
Blue
When head lamp is set to high beam
Auto shift
Green
When transmission shift lever is set to

automatic position
Neutral
Green

neutral position
10
Transmission status
Yellow

corresponding gear (1~4)
11
Reversal fan
Green
When the reversal fan switch is ON.
Lighting
color
Symbol
Lighting condition
Remarks
When parking brake switch is set to ON
Caution on storage of individual instrument panel
IMPORTANT
Gauge pointer
Pointer axis
Axis hole
When storing the instrument panel individually, make

sure that the panel face (transparent face) faces
upward.
If the panel face faces below the vertical direction, the
damper oil may leak from meter pointer axis holes.
Meter
Damper
oil
Main body
frame
Magnet
70ZV62039
62-60
Instrument Panel and Switch

Instrument panel
21
20
6 17
19 5 18
23
10
11(37)
12
30
26
28
27
13
34
14
35
15
36
16
38
STOP
39
29
33
32
31
24
25
(37)
22 8
115V2E62022
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Tachometer
Engine coolant temperature gauge
Transmission oil temperature gauge
Fuel gauge
Parking brake indicator lamp
Auto brake indicator lamp
Declutch selector lamp
Working light indicator lamp (rear)
Central warning lamp
Machine control unit (MCU) warning lamp
Brake oil circuit warning lamp
Engine oil pressure warning lamp
Engine coolant temperature warning lamp
Transmission oil temperature warning lamp
Air cleaner clogging warning lamp
Charge warning lamp
Turn signal indicator lamp (left)
Turn signal indicator lamp (right)
High beam indicator lamp
Auto shift indicator lamp
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
Neutral indicator lamp

Transmission status monitor
Hour meter
Reversal fan pilot lamp (option)
Secondary steering warning lamp (option)
Working light switch (front)
Working light switch (rear)
Fuel efficient mode switch
F/R switch indicator lamp (option)
Four-way flasher switch (option)
Engine warning lamp
Engine stop lamp
Efficient loading system switch
Cold start (ether injection) switch
Selection switch for shift lever or F/R switch
(option)
37. Hydraulic oil level warning lamp
38. Transmission oil filter warning lamp
39. Coolant level warning lamp
62-61
Instrument panel rear surface
1
L1
L2
CN1
8P
CN4
L11
4
58 57
Hour
meter
L10
L6
L19
L7
L8
Transmission oil
temperature sensor
L9
E
L10
L18
L10
L10
56
L10
L21
L17
Engine water
temperature sensor
48
16P
35
L16
L4
12P
L10
L15
CN3
29
L20
L14
L10
L3
L5
L13
L12
CN2
L22
18
L23
L24
L25
L26
L27
20P
19
28
Layout of connector pins (Instrument panel side)

CN1(8P)
CN2(20P)
A5
A6
A7
9 10 11 12 13 14 15 16 17 18
29 30 31 32 33 34
41 42 43 44
35 36 37 38 39 40
49 50
3 4
6 7
19 20
CN3(12P/16P)
22 23 24 25 26 27 28
CN4(2P)
A8
A9
46 47 48
58
53 54 55 56
57
115V2E62027
Pin
No.
1
Signal
Engine water level alarm
Lamp
No.
Pin
No.
Signal
Lamp
No.
Pin
No.
L9
21
41
Lamp
No.
AUTO lamp
L20
L16
Charge lamp
L7
22
42
Auto brake
Air cleaner clogging alarm
L6
23
Fuel level lamp (F)
43
Converter (+)
T/M oil temperature alarm
L5
24
Fuel level lamp (3/4)
44
Converter ()
Engine water temperature alarm
L4
25
45
Engine oil pressure alarm
L3
26
46
Brake oil pressure alarm
L2
27
Fuel level lamp (E)
47
MCU failure alarm
L1
28
GND ()
48
Work lamp
L18
+24 V power supply
49
Central alarm lamp
L14
50
GND ()
+24 V power supply
29
10
Secondary steering
L22
30
Signal
Declutch lamp
L17
L19
11
Reversal fan (option)
L23
31
51
12
Engine warning lamp
L25
32
52
13
L24
33
14
Engine stop lamp
L26
34
Neutral
53
High-beam lamp
L12
L21
54
Turn signal (left) lamp
L13
Turn signal (right) lamp
L11
15
L27
35
+24 V power supply
55
16
E/G water temperature gauge
36
1st speed indication
56
17
T/M oil temperature gauge
37
2nd speed indication
57
Hour meter ()
58
Hour meter (+)
18
38
3rd speed indication
19
Instrument panel illumination
L10
39
4th speed indication
20
T/M oil filter clogging alarm
L8
40
Parking brake lamp
L15
62-62
Gauge circuit
Controller
Power supply
24V
Grounding
15V
Viewed from rear surface of instrument panel

K90ZV62016
Sensors respectively detect the temperature and fuel

level, and then convert them into electric signals. The
signals are transmitted to the corresponding gauges
that indicate the transmitted values.
Note
If a gauge is removed from the panel, the resistance
between the terminals will differ from the standard value
shown in the table.
Gauge
Engine water temperature

97C(206F)
35C(95F)
100C(212F)
103C(217F)
T/C, T/M oil temperature

110C(230F)
100C(212F)
120C(248F)
50C(122F)
125C(257F)
Indication
White
Red
Red
White
Resistance between
S and E ()
120~125
75~80
Resistance between
S and V ()
120~125
85~90
Resistance between
E and V ()
170~190
130~150
62-63
Temperature sensor
(For engine water temperature (S/N 9001~9050),
torque converter oil temperature and hydraulic oil
temperature)
2
1
115V2E62023
Temperature of
detection part (C)
80
[176F]
90
[194F]
100
[212F]
120
[248F]
Resistance (k)
6.2~6.9
4.7~5.2
3.6~3.9
2.1~2.4
62-64
Fuel gauge circuit
The level sensor provided inside the fuel tank is

equipped with five float switches. When the oil level
becomes low, the contact of the corresponding float
switches turns on. The float switch signals are transmitted to the MCU, electrically processed, then only one
lamp corresponding to the gauge level lights on the
instrument panel.
MCU
Level
sensor
C14
Indicator
+24V
lamps
C15
YB (406)
FUEL LEVEL 3/4
YL (407)
FUEL LEVEL 1/2
YBr (408)
FUEL LEVEL 1/4
YG (409)
FUEL LEVEL 1/8
C17
C28
Float switch switching and indicator lamp lighting status
C20
C21
(YR ) (410)
A11
A22
A31
FUEL LEVEL F
FUEL LEVEL 3/4
FUEL LEVEL 1/2
FUEL LEVEL 1/4
FUEL LEVEL E
(YB) (411)
A33
(YL) (412)
(YBr) (413)
A23
(YG) (414)
Indicator lamp
: Flashing : Lit
: Extinguished
Float switch
: ON : OFF
C29
Actual fuel level
YR (405)
FUEL LEVEL F
1/4 1/2 3/4
F or more
From F to 3/4
From 3/4 to 1/2
From 1/2 to 1/4
From 1/4 to E
E or less
Any other pattern
1L
Example of failure:
When the wire of the "1/2" float switch is broken, the indicator
lamps for "1/4" and "E" do not light even if the fuel amount
becomes 1/2 or less.
2L
3L
Float switch
1/4 1/2 3/4
4L
5L
ON
3/4
ON
1/2
ON
1/4
ON
1/8
ON
Fuel level sensor
(Black) 3/4
(Brown)
(White) 1/2
E (Yellow)
(Red) 1/4
1/8 (Green)
View A
K115V2E62003
62-65
MODM
MODM
Monitor Changeover
(Machine Operation Diagnostic Module)
[ ]button
Display window
]button
[ (step back)] [ (step forward)]

button
button
Replacement
monitor
Fault log
monitor
Information
monitor
Input/Output
monitor
Specification
setting monitor
Parameter
setting monitor
90ZV-262001
MODM function
The MODM has the following functions:
Change over the monitor using the following procedure:

When the starter switch is ON, the MODM software version displays for 3 seconds.
- Information monitor
Displays outside air temperature, machine speed
and engine speed, engine coolant temperature,
transmission oil temperature, hydraulic oil temperature and miles driven etc.
80V2U62001
After this, machine information screen displays information relative to the machine function.
- Replacement monitor
Allows check of the replacement time for the parts
and oil periodically replaced, allows setting of the
replacement interval, and displays the replacement
pop-ups.
- Fault log monitor
Allows check of previous errors, and displays active
errors.
- Input/Output monitor
- Parameter setting monitor
Allows check and change of the parameter setting.
- Specification setting monitor
Allows check and change of the specification setting.
80V2U62002
62-66
MODM
Changing display from one function to next

Press both the [
(step back)] button and [
(step
forward)] button at the same time to change over the
monitor mode in sequence "Information monitor
Replacement monitor Fault log monitor Input/Output monitor Parameter setting monitor Specification setting monitor Information monitor".
From Information monitor to Replacement

monitor:
Press both the [
(step back)] and [
ward)] buttons at the same time.
Display should now appear as shown below.
However the monitor mode can not be changed in

reverse such as "Information monitor Specification
setting monitor Parameter setting monitor ....."
The display will not be changed to the next monitor
when you hold the buttons.
For the display sequence, refer to "Outline of MODM
(Machine Operation Diagnostic Module) Operation"
page 92-40.
(step for-
90ZV-262034
By pressing the [
(step forward)] button or [
(step back)] button you may then continue to navigate
through the items that should be replaced at given service intervals.
From Replacement monitor to Fault log monitor:

Press both the [
(step back)] and [
(step for-
70V2U62016
Display should appear as shown.

(Example: Downshift button malfunction)
This screen shows fault logs or inactive fault codes and
provides a chronological date and time line of when they
occurred.
By pressing the [
(step back)] button you may then continue to navigate
through inactive codes.
Up to 100 are stored. In the upper left corner you will
notice a numerical sequence of number between
01~00. This represents faults 1~100 as they have been
logged.
62-67
MODM
From Fault log monitor to Input/Output monitor:
From Specification setting monitor to Information monitor:
Press both the [

(step back)] and [
Press both the [

(step back)] and [
(step for-
80V2U62004
With the shift lever in "Neutral" and "Automatic", the

screen should appear as above.
This screen shows the "Input and Output" signal data.
From Input/Output monitor to Parameter setting monitor:

Press both the [
(step back)] and [
(step for-
80V2U62005
Display should appear similar to above.

This screen shows "Parameter settings" and may be
used to make changes in an already validated parameter.
From Parameter setting monitor to Specification setting monitor:

Press both the [
(step back)] and [
(step for-
70V2U62017
Display should appear similar to above.

This screen shows "Specification settings" and may be
used to make changes in a MODM to validate or invalidate a given parameter; effectively turning ON or OFF
the function of an option.
(step for-
80V2U62002
While in default temperature screen, the password input

screen can be seen by simultaneously pressing the [ ]
and [ ] buttons. When the password input is finished,
fuel consumption can be seen. Pressing [ ] button toggles between metric and US values.
62-68
MODM
Information Monitor
1. Outside air temperature
(Refer to page 92-42)
Information monitor display
90ZV-262024
The following items are displayed:

When the starter switch is ON, the software version displays for 3 seconds, then shows default screen.
90ZV-262024
To toggle between metric standard values (C, MPa,

km/h, etc.) and US standards (F, PSI, MPH, etc.), press
the [ ] button.
The monitor displays the current outside air temperature

when the starter switch is ON.
Press the [ ] button to change over the display unit
from "C" to "F". Press the [ ] button again to return
the display unit from "F" to "C".
2. Machine speed and engine speed

Press the [
(step forward)] button and release.
To get fuel consumption data, press the [ ] and [ ]

buttons simultaneously and release, as seen below.
90ZV-262025
You will now be at the screen shown above.

90ZV-262023
When the password input is finished, you will now be at

the screen shown below.
This indicates the actual machine speed and engine

revolutions. This is useful for determining items like shift
mapping patterns in relationship to speed range selection.
For speed to be accurate, the correct tire size must be
entered into the main MCU via this MODM unit.
80V2U62007
To leave this screen, press the [ ] and [ ] buttons

simultaneously again.
Every time the [
(step forward)] button is pressed,
the displayed contents are changed "Machine speed
and engine speed Engine coolant temperature
Transmission oil temperature Hydraulic oil temperature" in sequence.
Every time the [
(step back)] button is pressed, the
displayed contents are changed over in sequence "Hour
meter Voltage Boom cylinder oil pressure
Cycle".
page 92-40 and 92-42.
Press the [ ] button to change the display unit from

"km/h" to "mph"
Press the [ ] button again to return the display unit
from "mph" to "km/h".
62-69
MODM
3. Current engine coolant temperature and

maximum engine coolant temperature
recorded (which can be reset)
Press the [
4. Current transmission oil temperature and

maximum transmission oil temperature
recorded (which can be reset)
Press the [
90ZV-262026
90ZV-262027
The monitor displays the current engine coolant temperature in the "EG COOLANT" line and maximum engine
coolant temperature for the day in the "MAX" line. This
self resets daily at 24:00 (12:00 Midnight).
The monitor displays the current transmission oil temperature in the "TC OIL" line and maximum transmission oil temperature for the day in the "MAX" line. This
self resets daily at 24:00 (12:00 Midnight).
Even if the engine is stopped once and then started

again, if the time is before 24:00, the monitor displays
the maximum engine coolant temperature recorded on
the day.

the maximum transmission oil temperature recorded on
the day.
The maximum engine coolant temperature is automatically reset everyday at 24:00, whether the engine starter
switch is turned on or off.
The maximum transmission oil temperature is automatically reset everyday at 24:00, whether the engine starter
Immediately after reset, the engine coolant temperature

at the time of reset is displayed as the maximum engine
coolant temperature. In other words, the current engine
coolant temperature is equivalent to the maximum
engine coolant temperature.
Immediately after reset, the transmission oil temperature at the time of reset is displayed as the maximum
transmission oil temperature. In other words, the current
transmission oil temperature is equivalent to the maximum transmission oil temperature.
To manually reset, press the [ ] button to reset the

maximum engine coolant temperature. Immediately
after reset, the engine coolant temperature at the time
of reset is displayed as the maximum engine coolant
temperature.

maximum transmission oil temperature. Immediately
after reset, the transmission oil temperature at the time
of reset is displayed as the maximum transmission oil
temperature.


62-70
MODM
5. Current hydraulic oil temperature and maximum hydraulic oil temperature recorded
(which can be reset)
Press the [
6. Odometer (total miles driven) and trip

meter (which can be reset)
Press the [
90ZV-262029
90ZV-262028

The monitor displays the current hydraulic oil temperature in the "HYD OIL" line and maximum hydraulic oil
temperature for the day in the "MAX" line. This self
resets daily at 24:00 (12:00 Midnight).
the maximum hydraulic oil temperature recorded on the
day.
The maximum hydraulic oil temperature is automatically
reset everyday at 24:00, whether the engine starter
Immediately after reset, the hydraulic oil temperature at
the time of reset is displayed as the maximum hydraulic
oil temperature. In other words, the current hydraulic oil
temperature is equivalent to the maximum hydraulic oil
temperature.
maximum hydraulic oil temperature. Immediately after
reset, the hydraulic oil temperature at the time of reset
is displayed as the maximum hydraulic oil temperature.

The monitor displays the total number of miles that
machine is operated in top line and miles for operator
selected time frame the trip meter in lower line. This
logs miles in forward and reverse.
Press the [ ] button to reset the trip meter displayed in
lower line.
from "km" to "mile". Press the [ ] button again to return
the display unit from "mile" to "km".
7. Number of cycles and cycle time

Press the [
90ZV-262030

The monitor displays the number of cycles in the upper
line and the time required for one cycle (moving forward
and backward twice) in the lower line.
This can be used to determine comparative production
data between operators and between working sites.
Press the [ ] button to reset both the number of cycles
and the cycle time.
After reset, the monitor displays newly the number of
cycles in the upper line and the time required for one
cycle in the lower line.
62-71
MODM
Unit conversion and language selection
8. Hydraulic system oil pressure

Press the [
80V2U62008
Select the unit and language using the [ ] button.
Unit conversion (for traveling distance, temperature and pressure)

Press the [ ] button once to change the display unit.
Press the [ ] button again to return to the previous display unit.

The monitor displays the unloader pressure of the efficient loading system (ELS).
from "MPa" to "psi". Press the [ ] button again to return
the display unit from "psi" to "MPa".
Language selection
Press and hold the [ ] button for 3 seconds or longer to
get language selection screen.
9. Voltage
Press the [
80V2U62009

90ZV-262032
English is selected as the initial setting.
Japanese, French, German, Italian, Spanish, Turkish,

Dutch and English can also be selected.
Shows complete electrical system voltage as is seen at

the battery level.
Press the [
back)] button to view the language selections.
Note
If voltage drops below 27 V DC, the hibernate mode
(lowers RPMs to conserve fuel) will not work.
For returning to the information monitor after selecting

the desired language, press and hold the [ ] button for
2 seconds or longer.
10. Hour meter (total operating hours) and trip

meter (which can be reset)
Press the [
90ZV-262033

The monitor displays total operating hours in upper line,
and trip meter hours in lower line.
Press the [ ] button to reset the trip meter displayed in
the lower line.
(step
For returning to the information monitor without selecting another language, press the [ ] button.
Refer to "Main Menu" page 92-41.
62-72
MODM
Replacement Monitor
2. Fuel filter
Press the [
Replacement time check

1. Engine oil filter
80V2U62010
Press both the [

(step forward)] and [
(step
back)] buttons simultaneously to change over the
screen from the information monitor to the replacement
monitor.
90ZV-262034

The display window displays remaining time until next
replacement of fuel filter cartridge.
Note
If an exclamation mark shows before the numbers that
indicate hours, this shows how many hours overdue the
filter is.
Ex. "!12 h" indicates that it is 12 hours overdue.
The display window first displays the remaining time

until next replacement of the engine oil filter cartridge.
This interval is based on using low sulfur fuel and when
engine oil sulfur content is less than 0.5%. If engine oil
sulfur content exceeds 0.5%, this interval must be cut in
half.
Note
filter is.
80V2U62079
Note
Make sure to set the replacement interval (timer reset)
whenever the engine oil filter is replaced.
70V2U62018
Note
whenever the fuel filter is replaced.
It may be necessary to change this filter more frequently, depending on fuel cleanness.
62-73
MODM
3. Coolant filter (80ZV-2 ~ 135ZV-2 only)

Press the [
4. Torque converter and transmission filter

Press the [
80V2U62011
80V2U62012

replacement of the engine coolant filter cartridge.

replacement of the torque converter and transmission
filter cartridge.
Note
filter is.
Note
filter is.
70V2U62019
70V2U62020
Note
whenever the coolant filter is replaced.
It may be necessary to change this filter more frequently, depending on engine coolant condition.
Note
whenever the torque converter and transmission filter is
replaced.
It may be necessary to change this filter more frequently, depending on transmission oil cleanness.
62-74
MODM
5. Hydraulic return filter

Press the [
6. Engine oil
Press the [
80V2U62013
80V2U62014

replacement of hydraulic return filter.

replacement of engine oil.
Note
hydraulic return filter change is.
Note
oil change is.
70V2U62021
Note
whenever the hydraulic return filter is replaced.
70V2U62022
Note
whenever engine oil is replaced.
It may be necessary to change this oil more frequently,
depending on work site conditions, oil sampling results
and oil cleanness.
62-75
MODM
7. Torque converter and transmission oil

Press the [
8. Axle oil
Press the [
80V2U62015
80V2U62016

replacement of torque converter and transmission oil.

replacement of both front and rear axle and planetary
unit oils.
Note
oil change is.
Note
oil change is.
70V2U62023
70V2U62024
Note
whenever torque converter and transmission oil is
replaced.
Note
whenever axle oil is replaced.

and oil cleanness.

and oil cleanness.
62-76
MODM
Replacement interval set (timer reset)
9. Hydraulic oil
Press the [
80V2U62017

replacement of hydraulic oil.
Note
oil change is.
70V2U62025
Note
whenever hydraulic oil is replaced.
and oil cleanness.
When the machine is shipped, the standard replacement interval is set as the initial setting.
Press and hold the [ ] button for 2 seconds or more on
the replacement monitor screen to display the timer
reset screen.
The timer reset screen displays the standard replacement interval.
For setting the standard replacement interval, press the
[ ] button.
Then, the standard replacement interval is set, and it
returns to the replacement monitor screen again.
62-77
MODM
Replacement interval pop-up
Example: Engine oil
90ZV-262037
When the remaining time until the next replacement

interval reaches " 0 " (or 0 hours), the replacement popup appears and flashes in the display window.
For setting the replacement interval other than the standard replacement interval, follow the procedure below:
90ZV-262038
+50
+100 (2 seconds or more)
50
100 (2 seconds or more)
Press the [
(step forward)] button once to add "50"
hours. Press the [
(step forward)] button twice to
add "100" hours. Press the [
(step forward)] button
three times to add "150" hours. "50" hours is added
every time the [
(step forward)] button is pressed.
Every time the [
(step back)] button is pressed, "50"
hours is subtracted.
When the [
(step forward)] button is pressed and
held for 2 seconds or more, "100" hours is added continuously. It means that "100", "200", "300" hours ..... is
added in 100 hour increments.
When the [
(step back)] button is pressed and held
for 2 seconds or more, "100" hours is subtracted continuously in the same manner.
After setting the replacement interval, press and hold
the [ ] button for 2 seconds or more.
The replacement interval is reset, and the display
returns to the replacement monitor screen again.
90ZV-262039
When two or more replacement pop-ups occur at the

same time, the corresponding items flash in turn.
After the remaining time for the next replacement
reaches " 0 ", the corresponding pop-up appears up to
three times when the starter switch is ON.
(The MODM software version is displayed for 3 seconds, and then the replacement pop-up flashes.)
When the [
(step forward)] button, [
(step back)]
button, [ ] button or [ ] button is pressed, it returns to
the previous screen again.
After replacing the corresponding filter or oil, return to
the timer reset screen and set the replacement interval.
Refer to the replacement interval set (timer reset) procedure above.
62-78
MODM
Display language
The same language selected in the information monitor
is used as the display language for the replacement
monitor.
For selecting the display language, it is necessary to
return to the information monitor.
The display language can be selected only on the information monitor screen.
For returning from the replacement monitor to the information monitor, change the monitor in turn as described
in the sequence "Replacement monitor [
][
]
(pressing them at the same time) Fault log monitor
[
][
] (pressing them at the same time) Input/
Output monitor [
][
] (pressing them at the same
time) Parameter setting monitor [
][
] (pressing
them at the same time) Specification setting monitor
[
][
] (pressing them at the same time) Information monitor".
page 92-40.
Fault Log Monitor

Start from key ON. Press the [
(step back)] button
and [
(step forward)] button together twice to get to
this point.
Fault log history check

1. Active faults
Up to 100 machine faults and 100 engine faults can be
recorded in fault log (200 total).
Failure codes that begin with CN are machine faults.
(CN=Chassis fault #)
Failure codes that begin with EN are engine faults.
(EN=Engine fault #)
What is shown
The following list of items are shown. Fault descriptor,
fault code number, date of occurrence and hour-minutesecond of occurrence. Examples shown below.
This shows fault CN321. This is caused by an engine
coolant temperature fault (open circuit). Note descriptions.
Fault descriptor
Date
July 20, 2006
Fault code
Time in 24:00 hour scale

