Technical Manual (Operational Principle)

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

lower part of the page, and each number contains
the following information:
Example : T 1-3-5
Consecutive Page Number for Each Group

Group Number
Section Number
T: Technical Manual W: Workshop Manual
IN-01
INTRODUCTION
SAFETY ALERT SYMBOL AND HEADLINE
NOTATIONS
In this manual, the following safety alert symbol and • CAUTION:

signal words are used to alert the reader to the Indicated potentially hazardous situation which
potential for personal injury of machine damage. could, if not avoided, result in personal injury or
death.
This is the safety alert symbol. When you see this
symbol, be alert to the potential for personal injury. • IMPORTANT:
Never fail to follow the safety instructions prescribed Indicates a situation which, if not conformed to the
along with the safety alert symbol. instructions, could result in damage to the machine.
The safety alert symbol is also used to draw attention
to component/part weights.
To avoid injury and damage, be sure to use appropri- • NOTE:
ate lifting techniques and equipment when lifting heavy Indicates supplementary technical information or
parts. know-how.
UNITS USED
2
• SI Units (International System of Units) are used in Example : 24.5 MPa (250 kgf/cm , 3560 psi)
this manual.
MKS system units and English units are also A table for conversion from SI units to other system
indicated in parenthheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
2
Length mm in 0.03937 Pressure MPa kgf/cm 10.197
mm ft 0.003281 MPa psi 145.0
L US gal 0.2642 Power kW PS 1.360
Volume L US qt 1.057 kW HP 1.341
3 3
m yd 1.308 Temperature °C °F °C×1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
-1
Force N kgf 0.10197 min rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque N⋅m kgf⋅m 1.0197 mL/rev cc/rev 1.0
N⋅m lbf⋅ft 0.7375
IN-02
SECTION 1
GENERAL
—CONTENTS—
Group 1 Specification
Specifications ...........................................T1-1-1
Working Ranges/Transporting
Dimensions ............................................T1-1-5
Group 2 Component Specifications

Engine......................................................T1-2-1
Engine Accessories ..................................T1-2-4
Hydraulic Components .............................T1-2-5
Filters .......................................................T1-2-7
Electrical Components .............................T1-2-8
Group 3 Component Layout

Main Components ....................................T1-3-1
Electrical System (1) ................................T1-3-2
Control Valve............................................T1-3-6
Other Components .................................T1-3-10
162T-1-1
(Blank)
162T-1-2
GENERAL / Specifications
SPECIFICATIONS
(BACKHOE)
Model EX750-5 Hydraulic Excavator
Type of Front-End Attachment BE Front 3.6 m Arm 4.4 m Arm 5.4 m Arm
3 3 3 3 3 3 3 3
PCSA Heaped 4.1 m (5.4 yd ) 3.3 m (4.3 yd ) 2.8 m (3.7 yd ) 2.0 m (2.6 yd )
Bucket Capacity 3 3 3 3
CECE Heaped 3.6 m 2.9 m 2.4 m 1.8 m
75000 kg 73200 kg 73200 kg 73500 kg
Operating Weight
(165300 lb) (161400 lb) (161400 lb) (162000 lb)
56800 kg 56800 kg 56800 kg 57300 kg
Basic Machine Weight (125200 lb) (125200 lb) (125200 lb) (126300 lb)
1
Engine Cummins Engine N14C 324 kW/1800 minȍ (440 PS/1800 rpm)
A:Overall Width
4310 mm (14 ft 2 in)
(Excluding Rear-view Mirrors)
B:Cab Height
3530 mm (11 ft 7 in)
(Excluding Head Lights)
C:Rear End Swing Radius 4160 mm (13 ft 8 in)
D:Minimum Ground Clearance *870 mm (2 ft 10 in)
E:Counterweight Clearance *1580 mm (5 ft 2 in)
F:Engine Cover Height *3330 mm (10 ft 11 in) [EU Standard-3430 mm (11 ft 3 in)]
G :Overall Width of Upperstructure 3920 mm (12 ft 10 in)
H :Undercarriage Length 6350 mm (20 ft 10 in)
4100 mm (13 ft 5 in) /3480 mm (11 ft 5 in)
I :Undercarriage Width
(Extended/Retracted)
J :Sprocket Center to Idler Center 5110 mm (16 ft 9 in)
K :Track Shoe Width 650 mm (26 in) (Grouser shoe)
2
Ground Pressure 100 kPa (1.02 kgf/cm , 14.5 psi)
1
Swing Speed 8.6 minȍ (rpm)
Travel Speed (fast/slow) 4.6/3.3 km/h (2.9/2.1 mph)
Gradeability 35 ° (tan θ=0.70)
* Dimension does not include shoe lug height.
Base Machine Dimensions

M162-11-001
T1-1-1
(BACKHOE)
Model EX800H-5 Hydraulic Excavator
Type of Front-End Attachment H Front BE Front with H Arm BE Front
3 3 3 3 3 3
PCSA Heaped 3.3 m (4.3 yd ) 3.6 m (4.7 yd ) 4.1 m (5.4 yd )
Bucket Capacity 3 3 3
CECE Heaped 2.9 m 3.2 m 3.6 m
74500 kg 74800 kg 75800 kg
Operating Weight
(164200 lb) (164900 lb) (167100 lb)
Basic Machine Weight 57100 kg (125900 lb)
1
Engine Cummins Engine N14C 324 kW/1800 minҥ (440 PS/1800 rpm)
A:Overall Width
4310 mm (14 ft 2 in)
(Excluding Rear-view Mirrors)
B: Cab Height
3720 mm (12 ft 2 in)
(Excluding Head Lights)
C: Rear End Swing Radius 4160 mm (13 ft 8 in)
D: Minimum Ground Clearance *870 mm (2 ft 10 in)
E: Counterweight Clearance *1580 mm (5 ft 2 in)
F: Engine Cover Height *3330 mm (10 ft 11 in)
G: Overall Width of Upperstructure 3920 mm (12 ft 10 in)
H: Undercarriage Length 6350 mm (20 ft 10 in)
4100 mm (13 ft 5 in) /3480 mm (11 ft 5 in)
I: Undercarriage Width
(Extended/Retracted)
J: Sprocket Center to Idler Center 5110 mm (16 ft 9 in)
K: Track Shoe Width 650 mm (26 in) (Grouser shoe)
2
Ground Pressure 101 kPa (1.03 kgf/cm , 14.6 psi)
-1
Swing Speed 8.6 min (rpm)
Travel Speed (Fast/Slow) 4.6/3.3 km/h (2.9/2.1 mph)
Gradeability 35 ° (tan θ=0.70)
M162-11-002
T1-1-2
(LOADING SHOVEL)
Model EX750-5 Hydraulic Excavator

Type of Front-End Attachment Loading Shovel
3 3 3 3
Bucket Capacity (Heaped) 4.0 m (5.2 yd ) 4.4 m (5.8 yd )
Standard Bottom Dump Bucket Standard Tilt Dump Bucket
Operating Weight 77000 kg (170000 lb) 76000 kg (168000 lb)
–1
Engine Cummins Engine N14C 324 kW / 1800 min (440 PS / 1800 rpm)
A: Overall Width
4310 mm (14 ft 2 in)
(Excluding Rear-View Mirrors)
B: Cab Height (Excluding Head Lights) 3530 mm (11 ft 7 in)
D: Minimum Ground Clearance ∗870 mm (2 ft 10 in)
E: Counterweight Clearance ∗1580 mm (5 ft 2 in)
F: Engine Cover Height ∗3330 mm (10 ft 11 in)
4100 mm (13 ft 5 in) / 3480 mm (11 ft 5 in)
(Extended / Retracted)
K: Track Shoe Width 650 mm (26 in)(Grouser shoe)
2 2
Ground Pressure 105 kPa (1.07 kgf / cm , 15.2 psi) 104 kPa (1.06 kgf / cm , 15.1 psi)
-1
Travel Speed (Fast / Slow) 4.6 / 3.3 km/h (3.4 / 2.1 mph)
Gradeability 35° (tan θ=70)
M162-11-001
T1-1-3
(LOADING SHOVEL)
Model EX800H-5 Hydraulic Excavator

Type of Front-End Attachment Loading Shovel
3 3 3 3
Bucket Capacity (Heaped) 3.6 m (4.7 yd ) 4.0 m (5.2 yd )
Bottom Dump Rock Bucket Tilt Dump Rock Bucket
Operating Weight 77800 kg (172000 lb) 76600 kg (169000 lb)
–1
Engine Cummins Engine N14C 324 kW / 1800 min (440 PS / 1800 rpm)
A: Overall Width
4310 mm (14 ft 2 in)
(Excluding Rear-View Mirrors)
B: Cab Height (Excluding Head Lights) 3720 mm (12 ft 3 in)
D: Minimum Ground Clearance ∗870 mm (2 ft 10 in)
E: Counterweight Clearance ∗1580 mm (5 ft 2 in)
F: Engine Cover Height ∗3330 mm (10 ft 11 in)
4100 mm (13 ft 5 in) / 3480 mm (11 ft 5 in)
(Extended / Retracted)
K: Track Shoe Width 650 mm (26 in)(Grouser shoe)
2 2
Ground Pressure 106 kPa (1.08 kgf / cm , 15.4 psi) 104 kPa (1.06 kgf / cm , 15.1 psi)
-1
Travel Speed (Fast / Slow) 4.6 / 3.3 km/h (3.4 / 2.1 mph)
Gradeability 35° (tan θ=70)
M162-11-002
T1-1-4
WORKING RANGES/
TRANSPORTING DIMENSIONS
(BACKHOE)
M162-11-004
Working Range (EX750-5, EX800H-5)
8.25 m (27 ft 1 in) 8.25 m (27 ft 1 in) 7.1 m (23 ft 4 in)

Category Boom H-boom BE-boom
3.60 m 4.40 m 5.40 m 3.60 m 3.60 m 2.95 m

(11 ft 10 in) (14 ft 5 in) (17 ft 9 in) (11 ft 10 in) (11 ft 10 in) (9 ft 8 in)
Standard Arm Semi-long Arm Long Arm H-arm H-arm BE-arm
Item
A:Maximum mm 13990 14870 15700 13990 12800 12410
Digging Reach (ft⋅in) (45’11”) (48’9”) (51’6”) (45’11”) (42’0”) (40’9”)
B:Maximum mm 8900 9680 10500 8900 7830 7260
Digging Depth (ft⋅in) (29’2”) (31’9”) (34’5”) (29’2”) (25’8”) (23’10”)
C:Maximum mm 12500 13300 13500 12500 11720 11650
Cutting Height (ft⋅in) (41’0”) (43’7”) (44’4”) (41’0”) (38’5”) (38’3”)
D:Maximum mm 8520 9200 9760 8520 7820 7790
Dumping Height (ft⋅in) (27’11”) (30’2”) (32’0”) (27’11”) (25’8”) (25’7”)
E:Overall Height mm * 4570 4570 4570 * 4570 * 4830 * 5040
(ft⋅in) (15’0”) (15’0”) (15’0”) (15’0”) (15’10”) (16’6”)
F:Overall Length mm 14160 14160 14160 14160 13000 13180
(ft⋅in) (46’5”) (46’5”) (46’5”) (46’5”) (42’8”) (43’3”)
G:Minimum mm 6360 6240 6730 6360 5380 5520
Swing Radius (ft⋅in) (20’0”) (20’6”) (22’1”) (20’0”) (17’8”) (18’1”)
NOTE: Dimension E (Overall Machine Height) includes shoe lug height.
T1-1-5
WORKING RANGES/
TRANSPORTING DIMENSIONS
(LOADING SHOVEL)
Bottom Dump Tilt Dump

T162-01-01-001
Loading Shovel
Working Range (EX750-5, EX800H-5)

Category
Bottom Dump Tilt Dump
Item
A: Minimum Digging Reach (mm) 3350 3160
(ftxin) (11’0”) (10’4”)
B: Minimum Level Crowding Reach (mm) 5780 5780
(ftxin) (19’0”) (19’0”)
C: Level Crowding Distance (mm) 3820 3820
(ftxin) (12’6”) (12’6”)
D: Maximum Digging Reach (mm) 10000 10000
(ftxin) (32’10”) (32’10”)
E: Maximum Digging Depth (mm) 5060 5060
(ftxin) (16’7”) (16’7”)
F: Maximum Cutting Height (mm) 10850 10850
(ftxin) (35’8”) (35’8”)
G: Maximum Dumping Height (mm) 7900 4960
(ftxin) (25’11”) (16’3”)
H: Maximum Bucket Opening Width (mm) 1600 ȍ
(ftxin) (5’3”)
T1-1-6
GENERAL / Component Specifications
ENGINE
Manufacturer ............................................. CUMMINS

Model ........................................................ N14C
Type .......................................................... Water-cooled, 4 cycle, 6 cylinders, turbocharged, after cooled,
direct injection type
No. of cylinders-bore×stroke ..................... 6-140 mm×152 mm (5.51 in×5.98 in)
3
Displacement ............................................ 14.0 Liters (854 in )
Rated output (SAE J1995) ........................ 324 kW/1800 min-1 (440 PS/1800 rpm)
Compression ratio..................................... 16.1 : 1
Firing order................................................ 1-5-3-6-2-4
Fuel consumption ratio
(At net rated output) .................................. 217 g/kW⋅h (160 g/PS⋅h)
Rotation direction ...................................... Clockwise (view from fan side)
Length×width×height ................................. 1647×972×1348 mm (64.84×38.27×53.07 in)
Weight....................................................... 1530 kg
COOLING SYSTEM
Cooling fan ................................................ Dia. 1016 mm (40 in), 8 blades, draw-in type, ratio 0.86:1
Fan pulley ratio.......................................... 1.0
Thermostat................................................ Cracking temp. : 82 °C (180 °F)
Full open temp. : 94 °C (201 °F)
Water pump .............................................. Belt-driven, centrifugal type
LUBRICATION SYSTEM
Lubrication pump type............................... Gear pump
Filter .......................................................... Full-flow paper element type with bypass function
Oil pan capacity......................................... 26.5 to 34 Liters (7 to 9 US gal.)
STARTER
Model ........................................................ Delco-Remy, 50MT-400
Voltage/Output .......................................... 24 V/9.0 kW
STARTING AID SYSTEM

Type .......................................................... Ether aided
ENGINE STOP SYSTEM