3:27:32 PM
80V2U62018
This shows fault EG146. This is caused by an engine

coolant temperature fault (overheat condition).
80V2U62019
Fault codes are split into input and output signals.
62-79
MODM
2. Inactive faults (Checking history )

Again, up to 100 machine faults and 100 engine faults
can be recorded in the fault log (200 faults total).
Failure codes that begin with CN are machine faults.
Selection of machine fault log and engine

fault log
You can toggle between viewing the engine faults or
machine faults.
Failure codes that begin with EN are engine faults.
Machine fault
What is shown
The following list of items are shown. Order of occurrences, fault code number, date, hour-minute-second,
and quantity of occurrence. Examples shown below.
When the machine fault log screen is displayed, press

and hold the [
(step forward)] button for 2 seconds
or more to display the engine fault log screen which
shows the latest engine fault code.
This shows fault CN321. This is caused by an engine

coolant temperature fault (open circuit). Note descriptions.
Order of occurrences
100 total 01~00
Fault code number
A=Active fault
002 is qty of occurrences
80V2U62022
Engine fault
When the engine fault log screen is displayed, press
and hold the [
(step back)] button for 2 seconds or
more to display the machine fault log screen which
shows the latest machine fault code.
Date
July 20, 2006

3:27:32
80V2U62023
80V2U62020
This shows fault EG146. This is caused by an engine

coolant temperature fault (overheat condition). Note
descriptions.
Order of occurrences
100 total 01~00
Fault code number
Date
July 25, 2006
A=Active fault
016 is qty of occurrences

1:31:38
80V2U62021
..... If still active, shows "A" before fault number.
The machine fault log screen and engine fault log

screen can be distinguished as follows:
Displayed fault code:
CN ..... Machine fault log screen
EG ..... Engine fault log screen
62-80
MODM
Machine fault log navigation

When two or more fault codes are recorded, press the
[
(step forward)] button to display the next latest
fault code.
Press the [
(step back)] button to display the fault
code in chronological order.
Clear fault log

Clear inactive fault log
Fault codes can be cleared by pressing the [ ] button
and holding it for more than 2 seconds while in the
engine fault mode, or in the machine fault mode
screens.
Press and hold the [ ] button for 2 seconds or more to
clear the entire fault log.
Engine fault log navigation

When two or more fault codes are recorded, press the
[
(step forward)] button to display the next latest
fault code.
Press the [
(step back)] button to display the fault
code in chronological order.
When there are two or more fault codes recorded, all

fault codes recorded are cleared by performing the clear
fault log operation once.
Press the [ ] button not to clear the fault log and to
return to the machine fault log screen again.
Note
To clear engine fault codes, you must be in the engine
fault screen.
To clear machine fault codes, you must be in the
machine fault screen.
Individual faults cannot be cleared only one at a time. All
engine or machine faults are cleared at once.
Note any fault codes prior to erasing them from memory, in case you need that information later.
After engine fault codes (EGXXX) or machine fault
codes (CNXXX) have been cleared, the buzzer will
sound to alert that the code has been erased from
memory. If you do not hear the buzzer, the fault codes
have not been erased from memory history.
62-81
MODM
Clear active fault log (error pop up)

When a fault occurs, the corresponding fault code is
forcibly displayed on the screen.
When two or more active faults occur, up to 5 fault
codes each are displayed repeatedly. (Up to total 10
fault codes for CN and EG errors together)
For deleting the displayed fault codes, press one of the
[
(step forward)] button, [
(step back)] button,
[ ] button or [ ] button.
80V2U62024
Then, the screen displayed before the active fault codes

appears again.
Active fault codes are displayed repeatedly when the
starter switch is ON and will continue to display until the
cause of each fault code is eliminated.
If there is a fault that has been erased, and the cause is
not repaired, the fault will quickly reappear in the screen
due to being active.
It will continue to reappear until the underlying cause of
the fault is eliminated.
62-82
MODM
Failure code (Input side)

Code
Failure
Detection condition (In case of)
CN121
Shift lever F & R switch malfunction
Shift lever F & R contact ON at the same time

Failure continues for more than 3 seconds
CN122
Shift lever 123A switch malfunction (1)
Shift lever any of more than two 123A contact ON at the same time
CN123
Shift lever 123A switch malfunction (2)
All 123A signal OFF continues for more than 3 seconds
CN141
Shift-up switch malfunction
Switch is ON for more than 10 seconds
CN142
Shift-down switch malfunction
CN143
Shift-up switch & shift-down switch malfunction
Shift-up switch & shift-down switch contact ON at the same time

CN145
Kick-down switch malfunction
CN146
Shift hold switch malfunction
CN151
T/M oil pressure switch malfunction

(This applies to the model 115ZV-2/135ZV-2 only)
Signal OFF continues for more than 10 seconds during engine running
CN161
Machine speed sensor malfunction (1)
Input circuit is disconnected for more than 3 seconds
CN162
Machine speed sensor malfunction (2)
Input value is over 70 km/h (44 mile/h) for more than 3 seconds
CN163
E/G speed sensor 1 (ECM output) malfunction (1)
No E/G speed sensor input for more than 3 seconds when E/G speed sensor selection is OFF (Input circuit is disconnected)
CN164
E/G speed sensor 1 (ECM output) malfunction (2)
Input value is more than 3,000 min-1 for more than 3 seconds when E/G
speed sensor selection is OFF
CN165
E/G speed sensor 2 (Sensor output) malfunction

(1)
No E/G speed sensor input for more than 3 seconds when E/G speed sensor selection is ON (Input circuit is disconnected)
CN167
E/G speed sensor 2 (Sensor output) malfunction

(2)
Input value is more than 3,000 min-1 for more than 3 seconds when E/G
speed sensor selection is ON
CN213
Inching sensor malfunction (1)
Voltage is lower than 0.2 V for more than 3 seconds
CN214
Inching sensor malfunction (2)
Voltage is larger than 4.6 V for more than 3 seconds
CN232
S/S potentiometer malfunction (1)
CN234
S/S potentiometer malfunction (2)
CN236
S/S shift switch (F & R contact) malfunction
CN251
Secondary secondary steering oil pressure sensor

malfunction(1)
CN252
Secondary steering oil pressure sensor malfunction (2)
CN254
Low secondary steering oil pressure
Oil pressure sensor detects secondary steering oil pressure below

306 kPa (3.1 kgf/cm2) (44 psi) for more than 3 seconds during engine running
CN262
Kickout potentiometer malfunction (1)
CN263
Kickout potentiometer malfunction (2)
CN271
Efficient loading system hydraulic oil pressure senVoltage is lower than 0.2 V for more than 3 seconds
sor malfunction (1)
CN272
Efficient loading system hydraulic oil pressure senVoltage is larger than 4.6 V for more than 3 seconds
sor malfunction (2)
CN312
Brake oil pressure sensor 1 malfunction (1)
CN313
CN315
CN316
CN321
E/G coolant temperature sensor malfunction (1)
Input voltage is larger than 3.56 V for more than 3 seconds
CN323
E/G coolant temperature sensor malfunction (2)
Input voltage is lower than 0.263 V for more than 3 seconds
CN341
T/M oil temperature sensor malfunction (1)
CN342
T/M oil temperature sensor malfunction (2)
CN351
Hydraulic oil temperature sensor malfunction (1)
62-83
MODM
Code
Failure
Detection condition (In case of)
CN352
Hydraulic oil temperature sensor malfunction (2)
CN381
Fuel level sensor malfunction
Input signal corresponds to "any other pattern" in fuel level indication table
CN391
Air temperature probe malfunction (1)
CN392
Air temperature probe malfunction (2)
CN412
Abnormal brake oil pressure (1)
Brake oil pressure sensor 1 detects pressure below 4,081 kPa (41.6 kgf/
cm2) (592 psi) for more than 1 second during engine running
CN413
Abnormal brake oil pressure (2)
Brake oil pressure sensor 2 detects pressure below 4,081 kPa for (41.6
kgf/cm2) (592 psi) more than 1 second during engine running
CN414
Abnormal brake oil pressure difference
Brake oil pressure difference switch is in abnormal condition for more than
1 second
CN415
Abnormal brake oil amount
Brake oil amount switch is in abnormal condition for more than 1 second
CN421
Abnormal engine oil pressure
Engine oil pressure switch is OFF for more than 2 seconds during engine
running
CN431
Abnormal engine coolant temperature (1)
Engine coolant temperature switch is ON for more than 2 seconds
CN432
Abnormal engine coolant temperature (2)
Engine coolant temperature sensor is in 101 deg. C (214 deg. F) condition

for more than 2 seconds
CN451
Abnormal T/M oil temperature (1)
T/M oil temperature switch is ON for more than 2 seconds
CN452
Abnormal T/M oil temperature (2)
T/M oil temperature sensor is in 122 deg. C (252 deg. F) condition for more
than 2 seconds
CN461
Abnormal hydraulic oil temperature
Hydraulic oil temperature sensor is in 100 deg. C (212 deg. F) condition for
more than 2 seconds
CN471
Clogged T/M oil filter
30 minutes after starter switch is ON, T/M oil filter switch is ON for more
than 2 seconds when T/M oil temperature sensor detects oil temperature
more than 60 deg. C (140 deg. F)
CN481
Clogged air cleaner element
Air cleaner switch is ON for more than 2 seconds
CN491
Abnormal cooling water level in radiator
Radiator cooling water level switch is OFF for more than 2 seconds when
the engine is off.
CN496
Abnormal hydraulic oil level
Hydraulic oil level switch is in abnormal condition for more than 30 seconds
CN801
CAN disconnect
CAN line is disconnected
CN802
Abnormal engine coolant temperature (CAN)
No engine coolant temperature data received for more than 3 seconds
CN912
Abnormal MCU voltage (1)
Voltage is larger than 301 V
Abnormal MCU voltage (2)
Voltage is lower than 220.5 V for more than 10 seconds during engine
running
CN913
Fuel level display table

Input
Output
1/8
1/4
1/2
3/4
x
x
1/4
1/2
3/4
Other than above

: No input signal given
x : Input signal given
: Lamp on
: Lamp off
Note
This table applies to ZW550 units.
: Lamp flashing
62-84
MODM
Failure code (Output side)

Code
CN512
Failure
F solenoid valve malfunction
Detection condition
F solenoid valve is short-circuited or disconnected
CN514
R solenoid valve malfunction
R solenoid valve is short-circuited or disconnected
CN516
1st solenoid valve malfunction
1st solenoid valve is short-circuited or disconnected
CN518
2nd solenoid valve malfunction
2nd solenoid valve is short-circuited or disconnected
CN521
3rd solenoid valve malfunction
3rd solenoid valve is short-circuited or disconnected
CN524
4th solenoid valve malfunction
4th solenoid valve is short-circuited or disconnected
CN526
D solenoid valve malfunction
D solenoid valve is short-circuited or disconnected
CN528
H solenoid valve malfunction
H solenoid valve is short-circuited or disconnected
CN531
LU solenoid valve malfunction
LU solenoid valve is short-circuited or disconnected
CN534
Auto-brake solenoid valve malfunction
Auto-brake solenoid valve is short-circuited or disconnected
CN536
Speed change control solenoid valve malfunction

(1)
Speed change control solenoid valve is short-circuited
CN537
Speed change control solenoid valve malfunction

(2)
Speed change control solenoid valve is disconnected
CN621
S/S solenoid valve R malfunction (1)
S/S solenoid valve R is short-circuited
CN622
S/S solenoid valve R malfunction (2)
S/S solenoid valve R is disconnected
CN623
S/S solenoid valve L malfunction (1)
S/S solenoid valve L is short-circuited
CN624
S/S solenoid valve L malfunction (2)
S/S solenoid valve L is disconnected
CN631
Pressure increase solenoid valve malfunction
Pressure increase solenoid valve is short-circuited or disconnected
CN641
Ride control solenoid valve malfunction
Ride control solenoid valve is short-circuited or disconnected
CN681
Efficient loading system selection solenoid valve

malfunction
Efficient loading system selection solenoid valve is short-circuited or disconnected
CN693
Lower kickout relay malfunction (1)
Lower kickout relay (coil) is short-circuited
CN694
Lower kickout relay malfunction (2)
Lower kickout relay (coil) is disconnected
CN712
Cooling fan solenoid valve malfunction (1)
Cooling fan solenoid valve is short-circuited
CN713
Cooling fan solenoid valve malfunction (2)
Cooling fan solenoid valve is disconnected
CN721
Hour meter drive malfunction
Hour meter drive is short-circuited
Failure code (Engine)

Refer to "Quantum fault code information" page 62-27.
62-85
MODM
Input/Output Monitor
By pressing the [
(step forward)] button, you will
arrive at a window as shown below.
Input/Output monitor display

80V2U62026
1. Input signal monitor

From a position of turning on the key switch, press both
the [
(step back)] and [
(step forward)] buttons
simultaneously 3 times, you will arrive at the screen
shown below.
80V2U62025
This is because in window 2, it shows the parking brake

as being released and the corresponding slot would
have a 1 in that place. In other words, the parking brake
coil has been energized and the slot has a 1 in it indicating that it is energized and the parking brake is
released.
Now press the [
(step forward)] button once. You
will arrive at the screen shown below.
This is the beginning of the section for input and output

signal display.
80V2U62027
Input signal monitor (D1~D7)

This monitor displays the ON/OFF status of the shift
lever, setting switches, pressure switches, etc.
There are seven input groups from INPUT 1 to INPUT 7.
Nothing in this case is activated, so all of the slots are

occupied with the number 0.
Now press the [
Each group has eight items from item 0 to 7.

When input signal is ON, "1" is displayed under corresponding item number.
80V2U62028
When input signal is OFF, "0" is displayed under corresponding item number.
The screen indicates that ride control and ELS are activated, or the switch for each one is energized.
Refer to "MODM: Input/Output Monitor - Input/Output

Signal Correspondence Table" page 92-49.
Now press the [

As shown in table of section "MODM: Input/Output Monitor - Input/Output Signal Correspondence Table" that
follows, the selection below reflects that forward and
automatic have been selected by the shift lever.
80V2U62029
This indicates that the engine is running as the place for

alternate neutral voltage under slot 3 is occupied by a 1.
80V2U62025
62-86
MODM
Now press the [
80V2U62030
2. Current output monitor

Every time the [
(step forward)] button is pressed
and held for 2 seconds, the displayed contents are
changed. First item seen is as shown below.
This indicates that there are no inputs happening in this

situation.
Note
The [
(step back)] or [
(step forward)] button
must be held for 2 seconds or more with each change. If
not, it will not move to next item.
Now press the [

If the feature is set to "Invalid" in specification setting,

the following items will be skipped.
- STEERING PRESS - SP7 (EMG steering)
80V2U62031
This indicates that there are inputs for a full fuel tank,
the machine is equipped with an optional reversing fan,
and the switch for the fan is in the "ON" or energized
position.
Now press the [
will arrive back the screen shown below.
- BOOM ANGLE - SP15 (Lift kickout)
90ZV-262019
This area is called the "Current Output Monitor". As

seen, it first shows actual front brake circuit pressure.
Next, by pressing the [
(step forward)] button, the
following screen is seen if equipped with secondary
steering.
80V2U62025
You have completely reviewed all of the input signals.

Again, in review, note the following:
- This monitor displays the ON/OFF status of the shift
lever, setting switches, pressure switches, etc.
80V2U62032

following screen is seen.
- There are seven input groups from INPUT 1 to

INPUT 7.
- Each group has eight items from item 0 to the item 7.
- When input signal is ON, "1" is displayed under corresponding item number.
- When input signal is OFF, "0" is displayed under corresponding item number.
For more clarification, refer to "MODM: Input/Output
Monitor - Input/Output Signal Correspondence Table".
80V2U62033

80V2U62034
62-87
MODM
80V2U62035
Note
Brake main pressure 1 is accumulator oil pressure for
rear accumulator which serves only the rear brake circuit. Brake main pressure 2 is accumulator oil pressure
for front accumulator which serves the front brake circuit
and all pilot derived pressures; these are pilot oil pressure for the pilot control valves, auto brake, park brake
release, etc. The actual real-time pressures are shown
in these fields.
3. Output signal monitor (D1~D6)

This monitor displays the ON/OFF status of the transmission forward/backward solenoid valves, speed range
solenoid valves, indicator lamps and warning lamps on
the instrument panel, etc.
There are six output groups from OUTPUT 1 to OUTPUT 6.
Each group has eight items from item 0 to 7.
When output signal is ON, "1" is displayed under corresponding item number.
When output signal is OFF, "0" is displayed under corresponding item number.
Refer to "MODM: Input/Output Monitor - Input/Output
Signal Correspondence Table" page 92-49.
(step forward)] button for 2
seconds or longer will show the following screen.
90ZV-262019
You have now navigated through the entire "Current

Output Monitor" part of the "Input and Output Monitor"
section.
All of the aforementioned screens can be seen in
reverse order by using the [
(step back)] button.
Holding this button in for longer than 2 seconds will take
you to the input signal monitor screen section.
80V2U62036
This shows the 2nd speed solenoid coil and the forward
coil outputs have been applied, as the transmission is in
forward and automatic.
1st, 3rd, 4th, reverse, high, and autobrake solenoid coils
are not energized and show no application signal.
Next press the [
following screen.
(step forward)] button to show the
80V2U62037
Again, note that all values except the last are 0, and
only the brake lamp output is in the "ON" position.
62-88
MODM
Next press the [
following screen.
4. Electric current output monitor

This indicates the milliamps (mA) of electric current that
are being sent to the fan solenoid valve from the MCU.
80V2U62038
Press the [
(step forward)] button for 2 seconds or
longer to show the following screen.
All values are at 0 as there are no outputs needed in this

scenario.
Next press the [
following screen.
80V2U62039
Note that the place under slot 5 is occupied by a 1, as

MCU failure relay should be energized by MCU if MCU
passes software logic test at MCU boot-up that occurs
with the key in the "ON" position.
Next press the [
following screen.
80V2U62040
Note that the place under slot 1 is occupied by a 1, as

the unit is in automatic shift mode and the dash lamp
should be illuminated to indicate this. Also the place
under slot 7 is occupied by a 1, as the unit is full of fuel.
Next press the [
following screen.
80V2U62041
Note that this shows no input signal at this time.
80V2U62042
This current output will vary as demands for fan revolutions change, according to amount of heat that is being
generated. This heat must be discharged to cool the
system that is heating back down.
When the machine systems are cold and the machine is
in warm up mode, the mA level will be higher than when
the machine has worked for a time and has become
heat saturated.
Note
Disconnecting the fan solenoid wire will increase the
fans revolutions to full speed, and will set a CN713 fault
code. This will reside in the system fault code memory
until it is cleared. If you disconnect the solenoid coil, you
must remember to clear this fault code when finished
with work.
Refer to fault code table for the chassis side for more
detail.
62-89
MODM
Parameter Setting Monitor

Parameter setting monitor display

This monitor allows check of parameters that are currently set.
Value levels to set parameter for items like ride control,
tire ratios, date/time clock (used to log faults), declutch
pressures, secondary steering, detent values sensor,
etc.
Note
If the feature is set to "Invalid" in specification setting
view, the following items will be skipped in the parameter setting monitor view.
- RIDE CONTROL - SP5 (Ride control)
- EMG STEERING - SP7 (EMG steering)
- K-LEVER - SP8 (K-Lever)
- TRACTION CONTROL - SP11 (Traction control)
- 2 STAGE - SP13 (Efficient loading system)
- BOOM SOFT LAND - SP14 (Lower kickout)
1. Shift inhibitor
From turning on key switch which would default to
screen shown below.
80V2U62002
Pressing both the [

(step
back)] buttons simultaneously, 4 times once after
another, arrive at the screen shown below.
80V2U62005
The transmission changes the speed range automatically according to the machine speed. If the machine
speed sensor is disconnected when the machine is running high, the machine speed is suddenly reduced
because of that the transmission is automatically shifted
to the low range. As a result, the operator becomes very
unstable condition by rapid deceleration. This device
prevents the above.
By pressing the [
(step forward)] button, you will
arrive at a window as shown below.
- KICK OUT - SP15 (Lift kickout)

80V2U62043
62-90
MODM
2. Ride control
Now press the [
80V2U62044
The screen should appear similar to what is shown. This

shows the speed at which ride control turns on and permits the base end oil to work against the accumulator
piston.
Now press the [
80V2U62045

shows the speed at which ride control turns off and does
not permit the base end oil to work against the accumulator piston.
Changing ride control on/off speed values:
These values can be changed for machines that are
equipped with this option by doing the following.
the parameter setting screen to display the parameter
change screen. The cursor flashes in a 1-second cycle
(flashes on for 0.5 second and flashes off for 0.5 second).
Press the [ ] button to move the cursor. The cursor
moves to the right. When the cursor reaches the right
end in the upper line, pressing [ ] button will move it to
the left end in the lower line.
When the cursor reaches the right end in the line, pressing [ ] button moves it to the left end in the line. The
cursor skips digits which can not be changed.
Cursor movement:
Moving to the right Right end in the upper line
Left end in the lower line Right end in the lower
line Left end in the upper line.
Press the [
(step forward)] button to add "1" to a
numerical value.
Note
Value for "ON" must be 1 km/hr or more greater than
"OFF".
The numerical value will increase as you press the [
(step forward)] button as follows;
0 1 2 ..... 9 0 1 2 .....
Press the [
(step back)] button to subtract "1" from a
numerical value.
The number then decreases as follows;
9 8 7 ..... 0 9 8 7 .....
After changing parameter values, press and hold the
[ ] button for 2 second or more to finalize the input values and return to the parameter setting screen.
Press the [ ] button to return to the parameter setting
screen without changing parameter values.
62-91
MODM
3. Meter division ratio

4. Tachograph

80V2U62046

is the speed division ratio for the smaller tire. This permits the speed reading to be accurate when equipped
with smaller tires.
80V2U62048

80V2U62049
5. Secondary steering
80V2U62047


is the speed division ratio for the larger tire. This permits
the speed reading to be accurate when equipped with
larger tires.
Note
Model
ZW550
29.5
80V2U62050
The screen should appear similar to what is shown and

indicates the engagement speed.
Tire size
Small size (B)
Large size (A)

35/65
Note that the 1/12 ratio is the small size (B), and the 1/
11 ratio is the large size (A).
When this option is on the machine, this screen will permit the technician to see the engagement speeds. This
will engage when the machine loses power to the
engine, or if the steering pump were to fail and hydraulic
system pressure falls below 0.4 MPa (4 kgf/cm2) (57
psi) as long as the machine speed is above 2 km/h, and
it disengages when the speed falls below 1 km/h.
80V2U62051
62-92
MODM
6. K-Lever (stick steering)

Review the following screens that are able to be seen

by pressing the [
(step forward)] button. (A setting
shown.)
80V2U62055
80V2U62052

indicates the K-Lever voltage.
80V2U62056
Note
The default setting for K-Lever is to the "A" type.
The voltage settings are displayed in the MODM monitor display.
Review the following screens that are able to be seen
by pressing the [
(step forward)] button. (A setting
shown.)
80V2U62057
i=Signal intensity (or mA)

A Type
Solenoid valve
LH side
Solenoid valve
RH side
Current (mA)
imax
i2
80V2U62053
80V2U62054
i1
V=Voltage
indicates the K-Lever mA signal strength or intensity.
Note
The default setting for K-Lever is to the "A" type.
The voltage settings are displayed in the MODM monitor display.
Potentiometer (V)
V1
V2
Vmax
2.5
V1
5
V2
Vmax
80V2U62077
Initial set values

K-LEVER V1
0.25 V
K-LEVER V2
2.0 V
K-LEVER Vmax
2.4 V
K-LEVER i1
290 mA
K-LEVER i2
450 mA
K-LEVER imax
470 mA
62-93
MODM
7. Traction control
B Type
Solenoid valve
LH side

Solenoid valve
RH side
Current (mA)
imax
i3
i2
80V2U62058
i1
Potentiometer (V)
V1
V2
V3
2.5
V1
5
V2
V3
Vmax
Vmax
80V2U62078
This indicates parameter of 1.0 second when in forward

and 1st (F1) gear before traction control will engage. If
time of engagement for F1 is less than 1 second, it is
looked at as not permanent; software will not respond to
signal as it is considered to be inconsequential. This
helps avoid erratic machine function.
Initial set values

K-LEVER V1
0.25 V
K-LEVER V2
1.0 V
K-LEVER V3
2.0 V
K-LEVER i1
290 mA
K-LEVER i2
400 mA
K-LEVER i3
450 mA
K-LEVER imax
470 mA
Note
Type A and B are switched on the specification setting
monitor. (Refer to page 62-99)
80V2U62059
This stands for Dual Stage for slip control. This parameter is not used in USA production and should be disregarded. (It would have set a given hydraulic system
pressure value to indicate that machine was excavating
and MCU logic for traction control would take into
account this additional parameter.)
In case of type A, screen changes as follows.

80V2U62060
V1 V2 Vmax i1 i2 imax
In case of type B, screen changes as follows.
V1 V2 V3 i1 i2 i3 imax
This stands for Inching slip control feature and is not

used. This parameter is not used in USA production and
should be disregarded. (If it were used, declutch (or
inching circuit) sensor would signal MCU to know brake
circuit pressure & deactivate traction control if the brake
circuit pressure was over a given value for a given time
frame (See "ti" below; ti is also not used).)
62-94
MODM

80V2U62061
This is time inching. This is time frame in lsc above.

80V2U62065
This stands for Slip Control time; data is provided in

seconds of time. When the set time for starting slippage
begins, traction control engages and makes adjustments accordingly.
8. Declutch
80V2U62062

This stands for Slip Control velocity, or ground speed

regulation for traction control "ON"; speed has to be at
or below this setting to activate traction control.
This is brake circuit pressure; at this pressure, the

declutch circuit will put the transmission to neutral position, and delete the forward or reverse clutch output. IS
stands for Inching Sensor.
80V2U62063
This stands for Slip Control engine, or engine speed

regulation for traction control "ON"; rpm speed has to be
at or above this setting to activate traction control.
80V2U62066
80V2U62064
This stands for Slip Control intensity; indicates accelerated slipping velocity of traction control. The value is
indicated in km/h per 0.1 second. Each 1/10th of a second the velocity is cut back by engine rpm reduction so
slippage will not occur, and this provides reduced tire
slippage.
62-95
MODM
9. Efficient loading system (ELS)

10. Engine power control
Temperature
80V2U62067
This is the voltage at the rotary sensor wire that returns

signal to MCU. This signal from the rotary sensor determines the boom height position. If the boom is high, the
unloader valve solenoid coil at the ELS control valve will
not be energized, and the ELS will not operate to unload
the loading pump.
80V2U62070
The screen should appear similar to what is shown.

This is the temperature at which hibernate mode will
engage.
DS=Dual Stage (or ELS)
TWni=Temperature Water normal idle.
on="on". (Thus the term "DSon".)
Voltage
This indicates that the dual stage system is on when it

senses 2.5 V or less.

Typical voltage for the rotary sensor is as shown in

graphic below (approximate values).
65V2E62024
Approximate voltage values

Boom fully up=4.8 V

This is the voltage at which hibernate mode is changed
to normal operation mode forcibly.
Vni=Voltage normal idle.
If the voltage is less than 26.7 VDC, hibernate low idle
will not engage. This is so battery will stay charged.
80V2U62068
Bucket can be in any orientation
Boom fully down=0.40 V

Carry level
80V2U62069
62-96
MODM
11. Lower kickout (for return to dig)
13. Calendar (Date and time)


80V2U62072
The screen should appear similar to what is shown; voltage will vary.
When lowering, position can be set to make the detent
system stop bucket prior to hitting the ground. The MCU
will recognize this only when value is 2.50 V or less. If it
is greater than 2.50 V, MCU ignores the signal.
12. Lift kickout (for boom raise)

80V2U62073
The screen should appear similar to what is shown; voltage will vary.
Ks=Kickout set point
When raising boom, position can be set to make the
detent system stop the boom prior to the piston hitting
the cylinder head. The MCU will recognize this only
when value is 4.20 V or more. If it is less than 4.20 V,
MCU ignores the signal.
This feature protects boom cylinders from inertial damage caused by the mass of the boom, bucket, and linkage moving up rapidly with the boom cylinders
extending and causing the pistons to hit the boom cylinder heads.
90ZV-262022
62-97
MODM
Parameter change
The parameter values can be changed when the both
conditions below are satisfied:
The engine is stopped (starter switch is ON).
The parking switch is ON.
Press the [
numerical value. The numerical value will increase as
you press the [
(step forward)] button as follows.
0 1 2 ..... 9 0
Press the [
(step back)] button to subtract "1" from a
numerical value. The number decreases as follows.
A parameter value can be changed, however, only when

the corresponding item is set to "VALID" in the specification setting monitor. (Refer to page 92-46)
Ride control setting 1
9 8 7..... 0 9
After changing parameter values, press and hold the
[ ] button for 2 second or more to finalize the input values and return to the parameter setting screen.
Press the [ ] button to return to the parameter setting
screen without changing parameter values.
When the corresponding item is set to "INVALID", the

parameter screen is not displayed. (It is skipped to the
next screen.)
The date & time sequence reads as shown.

DATE
TIME
YY / MM / DD
hh : mm : ss
Y=year
M=month
D=day
Calendar
90ZV-262022
Changing date and clock values:

These values can be changed by doing the following.
the parameter setting screen to display the parameter
change screen.
The cursor flashes in a 1-second cycle (flashes on for
0.5 second).
Press the [ ] button to move the cursor.
The cursor moves to the right. When the cursor reaches
the right end in the upper line, pressing [ ] button will
move it to the left end in the lower line. When the cursor
reaches the right end in the lower line, pressing [ ] button will move it to the left end in the upper line. The cursor skips digits which cannot be changed.
Cursor movement:
Moving to the right Right end in the upper line
Left end in the lower line Right end in the lower
line Left end in the upper line
h=hour
m=minute
s=second
Example:
DATE
TIME
06 / 07 / 12 = July 12, 2006

20 : 15 : 11 = 8:15:11 pm
Note
Failure to enter the values correctly will make the clock
give the wrong time, and the date to read incorrectly in
all of the dependent functions, such as fault code messages, etc.
62-98
MODM
Specification Setting Monitor

(Refer to page 92-47 and 92-48)
Specification setting monitor display

From turning on key switch which would default to
screen shown below.
80V2U62002
Pressing both the [

(step
back)] buttons simultaneously, 5 times once after
another, arrive at the screen shown below.
1. Specification setting display

This monitor allows check of the specifications currently
set.
When attaching an optional unit, change the specification setting to make the corresponding function valid.
It is necessary to log with the correct password for
changing the specification setting.
If no password is entered, only the initial specification
setting monitor can be seen, and is shown the program
number that is designed for that particular machine
model.
80V2U62074
80V2U62074
When you are at this point, press the [

(step forward)] button for over 2 seconds will take you to the following screen.
90ZV-262023
The asterisk symbol will have a flashing _ underscore

below it, indicating that it is ready to have a password
entered into it to permit login access to change variable
parameters.
The login access code must be acquired from the
Kawasaki Service Representative and is not for general
public use as it can cause machine troubles if the wrong
parameters are inserted.
If you have the password, write it in the place value
entry blanks provided below.
_ _ _ _
DO NOT GIVE THIS PASSWORD OUT TO CUSTOMERS OR END USERS !
IT IS FOR TRAINED KAWASAKI SERVICE PERSONNEL ONLY ! SERIOUS DAMAGE TO MACHINE MAY
RESULT BY USING INAPPROPRIATE ENTRY VALUES.
62-99
MODM
2. Password entry and changing settings

Note
To make changes to entry settings, engine must be
"OFF", and key switch in "ON" position with parking
brake applied. Otherwise changes will not happen.
90ZV-262023
The password is a numerical password.

Press the [
numerical value.
Every time the [

displayed content is changed "FR switch Wheel type
Kickout ..." in sequence.
The following items can now be selected as "VALID" or
"INVALID" by pressing and holding the [ ] button for 2
seconds or longer, and then selecting the [
(step forward)] or the [
(step back)] button to choose
"VALID" or "INVALID" as required.
When finished, press and hold the [ ] button for 2 seconds or longer to accept the change.
If you need to return without making a selection, press
the [ ] button, and you will return to the previous
screen without making a change of selection.
The numerical value will increase as you press the [

(step forward)] button as follows;
- Selection switch shift (shift lever or F/R switch)

Valid/Invalid
0 1 2 3 4 5 ..... 9 0 1 2 3
4 5 ..... etc.
- Shift hold
Valid/Invalid
Press the [ ] button to change the cursor position to

continue password entry. When finished, press the [ ]
button for longer than 2 seconds to get to the following
screen.
- Ride control
Valid/Invalid
80V2U62075
Every time the [

(step forward)] button is pressed
and held for 2 seconds, the displayed contents are
changed over "All setting reset Specification group 1
Specification group 2 All setting reset" in
sequence.
Every time the [
(step back)] button is pressed and
held for 2 seconds, the displayed contents are changed
over "All setting reset Specification group 2 Specification group 1 All setting reset" in sequence.
page 92-40.
Specification group 1
Every time the [
the displayed content is changed "FR switch Shift
hold Ride control ..." in sequence.
- Secondary steering
Valid/Invalid
- K-Lever (Stick steering)
A Type/B Type/Invalid
- Hydraulic pressure increase
Valid/Invalid
- Traction control
Valid/Invalid
- Tachograph
Valid/Invalid
- Efficient loading system (ELS)
Valid/Invalid
- Lower kickout
Valid/Invalid
- Lift kickout (variable)
Valid/Invalid
- Wheel type
A type (Big wheel)/B type (Small wheel)
62-100
MODM
Specification group 2
Every time the [
the displayed content is changed "Downshift button
Auto brake Engine speed ..." in sequence.
Every time the [
displayed content is changed "Downshift button
Brake oil level Brake oil differential sw ..." in
sequence.
The following items can now be selected as "VALID" or
"INVALID" by pressing and holding the [ ] button for 2
seconds or longer, and then selecting the [
(step forward)] or the [
(step back)] button to choose
"VALID" or "INVALID" as required.
When finished, press and hold the [ ] button for 2 seconds or longer to accept the change.
If you need to return without making a selection, press
the [ ] button, and you will return to the previous
screen without making a change of selection.
- Kick-down (downshift button)
Valid/Invalid
- Auto brake
Valid/Invalid
- Engine speed
Communication/Sensor
- E/G curve selection
Communication/Output/Invalid
- Cooling fan
Valid/A type/B type
- Transmission oil temperature switch (for monitor
control)
Valid/Invalid
- Engine coolant temperature switch (for monitor control)
Valid/Invalid
- Engine coolant temperature sensor (for monitor control)
Valid/Invalid
- Engine oil pressure switch (for monitor control)
Valid/Invalid
- Engine oil pressure sensor (for communication and

monitor control)
Valid/Invalid
- Brake pressure differential switch
Valid/Invalid
- Brake oil level
Valid/Invalid
Use the table on page 62-103 to do this.
You may exit back to the default screen when finished
by pressing the [
(step
back)] buttons simultaneously.
WARNING
Changing the systems parameters to non factory settings will render the monitor ineffective. This can lead
to warranty claims that will not be covered by the factory warranty.
DO NOT VALIDATE OPTIONS OR SETTINGS THAT
DO NOT APPLY !
62-101
MODM
All setting reset

Item
Allows batch deletion or batch reset of information monitor, replacement monitor or fault log monitor.
Specified
Parameter
Comment
Information monitor
Kick down (downshift button)
SP1
Always valid
Selection switch shift

(shift lever or F/R switch)
SP2
Optional
Shift hold
SP3
Always lnvalid
Autobrake
SP4
Valid
Ride control
SP5
Option
Engine speed
SP6
Sensor
Secondary steering
SP7
Option
(EU always valid)
- Maximum hydraulic oil temperature

- Number of cycles
When this is performed, the following items will be reset.

- Maximum engine coolant temperature
- Maximum transmission oil temperature
K-Lever
SP8
Option
Engine curve
SP9
Output
Hydraulic pressure increase

(power up)
SP10
Option
- Cycle time
Traction control
SP11
Valid
Tachograph
SP12
Always invalid
- Trip meter (for hour meter)
Efficient loading system (ELS) SP13
Valid
Lower kickout
SP14
Always valid
Lift kickout
SP15
Always valid
Cooling fan
SP16
A type
Torque converter oil temperature switch
SP17
Invalid
- Fuel filter timer

switch
SP18
Invalid
- Coolant filter timer

sensor
SP19
Sensor
- Torque converter line filter timer
Engine oil pressure switch
SP20
Always valid
Engine oil pressure sensor
SP21
Sensor (INVALID)
- Hydraulic oil return filter timer
Brake pressure differential

switch
SP22
Invalid
- Engine oil timer
Brake oil level
SP23
Invalid
Wheel type
SP24
A or B type
Replacement monitor
- Engine oil filter timer
- Torque converter and transmission oil timer

- Axle gear oil timer
- Hydraulic oil timer
After timers are reset, each of them is automatically set
to the standard initial set value.
Fault log monitor

- The machine fault log is deleted.
- The engine fault log is deleted.
Note
This can be reset with engine running. It will retain reset
results.
62-102
MODM
All setting reset procedure (Start at screen

shown)
80V2U62075
Press and hold the [ ] button for 2 seconds or more to

display the all setting reset execution screen.
See example below.
80V2U62076
When executing the all setting reset function, press and

hold the [ ] button for 2 seconds or more. Then, the all
setting reset function is executed, and the specification
setting screen appears again.
Press the [ ] button to return to the specification setting
screen without executing the all setting reset function.
62-103
MODM
Default position of specification setting monitor

ITEM
OPTION EITHER
VALID OR INVALID
ZW550
Kick down
(downshift button)
Valid/Invalid
Selection switch shift

(shift lever or F/R
switch)
Valid/Invalid
Shift hold
Valid/Invalid
Autobrake
Valid/Invalid
Ride control
Valid/Invalid
Engine speed
Net/Sensor
Sensor
Secondary steering
Valid/Invalid
K-Lever
Valid/Invalid
x
x
Engine curve
Output/Net/Invalid
Hydraulic pressure
increase (power up)
Valid/Invalid
Traction control
Valid/Invalid
Tachograph
Valid/Invalid
Efficient loading system (ELS)
Valid/Invalid
Lower kickout
Valid/Invalid
Lift kickout
Valid/Invalid
Cooling fan
A type/B type/Invalid
Torque converter oil

temperature switch
Valid/Invalid
Engine coolant temperature switch
Valid/Invalid
Engine coolant temperature sensor
Net/Sensor
Sensor
Engine oil pressure

switch
Valid/Invalid
Engine oil pressure

sensor
Valid/Invalid
Brake pressure differential switch
Invalid/Nc/No
Brake oil level
Invalid/Nc/No
Wheel type
A or B type
=Valid x=Invalid
* Auto brake is always valid on ZW550 units.
Output
x
A type
x
A type
** Pilot operated hydraulics for K-Lever on ZW550.
Items that are not shaded in table are addable options.
62-104
Electrical Detent Circuit

Bucket leveler
After dumping, if the control lever is set to the "rollback"
position, the control lever will be held at that position
until the bucket is tilted to the set angle. This is because
the detent solenoid in the pilot valve is energized so that
the fixing disc connected to the push rod is held by the
magnetic force. When the bucket is positioned at the set
angle, the rod will retract from the proximity switch. The
proximity switch is turned off and the detent solenoid in
the pilot valve is de-energized and demagnetized. The
control lever is automatically returned to the neutral
position by the spring. As a result, the bucket is set to
the selected digging angle automatically.
Detent
Bucket leveler
Adjusting rod (detected object)
Proximity switch
Connector
Bucket cylinder
85V2E62007
Proximity switch
Adjusting the clearance
Proximity switch
Switch
main
circuit
LED
+24V
Br 1
Coil for detent

inside pilot
valve
B 2
L
3
+24V
Detection part
Operation indicator lamp (LED)
Detected
object
1(Br)
View Z
52 mm (0.1970.079 in)
3(L)
Adjust the clearance between the sensor and the

adjusting plate to 52 mm (0.1970.079 in). In this condition, the operation indicator lamp (LED) is on, and the
circuit between the switches (2) (3) is on.
2(B)
85ZV62015
62-105
Detent solenoid
Push rod
Detent
solenoid
Fixing
disc
85V2E62035
Three detent solenoids are installed in the pilot valve.

One detent solenoid, for the bucket leveler, is installed
in the pilot valve bucket side.
Two detent solenoids, for the boom kickout and float,
are installed in the pilot valve boom side.
Voltage
DC 24 V
Coil resistance
623
62-106
Lift kickout & lower kickout

Location
4
A
5
3
1
Detail A
1.
2.
3.
4.
5.
6.
Rotary sensor
Rod
Link
Cover
Cover
Boom
85V2E62008
Lift kickout
Lower kickout
When the boom control lever is placed at "Raise" position and the boom reaches at the preset height, the lift
kickout automatically releases the detent and returns
the boom control lever to "Hold" position. The detent
function and the units are the same way as those of the
bucket leveler.
When the boom control lever is placed at "Float" position and the boom reaches at the preset height, the
lower kickout automatically releases the detent and
returns the boom control lever to "Hold" position. The
detent function and the units are the same way as those
of the bucket leveler.
62-107
Sensor assy
4
5
A-A
Detail of grease applying
A
30
Position sensor detail
85V2E62009
1.
2.
3.
4.
5.
Position sensor
Link
Plate
Shaft
Ball bearing
62-108
A B C
View A
A
Position sensor detail
CCW
70T2U62008
70T2U62009
Resistance
5 k 1 k
Electrical rotation
128 (Theoretical)
Mechanical rotation
180
Clockwise stop
90 from elect. center
Spring return
To clockwise end of rotation
62-109
Detent solenoid
Lever position:
Lower kickout side
Preset height adjustment
Lever position:
Lift kickout side
Push rod
Push rod
Detent
solenoid
(for lift)
Fixing
disc
Detent
solenoid
(for lower)
Fixing
disc
Switch
115V2E62019
(Upper)
(Lower)
Hold
Hold
Reset
Reset
85V2E62017
Two detent solenoids are installed in the pilot valve

boom side.
One is for the lift kickout and the other is for the lower
kickout.
Voltage
DC 24 V
Coil resistance
623
65V2E62018
1. Lift kickout preset height

Raise the boom to the desired position and press
the left side of the kickout control switch located on
the console box to set the boom height for the lift
kickout.
2. Lower kickout preset height
Lower the boom to the desired position and press
the right side of the kickout control switch located
on the console box to set the boom height for the
lower kickout.
62-110
Diode
Diode
Open circuit, failed in open position.
Symbols
+24V
[Anode]
[Cathode]
Surge voltage
(forward direction)
Current flow
Switch
Solenoid
(backward direction)
70ZV62051
Normal
Diode
Current flows while the diode is disconnected.

(The solenoid is energized, however the surge voltage
is not absorbed. This damages electrical parts.)
70T2U62011
A diode is an electronic part which makes the current

flow in one direction.
Current flow
+24V
Switch
Solenoid
Diode
Current flows while the diode is normal

(The solenoid is energized.)
70ZV62052
Short-circuit, failed in closed position.
The + side is called "anode", and the - side is called

"cathode". The current can flow only in the direction
from the anode to the cathode.
When a diode is connected in the current flow direction,
it is called forward direction. When a diode is connected
in the current non-flow direction, it is called backward
direction.
Some electrical parts, as solenoid valves, buzzers,
relays, all equipped with electromagnetic coils may generate a surge voltage caused by counter electromotive
force when the power is turned off. This surge voltage
may cause malfunction of equipment.
Diodes are provided to prevent such a malfunction.
+24V
Switch
Solenoid
Diode
Current flows through the diode with smaller resistance.

The solenoid is not energized.
95ZV62074
However, if a diode is damaged and short-circuited (or

fails closed) in its inside, electronic parts may be
harmed.
Therefore, if a malfunction occurs in electrical equipment, electrical connection diagrams should be referred
to first, to determine and repair the cause. If a diode is
provided in the electrical equipment, the diode should
be checked for damage.
62-111
Diode
Diode check method
Caution for diode check method

Continuity check mode
When checking the continuity by continuity check mode
of volt-ohm-ammeter, only in case that the resistance is
about 300 or smaller, the continuity is detected.
Coil
If the continuity check mode of volt-ohm-ammeter is

used to check the continuity of diode with 500~600 ,
no continuity is detected both ways.
+
Analog type tester
Use a volt-ohm-ammeter with diode mode for checking

diode continuity.
95ZV62129
12V
Diode check mode
12V
30A
ECM
F15
R1 BR
B AC
R2 C
WR
(2) (3)
WP
Battery
(1)
(2)(3): Diode unit
5A
Charge
circuit
R1
5A
5A
F13
F14
Suppression diode
Neutral
relay
From
alternator
I terminal
115V2E62005
Normal
Abnormal
Forward check
Continuity is detected in the status shown in the figure.