Type .......................................................... Fuel shut off solenoid valve type
T1-2-1
ALTERNATOR
Model ........................................................ Delco-Remy 30SI-400
Voltage/Output .......................................... 24 V/75 A, 1800 W
TURBOCHARGER
Model, Type............................................... HOLSET, Exhaust gas type
FUEL SYSTEM
Injection pump........................................... PT type
Governor ................................................... All speed control
PERFORMANCE
3 3
Lubrication oil consumption....................... 100 cm /h (6.1 in /h) or less (Reference Value : In case the engine
oil consumption is larger than this value, contact Cummins.)
-1
Fuel consumption ratio (NET).................. 217 g/kW⋅h (160 g/PS⋅h) @ 1800 min
-1
Maximum output torque (GROSS)............ 2034 N⋅m (207 kgf⋅m, 1497 lbf⋅ft) @ 1400±100 min
-1
(NET).................. 1957 N⋅m (199 kgf⋅m, 1439 lbf⋅ft) @ 1400±100 min
-1
Slow idle speed ......................................... 850±25 min (850±25 rpm)
-1
Fast idle speed.......................................... 2070±50 min (2070±50 rpm)
T1-2-2
N14C Engine Performance Curve
Test Conditions:
1. JIS D 1005 (Test method for diesel engine on
construction machinery) : Standard Atmosphere.
2. With fan and alternator.
T162-01-02-001
NOTE: ∗ GROSS (NET)
T1-2-3
ENGINE ACCESSORIES
RADIATOR ASSEMBLY
Type .......................................................... Radiator/Oil cooler tandem-connected type
Weight....................................................... 470 kg (1036 lb)
[EU Standard-530 kg (1168 lb)]
Radiator Oil cooler
Height×Width×Thickness .......................... 1050×1244×83 mm 1050×1248×83 mm

(41.34×48.98×3.27 in) (41.34×49.13×3.27 in)
[EU Standard]
1150×1244×83 mm 1150×1248×83 mm
(45.28×48.98×3.27 in) (45.28×49.13×3.27 in)
No. of core rows ........................................ 5 5
Fin pitch..................................................... 2.25 3.0
Fin type...................................................... Corrugated fin Plate fin
Capacity .................................................... 57 Liters (15.1 US gal.) 27 Liters (7.13 US gal.)
[EU Standard]
58 Liters (15.3 US gal.) 29 Liters (7.7 US gal.)
2 2
Radiating surface ...................................... 104.25 m 75.72 m
[EU Standard]
2 2
114.16 m 82.77 m
Heat exchange capacity............................ 707000 kJ/h 599000 kJ/h
(169000 kcal/h) (143000 kcal/h)
Air tightness testing pressure.................... 98 kPa 0.98 MPa
2 2
(1.0 kgf/cm , 14.22 psi) (10 kgf/cm , 142.2 psi)
2
Cap opening pressure............................... 49 kPa (0.5 kgf/cm , 7.11 psi)
BATTERY
Model ........................................................ 195G51-MF
Capacity .................................................... 170 Ah (20 hour rate)
Voltage ...................................................... 12 V
Discharging Current .................................. 500 A (-15 °C)
Duration..................................................... 4.8 min or longer
Voltage after 30 seconds........................... 9.4 V or more
Height×Width×Length ............................... 257×222×508 mm (10.12×8.74×20.0 in)
Weight....................................................... 49 kg×2 (108 Ib×2)
T1-2-4
HYDRAULIC COMPONENTS
PUMP DEVICE
Gear speed ratio (Engine: Main pump) ..... 1 : 1
(Engine: Pilot pump) ...... 1 : 1.125
Weight ........................... 480 kg (1058 Ib)
MAIN PUMP
Model ........................................................ K3V280DTH101R-OE01 (Including regulator)
Type .......................................................... Swash plate type variable displacement axial plunger pump
3 3
Displacement (Theoretical value) ............. Max.: 278 cm /rev. (17.0 in /rev.)
3 3
Min.: 45.4 cm /rev. (2.8 in /rev.)
Maximum Flow Rate (Theoretical value) .. 500 Liters/min×2 (132.1 US gpm×2)
Minimum Flow Rate (Theoretical value) ... 82 Liters/min×2 (21.7 US gpm×2)
PILOT PUMP
Model ........................................................ HY/ZFS 11/16.8
Type .......................................................... Fixed displacement gear pump
3 3
Displacement (Theoretical value) ............. 16.8 cm /rev. (1.03 in /rev.)
Maximum Flow Rate (Theoretical value) .. 34 Liters/min (8.98 US gpm)
CONTROL VALVE
Model ........................................................ UHX36-51
Type .......................................................... Pilot pressure operated type (5-spool block and 4-spool block are
connected with each other on their backs)
Main Relief Pressure
2
Front attachment cylinders ...................... 30.9 MPa (315 kgf/cm , 4479 psi)
@ 100 Liters/min (26 US gpm)
2
Power boost ............................................ 34.3 MPa (350 kgf/cm , 4 977 psi)
Overload Relief Pressure
Front and swing functions
∗ 2
(Excluding arm roll-out).......................... 32.4 MPa (330 kgf/cm , 4693 psi)
∗ 2
Arm roll-out function............................... 34.3 MPa (350 kgf/cm , 4977 psi)
∗
NOTE: In the case of loading shovel specification, the operation is arm retract.
Weight....................................................... 380 kg (840 Ib)
SWING DEVICE
Type .......................................................... Planetary gear type two stage reduction type
Reduction Gear Ratio................................ 19.77
Weight....................................................... 475 kg (1050 Ib)
SWING MOTOR
Model ........................................................ M2X210-CAB-10A-30/290
Type .......................................................... Swash plate type fixed displacement axial plunger motor
3 3
Displacement (theoretical value)............... 210.1 cm /rev. (12.8 in /rev.)
Weight....................................................... 66 kg (146 Ib)
SWING VALVE UNIT

Type .......................................................... Counterbalance valve excluded type
2
Relief Pressure.......................................... 28.4 MPa (290 kgf/cm , 4 124 psi)
T1-2-5
SWING PARKING BRAKE
Type .......................................................... Multiple-wet-disc negative type
2
Brake Release Cracking Pressure............ 2.65 MPa (27 kgf/cm , 384 psi)
TRAVEL DEVICE
Type .......................................................... Planetary gear type three stage reduction type
Reduction Gear Ratio................................ 84.714
Weight....................................................... 1110 kg (2450 Ib)
TRAVEL MOTOR
Model ........................................................ MSF-340VP-CB
Type .......................................................... Bent axis type variable displacement axial plunger motor
3 3
Displacement (Theoretical value) ............. Fast speed: 228.6 cm /rev. (13.9 in /rev.)
3 3
Slow speed: 337.2 cm /rev. (20.6 in /rev.)
TRAVEL PARKING BRAKE

Type .......................................................... Multiple-wet-disc negative type
2
Brake Release Cracking Pressure............ 1.37 MPa (14 kgf/cm , 198 psi)
TRAVEL BRAKE VALVE