Continuity is not detected when tester terminals are connected in opposite way.
Continuity is not detected in either way Disconnection
Continuity is detected in either way
Short-circuit
Note
When the circuit tester is the digital (number indication)
type, exchange the positions of the terminals of the
tester during the check. Some solenoid coils contain
diodes inside the solenoid coil pack.
Backward check
85V2E62036
Forward check
Backward check
Continuity (voltage value)
Over level
Judgement
Normal
Over level
Over level
Open circuit
0 volt
0 volt
Short-circuit
62-112
Resistance check mode

Analog type tester
R1>0
R2=
Forward check
Backward check
Digital type tester
R1>0
R2=
R1
Forward check
Backward check
Forward check
Backward check
Judgement
R (0<R<)
Normal
Open circuit
Short-circuit
62-113
Diode
Surge voltage and surge suppression diodes
Fig. 3
Fig. 1
Surge suppression
diode
Coil
Current
Switch or
transistor
Time [sec]
Load
115ZVE62032
Some electrical parts such as solenoid valves are

equipped with a coil.
When a coil is energized, an electromagnetic field is
formed. See fig. 1.
Fig. 2
Battery
Coil
When the switch opens, the

field collapses across the coil
windings.
Voltage
Voltage [V]
Current [A]
K70V2J62006
When the surge voltage was generated, it causes to

increase wear on the switch points.
During the coil is being activated by the transistor, when
the excruciating high voltage is loaded on the transistor,
the transistor may be broken.
In order to absorb this surge voltage, connect the diode
parallel to the coil in the reverse direction against the
power supply.
When the switch is off, the same amount of electric current, that was flown till now, flows through the diode.
This electric current is attenuated gradually and finally it
reaches zero. That means no surge voltage is generated in the circuit.
Current
Load
Coil
Voltage
Voltage [V]
Current [A]
Current direction
Battery
Electromagnetic field forms

when switch closes.
This diode is called as flywheel diode.
ON
OFF
Time [sec]
Surge voltage
115ZVE62033
When the solenoid coil is de-energized, the field collapses across the coil. The collapse of this electromagnetic field across the solenoid coil generates an
unregulated voltage surge. See fig. 2.
This can damage transistors, contacts, and other electronic parts. (See connection diagram.)
62-114
Diode
72-1
115ZV-2 Function & Structure Operator Station Group

Operator Station Group
Cabin ....................................................................... 72-2
Operator Seat.......................................................... 72-10
Steering and Transmission Shift Lever.................... 72-11
Air Conditioner ........................................................ 72-14
Troubleshooting....................................................... 72-70
72-2
Function & Structure Operator Station Group
Cabin
Cabin
Mounting drawing
2
Floor board
Rear chassis
The cabin equipped with the ROPS (Roll Over Protective Structure) is provided as standard.
1. Cabin
2. ROPS
115V2E72001
72-3
Cabin
Outline drawing
AB
3
7
6
1.
2.
3.
4.
5.
6.
7.
8.
B-B
Door (left side)

Front wiper
Window washer jet nozzle
Outside air suction port (air conditioner)
Antenna
Sun visor
Rear view mirror
ROPS
A-A
K115V2J72002
72-4
Cabin
Glass
70V2E72001
1. Front glass
2. Front side glass
3. Rear glass
72-5
Cabin
1. Part number KC3201121690
Clear glass
(Outside)
Clear glass
(Outside)
Laminate: 0.76 mm
T=3.0
Laminate: 0.76 mm
T=3.0
Green glass
(Inside)
Green glass
(Inside)
T=3.0
T=3.0
A-A
A-A
(mm)
327.5
(mm)
R3
953
R2
96
R3
299.5
52.5
0
R3
R3
4-
R53
1149
1195
699
646.5
70V2E72002
Note
This glass must comply with ECE REG43.
70V2E72003
Note
72-6
Cabin
(mm)
1262.5
R2
R2
848
0
R3
T=6.0
R3
1325.5
70V2E72004
Note
72-7
Cabin
Wiper mount
Front wiper
714 (Along surface)
Wipin
g ang
le 56
long su
rf
ace)
R750(A
1
4
4
97ZV72004
1. Wiper motor
2. Wiper arm
3. Wiper blade
4. Intermittent wiper relay

5. Washer jet nozzle
Rear wiper
4
3
97ZV72005
1. Wiper motor
2. Wiper arm
3. Wiper blade
4. Washer jet nozzle
72-8
Cabin
Wiper motor
Front
Cabin
(Automatic stop position)

12
159200 589
24V
100
e)
ol
rh
5 the
a
re
(B
115
80
70
0
5.6
R8
(3 10')
.2
60
Wipin
g
angle
22
56
Ro
tati
ng
dire
cti
on
(-1) AVS0.85 W
(-2) AVS0.85 L
(+) AVS0.85 R
(S) AVS0.85 Y
(+) AVS0.85 R
( L1~L3=3.7H
C1~C3=0.2F )
MOTOR
Circuit breaker
L3
Washer motor
L1
L2
C3
C2
R
C1
L
24 V
SWITCH
OFF
LOW
HIGH
Circuit diagram
97ZV72100
1.
2.
3.
4.
5.
6.
7.
Wiper motor assembly

Link assembly
Washer
Nut
Cap
Nut
Crank arm
Wiper motor (front) specifications

Nominal torque
23.5 N-m (2.4 kgf-m)
Rated voltage
DC 24 V
Rotating speed Load:

1.0 N-m (0.1 kgf-m)
Low
464 min-1
High

4.0 N-m (0.4 kgf-m)
High
687 min-1
> 32 min-1
=
> 42 min-1
=
< 16 V
=
> 32 V
=
<2A
=
< 15 A
=
Low
No-load starting voltage (Minimum)

Automatic stopping voltage (Maximum)
No-load current
Locked rotor current
72-9
Cabin
Rear
Wiping angle: 1063
Automatic stop
position
LB (+1)
Y(S)
L(+)
Cabin
AVS0.85 LB
(+1)
AVS0.85 L
(+)
MOTOR
(Circuit breaker)
AVS0.85 WB
( )
AVS0.85 Y
(S)
WB
M
2
LB
+1
L
+
Cabin
Pantagraph arm
Tightening torque:
6.4~9.3 N-m (0.6~0.9 kgf-m)
OFF
ON
24V
SWITCH
Circuit diagram (motor stop position)
K97V2J72001
1.
2.
3.
4.
5.
6.
Wiper motor
Washer
Packing
Nut
Cap
Nut
Wiper motor (rear) specifications

Nominal torque
12 N-m (1.2 kgf-m)
Rated voltage
0.6 N-m (0.6 kgf-m)
Rotating speed
No load
DC 24 V
Speed
385 min-1
Current
2 A or less
Speed
405 min-1
Current
1 A or less
Starting voltage
16 V or less
Locked rotor current
7 A or less
72-10
Operator Seat
Operator Seat
Armrests
Rotate control knob (3) to select desired angle. Pivot up
and parallel with backrest when not in use.
Combined height and weight adjuster
1. Sit on the seat.

2. Turn handle (4) to adjust seat height.
Clockwise to raise seat.
Anti-Clockwise to lower seat.
2
1
3. Check ride indicator (5) shows green.

If red, readjust seat height.
Within the green band of the ride indicator there is 75
mm of height adjustment for any driver.
95ZV OM EU SEAT
Note
The seat is designed so that it is unnecessary to make
any adjustment for the driver weight.
Up-stop height adjustment control (europe specification)
85V2E72003
1.
2.
3.
4.
5.
6.
Reclining adjustment lever

Back-and-forth adjustment lever
Arm rest height adjuster
Height and Weight adjuster
Ride indicator
Handwheel
Seat adjustment
Adjust the seat for comfort and so that the pedals may
be pushed fully down when the operator's back is fully
back.
Reclining
Move adjustment lever (1) forward and hold, select
backrest angle, release adjustment lever.
Forward/Backward
Lift lever (2) up and hold, slide seat to desired position,
release lever.
To adjust the up-stop height, rotate handwheel (6) clockwise to raise the seat unseated, rotate it counterclockwise to lower the seat unseated.
72-11
Steering and Transmission Shift Lever

Tilt quantity
56
56
4
5
4
6
Operator
stand
1. Steering wheel
2. Transmission shift lever
3. Turn signal indicator and head lamp high/low selector lever
4. Handle tilt adjustment lever
5. Gas spring
6. Column shaft assembly
7. Lower column shaft
8. Orbitrol
Tilt case (1~6) can select the optimal position in the following range:
95ZVE72009
Handle tilt
56 mm in each direction from the center
Handle slide
85 mm upward and downward
Note
- Install gas spring (5) with its rod side facing downward as shown in the figure above.
- Install lower column shaft (7), together with the
Orbitrol, from the underside of the operator stand.
72-12
Tilt case
8
1
1
4
2
Lock
release
position
6
7
2
5
4
Operator
stand
Slide quantity
85
Lock position
270 (355 when slid)
9
Operator
stand
10
97ZV72017
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Column shaft assembly

Bracket
Bracket
Handle tilt adjustment lever
Bolt
Nut
(double-start thread, tapered in lever mounting
area)
Nut
Nut
Bushing
Nut
: (6): 21.5 N-m (2.2 kgf-m)

: (7): 49 N-m (5.0 kgf-m)
: (8): 54 N-m (5.5 kgf-m)
: (10) (inside): 31.9 N-m (3.3 kgf-m)
: (10) (outside): 89.1 N-m (9.1 kgf-m)
72-13
Column shaft
Grease
charged
Adhesive
applied
1
8
11
5
10
6
Waterproof seal
13
11
11
12
B-B
A-A
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Column tube
Column shaft
Column bushing
Bushing
Terminal (male)
Ball bearing
C-shaped snap ring
U-shaped joint
Serrated shaft
Tube
Transmission shift lever installation positioning hole
Wiring output port
Bolt
: (13): 25 N-m (2.5 kgf-m)
Shift lever
Refer to "Electrical Group 62".
97ZV72018
72-14
Air Conditioner
Air Conditioner
Air conditioner components
1-1
3
1-2
12
10
11
14
13
97ZV72020
1. Air conditioner assembly

1-1 Cooling unit assembly
1-2 Blower assembly
2. Air distributor assembly
3. Recirculating air filter
4. Control panel
5. Condenser assembly
6. Compressor assembly
7. Receiver drier
8. Receiver drier bracket
9. Joint
10. Drain hoses
11. Relay
12. Thermistor* (inside air sensor)
13. Thermistor* (outside air sensor)
14. Solar sensor (insolation sensor)
* or thermal resistor
Air conditioner specifications (system performance)

Cooling system performance
Cooling capacity
4.65 kw (15,881 BTU) 10 %
Air quantity
550 m3/h (720 yd3/h) 10 %
Rated voltage
DC 24 V
Power consumption
345 W (14.4 amps) 10 %
Heating system performance

Heat radiation quantity
5.2 kw (17,759 BTU) 10 %
Air quantity
380 m3/h (500 yd3/h) 10 %
Rated voltage
DC 24 V
Power consumption
170 W (7.1 amps) 10 %
(Difference in temperature: 65C, water flow rate: 6 L/min)
72-15
Air Conditioner
Denso air conditioner structure

Cooling unit
37
14
57
51
38
13
25
50
49
24
9
24
23
6
11
5
15
4
17
3
16
12
97ZV72021
72-16
Air Conditioner
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Cooling unit case (rear)

Cooling unit case (front)
Evaporator core
Heater core
Expansion valve
Tube
De-icing sensor
(thermal resistor)
Door (upper)
Door (lower)
Door (foot)
Damper (vent)
Pressure switch (triple)
Liquid tube
Suction tube
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
Power integrated circuit

assembly
Servo motor (A/M, air mixing)
Servo motor (mode)
Lever (face, door)

Lever (foot, door)
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
Lever (face, front)

Control lever (face, front)
Door (S/A) (face, front)
Thermo sensor (water temperature)
72-17
Air Conditioner
Heater and accessories
Air distributor (hood & defroster selection

box)
13
3
2
5
1
1
97ZV72024
11
17
10
97ZV72023
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Blower case
Blower case
Air damper case
Air damper case
Blower & blower motor
Servo motor
Door
Bracket
Pipe (for cooling motor)
Relay
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Air damper case

Air damper case
Control lever
Door
Control lever
Servo motor actuator (AY, inside/outside air)
72-18
Air Conditioner
Air compressor (with magnetic clutch)
2-1
2
2-2
2-3
2-6
2-8
5~7
2-7
1
85V2U72001
1. Compressor
2. Magnetic clutch assembly
2-1 Magnetic stator coil
2-2 Magnetic clutch pulley
2-3 Clutch hub
2-6 Plate washer
2-7 Snap ring
2-8 Snap ring
3.
4.
5.
6.
7.
Plate washer
Plate washer
Plate washer
Condenser unit
3
1
4
2
12
10
1.
2.
3.
4.
5.
6.
Condenser core
Blower assembly
Condenser bracket
Condenser bracket
7.
8.
9.
10.
11.
12.
95V2U72001
Cover
Wire harness
Resistor
72-19
Air Conditioner
Control unit
Control
amplifier
Control panel
97ZV72027
Control panel
OFF switch
Inside/outside air
selector switches
Blower switches
Temperature
setting switches
Liquid crystal display

(LCD) unit
Vent mode
selector switch
AUTO switch
Air conditioner
ON/OFF switch
97ZV72028
72-20
Air Conditioner
Function of cooling mechanism

Principle of cooling
Indoor
Evaporator
Expansion
valve
Expansion
Evaporation
Condensation
Deprives heat
of the adjacent
area.
Condenser
Releases
heat to the
outside.
Compression Refrigerant
Compressor
Basic cooling cycle
97ZV72029
Function and operation of air conditioning system

Very often, things are much simpler than they may
appear. This is also the case with an air conditioning
system. Gas when compressed often heats as a result
of molecular compression, and when decompressed it
cools. Some gases are more prone to heat or cool to a
greater degree when undergoing these changes than
are others. We use these natural laws to make an air
conditioning system work. Another factor to take into
consideration is that we enhance the natural effects of
hot and cold in these refrigerants by manipulating the
gas temperature while it is undergoing the heating or
cooling process.
Note
HFC 134A is a very effective "vehicle" to carry away
heat.
Explanation of function of air conditioning unit.
As an example of manipulating refrigerant temperatures, imagine that you can very quickly make the refrigerant intensely hot. This is done by use of a
compressor, as we just mentioned in paragraph one.
If you course the heated refrigerant that just came from
the compressor through a condenser that will cool it
while it is very hot and in a compressed gaseous state,
you will make it shed some of its heat that it gained in
the compression process. This refrigerant then is converted into a liquid at this point, while still in the condenser. This is why it is called the condenser, as it has
condensed the gas into a liquid. As a liquid that may still
contain some minor gas fractions, it is routed into the

receiver drier. There it dries the refrigerant by use of a
material we term a "desiccant", which means drying
agent. A down tube in the receiver drier is submerged
into the heavier liquid that is now at the bottom of the
receiver drier. This tube will permit passage of only the
heavier liquid that is at the bottom of the receiver drier.
Then the high-pressure liquid passes through the thermal expansion valve that provides a restriction or throttles the flow of refrigerant. This restriction reduces the
pressure of the liquid refrigerant thus reducing its boiling
point. The expansion valve also meters the amount of
refrigerant to the evaporator, by modulating the valve
from wide open to closed, which varies with the heat
load. The expansion valve separates the high-pressure
side from the low-pressure side.
The refrigerant is now at the evaporator. Temperatures
in the evaporator are cold enough to cause the ambient
air to cool when blown through it. This causes condensation to happen. The fan-charged air that rushes
through the evaporator is now going to shed its humidity. This humidity, or condensed water, is routed through
some tubing to be discharged to the outside of the cab
as waste water that falls to the ground. The refrigerant
is now on its way back to the compressor. It is still under
pressure when compared to the atmospheric air pressure. However, because it is drawn along by the refrigerant compressor suction, we now say that is in the
suction side (low-pressure side) of the circuit.
72-21
Air Conditioner
Refrigerant
A liquid object which circulates inside cooling circuit and
transmits heat is called "refrigerant". The refrigerant
changes repeatedly its state, from "liquid --> gas --> liquid --> gas ...", and carries heat from the low temperature side (inside the cab) to the high temperature side
(outside the cab) while changing its status.
There are many types of refrigerants. This air conditioner adopts refrigerant R134a which does not contain
chlorine and does not destroy the ozone layer.
IMPORTANT
Make sure to use the specified refrigerant (R134a). If
any other refrigerant is used, following problems may
occur:
- The air does not become cool enough.
- The equipment may be damaged.
And never mix R134a with any other refrigerant.
Chemical formula
Molecular weight
CH2FCF3
102.03
Boiling point
-26.19C (-15F)
Critical temperature
101.14C (214F)
Critical pressure
4.1 MPa (41.45 kgf/cm2)

(595 psi)
Critical density
511 kg/m3 (0.073 lbs)
Density of saturated liquid

(at 25C/77F)
1,206 kg/m3 (595 psi)
Specific volume of saturated vapor

(at 25C or 77F)
Latent heat of evaporation (at 0C/32F)
Combustibility
Ozone decomposition modulus
0.0310 m3/kg
197.54 KJ/kg (186 BTU)
(47.19 kcal/kg)
Noncombustible
0
72-22
Air Conditioner
Refrigerant characteristics
Generally, fluid (which is the generic name for compressed / condensed non-gas liquid) has following properties.
Refrigerant temperature (C) (F)
100
(212)
1. When the temperature of gas at a certain pressure

decreases, the gas starts to condense and change
into liquid at a certain temperature. For each substance (liquid), this temperature is fixed at a given
pressure. This temperature determined by a given
pressure is called the "saturated temperature".
80
(176)
60
(140)
40
(104)
35
(95)
20
(68)
15
(59)
0
20
4)
30
22)
0
8 10
3.6 5
353 490 785 981
51 71 114 142
15
1,471
213
20
1,961
284
25
2,452
355
30
2,942
426
35
3,432
497
Gauge pressure (kgf/cm2G)

Relationship between saturated pressure
and saturated temperature of R134a
2
40 (kgf/cm )
3,923 (kPa)
568
(psi)
85V2U72002
2. On the contrary when the temperature is determined, the pressure at which liquefication starts is
fixed. This pressure is called the "saturated pressure".
The figure on the left shows the relationship
between the saturated temperature and the saturated pressure of refrigerant R134a.
At the temperature and the pressure below at the
lower right side of the curve, the refrigerant is liquid.
At the temperature and the pressure above at the
upper left side of the curve, the refrigerant is gas.
Suppose that the air conditioner is used in mid summer.
When evaporated, the refrigerant absorbs the heat of
evaporation from the air inside the cab.
Accordingly, in order to cool down the air inside the cab
to approximately 25C (77F), the refrigerant should
change (be evaporated) from liquid into gas at a temperature lower than 25C (77F). From the figure, it can
be seen that the refrigerant R134a can sufficiently cool
down the air inside the cab at a pressure above the
atmospheric pressure. (If used refrigerant requires a
pressure below the atmospheric pressure to cool down
the air to the necessary temperature, air enters into the
circuit and the ability of the cooler is diminished.)
In the process at which the vaporized refrigerant is condensed to liquid, the refrigerant is cooled down by outside air of about 35C (95F) so that it can condense.
Accordingly, as is seen from the figure, the refrigerant
can be liquefied at the pressure of 785 kPa (8.0 kgf/
cm2G) (114 psi) or more.
72-23
Air Conditioner
Cooling circuit
The figure on the left shows the cooling circuit of the air
conditioner.
Inside cab
Pressure bulb
Expansion valve
Evaporator
Blower
Inside engine room
Compressor
Cooling fan
Pressure switch
Receiver dryer
Condenser
Structure of cooling circuit
85V2U72003
In this circuit diagram, the area which cools down the air
inside the cab is the evaporator. The cooling circuit utilizes the fact that the refrigerant absorbs heat (latent
heat of evaporation) from the adjacent area when evaporated, and cools down the air inside the cab. The area
where the refrigerant is evaporated is the evaporator.
The "cooling" effect can be obtained only when the air to
be cooled down is continuously fed to the area around
the evaporator by the blower fan and the liquid refrigerant (wet evaporation refrigerant with low degree of dryness) is supplied into the evaporator.
For example, in order to cool down the air to 15C
(59F), the refrigerant can absorb the latent heat of
evaporation from the air only when it is evaporated at a
temperature lower than 15C (59F). It can be seen from
the figure in the previous page that the pressure of the
refrigerant inside the evaporator should be 353 kPa (3.6
kgf/cm2G) (51 psi) or less to realize it. And in order to
keep sufficient cooling effect, the supplied refrigerant
quantity should be adjusted so that the refrigerant supplied to the evaporator is completely evaporated inside
the evaporator into dry vapor or gas.
Accordingly, the cooling circuit should be constructed to
reduce the pressure inside the evaporator and supply
proper quantity of refrigerant into the evaporator so that
the evaporator can cool down the air sufficiently.
The supplied refrigerant quantity is adjusted by the
expansion valve. The pressure inside the evaporator is
kept at a low value by the closing action of the expansion valve and the suction action of the compressor.
The compressor works as a pump which circulates the
refrigerant. The refrigerant in the dry vapor status
returns into liquid by the compression action of the compressor and heat change (heat radiation) of the condenser, which acts to change the state of the gas to
liquid.
72-24
Air Conditioner
Electrical circuit
Control schematic drawing
Outside air
sensor
Input signals
Input signals
Set temperature, room temperature,

water temperature, air temperature
after evaporator
Insolation sensor
Outside air sensor
e = Inside air temperature - Set temperature
Insolation
sensor
Set temperature
correction
Freeze sensor
Water temperature
sensor
55
BLC
Temperature
control
servo
HOT
Temperature
control servo
Blower motor
Blow-off
servo
25
Warm-up control
Blower
voltage
Water temperature (C)
Blower voltage/temperature control/blow-off servo motor position determination
Inside air
sensor
COOL
FACE
B/I
FLOOR
Y value
Blow-off servo
Compressor ON-OFF
ON
3
Freeze sensor temperature (C)
95ZVE72018
72-25
Air Conditioner
Air conditioner functions of components

Control panel
Name and function of each part on control
panel
(1) OFF switch
Indicator lamps
(2) Blower switches
(6) Inside/outside air selector switches
(3) Temperature
setting switches
(7) Liquid crystal

display (LCD) unit
- (1) OFF switch

This switch stops the operation of the blower and the
air conditioner.
When OFF switch (1) is pressed, the set temperature and the air blow quantity displayed on LCD unit
(7) as well as the indicator lamps above AUTO
switch (5) and air conditioner ON/OFF switch (8)
turned "off", and operation is stopped.
(4) Vent mode selector

switch
Indicator lamps
(5) AUTO switch
(8) Air conditioner

ON/OFF switch
97ZV72036
- (2) Blower switches

These switches change over the air flow quantity in
six steps.
The air flow quantity is displayed on the LCD unit.
When the
switch is pressed, the air flow quantity
increases.
When the
switch is pressed, the air flow quantity
decreases.
In the automatic mode, the air flow quantity is automatically changed over.
Display on the LCD unit and the air blow quantity
Display on LCD unit
Air blow quantity

Air quantity "low"
Air quantity "medium 1"
Air quantity "high"
72-26
Air Conditioner
- (3) Temperature setting switches
These switches set the temperature inside the cab in
the range from 18.0C (65F) to 32.0C (90F).
When the
switch is pressed, the set temperature
increases.
When the
switch is pressed, the set temperature
decreases.
Usually, set the temperature to 23~25.0C
(72~77F).
Display on the LCD unit and the function
Display on LCD unit
Set temperature
18.0C (65F)
Maximum cooling
18.5~31.5C
(65~95F)
Temperature inside cab is controlled so that

set temperature is realized.
32.0C (90F)
Maximum heating
- (4) Vent mode selector switch

This switch changes over the vent mode.
When vent mode selector switch (4) is pressed, the
vent mode displayed on LCD unit (7) is changed
over, and air is blown from the displayed vent positions.
In the automatic mode, the vent mode is automatically changed over.
Display on
LCD unit
Vent mode
Vent positions
(A)
(B)
Face (blow-off to upper portion of

body mainly during cooling)
Face & foot
Foot
(blow-off to feet mainly during heating)
(C)
(D)
Remarks
Foot & defroster
Defroster
This mode is not

selected in automatic
mode.
This mode is not

selected in automatic
mode.
- (5) AUTO switch

This switch automatically changes over the air blow
quantity, the vent mode and the inside/outside air in
accordance with the set temperature.
When AUTO switch (5) is pressed, the indicator
lamp above it lights.
Usually, press this switch, set the temperature by
using temperature setting switches (3), and use the
air conditioner in the automatic mode.
When the automatic mode is changed over to the

manual mode, the indicator lamp above AUTO
switch (5) is extinguished. In the manual mode, the
air blow quantity, the vent mode and the inside/outside air can be changed over by manipulating each
switch.
72-27
Air Conditioner
- (6) Inside/outside air selector switches
These switches change over inside air circulation
and outside air entry.
When an either switch is pressed, the indicator lamp
above it lights to indicate the selected air flow status.
In the automatic mode, outside air introduction and
inside air circulation are automatically changed over.
Inside air recirculation
Outside air entry
The outside air is shut down, and the air

inside the cab is circulated.
Press this switch to rapidly cool or heat the
air inside the cab or when the outside air is
dirty.
The outside air enters the cab.
Press this switch to introduce clean air into
the cab or defog the windows.
- (7) Liquid crystal display (LCD) unit

This LCD unit indicates the set temperature, the air
flow quantity and the vent mode during operation.
When OFF switch (1) is pressed, the set temperature and the air flow quantity are extinguished and
the operation is stopped.
- (8) Air conditioner ON/OFF switch
This switch turns on and off the air conditioner (cooling or dehumidification/heating).
When this switch (8) is pressed, the air conditioner is
turned on and the indicator lamp above the switch
lights. When this switch is pressed again, the air conditioner is turned off and the indicator lamp is extinguished.
However, the air conditioner is turned on only while
the blower is operating (that is, while the air blow
quantity is displayed on the LCD unit.)
72-28
Air Conditioner
Operating method
2. Stopping the automatic operation
Normal use
1. Automatic operation
Set temperature
(1) OFF switch
(3) Temperature setting

switches
(5) AUTO switch
97ZV72041
Air flow quantity
(8) Air conditioner

ON/OFF switch
97ZV72040
(a) Set AUTO switch (5) to ON. Confirm that the set
temperature and the air flow quantity are displayed
on the LCD unit, and that the indicator lamps above
AUTO switch (5) and the air conditioner ON/OFF
switch (8) are lit.
(b) Adjust temperature setting switches (3), and set
arbitrary temperature.
The air conditioner automatically changes over the
air flow quantity, the vent mode and the inside/outside air to realize the set temperature.
Note
When the vent mode is set to
or
in the automatic operation, if the engine water temperature is low, the air flow quantity is restricted to
prevent blow-off of cold air.
Press OFF switch (1). Then, the set temperature and

the air flow quantity displayed on the LCD unit are extinguished, the indicator lamps above AUTO switch (5)
and air conditioner ON/OFF switch (8) are extinguished,
and the operation is stopped.
72-29
Air Conditioner
3. Manual operation
(2) Blower switches
(3) Temperature
setting switches
(6) Inside/outside air selector switch
4. Stopping the manual operation
(4) Vent mode

selector switch
(1) OFF switch
(8) Air conditioner

ON/OFF switch
97ZV72042
(a) Press blower switches (2), and adjust the air flow
quantity.
Confirm that the set temperature and the air flow
quantity are displayed on the LCD unit.
(b) Set to ON air conditioner ON/OFF switch (8). Confirm that the indicator lamp above the switch lights.
(c) Adjust temperature setting switches (3), and set
arbitrary temperature.
(d) Press vent mode selector switch (4), and select
arbitrary vent mode.
(e) Press an either inside/outside air selector switch (6)
to select inside air circulation or outside air entry.
97ZV72041
Press OFF switch (1). Then, the set temperature and

the air flow quantity displayed on the LCD unit are extinguished, the indicator lamps above AUTO switch (5)
and air conditioner ON/OFF switch (8) are extinguished,
and the operation is stopped.
72-30
Air Conditioner
Other uses
2. Defroster operation
1. Head cooling, feet heating (bi-level) operation

(2) Blower switches
(4) Vent mode selector switch
(4) Vent mode selector switch

(2) Blower switches
(6) Inside/outside
air selector switch
(5) AUTO switch
(6) Inside/outside
air selector switch
(3) Temperature
setting switches
97ZV72044
quantity.
(b) Press vent mode selector switch (4), and display
the vent mode
on the LCD unit.
(c) Set to ON air conditioner ON/OFF switch (8). Confirm that the indicator lamp above the switch lights.
(d) Arbitrarily set blower switches (2), temperature setting switches (3) and inside/outside air selector
switches (6).
Then, the air conditioner realizes the bi-level operation
in which cold air is blown to the head and hot air is
blown to the feet.
(3) Temperature
setting switches
97ZV72045
quantity.
(b) Press vent mode selector switch (4), and display
the vent mode
or
on the LCD unit.
(c) Set outside air introduction selector switch (6).
(d) Press temperature setting switches (3), and display
the set temperature "32.0" (maximum heating status) on the LCD unit.
Adjust the louver at each vent position so that air flow
reaches the windows.
When defogging the windows or dehumidifying the air
inside the cab in rainy season, set air conditioner ON/
OFF switch (8) to ON.
72-31
Air Conditioner
Other functions
3. Failure code deletion
Self-diagnosis function
Each sensor and equipment used in the air conditioner
can be diagnosed for failure.
(1) OFF switch
After completing the inspection and/or the repair,

delete the failure codes memorized in the computer.
If not removed, the failure codes memorized in the
computer continue to display on the LCD whenever
diagnosing. To delete the failure codes, press and
hold both air intake control switches (6) for 3 seconds or more.
<Display on the LCD unit and the failure mode>
Display
EE11
(6) Inside/outside
air selector
switches
(3) Temperature setting switches

Press and hold both the " " and " "
switches together
97ZV72035
(for 3 seconds or more).
1. Press the OFF switch to stop the operation.

(The set temperature and the air blow quantity displayed on the LCD are extinguished.)
2. When the both temperature setting switches " "
and " " (3) are pressed and held together for 3
seconds or more, the failure mode is displayed on
the LCD unit.
(a) If two or more failure are detected, the displayed
contents can be scrolled through by pressing either
one of the temperature levels (3) " " or " ".
(b) Press OFF switch (1) again to finish the self diagnosis function and return to the normal display.
Failure mode
No failure
Wire breakage in inside air sensor
E12
Short-circuit in inside air sensor
E13
Wire breakage in outside air sensor
E14
Short-circuit in outside air sensor
E15
Wire breakage in water temperature sensor
E16
Short-circuit in water temperature sensor
E18
Short-circuit in insolation sensor
E21
Wire breakage in vent sensor
E22
Short-circuit in vent sensor
E43
Abnormality in vent damper
E44
Abnormality in air mixing damper
E45
Abnormality in inside/outside air
E51
Abnormality in refrigerant pressure
Celsius-Fahrenheit selector function for the set temperature display

While the blower is operating, press and hold both temperature setting switches (3) " " and "
" together
for 5 seconds or more to change over the unit of the displayed value between Celsius and Fahrenheit. However, the unit type (C or F) itself is not displayed.
Only the set value is displayed.
Value displayed on LCD unit
Celsius (C)
18.0~32.0
Fahrenheit (F)
65~90
72-32
Air Conditioner
Air conditioner unit
Air mixing damper
[In the case of maximum cooling]

Air mixing damper A (completely opened)
Heater coil
Evaporator coil
Cold air
Co
ld
a ir
Air mixing damper B (completely closed)

[In the case of maximum heating]
Air mixing damper A (completely closed)
Ho
t
air
Blower motor
Inside/outside air selection damper
Air mixing damper A
air
Inside
air
Outside
air
Fan
Blower motor
Heater radiator
Co
ld
Evaporator
Air mixing damper B
80ZVE72001
The air conditioner unit has the cooling, heating and air
blowing functions to perform conditioning of the air
inside the cab, and consists of an evaporator which
cools down the air, a heater radiator which warms the
air and a blower motor which blows the air.
The temperature in the vent position is adjusted when
the opening/closing position of the air mixing damper is
so controlled that the cooled air while passing through
the evaporator and the warmed air while passing
through the heater radiator are mixed.
The air mixing damper is controlled by the servo motor
for air mixing assembled in the unit.
Air mixing damper B (completely opened)
80ZVE72002
During maximum cooling, the air mixing damper B is

completely closed, and the air mixing damper A is completely opened. As a result, the air cooled by the evaporator does not go through the heater radiator but is
blown off.
During maximum heating, the air mixing damper A is
completely closed, and the air mixing damper B is completely opened. As a result, all the air which has gone
through the evaporator goes through the heater radiator, then the warmed air is blown off.
72-33
Air Conditioner
Evaporator
(7)
(5)
Evaporator
The evaporator is an important heat exchanger which

evaporates liquid refrigerant set to low temperature and
low pressure by an expansion valve, utilizes its latent
heat, and absorbs heat from air (target) inside the cab.
Accordingly, heat should be smoothly transmitted
between the target and the refrigerant in the evaporator.
(4)
For this purpose, fins are provided on the air side of the
evaporator to extend the heat transmission area on the
air side so that heat can be smoothly transmitted
between the refrigerant and the air.
(2)
By cooling, the moisture contained in the air condenses,

changes into water drops, and adheres to the outside of
the evaporator. If these water drops are frozen, the cooling effect deteriorates. To prevent this, attention should
be paid also to proper drainage of condensed water.
(8) (1)
(6)
The refrigerant quantity supplied to the evaporator is

adjusted by the expansion valve described next. In
order to ensure that the refrigerant quantity is accurately
adjusted, pressure drop of the refrigerant inside the
evaporator should be minimal.
(3)
Refrigerant flow inside evaporator (

From expansion valve(1) to (8)
Compressor
Accordingly, reduction of pressure drop is an element to

enhance the performance of the evaporator.
97ZV72048
Troubleshooting the evaporator

Item
Gas leak
Symptom
Both high pressure and low pressure are low,
and air bubbles can be seen through sight
glass.
Cause
- Joint portion of supply area
- Cracks in evaporator main body
Action
- Tightening
- Repair/replacement
Blockage in circuit
Both high pressure and low pressure are low.
- Blockage inside
- Cleaning/replacement
Blockage in fins
Air quantity is small. (Filters may be clogged.)
- Blockage in fins
- Cleaning
Freezing
Air quantity is small, and low pressure is low.
- Blockage in filter
(Evaporator is not preforming
inadequately.)
- Cleaning/replacement
72-34
Air Conditioner
Expansion valve (box type)
(Evaporator)
Expansion valve operation
Diaphragm
Evaporator
Spring
Temperature
sensing rod
Diaphragm
Temperature sensing rod

Needle valve (To compressor)
(From receiver)
Needle valve
From receiver
(High pressure)
Structural drawing of box type expansion valve

97ZV72049
The expansion valve offers the following two functions.

1. By injecting the liquid refrigerant at high temperature and high pressure which has gone through the
receiver from a small hole, the expansion valve
expands dramatically the liquid refrigerant into mist
refrigerant at low temperature and low pressure.
2. Promptly in accordance with the vaporized status of
the refrigerant inside the evaporator, the expansion
valve adjusts the refrigerant quantity.
In order to ensure that the evaporator offers its full
performance, the liquid refrigerant should be kept in
a state in which it deprives heat of the adjacent
area and its evaporation is always completed at the
exit of the evaporator.
To realize this, the expansion valve automatically
adjusts the refrigerant quantity in accordance with
fluctuation of the temperature inside the cab (cooling load) and fluctuation of the rotation speed of the
compressor.
The expansion valve consists of a needle valve, a
diaphragm and a temperature sensing rod.
The temperature sensing rod detects the temperature of the refrigerant which has gone through the
evaporator, and transfers the detected temperature
to the refrigerant gas chamber located in the upper
portion of the diaphragm chamber.
To compressor
(Low pressure)
97ZV72050
The temperature sensing rod detects the temperature of

the refrigerant, and transfers the detected temperature
to the refrigerant gas chamber.
The gas pressure changes in accordance with the
detected temperature, the temperature sensing rod
directly connected to the diaphragm is moved, then the
needle valve opening is adjusted.
- When the temperature at the exit of the evaporator is
low or when cooling load is small, following occurs.
The gas pressure inside the diaphragm chamber
becomes low, the volume decreases, the temperature
sensing rod moves to the right, and the needle valve is
closed.
- When the temperature at the exit of the evaporator is
high or when cooling load is great, following occurs.
The gas pressure inside the diaphragm chamber
becomes high, the volume increases, the temperature
sensing rod moves to the left, the needle valve is
opened, and more quantity of refrigerant is supplied to
the evaporator.
72-35
Air Conditioner
Troubleshooting the expansion valve
Item
Symptom
Cause
Action
Both high pressure and low pressure are low,

Blocked expansion
and air bubbles cannot be seen through sight
valve or defective
adjustment (too closed) glass.
- Expansion valve
- Cleaning/adjustment or replacement
Defective adjustment
(too open)
Low pressure is too high, and compressor

head is cold.
- Expansion valve
- Adjustment or replacement
Freezing caused by
moisture
Cooling is disabled during operation. Frosting

is not detected in evaporator. Both high pressure and low pressure are low, and air bubbles
cannot be seen through sight glass.
- Expansion valve
- Replace receiver tank, evacuate air,

then charge gas again.
72-36
Air Conditioner
Heater radiator coil
Fin
Heater core
97ZV72051
The heater radiator utilizes the engine cooling water as

the heat source. When going through the heater radiator, the air receives heat from the heater radiator fins
and is warmed.
The hot water inside the heater radiator is forcedly circulated by the engine water pump.
Troubleshooting the heater radiator
Item
Symptom
Cause
Action
Water leaks from heater core.
- Joint portion of supply area

- Cracks in heater core main body
Blockage in circuit
Air inside cab does not become warm.
- Blockage inside heater radiator
- Replacement
Blockage in fins
Air quantity is small.
- Blockage in fins
- Cleaning
Water leak
72-37
Air Conditioner
5 4
3 2 1
Servo motor
1
2
4
5
6
97ZV72052
When a switch on the control panel is pressed, the

power is applied from the control panel on terminal (6)
or (7) of the servomotor. (The rotating direction is determined by the terminal on which the power is applied.)
A variable resistor is provided inside the servo motor.
As the motor rotates, the resistance of this resistor
changes accordingly.
When the 5 V voltage is supplied from the control panel
to this variable resistor, the control panel detects the
variable resistor position based on the electric potential
difference. When the variable resistor reaches the position specified by each switch, the power supplied to the
motor is stopped.
Note
If the power is directly applied on terminals of the motor,
the output shaft of the motor may be damaged or wire
breakage may occur in the motor coil. Do not directly
drive terminals of the motor.
Troubleshooting the servo motor
Item
Motor is locked
(disabled).
Contact is contacting
poorly.
Symptom
Cause
Action
- Servo motor does not rotate.
- Motor
- Control unit
- Indicator lamps of temperature setting

switches do not light in accordance with
preset pattern.
- Servo motor does not stop in accordance
with preset pattern.
- Fixed plate
- Moving contact
- Control unit
72-38
Air Conditioner
Blower motor assembly
Blower motor assembly specifications
Fan
Blower motor
Voltage
DC 24 V
Number of rotations of motor
3,100 min-1
Power consumption
225 W (9.4 amps) 10 %
Fan outer diameter
150 (5.9")
Note
This unit can be bench tested with 24 V DC by using
normal test methods. Determine if excessive amperage
is required to turn it. It is controlled by the speed control
(BLC) below.
Air
Air
97ZV72053
The blower motor assembly consists of a DC motor

and a fan, and blows air.
Troubleshooting the blower motor
Item
Blower motor operation is defective.
Symptom
Air is not blown at all.
Cause
- Blower motor
- Control unit
Action
BLC (blower linear control)
85V2U72004
97ZV72054
This resistor changes over the air quantity of the blower

motor.
Troubleshooting the blower linear control
Item
Symptom
Cause
Action
Wire in BLC is broken.
Air quantity does not change.
- BLC
- Control unit
- Replacement
Blower motor operation is defective.
Air is not blown at all.
- Blower motor
- Control unit
72-39
Air Conditioner
De-icing sensor (Thermistor (or thermal resistor))
Evaporator
Appearance of thermistor
8,000
7,000
Resistance ()
6,000
Thermistor
5,000
Heater radiator
4,000
97ZV72056
3,000
2,000
1,000
0
10
(14)
5
(23)
0
(32)
5
(41)
10
(50)
15
(59)
20
(68)
25
(77)
30
(86)
Temperature (C) (F)

Characteristics curve between temperature
85V2U72005
and resistance of thermistor
The thermistor, a kind of semi-conductor, offers the

characteristics as shown in the curve on the above.
When the temperature becomes high, its resistance
becomes small. When the temperature becomes low, its
resistance becomes large.
The thermistor mounted on the blowoff port side of the

evaporator detects the temperature of the air cooled by
the evaporator, and transmits it as a signal to the control
amplifier.
If the air at the vent is 3C (37F) or less, the control
amplifier turns off the compressor clutch relay. If the air
at the blowoff port becomes 4C (39F) or more, the
control amplifier turns on the compressor clutch relay
again to restart cooling.
Because the air temperature at the vent is detected and
the compressor clutch relay is turned on and off accordingly, freezing of the evaporator is prevented.
Troubleshooting the thermistor

Item
Symptom
Cable in thermistor is broken.
Compressor clutch does not work.
Thermistor is short-circuited.
Air not blowing.
*Note
For temperature reference between C and F please
see references below.
Temp C
-10C
0C
10C
20C
25C
30C
Temp F
14F
32F
50F
68F
77F
86F
Cause
- Thermistor
Action
- Replacement
72-40
Air Conditioner
Water temperature sensor
Foot/defroster selection box
Air conditioner unit
Foot
Def
97ZV72057
This sensor detects the temperature of the engine cooling water flowing into the heater core, and feeds it back
to the control panel.
This sensor is installed on the rear side of the heater
core, and can be taken out when being pulled out.
Temperature
Resistance value
-30C (-22F)
91.4 k
25C (77F)
5 k
100C (212F)
0.321
Inside air temperature sensor
97ZV72058
This sensor detects the air temperature inside the cab,

and feeds it back to the control panel.
This sensor is installed in the inside are suction port,
and can be taken out when the clamp is removed.
Temperature
Resistance value
0C (32F)
1.645 k
25C (77F)
5 k
97ZV72059
This selection box changes over the vent positions

between the foot side and the defroster side.
When the vent mode selector switch (MODE) on the
control panel is pressed, the servo motor in this selection box changes over the vent selection damper to the
foot side or the defroster side by way of a link and lever.
72-41
Air Conditioner
Compressor and magnetic clutch
Compressor specifications
Compressor
Piston
Discharge valve
Discharge valve
74
10
Suction valve
Diagonal plate
Suction/compression action
11
97ZV72060
1.
2.
3.
4.
5.
6.
Suction valve
Compressor
Magnetic clutch
Rotor
Stator
Hub
Pulley
7.
8.
9.
10.
11.
Coil
Bearing
Shaft
Dust proof cover
Pressure relief valve
The compressor is driven by the V belt from the engine

by way of the magnetic clutch. The compressor draws in
and compresses the gaseous refrigerant at low temperature and low pressure which deprived heat of the air
inside the cab in the evaporator and was vaporized to
make the gaseous refrigerant be at high temperature
and high pressure, then feeds it to the circuit on the high
pressure side again. Five pairs of pistons (with ten cylinders) reciprocate in the same direction with the shaft in
accordance with rotations of the shaft.
Accordingly, when one piston of a pair is in the compression stroke, the other one is in the vacuum stroke.
The compressor is lubricated by the compressor oil contained in the gaseous refrigerant and the oil splashed by
the diagonal plate.
Accordingly, if the refrigerant quantity decreases, the
compressor will seize from oil starvation. To prevent seizure, a pressure switch is provided in the circuit so that
the power supplied to the magnetic clutch is shut down
and the compressor is protected when the refrigerant
quantity decreases.
97ZV72061
Model
10S150
Cylinder diameter
32 (1.26")
Stroke
20.8 mm (0.82")
Number of cylinders
10
Cylinder capacity
167.3 cm3 (10.21"3)
Maximum allowable number of rotations
6,000 min-1
Lubricating oil
ND-OIL8
Lubricating oil quantity
180 cm3 (11"3) [6 oz]
72-42
Air Conditioner
Magnetic clutch
Magnet clutch specifications

Model
S
Pulled
force
Switch
Iron piece
(rotor)
Stator
Power
supply
Magnetic
force
N
Principle of magnetic clutch
97ZV72062
The magnetic clutch controls mechanical connection

between the engine and the compressor. When the
engine is rotating and the air conditioner ON/OFF switch
is ON, if the temperature inside the cab reaches or
exceeds the temperature set by the temperature setting
switches, the magnetic clutch stops or drives the compressor.
Suction face
Pulley
Stator coil
Hub
Rotor
Stator
Ball bearing
Magnet clutch
97ZV72063
The hub of the magnetic clutch is fitted onto the shaft of

the compressor. While the compressor is not driven, the
hub is separated from the rotor and only the pulley is
rotating. When the air conditioner switch is set to ON,
the current flows in the stator coil, the stator works as a
magnet and engages the hub, then the compressor
rotates together with the pulley.
When the current applied on the stator coil is set to OFF,
the hub is not immediately separated but rotates
together with the pulley because the pulley has residual
magnetism. Accordingly, clearance is provided between
the hub and pulley so that they are not in close contact
with each other during disengagement. This clearance
is called air gap.
L50T
Voltage
DC 24 V
Power consumption
40 W (1.67 amps)
Drive belt
V-ribbed belt (six ribs)
Air gap
0.50.15 mm (0.020" 0.006")
72-43
Air Conditioner
Troubleshooting the compressor and magnetic
clutch
Item
Symptom
Suction or exhaust valve is

damaged. *
- Compressor temperature is abnormally high.

- High pressure is abnormally low, and low
pressure is abnormally high.
- Air bubbles cannot be seen through sight
glass.
Cause
Action
- Suction or exhaust valve
Clutch draw voltage is low.
- Stator coil
- Replacement
Power is not supplied to

stator coil.
- Wiring on main body

- Control amplifier
- Pressure switch
- Repair
- Replacement
- Replacement
- Magnetic clutch
- Replacement
Compressor main body is

defective
(seized, etc.).
- Shaft, piston
Clutch bearing is damaged.
- Clutch bearing
- Replacement
- Magnetic clutch
- Replacement
V belt is slack.
- V belt
- Adjustment/replacement
Compressor main body is

defective.
- Internal compressor trouble
- V belt
- Adjustment/replacement
- Abnormal sounds are made while clutch is

turned on.
Gap between hub and rotor

is large.
Contact or slippage caused

by too small gap between
hub and rotor.
V belt is slack.
- Compressor does not rotate.