Type .......................................................... VWCB-10]SG
2
Relief Pressure.......................................... 31.9 Mpa (325 kgf/cm , 4621 psi) @200Liters/min (52.8 US gpm)
CYLINDER
(Backhoe)
Boom Arm Bucket (STD)
Rod Dia. .................................................... 140 mm (5.5”) 150 mm (5.9”) 130 mm (5.1”)
Cylinder Bore............................................. 200 mm (7.9”) 215 mm (8.5”) 190 mm (7.5”)
Stroke........................................................ 1795 mm (5’11”) 2175 mm (7’2”) 1555 mm (5’1”)
Fully Retracted Length .............................. 2660 mm (8’9”) 3080 mm (10’1”) 2385 mm (7’10”)
Weight....................................................... 700 kg (1540 Ib) 1025 kg (2260 Ib) 600 kg (1320 Ib)
Bucket (BE) Bucket (For 5.4m Arm)
Rod Dia. .................................................... 150 mm (5.9”) 120 mm (4.7”)
Cylinder Bore............................................. 215 mm (8.5”) 180 mm (7.1”)
Stroke........................................................ 1495 mm (4’11”) 1375 mm (4’6”)
Fully Retracted Length .............................. 2425 mm (7’11”) 2190 mm (7’2”)
Weight....................................................... 830 kg (1830 Ib) 490 kg (1080 Ib)
(Loading Shovel)
Boom Arm Level
Rod Dia. .................................................... 140 mm (5.5”) 140 mm (5.5”) 140 mm (5.5”)
Cylinder Bore............................................. 200 mm (7.9”) 200 mm (7.9”) 200 mm (7.9”)
Stroke........................................................ 1795 mm (5’11”) 1425 mm (4’8”) 685 mm (2’3”)
Fully Retracted Length .............................. 2660 mm (8’9”) 2320 mm (7’7”) 1580 mm (5’2”)
Weight....................................................... 700 kg (1540 Ib) 712 kg (1570 Ib) 483 kg (1065 Ib)
Bucket Dump
Rod Dia. .................................................... 130 mm (5.1”) 80 mm (3.1”)
Cylinder Bore............................................. 180 mm (7.1”) 130 mm (5.1”)
Stroke........................................................ 1420 mm (4’8”) 350 mm (1’2”)
Fully Retracted Length .............................. 2505 mm (8’3”) 895 mm (2’11”)
Weight....................................................... 580 kg (1279 Ib) 106 kg (227 Ib)
ACCUMULATOR
Model ........................................................ MU70-300
Type .......................................................... Nitrogen gas sealed bladder type
3 3
Capacity .................................................... 300 cm (18.3 in )
2
Gas Charging Pressure ............................ 2.4 MPa (24 kgf/cm , 341 psi)
T1-2-6
PILOT SHUT-OFF VALVE
Model ........................................................ RC50
Type .......................................................... Rotary type
SHOCKLESS VALVE (Front functions)

Model ........................................................ VUP149J/0
Type .......................................................... 4 valve block flow regulator type
SHOCKLESS VALVE (Travel function)

Type .......................................................... 4 valve block flow regulator type
PREFERENCE VALVE
2
Shift Pressure............................................ 0.98 MPa (10 kgf/cm , 142 psi)
SOLENOID VALVE UNIT (2 VALVE USED)

Application................................................. SA: Main relief pressure shift
SB: Travel speed mode shift
2
Pilot Relief Pressure.................................. 3.9 MPa (40 kgf/cm , 569 psi)
@ 13 Liters (3.4 US gal) /min
PRESSURE REDUCING VALVE

2
Set Pressure ............................................. 1.77 MPa (18 kgf/cm , 256 psi)
SOLENOID VALVE
Application................................................. Swing preference circuit shift
FRONT ATTACHMENT PILOT VALVE

Model ........................................................ HVP04B-040-101
Plunger Stroke .......................................... Ports 1 and 3 : 7.2 mm (0.28 in),
Ports 2 and 4 : 9.25 mm (0.4 in)
TRAVEL PILOT VALVE

Model ........................................................ HVP04A-040-101
Plunger Stroke .......................................... Ports 1, 2, 3, and 4 : 8.7 mm (0.34 in)
DAMPER
Stroke........................................................ Fully extended: 189 mm (7.4 in)
Fully retracted:124 mm (4.9 in)
OIL COOLER BYPASS CHECK VALVE

2
Cracking Pressure .................................... 343 kPa (3.5 kgf/cm , 50 psi)
RESTRICTION VALVE
2
Cracking Pressure .................................... 98 kPa (1.0 kgf/cm , 14 psi)
FILTERS
Nominal filtration rating
• Full flow filter ........... 12 µm or less
• Suction filter............. 177 µm (80 meshes)
• Pilot filter.................. 10 µm
• Drain filter ................ 10 µm
T1-2-7
ELECTRICAL COMPONENTS
AIR CONDITIONER (OPTIONAL)

3
Cooling Capacity ....................................... 16744×10 J/h (4000 kcal/h) or larger
3
Heating Capacity....................................... 20930×10 J/h (5000 kcal/h) or larger
3 3
Blower Capacity (Cooler) .......................... 550 m (719 yd ) /h or larger
3 3
Blower Capacity (Heater) .......................... 400 m (523 yd ) /h or larger
RADIO
Frequency Range...................................... AM: 522 to 1629 kHz (9 kHz intervals)
FM: 76.0 to 90.0 MHz
Speaker (Impedance) ............................... 8 Ω
LIGHTS
Specifications ............................................ Work light (on the cab) : STD Cab:
24 V/60 W (Halogen light) (Serial No. 005172 and below)
24 V/70 W (Halogen light) (Serial No. 005173 and above)
Work light (on the cab) : HD Cab:
24 V/70 W (Halogen light)
Work light (on the boom) : 24 V/70 W
Cab light: 24 V/10 W
HORN
Model ........................................................ MBL-3E (Low-pitched sound), MBH-3E (High-pitched sound)
Specifications ............................................ 24 V/3 A or less, 110±5 dB (A)
BATTERY RELAY
Voltage/Current ......................................... 24 V/100 A
STARTER RELAY 2
STARTER RELAY 1
Voltage ...................................................... DC24 V
Operating voltage...................................... 18 V or less
ETHER RELAY
Voltage ...................................................... 24 V
GENERAL PURPOSE RELAY

Application................................................. EC motor, wiper, charge, lubricator, work light, washer, load dump,
horn relays
T1-2-8
FUEL FEED PUMP
Model ........................................................ GP-25
Maximum Discharge Rate......................... 60 Liters (15.8 US gal) /min
ENGINE CONTROL MOTOR (EC MOTOR)

Model ........................................................ KP56RM2G-002
Coil Resistance ......................................... 5.7 Ω (at 20 °C, 68 °F)
Effective Operating Angle ......................... 80 degrees
ENGINE OVERHEAT SWITCH

Operating Temperature ............................. 101±2 °C (214±4 °F)
ENGINE OIL PRESSURE SWITCH

2
Operating Pressure ................................... 50±10 kPa (0.5±0.1 kgf/cm , 7±1 psi)
AIR FILTER RESTRICTION SWITCH

Operating Pressure ................................... 6.2±0.6 kPa (635±58 mm H2O)
COOLANT TEMPERATURE SENSOR

Operating Temperature ............................. 50 to 120 °C (122 to 248 °F)
FUEL LEVEL SENSOR

+10 0
Resistance Value (Ω) ................................ Empty: 90 0 Ω, Full: 10 -4 Ω (at 20 °C, 68 °F)
HYDRAULIC OIL LEVEL SENSOR

Type .......................................................... Lead switch type
Rated Voltage............................................ DC 28 V
COOLANT LEVEL SWITCH (RESERVOIR)

Type .......................................................... Float lead switch type
COOLANT LEVEL SWITCH (RADIATOR)

FUEL LEVEL SWITCH

Rated voltage ............................................ DC 28 V
ELECTRICAL GREASE LUBRICATOR (OPTIONAL)

Manufacturer/Model .................................. Yamada Co., Ltd. /KPL-24
2
Discharge pressure................................... 23.5 to 27.4 MPa (240 to 280 kgf/cm , 3413 to 9982 psi)
(30 minutes rated)
Discharge .................................................. 70 to 80 g (0.15 to 0.18 Ib) /min (30 minutes rated)
Motor ......................................................... DC 24 V, 100 to 130 W
Weight....................................................... 10.5 kg (23 Ib)
T1-2-9
(Blank)
T1-2-10
GENERAL / Component Layout
MAIN COMPONENTS
3
2
4
5
6
7
8
35
9
10
11
12
13
14
15
16
34
33
32
31
30 17
29
28 18
27 19
26 20
25 21
24 23 22
M162-01-013
1- Bucket Cylinder 10 - Fuel Tank 19 - Pump Device 28 - Swing Bearing

2- Arm 11 - Control Valve 20 - Pilot Filter 29 - Hydraulic Oil Tank
3- Arm Cylinder 12 - Engine 21 - Reducing Valve 30 - Upper Roller
4- Boom 13 - Radiator 22 - Travel Device 31 - Pilot Shut-Off Valve
5- Boom Cylinder 14 - Oil Cooler 23 - Check Valve (Pilot) 32 - Track Adjuster
6- Front/Swing Pilot Valve 15 - Accumulator 24 - Solenoid Valve Unit 33 - Front Idler
(2 Solenoid Valves Used)
7 - Center Joint 16 - Counterweight 25 - Solenoid Valve (For Swing 34 - Travel Pilot Valve
Preference Circuit)
8 - Swing Device 17 - Muffler 26 - Preference Valve 35 - Bucket
9 - Battery 18 - Air Filter 27 - Lower Roller
T1-3-1
ELECTRICAL SYSTEM (1)
(Overall System)
3
4
5
6
7
8
9
36 10
11
12
13
14
37
15
16
35
34 17
33 18
32
31 19
30
29 20
28 21
22
27
26 24 23
25
T162-01-02-004
1 - Work Light 11 - Fuel Sensor 20 - Thermoguard Switch 29 - Hydraulic Oil Temperature

Sensor
2 - Monitor 12 - Fuel Level Switch 21 - Engine Oil Level Switch 30 - Solenoid Valve Unit
(2 Solenoid Valve Used)
3 - Horn 13 - Ether Solenoid Valve 22 - Engine Oil Pressure Switch 31 - Hydraulic Oil Level Switch
4 - Starter Relay 2 14 - DP Sensor (4-Spool Side) 23 - Starter 32 - Pressure Switch
(On Swing Shuttle Valve)
5 - Work Light 15 - Coolant Level Switch 24 - Air Filter Restriction Switch 33 - Pressure Switch
(on Right Side Frame) (On Shockless Valve For
Front Attachment)
6 - Starter Relay 1 16 - Coolant Sensor 25 - N (Engine Speed) 34 - Windshield Washer Motor
(For Monitor) Sensor
7 - Ether Relay 17 - Overheat Switch H 26 - EC Motor 35 - Pressure Switch
(On Travel Shuttle Valve)
8 - Battery Relay 18 - Overheat Switch L 27 - DP Sensor (5-Spool Side) 36 - Work Light (On Cab)
9 - Breaker 19 - Alternator 28 - Swing Preference Circuit 37 - ∗ Outside Temperature
Shift Solenoid Valve Sensor
10 - Battery
NOTE: Outside temperature sensor marked with ∗ EX750-5: Serial No. 005244 and above
is installed on the following machines: EX800H-5: Serial No. 005244 and above
T1-3-2
Relays 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
24
23
16 17
22 21 33 20 19 18 T162-01-02-002
Battery Area
25
26
27
28
32
29
30
31
T162-05-02-001
1 - Quick Idle Switch 10 - EC Motor Relay 18 - Blower Fast Position Relay 26 - Ether Relay
2 - Horn Relay 1 11 - Wiper Motor BM 19 - Blower Medium 27 - Starter Relay 1
Position Relay 2
3 - Load Dump Relay 12 - Work Light Relay 1 20 - Blower Medium 28 - Starter Relay 2
Position Relay 1
4- Horn Relay 2 13 - Work Light Relay 2 21 - Compressor Clutch Relay 29 - Fusible Link (45A)
5- Washer Relay 14 - Work Light Relay 3 22 - Blower Main Relay 30 - Fusible Link (75A)
6- Wiper Relay A 15 - Lubrication Relay 23 - Dr. EX Connector 31 - Breaker
7- Charge Relay 16 - EC 24 - Fuse Box 32 - Battery
8- Wiper Relay B1 17 - PVC 25 - Battery Relay 33 - ∗ Cab Interior Temperature
Sensor
9 - Wiper Relay B2
NOTE: Cab interior temperature sensor marked EX750-5: Serial No. 005244 and above
with ∗ is installed on the following ma- EX800H-5: Serial No. 005244 and above
chines:
T1-3-3
Monitor and Switch Panels Monitor Panel
10 11 12
1
40 13
14
2 15
39
38 16
37 17
18
36 19
35 20
34
21
3 33
22
32 23
9
31 24
8
30 25
7
6 26
27
29 28
4 M162-01-003
T166-01-02-017
1 - Monitor Panel 11 - Coolant Temperature 21 - Quick Idle Indicator 31 - Washer Switch
Gauge
2 - Switch Panel 12 - Fuel Gauge 22 - Trenching Mode Indicator 32 - Work Light Switch
3 - Cigar Lighter 13 - SP Mode Indicator 23 - Precision Mode Indicator 33 - Level Check Switch
4 - Option Switch 14 - E Mode Indicator 24 - Grading Mode Indicator 34 - Automatic Lubrication
Indicator (Optional)
5 - Automatic Air Conditioner 15 - Auto-Idle Indicator 25 - General Purpose Mode 35 - Overheat Switch
Control Panel Indicator
6 - Engine Control Dial 16 - Hydraulic Oil Level 26 - Work Mode Switch 36 - Engine Oil Pressure
Indicator Indicator
7 - E Mode Switch 17 - Coolant Level Indicator 27 - Buzzer Stop Switch 37 - Alternator Indicator
8 - SP Mode Switch 18 - Air Filter Restriction 28 - Travel Mode Switch 38 - Coolant Level Indicator
Indicator
9 - Key Switch 19 - Fuel Level Indicator 29 - Auto-Idle Switch 39 - Engine Oil Level Indicator
10 - Warm Up Complete 20 - Work Light Indicator 30 - Wiper Switch 40 - ∗ Solar Radiation Sensor
Indicator
NOTE: Solar radiation sensor marked with ∗ is in- EX750-5: Serial No. 005244 and above
stalled on the following machines: EX800H-5: Serial No. 005244 and above
T1-3-4
(Blank)
T1-3-5
CONTROL VALVE
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
41
42
Swing Motor
40
Boom Cylinder
Arm Cylinder
39
38
16
Bucket Cylinder
17
18
19
20
37 21
36
22
35
34 23
33
Left Travel Motor
Right Travel Motor 32 31 30 29 28 27 26 25 24 T162-01-02-003
1 - Holding Valve Shift 12 - Load Check Valve 23 - DP Sensor (5-Spool Side) 33 - Main Relief Valve
Valve (Boom) (Arm 1 Tandem Circuit)
2 - Load Check Valve 13 - Holding Valve Shift Valve 24 - Pump Control Valve 34 - Load Check Valve (BH:
(Arm 2 Tandem Circuit) (Arm) (5-Spool Side) Bucket 1 Tandem Circuit,
LD: Bucket Open/Close
Tandem Circuit)
3 - Pump Control Valve 14 - Overload Relief Valve (Swing) 25 - Load Check Valve 35 - Check Valve (BH: Bucket 2
(4-Spool Side) (Left Travel Parallel Circuit) Parallel Circuit, LD: Bucket
Parallel Circuit)
4 - Load Check Valve 15 - Overload Relief Valve (Arm) 26 - Load Check Valve 36 - Load Check Valve
(Arm 2 Parallel Circuit) (BH: Bucket 2 Parallel Circuit, (Boom 1 Parallel Circuit)
LD: Bucket Parallel Circuit)
5 - Check Valve (Arm Flow 16 - Holding Check Valve (Arm) 27 - Check Valve (Bucket Flow 37 - Overload Relief Valve
Combining Circuit) Combining Circuit) (BH: Bucket, LD: Bucket
Open/Close)
6 - Check Valve (Bucket 17 - Make-Up Valve (Boom 2) 28 - Check Valve 38 - Overload Relief Valve
Flow Combining Circuit) (Main Relief Pressure Com- (Boom)
bining Circuit)
7 - Arm Regenerative Flow 18 - Load Check Valve 29 - Flow Combiner Valve 39 - Holding Check Valve
Control Valve (Boom 2 Tandem Circuit) (Boom)
8 - Check Valve 19 - Load Check Valve 30 - Check Valve (Travel Flow 40 - Make-Up Valve (Arm 2)
(Arm 1 Parallel Circuit) (Boom 2 Parallel Circuit) Combining Circuit)
9 - Load Check Valve 20 - Load Check Valve 31 - Check Valve 41 - DP Sensor (4-Spool side)
(Arm 1 Parallel Circuit) (BH: Bucket 2 Tandem Circuit (Main Relief Pressure Com-
LD: Bucket Tandem Circuit) bining Circuit)
10 - Load Check Valve 21 - Overload Relief Valve 32 - Shuttle Valve 42 - Center Bypass Valve
(Swing Tandem Circuit) (Bucket)
11 - Arm Regenerative 22 - Load Check Valve
Valve (Left Travel Tandem Circuit) (continued on next page)
T1-3-6
Swing
Arm 1
BH: Bucket 2 32 33 24 23
Boom 2
LD: Bucket
Arm 2
Left Travel
Boom 1
BH: Bucket 1
LD: Bucket
Open/Close
31
Right Travel
Front Side
30 29 T162-05-02-009
T162-05-02-012
43 28 44 37 47 35 48 21
Right Travel Left Travel BH: Bucket 1 BH: Bucket 2
LD: Bucket LD: Bucket
Open/Close
22
20
25 26
34
21
46 45 T162-05-02-004
37 50 6 27 49 T162-05-02-005
43 - Right Travel Forward Port 45 - Left Travel Reverse Port 47 - BH: Bucket 1 (Roll-Out) Port 49 - BH: Bucket 2 (Roll-In) Port
LD: Bucket Open/ LD: Bucket (Tilt-In) Port
Close(Open) Port
44 - Left Travel Forward Port 46 - Right Travel Reverse Port 48 - BH: Bucket 2 (Tank) Port 50 - BH: Bucket 1 (Roll-In) Port
LD: Bucket (Tilt-Out) Port LD: Bucket Open/
Close(Close) Port
NOTE: BH: Backhoe