(Air in cab does not become cool enough.)

turned off.

turned on.
* This can be the result of "liquid charging". Do not liquid charge as a compressor cannot compress liquid; this will damage it.
72-44
Air Conditioner
Condenser unit
Condenser fan motor

The condenser fan motor used to cool down the condenser is mounted on the condenser together with a fan
shroud.
Condenser
Blower assembly
Resistor
Cover
Fan motor
95V2U72002
Each condenser unit consists of a condenser, a condenser fan motor and a resistor. Two condenser units
are arranged in series with the piping.
The condenser units cool down the gaseous refrigerant
at high temperature and high pressure sent from the
compressor, and change it into liquid refrigerant.
Condenser
The condenser consisting of tubes and fins cools down
the gaseous refrigerant at high temperature and high
pressure (70C, 1,618 kPa (16.5 kgf/cm2)) (158F (235
psi)) sent from the compressor, and change it into liquid
refrigerant during passing tubes.
Condenser specifications
Voltage
DC 24 V
Power consumption
80 W (3.4 amps) x 10 %
Air quantity
1,75010 m3/Hr (61,800"3/Hr)
Number of rotations of motor
2,200 min-1 (rpm)
72-45
Air Conditioner
Resistor
The resistor controls rotation of the condenser fan motor
in two steps in accordance with a command given by
the fan control pressure switch (medium pressure
switch).
Resistor specifications
Resistance
4.0
Troubleshooting the condenser unit

Item
Symptom
Heat radiation quantity is

insufficient due to blockage*. Both high pressure and low pressure are
abnormally high, and air does not become
Rotation of condenser fan
cool enough.
motor is defective.
Cause
Action
- Blockage or crushed fins
- Clean or replace condenser
- Fan motor
- Repair or replace motor
Blockage / condenser airflow
High pressure is abnormally high, low pressure is abnormally low, and air does not
become cool enough.
Air bubbles can be seen through sight glass.
- Internal to condenser fins
- Clean or replace condenser
Gas leak
Both high pressure and low pressure are

abnormally low, and air bubbles can be seen
through sight glass.
- Leaks at joints
- Cracks in main body
- Tightening
- Repair or replacement
* It is important to check the fan blades also as these can become bent or packed with dirt, making them ineffective.
72-46
Air Conditioner
Receiver dryer
Desiccant
Refrigerant inlet
Refrigerant outlet
Desiccant
If moisture is present inside the cooling circuit, the compressor valve and oil may deteriorate, metal parts within
the circuit may corrode, or moisture may be frozen
inside expansion valve which may clog the circuit. To
prevent such failure, synthetic zeolite (drying agent) is
positioned inside the air conditioner and acts as a desiccant suitable to the circuit so that it absorbs moisture
entering the circuit during installation or refrigerant
charging.
When the expansion valve is often frozen by moisture
(icing), the desiccating agent does not have enough
absorption ability. When this happens, the receiver must
be replaced.
Strainer
Desiccant specifications
Receiver tube
Receiver tank
97ZV72065
The receiver dryer consists of a receiver tank, desiccant, strainers, and a receiver tube.
Receiver tank
In the air conditioner, the number of rotations of the
compressor changes and the proper refrigerant quantity
in the cooling circuit fluctuates in accordance with fluctuation of the number of revolution of the engine.
The receiver tank receives such fluctuation. When the
cooling circuit does not require much refrigerant, the
receiver stores temporarily excess refrigerant. When the
cooling circuit requires much refrigerant, the receiver
tank supplies refrigerant from its receiver tube to the circuit.
In addition, the receiver tank stores a reserve of refrigerant in order to take balance of charging of the refrigerant
and respond to any minute leaks of the refrigerant
caused by permeation through rubber hoses.
Capacity
550 cm3
Desiccating agent
Synthetic zeolite
Desiccating agent capacity
290 g
IMPORTANT
If parts of the cooling circuit are removed and left for
a long time for repair or another reason, the desiccant
absorbs moisture contained in the air and loses its
absorption performance, and the receiver dryer
should be replaced. To prevent this, after parts are
removed, all openings should be plugged.
72-47
Air Conditioner
Strainers
If dusts enter the circuit, the expansion valve may be
clogged, the compressor may be damaged, and the
cooling function may be deteriorated.
Strainers are provided to prevent dusts from flowing with
in the refrigerant.
The strainers cannot be cleaned. When they are considerably clogged (in this case, the high pressure
increases and the low pressure decreases), the entire
receiver dryer should be replaced.
Troubleshooting the receiver tank
Item
Symptom
Cause
Action
Icing
- At first, air in cab will cool down, but after a

short time no longer will cool properly.
- Desiccating agent in receiver
- Replacement of receiver dryer
Blockage in strainers
- High pressure is excessively high, low pressure is excessively low, and air does not
become cool enough*.
- Blockage in strainers
- Replacement of receiver dryer
*A means to test this is to check the temperature between the inlet and outlet of receiver dryer. If it drops more than it should the dryer is
plugging and should be replaced.
72-48
Air Conditioner
Sight glass
Pressure switches
Sight glass
Terminal
Receiver joint
Contact area
Receiver dryer
97ZV72066
This sight glass is installed on the receiver joint located

on the top of the receiver dryer. Only through this sight
glass, the refrigerant quantity inside the circuit can be
visually checked.
WARNING
Possible freezing of eye tissue.
Always wear protective eyewear when doing a visual
inspection.
97ZV72067
The pressure switch detects the pressure on the high

pressure side of the cooling circuit, and stops the compressor when detecting any abnormality so that damage
of the equipment in the cooling circuit can be prevented.
There are three types of pressure switches, high pressure type, medium pressure type and low pressure
type, which function as shown in the table below.
72-49
Air Conditioner
Switch
Switching pressure
kPa (kgf/cm2) (psi)
Function
Switch operation
confirmation method
Causes of abnormal
pressure
Pressure switch coupler
High
pressure
switch
When pressure between

compressor and expansion
valve becomes abnormally
high, this switch shuts down
power supplied to compressor
magnetic clutch to protect
circuit.
ON
2,550
(26)
(370)
3,136
(32)
(455)
D
B
OFF
Heat radiation of condenser

is insufficient due to clogging
in condenser or defective
rotation of condenser fan*.
*A damaged fan blade would
produce a similar symptom.
Check conductivity
between A and B.
Medium
pressure
switch
When detecting fluctuation of

pressure between compressor
and expansion valve, this
switch gives a signal to control
amplifier about whether to
rotate condenser fan motor at
low speed or high speed.
While this switch is ON, fan
motor rotates at high speed.
While this switch is OFF, fan
motor rotates at low speed.
Low
pressure
switch
When pressure between

compressor and expansion
valve becomes abnormally low
due to refrigerant leak, this
switch shuts down power
supplied to compressor
magnetic clutch to prevent
seizure of compressor caused
by insufficient compressor oil
which decreased together with
refrigerant.
1,519
(15.5)
(220)
ON
OFF
1,225
(12.5)
(178)
Check conductivity between C and D

in pressure switch coupler shown
above.
226
(2.3)
(33)
ON
Check conductivity between A and B

in pressure switch coupler shown
above.
OFF
Refrigerant leak from a part

of circuit.
196
(2.0)
(28)
Troubleshooting the pressure switch

Item
Insufficient cooling
Gas leak
Symptom
Cause
Action
- Condenser fan motor does not change its speed

(to high speed).
- Medium pressure
switch
- Replacement
- Even when abnormal high pressure (3,136 kPa (32 kgf/cm2)

(455 psi)) occurs, compressor does not turn off.
- Even when gas (refrigerant) has run short, compressor does
not turn off.
- High or low pressure switch*
- Replacement
*If abnormally high pressure occurs while the high pressure switch is non-functioning, the equipment in the cooling circuit may be damaged.
The pressure relief valve releases the refrigerant to the atmosphere in order to prevent equipment or personnel damage.
72-50
Air Conditioner
Flow rate
(L/min)
113
Gas discharge route while valve is operating

97ZV72071
This valve mounted on the high pressure side of the

compressor service valve releases the refrigerant to the
atmosphere when abnormal high pressure occurs.
Pressure
28.1
2,756
400
35.0
3,430
500
42.4
4,158
600
(kgf/cm2 )
(kPa)
(psi)
Characteristics drawing of
relief valve operation
97ZV72069a
97ZV72070
IMPORTANT
When the refrigerant quantity inside the cooling circuit is correct, the pressure switch always remains
ON even if the compressor is stopped because the
refrigerant pressure is approximately 588 kPa (6.0
kgf/cm2) (85 psi) as far as the outside air temperature
is around 25C (77F).
When the outside air temperature becomes 0C
(32F) or less, the pressure switch for low pressure
detection turns off even if the refrigerant quantity is
proper because the refrigerant pressure becomes
196 kPa (2.0 kgf/cm2) (28 psi) or less. As a result, the
compressor does not work.
It means that the pressure switch for low pressure
detection functions also as a thermostat which
detects the outside air temperature.
72-51
Air Conditioner
Relay A
Relay B
97ZV72072
Relay A specifications
97ZV72099
Relay B specifications
Rated voltage
DC 24 V
Rated voltage
Rated current
16 A
Rated current
DC 24 V
11 A
Rated coil current
0.1 A
Rated coil current
0.075 A
Troubleshooting the relay

Item
Coil wire is broken.

Contact is melted down.
Symptom
Cause
- Blower motor does not rotate at all.

- Blower motor remains rotating.
- Blower motor main

relay
- Blower motor does not rotate at high speed.

- Blower motor remains rotating at high speed.
- Blower motor Hi
relay
- Blower motor does not rotate at medium speed Me2.

- Blower motor speed does not change from Me2 to Me1.
- Blower motor Me2

relay
- Blower motor does not rotate at medium speed Me1.

- Blower motor speed does not change from Me1 to low speed.
- Blower motor Me1

relay
- Both condenser fans do not rotate.

- Both condenser fans remain rotating.
- Condenser fan relay
- When condenser fan is at high pressure, it does not rotate at

high speed.
- When condenser fan is at low pressure, it remains rotating at
high speed.
- Condenser fan relay

1
- Compressor magnetic clutch does not turn on.

- Compressor magnetic clutch remains ON.
- Compressor clutch
relay
Action
- Replacement
72-52
Air Conditioner
Refrigerant hose
WARNING
Burst hazard
These hoses operate at high pressure for HVAC systems and must not be replaced with substandard
hoses.
Outer layer
Reinforcing layer
Use only OEM replacement hoses or hoses of the

same rating as OEM replacement hoses.
Mouth ring
Inner layer
Intermediate layer
97ZV72073
White line and "R134a" indication
97ZV72074
As shown in the figure on the above, the refrigerant

hose consists of the outer layer, the reinforcing layer,
the intermediate layer and the inner layer, and the
mouth ring is crimped.
Region
Material
Outer layer
Ethylene propylene rubber
Reinforcing layer
Polyester
Intermediate layer
Chlorinated butyl rubber
Inner layer
Nylon
The mouth ring of this hose is changed and the symbol

"R134a" is indicated on this hose as shown in the figure
on the right.
IMPORTANT
Never use any other hose or any other refrigerant.
Otherwise, refrigerant may leak.
72-53
Air Conditioner
Charge of refrigerant
WARNING
Serious accidents may occur in the refrigerant charging work.
Observe the following contents.
- Only trained or experienced specialists having sufficient knowledge on the contents of the work
should be allowed to perform the refrigerant charging work.
- If the refrigerant comes into contact with your eyes,
you may lose your eyesight. Make sure to wear
protective goggles.
- The refrigerant in the liquid status is at low temperature (approximately -30C (-22F)). If it splashes
on your skin, you may suffer from frostbite. Pay
close attention when handling it.
- If the refrigerant (Refrigerant R134a) touches a hot
object (approximately +400C or more), it decomposes and generates harmful substances.
Never release the refrigerant in a room where ventilation is bad and there is a hot object or a fire
(such as in the presence of a stove).
- In order to protect the environment, do not release
the gaseous refrigerant to the atmosphere.
CAUTION
Serious accidents may occur during the refrigerant
charging work.
- When warming a service can to charge the refrigerant, make sure to open the low pressure valves
of the service can and the gauge manifold, then
warm it with hot water of 40C (104F) or less (temperature at which you feel warm when putting your
hand into it).
Never warm the can with boiling water or overheat
it with open fire. If the can is treated in such a way,
it may burst.
- When charging the refrigerant after having started
the engine, never open the high pressure (Hi)
valve. If it is opened, the high pressure gas may
flow in the reverse direction, and the service can
and the hose may burst.
WARNING
Serious accidents may occur during storage and
transportation of a service can.
- A service can accommodates high pressure gas in
the saturated liquid status. If the temperature rises,
the pressure may increase drastically and the can
may burst. Keep the temperature of the service
can at 40C (104F) or less.
Make sure to keep the can away from hot objects
or fire.
- During storage, make sure to avoid direct sunlight,
and store the can in a dark and cool place.
- Inside the closed cab (including trunk), the air temperature may rise considerably due to solar heat,
etc., and may become dangerously temperature
even in winter if the closed cab is exposed to direct
sunlight. Never put the can inside the cab.
- If the service can suffer from flaws, dents and
deformations, its strength deteriorates. Never hit or
drop it. And never throw or drop a package of cans
while loading or unloading it.
- Keep the can away from the reach of children.
IMPORTANT
- It is prohibited by law to reuse service cans. Never
reuse them.
- Pay close attention so that air and dusts do not
enter into the cooling circuit.
- Never charge the refrigerant excessively.
- The air conditioner is so designed as to be used
with Refrigerant R134a. Never charge any other
refrigerant such as Freon R12.
- If the compressor oil (ND-OIL 8) adheres to the
painting face or the resin area, the painting may
peel off or the resin may be damaged. If so, wipe it
off soon.
- Tighten the piping at the specified torque.
72-54
Air Conditioner
Work procedure
The refrigerant charging process is mainly divided into
"refrigerant evacuation procedure" and "gas charging
procedure" as shown below.
Refrigerant evacuation procedure

The "refrigerant evacuation process"* eliminates moisture present inside the cooling circuit. If the moisture
remains inside the circuit, it may cause varied problems
even if its quantity is extremely small: The moisture may
freeze inside the expansion valve during operation, and
may block the circuit or generate oxidation. To prevent
such problems, the refrigerant containing air inside the
cooling circuit should be evacuated, and the moisture
inside the circuit should be boiled and evaporated so
that all moisture is eliminated before pure refrigerant is
recharged into the circuit.
*May be referred to as "air evacuation procedure" since it contains air
which also contains water that can cause system damage as noted.
Gas charging procedure

The "gas charging procedure" charges the refrigerant
as gas into the circuit while in a vacuum state. The gas
charging process not only affects the cooling ability of
the air conditioner but also affects the system component life.*
If the refrigerant is charged too quickly or in a liquid
state, pressure inside the circuit may become extremely
high and the cooling ability may deteriorate. If the refrigerant charging volume is too low, the lubricating oil for
the compressor may not circulate smoothly and compressor pistons may seize and lock up the compressor.
Because the gas charging process involves high pressure gas, it is extremely dangerous if it is not done correctly.
Observe the work procedure shown below and the cautions, and charge the refrigerant correctly.
*Note
Liquid charging destroys a compressor. Never permit
entry of liquid refrigerant.
Charging procedure
1. Charge the system with the required amount of gas
by weight, and check for leaks by letting the HVAC
system sit static and permit pressure to equalize.
2. Check the system pressure in comparison to the
ambient temperature. If acceptable, go to the next
step (3).
3. Turn on the engine, run at 1,200~1,500 rpm.
4. Turn on the HVAC air condition system, making
sure that the heat is off and A/C is set with fan on
high.
5. Let the HVAC system run on coldest setting until all
parts are cold saturated; this should take about 30
minutes or more.
6. Check the temperature that is coming from the
vents of the HVAC system inside the cab. Check
the performance in the operating pressure and temperature chart.
7. Either remove or install more refrigerant depending
upon the findings.
Observe the work procedure and cautions shown below,
and charge the refrigerant correctly.
The system should operate within about 5% of the
parameters. Be sure that the condenser is clear, evaporator is clean and the fans are all working as they should
with good airflow in the system.
Note
If the inside of the cab become cold during the charging
process, the compressor magnetic clutch turns off and
system charging is disabled.
When charging, completely open the cab doors.
This will keep the system from turning off and on.
72-55
Air Conditioner
Charging procedure chart

Start evacuation.
20~30 min
Refrigerant
evacuation
process
Stop evacuation.
-750 mmHg (-30" Hg) or less

If too little vacuum, repair leaking
connection*
Leave system untouched for 5 min.

Check pressure.
*It is possible that system may need pressurized

and tested for leaks.
Stop when gage indicates excessive pressure

(air entry)
When gage indicates a normal value

Charge refrigerant gas.
Gas
charging
process
Check for gas leak.
Charge refrigerant.
Check for gas leak.
Performance test
Charge gaseous refrigerant until gauge pressure

reaches 98 kPa (1 kgf/cm2) (14 psi). Check for leaks.
Note
A full charge should be about 20.1 lbs (90050 g) of
refrigerant.
As a general guideline, with engine off and HVAC
system static, the pressure in the system should be
about 85 psi (588 kPa) (6.0 kgf/cm2) with the pressure has equalized between the low and high pressure side.
95ZVE72042
72-56
Air Conditioner
Refrigerant charging tools
Charging hose and quick connectors
Recovery and recycling unit
Gauge manifold*
Low pressure
charging hose
(blue)
95ZV72024
It is against Federal Regulations* in the United States to

release refrigerant to atmosphere. A recovery and recycling unit must be used to capture the refrigerant so as
not to release it into the atmosphere.
*Refer to section 609 of the clean air act at www.epa.gov.
It is used for the following;

1.
2.
3.
4.
5.
Recover the refrigerant.

Filter the refrigerant.
Measure the refrigerant weight.
Remove trapped non compressible gases (air).
Measure the refrigerant to install in system by
weight.
6. Measure the pressure of the refrigerant in system.
7. Measure ambient temperature.
8. View bubbles in system if there are any.
Read and understand the Operation Manual for the
recovery and recycling machine.
IMPORTANT
Only use a vacuum pump if the system is already
open to atmosphere and refrigerant has completely
left the system.
High pressure
charging hose
(red)
Quick connector
(Lo)
Center charging hose

(green or yellow)
Quick connector
(Hi)
97ZV72077
These different colored hoses are used to evacuate the

air and charge the gas. (The colors may be different
depending on the manufacturer.)
Red hose
Connects the high pressure valve of the gauge manifold
and the high pressure charging valve (with "H" mark on
its cap) of compressor outlet hose.
Blue hose
Connects the low pressure valve of the gauge manifold
and the low pressure charging valve (with "L" mark on
its cap) of the compressor inlet hose.
Green or yellow hose
Connects the center valve of the gauge manifold and
the vacuum pump (or the service can valve).
*Gauge manifold may be used with vacuum pump or recovery unit.
72-57
Air Conditioner
Gauge manifold
Leak detector
Many recovery and recycling units are equipped with a

gauge manifold, which is very similar to the gauge manifolds that were used for earlier application refrigerant
handling systems.
Typically, the low pressure side hose color is blue, the
charging hose color is yellow (may be light green), and
the high pressure side hose color is red.
These are generally integrated into the recovery and
recling unit.
85V2U72007
Low pressure
gauge
High pressure
gauge
A leak detector find areas where refrigerant traces are

leaking and sounds an alarm to alert the technician of
areas of leakage.
Gauge manifold
Low pressure
valve
Low pressure
charging hose
Center valve
mounting nipple Center charging
hose mounting
nipple
High pressure
valve
High pressure
charging hose
mounting nipple
97ZV72078
It is used to evacuate the air and charge the gas, and

equipped with a high pressure gauge, a low pressure
gage, plus valves and hose mounting nipples as shown
in the figure on the above.
Some gauge manifolds are equipped with sight glasses.
These are used to check for bubbles in the refrigerant.
Excessive flow of bubbles may indicate:
1. Low pressure.
2. Leak to atmosphere (air ingestion) when in vacuum.
3. Boiling action, perhaps due to pressure changes.
72-58
Air Conditioner
Cautions on handling of quick connector and

charging valve
When discharging the refrigerant, use a quick connector.
Precautions
Quick connector
1. Connecting the quick connector.
Screwdriver, etc.
Sleeve
"Click" sound (OK)
Valve pin
(A)
Spring
Charging valve
Charging valve
97ZV72082
97ZV72080
Slide the sleeve upward, push the quick connector

against the charging valve, press and hold securely
part (A) until a click is heard, then slide the sleeve
downward.
IMPORTANT
- Push the quick connector against the charging
valve vertically.
- If refrigerant remains inside the charging hose, the
quick connector may not be easily connected.
2. Disconnecting the quick connector
Sleeve
"Click" sound (OK)
(A)
(B)
97ZV72081
While pressing and holding the part (A) of the quick

connector, slide sleeve upward to disconnect quick
connector.
IMPORTANT
If you push the valve pin with a considerable force
[294 kPa (3 kgf/cm2) (43 psi)] with a screwdriver, etc.,
the spring may come off and the refrigerant may leak.
Never do this.
72-59
Air Conditioner
Refrigerant charging procedure
Valve setting
Lo
Hi
Closed Closed
Air evacuation work
High pressure valve
WARNING
If hoses are connected incorrectly, serious accidents
may occur.
Observe the following.
- Never confuse connection of hose to the high pressure side and the low pressure side of the gauge
manifold.
Low pressure valve

(red)
(blue)
(green)
(Hi)
Recovery and recycling unit
(Lo)
Charging valve
on high pressure
side (located on
receiver dryer)
Vacuum pump shown
Compressor (stopped)
A refrigerant recycle and recovery unit

may be used.
95ZVE72045
95ZV72024
It is against Federal Regulations* in the United States to

release refrigerant to atmosphere. A recovery and recycling unit must be used to capture the refrigerant so as
not to release it into the atmosphere.
*Refer to section 609 of the clean air act at www.epa.gov.
1. Connecting the gauge manifold
CAUTION
Close both low and high pressure valve, as seen in
"a" below.
With system "OFF";

(a) Close both the high pressure (Hi) valve and the low
pressure (Lo) valve of the gauge manifold.
(b) Connect the charging hose.
Red hose
To be connected between the high pressure (Hi)
valve of the gauge manifold and the high pressure
charging valve.
Blue hose
To be connected between the low pressure (Lo)
valve of the gauge manifold and the low pressure
charging valve of the compressor.
Yellow or green hose
To be connected between center valve of gauge
manifold and recovery unit (equipped with vacuum
pump).
IMPORTANT
Connect quick connectors to both the high pressure
and low pressure sides before starting air evacuation.
The check valve of a quick connector cannot hold
vacuum status. If a side of quick connector is not connected, a vacuum condition cannot take place.
72-60
Air Conditioner
2a. Evacuating the system with a vacuum pump
When pulling a vacuum with a vacuum pump on a system that has been open due to replacing major components.
2b. Evacuating the system with a recycling and recovery unit.
After air evacuation Valve setting

Lo
Hi
Lo
Hi
for 30 minutes
Closed Closed
OpenedOpened
Valve setting
High pressure valve
Low pressure valve

95ZV72024
(red)
(blue)
(green)
(Hi)
(Lo)
Charging valve
on high
pressure side
Vacuum pump (operating)
Compressor (stopped)
(stopped)
95ZVE72046
(a) Open both the high pressure (High) valve and the
low pressure (Low) valve of the gauge manifold.
(b) Turn on the switch of the vacuum pump, and evacuate until the degree of vacuum becomes -750 mm
Hg (-30" Hg) for about 20~30 minutes.
(c) After finishing evacuation, close both the high pressure valve and the low pressure valve of the gauge
manifold. Then, turn off the switch of the vacuum
pump.
IMPORTANT
If you stop the vacuum pump before closing each
valve of the gauge manifold, refrigerant from vacuum
unit and tank is released to the atmosphere. It is
important to first close both high and low side valves.
Each manufacture of recycling and recovery units provide operating instructions for their units. Read, understand and closely follow operating instructions as
provided.
72-61
Air Conditioner
3. Checking for leaks after vacuum has been drawn
Valve setting
Leave for 10 minutes or more

as per EPA regulations
Lo
Hi
Pointer of low
Closed Closed
pressure gauge
moves toward "0".
Low pressure gauge
0
Moves
toward "0".
Tighten connection areas

of piping.
97ZV72085
After a vacuum has been pulled on system;
Refrigerant charging process