LD: Loading Shovel
T1-3-7
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
41
42
Swing Motor
40
Boom Cylinder
Arm Cylinder
39
38
16
Bucket Cylinder
17
18
19
20
37 21
36
22
35
34 23
33
Left Travel Motor
1 - Holding Valve Shift Valve 12 - Load Check Valve 23 - DP Sensor (5-Spool Side) 33 - Main Relief Valve
(Boom) (Arm 1 Tandem Circuit)
2 - Load Check Valve 13 - Holding Valve Shift 24 - Pump Control Valve 34 - Load Check Valve (BH:
(Arm 2 Tandem Circuit) Valve(Arm) (5-Spool Side) Bucket 1 Tandem Circuit,
Tandem Circuit)
3 - Pump Control Valve 14 - Overload Relief Valve 25 - Load Check Valve 35 - Check Valve (BH: Bucket 2
(4-Spool Side) (Swing) (Left Travel Parallel Circuit) Parallel Circuit, LD: Bucket
Parallel Circuit)
(Arm 2 Parallel Circuit) (BH: Bucket 2 Parallel Circuit (Boom 1 Parallel Circuit)
5 - Check Valve (Arm Flow 16 - Holding Check Valve (Arm) 27 - Check Valve(Bucket Flow 37 - Overload Relief Valve
Open/Close)
bining Circuit)
11 - Arm Regenerative Valve 22 - Load Check Valve
(Left Travel Tandem Circuit) (continued on next page)
T1-3-8
55 5 56
51 52
Boom 1 Boom 2 Arm 2 Arm 1

7
16 13
17
38 40
8
36 18
12
2
1
19 9
4
15
39 54 53 T162-05-02-006
38 58 57 T162-05-02-007
41 3 59
Swing
14
15
42 10
14
40 60 T162-05-02-008 T162-05-02-010
51 - Boom 1 (Lower) Port 54 - Boom 1 (Raise) Port 57 - BH: Arm 1 (Roll-In) Port 59 - Swing (Left) Port
LD: Arm 1 (Extend) Port
52 - Boom 2 (Lower) Port 55 - BH: Arm 2 (Roll-Out) Port 58 - BH: Arm 2 (Roll-In) Port 60 - Swing (Right) Port
LD: Arm 2 (Retract) Port LD: Arm 2 (Extend) Port
53 - Boom 2 (Raise) Port 56 - BH: Arm 1 (Roll-Out) Port
LD: Arm 1 (Retract) Port
NOTE: BH: Backhoe

LD: Loading Shovel
T1-3-9
OTHERS
Pump Device
4
5
3
2
9 7
8
T162-03-01-001
Valve Front Solenoid Valve Unit (2 Solenoid Valve Used)

10 11
Left Right
Rear
12 13 14 15 18
19
16 17
20
21
T162-05-02-002
T162-04-04-005
1 - Main Pump 2 7 - P (Pressure) Sensor 12 - Pressure Switch 17 - Pressure Switch