This section describes a static charging procedure with
the engine in "OFF" and compressor not turning.
Do not run engine until high and low pressures are
equal so that no damage is done to the compressor.
The illustrations below show use of a gauge manifold
assembly. This is not the preferred method in the USA
due to EPA regulations against purging refrigerant to
atmosphere. Use of a recovery and recycle unit is best.
Carefully follow instructions with recovery unit.
Valve setting
Lo
Hi
Closed Closed
Leave the circuit for 5 minutes or more with H and L

valves of gauge manifold closed. Then, make sure that
the needle of each gauge does not move.
If the needle of the gauge moves toward "0", a leak has
occurred somewhere in the circuit. Tighten the connection areas of the piping, evacuate the system again,
then make sure that there is no leaks.
IMPORTANT
Make sure to tighten the connection areas of the piping at a specified tightening torque.
For the tightening torque, refer to the volume "Maintenance Standard".
Blue (low)
Red
(high)
Open the
service canister valve.
Charging hose
(green or yellow)
R134a
Service
canister
97ZV72086
IMPORTANT
Never purge or vent refrigerant to atmosphere. (EPA)
72-62
Air Conditioner
Valve setting
Lo
Hi
OpenedOpened
1. Charging the refrigerant from the high pressure

side with the engine in the "OFF position.
Valve setting
After 1~1.5 service

cans are charged
Lo
Hi
Closed Closed
High pressure valve
(a) After evacuation, disconnect the charging hose

(green or yellow) of gauge manifold from vacuum
pump, and connect it to the service canister.
(b) Purging air from lines
Low pressure
valve
(red)
(blue)
(green)
(Lo)
(Hi)
Charging valve
on high pressure
side
Compressor
(stopped)
R134a
Service can valve

(opened charge
closed)
95ZVE72052
WARNING
If the refrigerant were changed from the high pressure side, the refrigerant would flow in reverse direction and the can and the hose may be burst if you
start the engine and operate the compressor. Never
start the engine in this condition.
IMPORTANT
If you charge refrigerant with refrigerant canister
placed upside down liquid will exit canister, refrigerantis sucked into the compressor in a liquid state.
This will damage the compressor. Charge only with
refrigerant gas.
Open the service canister valve very slightly with

low and high pressure manifold valves closed.
Open both high and low side valves so that lines
are charged. Connect lines to HVAC system. A
small amount of trapped air will escape from the
lines, as air is discharged by the refrigerant pressure. EPA says that release of this tiny bit of air that
is very small is ok.
(c) WITH ENGINE "OFF"; Open tank canister valve
and charge the gaseous refrigerant until gauge
pressure read 98 kPa (1 kgf/cm2) (14 psi). (This
should take about one to one and half one lb service cans. If using scale, add one to one and a half
lbs.)
(d) After charging, close the low and high pressure
valves of the gauge manifold and the service can
valve.
2. Check for gas leak with a leak detector
Check for gas leak in the circuit using a leak tester,
etc. If a leak is detected, repair leak as required. If
located at connections, tighten the connection area.
IMPORTANT
Make sure to tighten the connection areas of the piping at a specified tightening torque.
For the tightening torque, refer to the volume "Maintenance Standard". Do not overtighten or it will worsen.
72-63
Air Conditioner
3. Charging the refrigerant - low pressure side - e/g
"ON".
Valve setting
Lo
Hi
Opened Closed
Charge the refrigerant

until air bubbles seen
through the sight glass
disappear.
(c) Start the engine, and increase the number of rotations to approximately 1,500 min-1(rpm).
(d) On the control panel, set the fan speed to high and
set the air flow volume to maximum cold, and set
the vent port temperature switches to the coldest
status.
Valve setting
Lo
Hi
Closed Closed
High pressure valve
Low pressure
valve
(e) Open the low pressure valve of the gauge manifold

and service canister valve to charge the refrigerant.
When air bubbles seen through the sight glass of
the receiver dryer disappear, charge the refrigerant
further more by 150~250 g.
IMPORTANT
(red)
(blue)
(green)
(Lo)
(Hi)
Charging valve
on high pressure
side
Compressor
(On-load)
R134a
Service can valve

(opened charge
closed)
95ZVE72052
When replacing service canister while charging

refrigerant, connect the line as described earlier so
as to not have air in the line.
(f)
After charging, close the low pressure valve of the

gage manifold and the service can valve. Then,
stop the engine.
Refrigerant quantity to be charged (guideline)
90050 g (2.00.1 lb)
Refrigerant
quantity
Proper
Gas bubbles are few.

(When the number of rpms of the
engine is gradually increased from the
idle status to 1,500 min-1, gas bubbles
disappear.)
Too much
Gas bubbles are not seen in the flow at

all. System is over-pressurized.
(In this case, both the high pressure
and the low pressure are high, and the
cooling ability is deteriorated.)
Insufficient
Many gas bubbles are seen in the flow.

(Gas bubbles visibly seen constantly.)
Sight glass
Receiver joint
Receiver dryer
97ZV72066
(a) Make sure that the high and low pressure valves of
the gauge manifold and service canister valve are
closed.
(b) If the inside of the cab becomes cold during the
charging process, the compressor magnetic clutch
turns off and system charging is disabled.
When charging, completely open the cab doors.
This will keep the system from turning off and on.
Sight glass situation
72-64
Air Conditioner
4. Guidelines to determine quantities of refrigerant
charge
Use the following table to determine the refrigerant
charge quantity.
Item
Criteria
Doors
Completely open
Temperature control switches
Maximum cooling
Blower speed
High
Inside/outside air selection
Inside air
Number of rotations of engine
1,500 min-1
Air conditioner switch
ON
Pressure on high pressure side
1,862 kPa (19 kgf/cm2) (270 psi)

or less
IMPORTANT
- If outside air temperature is high (40C/104F or
more) or if the pressure on the high pressure side
is 1,862 kPa (19 kgf/cm2) (270 psi) or more when
the judgement condition above is set, perform the
following so that the pressure becomes 1,862 kPa
(19 kgf/cm2) (270 psi) or less, then check the
refrigerant quantity.
- Close the doors completely, and set the
blower fan to the low speed (by pressing
the Lo switch).
- Use a shaded area or a place indoors
away from sunlight.
- If you turn on the air conditioner while the refrigerant quantity is extremely low, lubricant in the compressor may be insufficient and a failure such as
seizure of the compressor may occur. Never do
this.
- If the refrigerant quantity is over charged, cooling
may be insufficient or the pressure inside the circuit may become abnormally high (which is dangerous). Never do this.
5. Disconnecting the gauge manifold
Sleeve
"Click" sound (OK)
(A)
(B)
97ZV72081
After inspecting the refrigerant charge, disconnect

the charging hose from the high and low pressure
charging valves using the following procedure.
(a) While pressing and holding part (A) of the quick
connector, slide sleeve upward and disconnect the
quick connector.
(b) Attach a cap to each of the high and low pressure
charging valves.
72-65
Air Conditioner
Troubleshooting using the gauge manifold

Normal status
<Low pressure side>

215~275 kPa
(2.2~2.8 kgf/cm2)
(31~40 psi)
Condition
After warming up the engine, check the pressure under
the following condition.
- Doors
Completely open
<High pressure side>

1,470~1,765 kPa
(15~18 kgf/cm2)
(213~255 psi)
- Inside/outside air selection

Inside air
- Number of rotations of engine
1,500 min-1
- Temperature at suction port of air conditioner
30~35C (86~95F)
- Blower speed
High
- Temperature control switches
Maximum cooling
97ZV72091
Pressure values indicated by gauges in the normal status

A/C suction port temperature
20~25C (68~77F)
25~30C (77~86F)
30~35C (86~95F)
35~40C (95~104F)
Pressure
Pressure value by gauge
High pressure side
1,000~1,215 kPa
Low pressure side
127~167 kPa
High pressure side
1,215~1,470 kPa
Low pressure side
167~215 kPa
High pressure side
1,470~1,784 kPa
Low pressure side
215~275 kPa
High pressure side
1,784~2,146 kPa
Low pressure side
275~353 kPa
(10.2~12.4 kgf/cm 2) (145~176 psi)

(1.3~1.7 kgf/cm 2)
(18~24 psi)
(12.4~15.0 kgf/cm 2) (176~213 psi)

(1.7~2.2 kgf/cm 2)
(24~31 psi)
(15.0~18.2 kgf/cm 2) (213~258 psi)

(2.2~2.8 kgf/cm 2)
(31~40 psi)
(18.2~21.9 kgf/cm 2) (258~310 psi)

(2.8~3.6 kgf/cm 2)
(40~51 psi)
72-66
Air Conditioner
When the refrigerant charge quantity is insufficient

<Low pressure side>
49~98 kPa
(0.5~1.0 kgf/cm2)
(7~14 psi)

686~981 kPa
(7~10 kgf/cm2)
(100~144 psi)
When the refrigerant does not circulate (due to

clogging in the cooling circuit)
<Low pressure side>
Negative value

490~588 kPa
(5~6 kgf/cm2)
(71~85 psi)
97ZV72092
Symptom
Cause
- Pressure is low on
both low and high
pressure sides.
- Refrigerant
quantity is
insufficient.
- Gas bubbles go
through sight glass
continuously.
- Gas is
leaking.
- Temperature of
blown air is not cold.
Inspection/action point
- Find and repair
leaks.
- Repair leak. Add
refrigerant.
- If pressure indicated
by gage is around
"0", detect and
repair leaks, vacuum system and
recharge.
97ZV72093
Symptom
Cause
- If cooling circuit is
completely blocked,
needle on low pressure side indicates a
vacuum immediately.
Clogging in cooling circuit
- Inspect receiver
dryer, expansion
valve, etc. (Temperature is different
between IN and
OUT of failing part.)
- If cooling circuit is
partially blocked,
needle on low pressure side slowly
indicates a vacuum.
- After finishing work,

evacuate system
and recharge.
72-67
Air Conditioner
When the moisture has entered into the cooling

circuit.
<Low pressure side>
Abnormal status
Vacuum
Normal status
215~275 kPa
(2.2~2.8 kgf/cm2)
(31~40 psi)
When the compression in compressor is defective.

<Low pressure side>
392~588 kPa
(4~6 kgf/cm2)
(57~85 psi)

686~981 kPa
(7~10 kgf/cm2)
(100~144 psi)

686~981 kPa
(7~10 kgf/cm2)
(100~144 psi)
1,470~1,765 kPa
(15~18 kgf/cm2)
(213~255 psi)
97ZV72095
Symptom
97ZV72094
Symptom
Cause
- Air conditioner operates normally for a

while after startup,
but pressure on low
pressure side indicates a vacuum
value later.
Expansion valve
is frozen due to
entry of moisture.
- Inspect expansion
valve, replace if
needed.
- Replace receiver
dryer.
evacuate system
completely and
recharge.
- Pressure on low
pressure side is
unusually high, and
pressure on high
pressure side is
unusually low.
- Shortly after air conditioner turns off,
pressure becomes
equal between high
pressure side and
low pressure side.
Cause
Compressor is
defective.
- Review 2nd symptom.
- If pressure in compressor is low, compressor will not build
much heat due to
lack of pressure.
- Replace compressor.
evacuate system
and recharge.
72-68
Air Conditioner
When there is too much refrigerant or cooling

in the condenser is insufficient
<Low pressure side>
245~343 kPa
(2.5~3.5 kgf/cm2)
(35~50 psi)
When air has entered into the cooling circuit

<Low pressure side>
245~294 kPa
(2.5~3.0 kgf/cm2)
(35~43 psi)

1,961~2,452 kPa
(20~25 kgf/cm2)
(284~355 psi)

1,961~2,452 kPa
(20~25 kgf/cm2)
(284~355 psi)
97ZV72097
97ZV72096
Symptom
- Pressure is high on
both low pressure
side and high pressure side.
- Even when engine
rpms (min-1) are
reduced, gas bubbles cannot be seen
at all in sight glass.
- Air in cab does not
become cool
enough.
Cause
- Refrigerant
quantity is
too much.
- Check and correct

refrigerant charge
pressure.
- Plugged or
bent condenser fins.
- Inspect and repair

condenser fins.
- Bad fan
motor or fan
blade.
- Heat transfer does not
occur in
evaporator
has plugged
fins
- Repair or replace
fan or fan motor
- Inspect and repair
evaporator fins.
Symptom
both low pressure
Cause
Air has entered
system.
- Refrigerant is bad.
- Low pressure piping is not cold.
- Evacuate system
completely.
- Gas bubbles go
through sight glass.
- Replace refrigerant.
72-69
Air Conditioner
When the expansion valve is opened too much

<Low pressure side>
294~392 kPa
(3.0~4.0 kgf/cm2)
(43~57 psi)

1,961~2,452 kPa
(20~25 kgf/cm2)
(284~355 psi)
97ZV72098
Symptom
Cause
both low pressure
Expansion valve
is defective.
- Temperature sensing rod may be

sticking.
- Inspect expansion
valve. Check temp
in and out of valve
to determine if it is
operating correctly.
- Condensation forms
on low pressure
side pipes.
Thermal expansion valve
To and from evaporator
Diaphram
Spring
Temperature sensing rod

Needle valve Compressor return
From receiver dryer
97ZV72049
72-70
Troubleshooting
Troubleshooting
Air conditioner
Error code table
Fault diagnosis procedure
Display
E-
Hearing check
Error code check
Phenomenon check
Failure mode
No failure
E11
Wire breakage in inside air sensor
E12
Short-circuit in inside air sensor
E13
Wire breakage in outside air sensor
E14
Short-circuit in outside air sensor
E15
Wire breakage in water temperature sensor
E16
Short-circuit in water temperature sensor
E18
Short-circuit in insolation sensor
E21
Wire breakage in vent sensor
Basic check
E22
Short-circuit in vent sensor
E43
Abnormality in vent damper
In accordance with fault phenomenon
E44
Abnormality in air mixing damper
E45
Abnormality in inside/outside air
E51
Abnormality in refrigerant pressure
1) Control mechanism
2) V-belt
3) Sight glass
4) Piping connection
Refrigerant cycle
check
- Pressure check
- Gas leak check
Electrical system
check
Repair/check
End
80V2E01012
72-71
Troubleshooting
Basic check
1. Check of control mechanism
Operate the switch arranged on the control panel,
to check that it is operable smoothly and securely.
2. Check of V-belt
Check that the V-belt is tensioned properly, and that
it is not damaged.
3. Check of refrigerant level through sight glass
When the air bubble is observed a lot through sight
glass, the refrigerant is probably insufficient.
In such a case, therefore, perform the checking
with using a gauge manifold.
Sight glass
Receiver joint
Receiver drier
95ZVE01003
4. Check of piping connection

At the piping connection where the oil stain is seen,
there is probably a refrigerant leakage.
In such a case, remove the stain, and then check
for gas leakage.
Cooling failure
Normal air
flow rate
With diagnostic display:

E51 (refrigerant high/
lower pressure error)
With diagnostic display:

E44 (A/M servo motor
error)
Without
diagnostic
display
Air flow rate

failure
<Trouble shooting charts>
Pressure error
Normal pressure
Rotation failure
for all modes
Blower is rotated only

when the fan switch is
selected to High-speed
position.
Slow rotation
Operation of low-pressure
function
Operation of high-pressure cut

function
Compressor
normal rotation
failure
Compressor
normal rotation
Blower motor
rotation
failure
Blower motor
rotation
Normal rotation
Close the window and door.

Adjust the inside/outside air changeover damper.
Re-set the link.
Servomotor failure
Blocked foreign matter
Wiring failure, disconnection, disengaged connector
Magnet clutch failure

Clutch engagement failure due to
electrical system failure
Broken or slipped belt

Compressor failure(locking)
Insufficient refrigerant.
Check the wiring.

Replace the servo motor with a new one.
Remove the foreign matter.
Replace the V-belt with a new one.

Replace the compressor with a new one.
Repair the magnet switch, or replace it with a new one.
Check the wiring.
High pressure both at high-pressure side and low-pressure side

Low pressure both at high-pressure side and low-pressure side
Too low pressure at high-pressure side(Pressure is not increased to approx. 981kPa[10kgf/cm2] or over)
Too low pressure at low-pressure side(Pressure is decreased to approx. 49kPa[0.5kgf/cm2] or less
See C-3 .
See C-1 .
See D-2 .
See D-1 .
See C-4 .
See C-5 .
See C-2 .
See C-3 .
Examine the cause before taking the corrective measure,and then replace
the fuse with that of the same capacity.
See B-1 .
Replace the blower main relay with a new one.
Replace the blower motor with a new one.
Correct the interference.
Replace the panel with a new one.
Earth the body securely.
Check the wiring.
Replace the motor with a new one.
Too high pressure at low-pressure side(approx. 294kPa[3kgf/cm2] or over)
Disengaged A/M link
Mixing of outside air
Blown fuse
Blower main relay failure
Blower motor failure
Interference of blower with case
Blower switch failure
Body earth failure
Wiring failure, disconnected connector
Operation of BLC protective function due
to locked motor
Operation of BLC over-voltage protective function
See A-1 .
Examine the cause of over-voltage before taking the corrective measure.
Check the battery charging system.

Correct the contact failure.
Replace the BLC with a new one.
Decreased supply voltage

Battery terminal contact failure
Blower motor rotation failure
BLC failure
Adhesion of dust to surface of evaporator
Deformed or damaged blower

Frosting in evaporator
Clean the filter.

Clean the filter.
Remove the obstacle.
Replace the blower with a new one.
Stop the air compressor, to melt the ice.
Examine the cause before taking the corrective measure.
Clean the surface of evaporator.
Clogged inner air filter

Clogged outer air filter
Existence of obstacle at vicinity of suction port
72-72
Troubleshooting
80V2E01013
C-2
C-1
B-1
A-1
Voltage not applied

to magnet clutch
Voltage applied to
magnet clutch
Check for characteristic.
Thermister(frosting sensor) characteristic failure
Clogging of dust or mud, etc. in fin.
Excessively opened expansion valve
Replace the valve with a new one.

Correction
Contact failure in
pressure needle valve
Valve failure
Foreign matter caught by suction valve
Broken suction valve
Discharge the refrigerant to proper level.
Over-filled refrigerant
Broken head gasket
Fully discharge the refrigerant, and execute the

evacuation, and fill the refrigerant again to
proper level.
Mixing of air during refrigerating cycle
Compressor failure
Insufficiently cooled condenser
Clean(Washing with water) the fin.
Check the wiring.
Unusually high outside air temperature
Perform the checking, referring to the wiring diagram.
Evaporator
Sort-circuit wiring
Replace the magnet clutch

with a new one.
Thermister
(frosting sensor)
12 5 mm
(0.5 0.2 in)
Adjust the gap (12 5 mm) (0.5 0.2 in).
Replace the thermister(frosting sensor) with a new one.
Correction
Replace the clutch relay with a new one.
Erroneous wiring
Locked blower motor
Magnet clutch failure
Adjustment failure of gap between the thermister(frosting sensor) and evaporator
Check the short-circuit.
Check the clutch circuit.
Thermister(frosting sensor) wiring failure
Magnet clutch circuit failure
72-73
Troubleshooting
85V2U72008
C-5
C-4
C-3
Clogging of dust or mud, etc. in fin.
Clean(washing with water) the fin.
Execute the evacuation fully after replacing the

valve and receiver with a new one respectively.
Temporary clogging(mixing of moisture content)

due to frozen valve
Insufficiently cooled condenser
Relieved gas from pressure needle valve
to A-1
Replacement
Replacement
Clogged valve(mixing of foreign matter)
Clogging due to foreign matter in the course of piping
Clogged receiver & drier
Perform the leak test and repair the location of

failure before filling the refrigerant.
Gas leakage
Execute the evacuation fully after replacing the

valve and receiver with a new one respectively.
Clogging(mixing of moisture content) due to frozen valve
Fill the refrigerant to proper level.
Relieved gas from pressure needle valve
Limited amount of refrigerant filled
Clogged valve(mixing of foreign matter)
Suction/discharge valve failure
Locked piston
Perform the leak test and repair the location of

failure before filling the refrigerant.
Gas leakage
Swash plate shoe seizure
Fill the refrigerant to proper level.
Limited amount of refrigerant filled
Frosted evaporator
Expansion valve failure
Clogging during refrigerating cycle
Limited refrigerant
Unusually low outside air temperature
Expansion valve failure
Compressor failure
Limited refrigerant
Unusually low outside air temperature
72-74
Troubleshooting
80V2E01015
D-2
D-1
C-4
Replacement
High/low-pressure switch failure
Excessively low pressure [981 kPa(10kgf/cm )or lower]
Replacement
Thermo-sensor failure
C-1
Replacement
Excessively high pressure [2452 kPa(25kgf/cm2)or over]
Replace the control panel with a new one.
Compressor clutch relay failure
High-pressure error
Replace the control panel with a new one.
Blower switch failure
Re-charging
Battery voltage drop
Air conditioner switch failure
Replacement
Rare-short in coil
Disassembling/repair
Remove the oil.
Foreign matter caught between rotor and stator
Replace the key with a new one.
Stained clutch surface due to oil
Slippage due to broken key or key insertion failure
Excessive air gap between rotor and stator
Slipped clutch
Replacement
Disconnected stator coil
72-75
Troubleshooting
80V2E01016
Leakage of water in
operator's cab
Heating failure
Normal wind
force
Insufficient
wind force
Fill the coolant to proper level.

Replace the heater core with a
new one.
Limited engine cooling water

Broken heater core
Replacement
Cleaning
Check the wiring.
Servo motor failure
Foreign matter caught
Wiring failure, disconnection, disconnected connector
Re-set the link.
Disengaged temperature controller link
IN side and OUT side reversed.
The temperature
controller LED is not
operated properly.
Clogged drain hole
Clogged or bent piping

Excessively low outside air temperature
Discharge the air.
The air is mixed in hot-water circuit.
Note: Do not fail to check that the pump pressure is normal, and that the heater hose is not connected with
The temperature
controller LED is
operated properly.
Normal water
temperature
Low water temperature
Same as "Cooling failure"
72-76
Troubleshooting
85V2U72009
setting temperature
higher or lower than
Room temperature
changeover failure
Outside air/inside air
failure
Blow-off changeover
(without inside air sensor error)
Without diagnostic display
(short-circuit inside air sensor)
With diagnostic display: E12
(disconnected inside air sensor)
(inside air/outside air servo motor abnormal)
(inside air/outside air servo motor normal)
(blow-off servo motor abnormal)
(blow-off servo motor normal)
Cooling failure, heating failure
Short-circuit inside air sensor
Perform the checking in

accordance with the paragraph
"Cooling failure/heating failure".
Replacement
Check the wiring.
Replacement
Disconnected inside air sensor

Short-circuit harness
Re-check the wiring.
Disconnected harness, disengaged connector
Replacement
Re-check the wiring

Servo motor failure
Re-set the link.
Disengaged link
Replacement
Check the wiring.