(Main Pump 1) (Boom Raise) (Others)
2 - Pump Control Proportional 8 - P (Pressure) Sensor 13 - Shockless Valve 18 - Shockless Valve
Solenoid Valve (Main Pump 2) (Main Pump 2) (Front Attachment) (Travel)
3 - Main Pump 1 9 - A (Pump Displacement Angle) 14 - Pressure Switch 19 - Travel Mode Shift
Sensor (Main Pump 2) (Arm Roll-In) Solenoid Valve
4 - Pilot Pump 10 - Travel Shuttle Valve 15 - Pressure Switch 20 - Main Relief Pressure
(Swing) Shift Solenoid Valve
5 - A (Pump Displacement Angle) 11 - Pressure Switch (Travel) 16 - Swing Shuttle Valve 21 - Pilot Relief Valve
Sensor (Main Pump 1)
6 - Pump Control Proportional
Solenoid Valve (Main Pump 1)
T1-3-10
Swing Device Travel Device
1 1
4
2
1
3
T142-01-02-012
T162-04-04-006
1 - Swing Relief Valve 2 - Swing Parking Brake Re- 3 - Counterbalance Valve 4 - Travel Relief Valve
lease Valve
T1-3-11
(Blank)
T1-3-12
MEMO
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SECTION 2
SYSTEM
; CONTENTS;
Group 1 Control System
Outline .....................................................T2-1-1
Engine Control .........................................T2-1-2
Pump Control ...........................................T2-1-6
Valve Control..........................................T2-1-14
Other Control .........................................T2-1-18
Group 2 Hydraulic System

Outline .....................................................T2-2-1
Main Circuit ..............................................T2-2-2
Pilot Circuit...............................................T2-2-7
Group 3 Electrical System

Outline .....................................................T2-3-1
Power Circuit............................................T2-3-2
Bulb Check Circuit....................................T2-3-3
Engine Start Circuit ..................................T2-3-4
Charging Circuit .......................................T2-3-6
Accessory Circuit .....................................T2-3-7
Surge Voltage Prevention Circuit ..............T2-3-8
Engine Stop Circuit...................................T2-3-9
162T-2-1
(Blank)
162T-2-2
SYSTEM / Control System
OUTLINE
A microcomputer-built-in pump/valve controller (PVC)

and engine controller (EC) are used for machine
control.
Processing signals from the engine control dial,
various sensors and switches, the controllers (PVC
and EC) actuate solenoid valves and the EC motor to
control the engine, pumps and valves.
Engine Control
• Engine Speed Control
• Engine Learning Control
• Quick Idle Control
• Auto-Idle Control
• Auto Warming Up Control
Pump Control
• Pump Flow Rate Control
• Speed Sensing Control, SP Mode Control
• Horsepower Control
• Relief Flow Rate Reducing Control, E Mode
Control
• Swing Horsepower Reducing Control
• Pump Maximum Flow Rate Control
Valve Control
• Travel Speed Mode Shift Control
• Main Relief Pressure Shift (Power Boost) Control
• Swing Preference Control
Other Control
• Work Mode Control
T2-1-1
ENGINE CONTROL
Engine Speed Control
Purpose: To control engine speed in proportion to Operation: The EC stores the governor lever position
engine control dial setting. of which the EC sensor output is 2.5 V as
the slow idle position (origin). (The EC
Operation: An electrical signal in proportion to the sensor has been adjusted so that it
engine control dial setting is input to the outputs 2.5 V when the governor lever
controller EC. Consequently, the EC comes into contact with the slow idle side
actuates the EC motor. The degree of the stopper.)
EC motor rotated is detected by the EC When the engine control dial is turned to
sensor. The EC sensor then sends a the fast idle position, the EC motor rotates
voltage signal back to the EC. until the governor lever comes into
When the engine is running at slow idle contact with the fast idle stopper. After the
speed, output voltage from the EC sensor governor lever comes to a stop, the EC
is set to be 2.5 V. At fast idle speed, it is sensor output is stabilized (unchanged).
set to be 4.5 V or less. Consequently, the EC stores the
incremental pulse number to reach this
Engine Learning Control point (movable) as the fast idle speed.
Purpose: To re-input (learn) the governor lever (This re-input of the fast idle speed takes
positions for the fast idle speed and auto- place when the engine control dial output
idle speed. The EC re-inputs the engine is 4.0 V or larger.)
speed, of which the governor lever comes The auto-idle speed is then calculated
into contact with the stopper, as the fast and stored as a proportional point within
idle speed. the pulse range from the slow idle point to
the fast idle point.
Governor Lever
EC Sensor
4.5 V or less
EC Motor EC Sensor
Output 3.5 V
Voltage
2.5 V
Slow Idle Auto-Idle Fast Idle

Position Position Position
(Origin) (Movable)
Proportionally
Controller Distributed Range
(EC)
EC Motor Movement
T162-02-01-004
Key Switch Engine Control Dial

T162-02-01-001
T2-1-2
Quick Idle Control
Purpose: To save fuel by quickly lowering the

engine speed. This function is effective
when waiting for the dump truck to
position itself in truck loading work.
Operations:The controller (EC) sends a signal to the

EC motor when the quick idle switch
located on the right control lever is turned
on. Consequently, the EC motor actuates
the governor lever to set lower the engine
-1
speed to 850±50 min (850±50 rpm). Governor Lever
EC Sensor
EC Motor
Controller
(EC)
Quick Idle Switch
T162-02-01-002
T2-1-3
Auto-Idle Control
Purpose: To save fuel and to lower noise by When a control lever is operated, the
lowering the engine speed while all respective pressure switch is turned on.
control levers are in neutral. Then the EC stops sending the electrical
signals to lower the engine speed to the
Operation: When all control levers are in neutral, the EC motor. As a result, the engine speed
front att. pressure switch located on the increases to the speed set by the engine
shockless valve and the travel, swing, and control dial.
other pressure switches located on the
shuttle valves are turned off. At this
moment, if the auto-idle switch is in the
ON position, the controller (PVC) detects
that all pressure switches are off, and
sends a signal indicating that all pressure
switches are off, to the EC. Approximately
four seconds later, the EC sends a signal
to the EC motor. The EC motor then
moves the governor lever, lowering the
-1
engine speed to 1650±100 min (1
650±100 rpm).
Governor Lever
EC Motor
EC Sensor
Pressure Switch
Shuttle Valve
(Swing/Others)
Pressure Switch
Shockless Valve
(Front)
Pressure Switch
Shuttle Valve
Controller (EC) Controller (PVC) (Travel)
Auto-Idle Switch
T162-02-01-003
T2-1-4
Auto Warming Up Control
Purpose: To automatically warm up the hydraulic

system. (Equivalent to the automatic
choke for automobiles)
Operation:When the hydraulic oil temperature is less

than 25 °C (77 °F), the controller (EC),
upon receiving signals from the key
switch and the hydraulic oil temperature
sensor, actuates the EC motor, increasing
the engine speed to a speed slightly
higher than the slow idle speed until the
hydraulic oil temperature rises to 30 °C
(86 °F). This system is active up to 15
minutes after the engine starts.
Governor Lever
EC Motor EC Sensor
Controller
(EC)
Key Switch Hydraulic Oil Temperature Sensor
T166-02-01-004
T2-1-5
PUMP CONTROL
Pump Flow Rate Control
Purpose: To have the main pump deliver the (Refer to the heading Pump Control Valve
required oil flow to each actuator in in the Control Valve group, the
proportion to control lever stroke. COMPONENT OPERATION section.)
When control lever is in neutral:
Operation: When control lever is operated: As the control valve spool returns to the
Oil quantity flowing through an orifice in neutral position, oil flowing through the
the pump control valve, which is located orifice in the pump control valve, which is
in the most downstream part of the located in the most downstream part of
control valve neutral passage, decreases, the control valve neutral passage,
resulting in less pressure difference increases, resulting in a large pressure
between the inlet and the outlet of the difference between the inlet and the outlet
orifice. Detecting this pressure difference, of the orifice. Detecting this pressure
the differential pressure (DP) sensor difference, the DP sensor sends signals
sends signals to the controller (PVC). to the PVC. Consequently, the PVC
Consequently, the PVC calculates the calculates the required oil flow and, at the
required oil flow and, at the same time, same time, compares the pump
compares the pump displacement angle replacement angle necessary to have the
necessary to have the calculated oil flow calculated oil flow with the one detected
with the one detected by the pump by the A sensor. Then, the PVC actuates
displacement angle (A) sensor. the pump control proportional solenoid
Then, the PVC actuates the pump control valve, reducing the main pump
proportional solenoid valve, increasing displacement angle to the minimum angle,
the main pump displacement angle, thus thus decreasing the main pump flow rate.
increasing the main pump flow rate.
Pump Control Valve