Servo motor failure
Re-set the link.
Disengaged link
72-77
Troubleshooting
80V2E01018
72-78
MEMO
73-1
115ZV-2 Check & Adjustment Operator Station Group
Check & Adjustment

Operator Station Group
Air Conditioner ........................................................ 73-2
73-2
Check & Adjustment Operator Station Group
Air Conditioner
Air Conditioner
Adjustment of lubricating oil
quantity when components of air
conditioner are replaced
WARNING
In order to protect the environment, do not release
refrigerant to atmosphere when removing components from air conditioner system. It not illegal to do
so.
IMPORTANT
Fig. 1
97ZV73002
- When replacing components of the air conditioner,

if the lubricant oil quantity is too small, the compressor may seize. And if the lubricating oil quantity is too much, the cooling ability may lessen.
Use the correct amount of compressor lube oil.
- When connecting a joint, apply compressor oil
(ND-OIL 8) on the O ring before tightening (Fig. 1).
- If the compressor oil (ND-OIL 18) is applied to
paint, paint may peel or otherwise be damaged. If it
gets on a painted surface, quickly wipe it off.
- Tighten the piping, etc. at the recommended
torque.
Tightening torque table
Connection
area
Nut type
(Fig. 2)
Fig. 2
97ZV73003
Block joint
(Fig. 3)
Fig. 3
97ZV73004
Pipe size or bolt size
Tightening torque
N-m (kgf-cm) (lb-ft)
8 pipe
14.7 (150) (7)
1/2 pipe
24.5 (250) (18)
5/8 pipe
34.3 (350) (25)
M6 bolt in receiver (4T)
6.9 (70) (5)
Any M6 bolt other than

above (6T)
11.8 (120) (9)
73-3
Air Conditioner
When the compressor is replaced

New compressor
Torque values
Old compressor to be replaced
Compressor mounting bolt

29 N-m (3.0 kgf-m) (22 lb-ft)
Hose block joint on high pressure side
12 N-m (1.2 kgf-m) (9 lb-ft)
Hose block joint on low pressure side
12 N-m (1.2 kgf-m) (9 lb-ft)
Oil quantity
remaining
inside circuit
Example
(B)
Suppose that the oil quantity (A) removed from the compressor to be replaced is 100 cm3. See figure 1.
A
Fig. 1
97ZV73005
To avoid overloading the circuit;

1. Remove the oil from the removed (old) compressor,
measure and record the oil quantity. (Approximately
20 cm3 (0.7 oz) of oil cannot be removed, and
remains inside the compressor.)................ A cm3
2. The compressor can hold about 180 cm3 (6.1 oz; or
0.76 cup) of oil. Determine the systems remaining
oil quantity using the following equation.
Oil quantity remaining inside circuit is:
= 180 cm3 - (Oil quantity A discharged; see fig. 1.
from removed compressor + 20 cm3)
3. Drain as much oil from the compressor as the
quantity remaining inside the refrigerant circuit.
When finished, mount the new compressor.
Compressor lubricating oil
ND-OIL 8 (Nihon Denso oil 8; Polyalkalene glycol
(PAG) oil)
IMPORTANT
- Oil (180 cm3; or 0.76 cup) required for the cooling
circuit is sealed inside a new compressor.
Prior to replacing the compressor, excess oil
should be drained from the new compressor.
- The compressor oil can come to absorb moisture.
Seal the compressor immediately after adjusting
the oil quantity with a plastic cap.
- Never use ester based oil. Use only PAG oil.
Oil quantity remaining inside circuit (B)

= 180 cm3 - (100 + 20) = 60 cm3
Remove 60 cm3 from the new compressor to avoid
overloading the circuit.
73-4
Air Conditioner
When the evaporator is replaced
When the condenser is replaced

Quantity of lubricating oil lost by replacement of condenser is approximately 40 cm3 (1.35 oz).
When replacing the condenser core, add 40 cm3 (1.35

oz) of compressor oil (ND-OIL 8) to a new condenser.
: (1): 25 N-m (2.5 kgf-m) (18 lb-ft)
: (2): 15 N-m (1.5 kgf-m) (11 lb-ft)
Evaporator
When the receiver dryer is replaced

Quantity of lubricating oil lost by replacement of receiver
dryer is approximately 20 cm3 (0.7 oz).
Expansion valve
The amount of oil loss by replacement of the receiver

dryer is within the allowable range, and adding oil is not
needed if this is the first replacement of the condenser
core.
At the next time the dryer is replaced and from then on,
add 20 cm3 (0.7 oz) of compressor oil (ND-OIL 8) to a
new receiver dryer.
97ZV73006
Quantity of lubricating oil lost by replacement of evaporator core is approximately 40 cm3 (1.35 oz).
When replacing the evaporator, add 40 cm3 (1.35 oz) of
compressor oil (ND-OIL 8) to a new evaporator.
: (1): 12 N-m (1.2 kgf-m) (9 lb-ft)
: (1): 7 N-m (0.7 kgf-m) (5 lb-ft)

: (2): 15 N-m (1.5 kgf-m) (11 lb-ft)
73-5
Air Conditioner
Adjustment of air gap (between

hub and rotor) in compressor
magnetic clutch
1. Remove the front cover of the magnetic clutch.

2. Measure dimension A between rotor end face and
hub end face while magnetic clutch is "OFF".
3. Apply the battery voltage directly on the connector
of the magnetic clutch, and measure the size of B in
the same way as step 2 above. Note the difference.
Position while magnetic

clutch is OFF
A (OFF status)
Position while magnetic
clutch is ON
Reference plane
Air gap
0.500.15 mm (0.0200.006 in)
B (ON status)
Hub
Head bolt
Washer plate
Rotor
95ZVE73002
WARNING
Shut off the engine to do this procedure.
If you try to adjust air gap while engine is "ON", a
serious accidents would occur.
Turn starter switch "OFF", stop rotation of engine tag
out unit, pull out starter key, then start adjustment.
Use a "Do Not Start" tag on the machine when performing this work.
Standard (normal dimension) of air gap (A - B)

0.500.15 mm (0.0200.006 in)
If the obtained value does not agree with the criteria, loosen the head bolt, remove the hub, and
adjust the air gap by adjusting the thickness of the
washer plate between the hub and the shaft.
73-6
Air Conditioner
Compressor V-belt adjustment
Bracket
Bracket
Air conditioner
compressor
Plate
V-belt
Adjusting nut
Bracket mounting
nut
Bolt
115V2E73001
Belt adjustment procedure
Belt adjustment value
1. Loosen four bracket mounting nut.

: Bracket mounting nut:
53.0 N-m (5.4 kgf-m) (39 lb-ft)
2. Loosen the adjusting nut.

Turn the adjusting nut clockwise to adjust the Vbelt.
Turn the adjusting nut counter clockwise to loosen
the V-belt.
3. After the adjustment, tighten the bracket mounting
nut securely.
85V2E73002
Adjust the V-belt tension so that the belt tension at A

part is 35388 N (369 kgf) by using tension gauge.
Note
The V-belt tension should be 559108 N (5711 kgf)
when the belt is replaced with new one.
73-7
Air Conditioner
Parts to be replaced periodically
Receiver dryer
Air filters
Replacement
Once every 3 years or 6,000 hours
Air filter for outside air

Cleaning
Once every 2 weeks or when required.
However, if the operating environment is severe (with
much sand, dust, etc.) and the air filter is easily clogged,
clean it more frequently.
To clean, blow filter with compressed air of 196~294
kPa (2~3 kgf/cm2) (28~43 psi) mainly from inside of filter.
Replacement
Once each year or when required.
When air flow volume is so small as to affect air movement even after the filter has been cleaned, or when the
air filter has been cleaned 20 times, replace it.
Air filters for inside air

Cleaning
Once each month
However, if the air filters are easily clogged, clean them
more frequently.
To clean, blow filter with compressed air of 196~294
kPa (2~3 kgf/cm2) (28~43 psi) mainly from inside of the
filter.
Replacement
Once every 3 years
When air flow volume is so small as to affect air movement even after the filter has been cleaned, or when the
air filter has been cleaned 6 times, replace it.
Note
When replacing the receiver dryer, do not release the
refrigerant into the atmosphere.
73-8
MEMO
80-1
115ZV-2 Function & Structure Supplement

Supplement
Foreword ................................................................. 80-2
Quick Coupler .......................................................... 80-3
Power boost circuit .................................................. 80-7
Short Boom (OPT)................................................... 80-15
Limited Slip Differential (LSD) ................................. 80-17
80-2
93216-00520
August 2009
93216-00520
August 2009
Foreword
The purpose of this supplemental manual is to provide information about the following features:
- Quick Coupler for the easier installation of attachment
- Power Boost Switch to increase the hydraulic oil pressure to assist heavy loading work
- Short Boom (option) to increase the unit strength of the bucket
- Limited Slip Differential to increase tractive effort.
Refer to the 115ZV-2 Shop Manual, Function and Structure (Manual No. 93216-00460) for the other information.
80-3
Quick Coupler
01-2
Function & Structure Supplement
Quick Coupler
Quick Coupler
Hydraulic line and electrical circuit
2,13
3
Main switch
10
11
B
12
K115V2E01004
1.
2.
3.
4.
5.
6.
7.
Solenoid valve assembly

High pressure hose
High pressure hose
High pressure hose
Oil pipe
Elbow adapter
Elbow adapter
8.
9.
10.
11.
12.
13.
Adapter
Plug
Cable assy
Cable assy
Cable assy
Spiral tube
80-4
Quick Coupler
01-3
Quick Coupler
9
T
7
P
8
8
5
Details of A
B-B
K115V2E01005
Fuse box
Main switch
R5
R5
R5
RL RG LR LW YR YW
Br
WR
RL RG LR
W R
Y
R1.25 R
G
Br
LW YR YW
L
G Br
10
WR
O
12
13
R5
L Lg0.5
R5
R5
R5
R5
G1.25 WR
BW
11
R5
14
15
YW
LR
YR
RG
LW
RL
WR
BW
G
W
W
10
C-C
Power connector for option
Lock cylinder
Lock when cylinder extends.
Release when cylinder shortens.
Solenoid valve
Left
SOL A
B
1
W
2
R
3
De-energized
7
4
5
6
10
W
R
G
W
G
Energize SOL B
Right
WR
Main switch
Energize SOL A
SOL B
12
11
G
W
G
W
Floor board
To tank
From control valve
(bucket cylinder bottom
circuit)
Yellow tape
B (Release)
A (Fix)
Hydraulic circuit
Electrical circuit
K115V2E01006
80-5
Quick Coupler
01-4
Quick Coupler
Solenoid valve
SOLENOID a
SOLENOID b
A
SOL. a
SOL. b
P
T3
T2
9
T1
b
P
Hydraulic symbol
K92V2E01004
1.
2.
3.
4.
5.
6.
7.
8.
9.
Casing
Spool
Washer
Spacer
Spring
Screw
Solenoid
O-ring
O-ring
:
T1: 6.4 0.5 N-m (0.65 0.05 kgf-m)
T2: 44.1 4.9 N-m (4.50 0.50 kgf-m)
(Width across flats: 17 mm)
T3: 7.8 0.5 N-m (0.80 0.05 kgf-m)
80-6
Quick Coupler
01-5
Quick Coupler
Solenoid valve specifications

Maximum hydraulic oil pressure
P, A, B port
31.5 MPa (320 kgf/cm2)
T port
15.7 MPa (160 kgf/cm2)
Maximum oil flow amount
70 L/min
Rated voltage
DV 24 V
Rated current
1.1 A
80-7
Power boost circuit
80-7
Power
Power boost
boost circuit
circuit
Power boost circuit

5
DOWN UP
B2
A2
19
b2
TS
G1/4
1.3
B1
TS
G1/4
DUMP RAISE
23.5 0.5 MPa

(240 5 kgf/cm2) a2
A1
23.5 0.5 MPa

(240 5 kgf/cm2) a1
b1
Relief valve
From pump line
P
TS
Solenoid valve
(b1) 1
DUMP
2 (a1)
RAISE
(b2) 3
DOWN
4 (a2)
UP
16
A
From
reducing
valve
TB
To tank
95
To tank
From
reducing
valve
K115V2E01001
80-8
Power boost circuit
01-7
Power boost circuit
Power boost
switch
K115V2E01002
During heavy loading work, when the power boost

switch is pressed, the solenoid valve is energized and
the pilot pressure from the reducing valve acts on the
relief valve piston of multiple control valve (3).
It increases the relief set pressure from the normal preset value 20.6 MPa (210 kgf/cm2) to 22.7 MPa (230 kgf/
cm2) for 5 seconds. The 5 seconds time limit is controlled by the MCU.
While increasing the main pressure, the lifting force and
the digging force are increased.
80-9
Power boost circuit
01-8
Power boost circuit
Multiple control valve main relief valve (MRV) (2 stage relief)

The main relief valve is installed between the pump port
and the cylinder port.
If the pressure is above the preset value as the cylinder
comes to the stroke end, etc., the oil fed from the pump
is discharged into the tank through this main relief valve
to prevent the pump and pipes from being damaged.
Multiple
control
valve
Relief valve
K115V2E01007
PL
T
7
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
11
Plunger
Spring seat
Filter
Seat
Poppet
Piston
Adapter plug
Spring
Lock nut (High pressure side)
Lock nut (Low pressure side)
Adapter plug
10
135ZV42064
80-10
Power boost circuit
01-9
Power boost circuit
Multiple control valve main relief valve

(MRV) operation
Multiple control valve main relief valve

(MRV) adjusting set pressure
Low pressure setting
8
T
Loosen lock nut (10), and screw in adapter plug (11) to

increase the set pressure.
Loosen adapter plug (11) to decrease the set pressure.
High pressure setting

increase the set pressure.
Loosen adapter plug (7) to decrease the set pressure.
T
5
135ZV42065
When the oil pressure is lower than the set point

- The pressure of the pump port acts on poppet (5) via
the orifice in the center of plunger (1), the orifice in
spring seat (2) and filter (3). Poppet (5) is pressed
onto seat (4) by spring (8).
- When the pressure of the pump port exceeds the
force of spring (8), poppet (5) opens and the oil in
the chamber on the left side of plunger (1) escapes
into the tank port. As a result, the pressure in the
chamber on the left side drops drastically, plunger
(1) moves to the left, and the pressurized oil in the
pump port escapes into the tank port.
When the pressure intensifying switch is depressed
- When the pressure intensifying switch is depressed,
piston (6) is shifted to the right by the pressure from
the pressure intensifying solenoid valve via the port
PL of adapter plug (7), and spring (8) is compressed
by the dimension A. By this motion, the pressure of
the relief (high pressure side) setting increases.
Note
When setting pressures, low side pressure must be
adjusted before adjusting high side pressure.
When adjusting low side pressures, high side must be
rechecked and reset.
IMPORTANT
At the completion of check and adjustment of main
relief valve pressure, be sure to tighten the lock nut.
80-11
80-11
Measuring loading circuit overload relief

pressure
1. Attach the pressure gauge to the gauge port.

Lock nut

(250 kgf/cm2) (3,560 psi), so the pressure is above
the overload relief pressure.
Adjusting screw
T
PL
11
Overload relief valve

95ZV43005

adjusting screw.
10
Main relief valve
K115V2E01003
Note
raise the main relief valve pressure.
Bucket cylinder bottom side

1. Bucket cylinder rod side

1. Keep the boom horizontal.
2. Move the bucket control lever to the dump position,
hold and then measure and record the pressure.
IMPORTANT
80-12
Power boost circuit
01-11
Power boost circuit
Hydraulic line
Relief valve
Solenoid valve
Combination valve mount
K115V2E01009
80-13
Power boost circuit
01-12
Power boost circuit
Electrical cable
To control box
Ground
Power boost switch
Floor harness
Solenoid valve
Cable assy (1)
Cable assy (2)
K115V2E01010
80-14
Power boost circuit
01-13
Power boost circuit
Electrical connection diagram

Switch
Floor harness
B
277
000 GB
B 278
GB
C24
Cable assy (1)
MCU
Y
1
Solenoid valve
B
Cable assy (2)
Ground
K115V2E01011
80-15
Short Boom (OPT)
01-14
Short Boom (OPT)
Short Boom (OPT)

Bucket cylinder
Short boom
K115V2E01008
80-16
Short Boom (OPT)
01-15
Short Boom (OPT)
Bucket cylinder
12,13,14
7,8 11 15
24
1 2
23
5 16,17 4 20 18,19
25,26
21
9,10
K115V2E01012
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Cylinder tube
Piston rod
Piston
Rod cover
Bushing
Bushing
Piston nut
Stop ring
Bolt
Washer
Wear ring
Back ring
Slipper ring
Back-up ring
O-ring
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
O-ring
Back-up ring
U-packing
Back-up ring
Buffer ring
Dust seal
Dust seal
Set screw
Wear ring
Plug
O-ring
:Piston nut (7): 8,820 N-m (900 kgf-m) (6,510 lb-ft)

:Bolt (9): 1,270 N-m (130 kgf-m) (940 lb-ft)
Bucket cylinder specifications

mm (in)
225 x 120 x 719
(8.86 x 4.72 x 28.31)
Piston rod
100 x 120
(3.93 x 4.72)
Cylinder
100 x 120
(3.93 x 4.72)
Pin hole (inner diameter x width)
80-17
Limited Slip Differential (LSD)
01-16

LSD gear structure
Note
1. Clutch assembly (2) is built with six plates
as a unit. Do not change this combination.
Differential assembly
2. When installing clutch assembly (2), make

sure of the direction of plates (surfaces with
lining and surface without lining).
With lining
Differential cage
Side gear
Without lining
1
2
3
4
Limited Slip Differential

1
2
3
3
2
4
95V2U22004
1.
2.
3.
4.
5.
Differential cage
Clutch assembly
Side gear
Pin
Bolt
80-18
01-17
23
24
28
3
29
26
33
35
32
31
30
27
5
6
34
22
8
9
10
17
21
25
15
38
11
12
13
14
37
16 18 19
20
K115V2E01013
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Nut
Flange yoke
Oil seal
Plug
Housing
Shim
Spacer
Spiral gear set
Carrier assembly
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

Adjusting nut
Plate
Wear ring
Side gear
Differential pinion
Pin
Wear ring
Spider
Housing
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
Roller bearing
O-ring
O-ring
O-ring
Snap ring
O-ring
O-ring
Gear
Piston assembly
Oil seal
31.
32.
33.
34.
35.
36.
37.
38.
Friction disc
Separation disc
Pin
Spring pin
Spring
Clutch assembly
Pin
80-19
01-18
29
3
36
K115V2U22002
29
3
36
K115V2U22003
1.
2.
3.
29.
36.
Nut
Flange yoke
Oil seal
Piston assembly
Oil seal (Double lip) (S/N 9051~)
80-20
01-19

1
22
31
23
28
24
8
21
6
9
20
10
27
26
11
7
25
13
12
18
30
17
19
14
32
16
1.
2.
3.
4.
5.
6.
7.
8.
Nut
Flange yoke
Oil seal
Trunnion
Housing
Sleeve
9.
10.
11.
12.
13.
14.
15.
16.
Spiral gear set

Carrier assembly
Adjusting nut
Lock plate
Straight pin
Wear ring
Wear ring
Differential pinion
15
17.
18.
19.
20.
21.
22.
23.
24.
29
Side gear
Spider
Housing assy
Roller bearing
O-ring
O-ring
O-ring
Shim
K115V2E01014
25.
26.
27.
28.
29.
30.
31.
O-ring
Pin
Snap ring
Bolt
Bolt
Bolt
Oil seal (Double lip)
(S/N 9051~)
32. Clutch assembly
80-21
01-20
LSD function
LSD operation
LSD performance
Differential
pinion
LSD Differential point 0.6

(bias ratio 1.75)
Torque
LSD clutch
assembly
Differential
cage
ir
et
On
Axle shaft
Side gear
Side gear moves

to the left and
pushes LSD
clutch.
0.1
s
pin
es
he
nt
atin
Oper
LSD
ge
ran
ge
0.2
0.3
0.4
0.5
0.6
0.7
0.8
Friction ratio between right and left tires
0.6
g ran
0.9
Torque is transferred to the

right and left tires evenly until
the friction ratio between the
right and left tires comes to
0.6:1. The result is that the
LSD adds tractive effort.
A - Detail
95V2E22014
K115V2E01015
LSD (Limited-Slip Differential) is installed between the

side gear and the differential cage, and increases tractive effort. If the surface traction of the right and left tires
differ from each other during operation, LSD clutch
engages and prevents traction loss.
The following shows operation for the left tire.
The performance of LSD is shown by using the bias

ratio. The bias ratio is the ratio between the driving force
of the right and left tires while the differential pinion is
turned. When the bias ratio is larger, it is easier to gain
traction on the ground surface with less resistance.
When the ground surface resistance for the left tire lessens, the tapered interface between the differential pinion and the left side gear induces a side force. It pushes
the left side gear to the left resulting in frictional engagement with the differential cage, thus impeding free left
side gear rotation and gaining traction.
A rotating driving force is transmitted from the differential cage via spider (cross shaft) to the differential pinion
and the side gear.
80-22
MEMO
Maintenance Log
Date
Machine hours
Service performed
Date
Machine hours
Service performed
Date
Machine hours
Service performed
Date
Machine hours
Service performed
Notes

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93216-00460

Center Pin ......................................................................................................................................................... 13-6

Hydraulic Cylinder ........................................................................................................................................... 42-19

Steering Valve (KVS32-A4.0/21) ..................................................................................................................... 42-59

Hydraulic Cylinder ........................................................................................................................................... 43-15

Reducing valve (for Autobrake circuit) ...................................................................................................... 52-34

Alternator I terminal wire ........................................................................................................................... 62-17

Parameter Setting Monitor ........................................................................................................................ 62-89

Check & Adjustment Operator Station Group ....................................................................................................... 73-1

How to Use Manual

- Do not start to work in an enclosed area if adequate

The most important point in providing repair service is

- To remove a heavy unit (20 kg (40 lbs) or more), be

- This manual is intended for properly trained and

- Just after stopping operation, be careful not to

- Place the machine on level and solid ground, and

- When working outdoors keep work areas, ladders,

- Remove the cable from the battery before starting

- Use safe work platforms to reach higher areas of the

- Any technician that operates a refrigerant recovery

Shows the condition or procedure that will be useful

Shows the weight of a part or unit. The weight

Tightening Shows the tightening torque of a section that should

Shows the type of coating or adhesive and the coating section.

Shows the oil or water supply port and the refill

Shows the oil or water drain port and the drain

RH ............Right hand side

3rd ............3rd speed

16. Efficient loading system (ELS)

Inspection and maintenance table

Item for check

Check Engine Oil Level

Clean Crankcase Breather Tube

Adjust Belt Tension

After six cleanings or once a year

: First time replacement or cleaning only

Item for check

Check Transmission Oil Level

Replace Transmission Oil Filter

Check Tightness of Wheel Bolts

Every 12000 hours

Greasing (2nd Propeller Shaft)

Every 12000 hours

Greasing (3rd Propeller Shaft)

Every 12000 hours

Check Steering Operation

Clean Filter for Brake Line

: First time replacement or cleaning only

Item for check

Check Hydraulic Oil Level

Greasing (Center Pin)

Check Monitor Panel Operation

Check Air Conditioner Refrigerant

Every 3 years or 6000 hours

Engine oil (CD) or

Front: 180 liter

Engine oil (CD)

Ambient Temperature (C)

Engine oil SAE40 or SAE50

ASTM D975 No.1

Note: 1 shows "Hydraulic tank oil capacity at level gauge center."

Use engine oil classification API CD or A.T.F. (Auto Transmission Fluid).