(4-Spool Block Side)
Neutral
Orifice Passage
Main Pump 1
Differential Pressure (DP) Pump Displacement
Sensor Angle (A) Sensor
Pump Control
Proportional
Solenoid Valve
Main Pump 2
Control Valve Controller (PVC)
Pump Control
Proportional
Neutral Orifice Solenoid valve
Passage Pz
Differential Pressure
Pr (DP) Sensor
Pump Control Valve

(5-Spool Block)
4-Spool Block Side 5-Spool Block Side
T162-02-01-005
T2-1-6
Speed Sensing Control and SP Mode Control
Purpose: (Speed Sensing Control) Afterward, comparing the target pump

To effectively utilize engine horsepower by displacement angle with the actual pump
varying the pump delivery rate in displacement angle detected by the pump
proportion to the moment-to-moment displacement angle (A) sensor, the PVC
engine speed changes which occur due actuates the pump control proportional
to the various loads applied. (This control solenoid valve to adjust the main pump
functions to prevent the engine from delivery rate.
stalling when the machine is operated in If the actual engine speed drops to a
severe environments, such as when speed less than the target engine speed
operating at high altitude.) due to an increased load on the engine,
(SP Mode Control) the EC and PVC actuate the pump control
To effectively utilize engine horsepower by proportional solenoid valve to reduce the
increasing pump delivery rate in main pump displacement angle, reducing
proportion to a portion of engine speed the main pump delivery rate.
that exceeds the specified engine speed. Consequently, the load on the engine is
reduced, preventing the engine speed
Operation: As a target engine speed is set by the from dropping and the engine from
engine control dial, the controller (EC) stalling. Contrarily, if the actual engine
compares the target engine speed with speed exceeds the target engine speed,
the actual engine speed detected by the controllers EC and PVC actuate the
engine speed (N) sensor and calculates pump control proportional solenoid valve,
the difference between these two engine increasing the main pump displacement
speed values, which is subsequently sent angle, thus utilizing engine horsepower
to the controller (PVC). Then, the PVC efficiently.
calculates a target pump displacement With the SP mode switch turned off, if the
angle using the engine speed difference actual engine speed exceeds the target
value and a signal from the pump delivery engine speed, the pump control is
pressure (P) sensor. deactivated.
Engine Control Dial SP Mode Switch
Controller Controller Q
(EC) (PVC)
Engine Speed
Sensor Pump Delivery
(N Sensor) (P) Sensor
Increase
Flow
Pump Control Rate
Proportional Decrease
Solenoid Valve
Base
Torque
P
Pressure
T111-05-02-004
Pump Displacement Pump P-Q Curve

Angle (A) Sensor
T162-02-01-006
T2-1-7
Horsepower Control
Purpose: To effectively utilize engine horsepower by Then, the PVC calculates a target pump
controlling the delivery rate of each main displacement angle using signals from
pump so that the sum of the two main two P sensors and compares them with
pumps torque does not exceed the the actual pump displacement angles
engine output torque. detected by the A sensors. Subsequently,
the PVC actuates the pump control
Operation: Delivery pressure of each main pump proportional solenoid valve of the larger
usually differs from each other: i.e. the load applied main pump, increasing the
larger the load applied to a main pump, delivery rate of the larger load applied
the higher the delivery pressure and vice main pump to the extent that the sum of
versa. The pump delivery pressure (P) the two main pumps torque does not
sensors and the pump displacement exceed the engine output torque.
angle (A) sensors detect the actual status Consequently, the sum of the two main
(conditions) of two main pump, sending pumps torque is approximately the same
signals to the controller (PVC). as the engine output torque.
Controller Controller
(EC) (PVC)
Pump Delivery
Pressure (P) Sensors
Pump Control
Proportional
Solenoid Valves
Pump Displacement
Angle (A) Sensors
T162-02-01-007
T2-1-8
Relief Flow Rate Reducing Control and E Mode
Control
Purpose: (Relief Flow Rate Reducing Control) When the pump delivery pressure rises to
2
To reduce hydraulic energy loss and to 29.9 MPa (305 kgf/cm , 4340 psi), the
prevent hydraulic oil temperature from PVC compares the actual pump
rising. (Applicable to main pump 1 only.) displacement angle detected by the pump
(E Mode Control) displacement angle (A) sensor with the
To increase fuel efficiently by reducing target pump displacement angle (A)
relief oil flow rate of both main pumps. demanded by the PVC. Consequently, the
PVC decreases the pump flow rate to the
Operation: When an actuator is operated, the pump minimum (which is demanded by the PVC
delivery pressure varies due to changing when the actuator circuit is relieved).
load applied to each actuator. Detecting In addition, regardless of the mode switch
the pump delivery pressure, the pump position, the relief flow rate reducing
delivery pressure (P) sensor sends control of both main pumps are
signals to the controller (PVC). deactivated when the travel pressure (P)
switch is turned on and that of the main
Q pump 1 is deactivated when the swing
Qm pressure (P) switch is turned on.
Flow
Rate
Relief Flow Cut
Qo
P
Pc Pr
Pressure
T162-01-02-012
Pilot Pilot Pilot

Valve Valve Valve
Pressure Switches
Control Valve
Mode Switches
E Controller Controller
SP (EC) (PVC)
Main Pump 1 Pump Delivery

Pressure
(P)Sensor
Pump Control
Proportional
Solenoid Valve
1 2
Main
Pump 2 4-Spool Block 5-Spool Block
Pump Displacement
Angle (A) Sensor
T162-02-01-009
T2-1-9
Swing Horsepower Reducing Control
Purpose: To effectively utilize engine horsepower by If the “travel” or “other” pressure switch is
reducing the flow rate of the main pump 1 turned on in swing combined operations,
in which the swing circuit is located and the PVC actuates the main pump 2
by increasing the flow rate of the main control proportional solenoid valve upon
pump 2 when the swing pressure switch receiving a signal from the pressure
is turned on, i.e. when swing function is switch, increasing the pump flow rate.
operated whether in single or combined
operation.
Operation: The swing pressure switch sends a signal

Q
to the controller (PVC) as it is turned on,
i.e. when the swing function is operated. Flow
Rate
Then, the PVC compares the actual
pump displacement angle detected by the
pump displacement angle (A) sensor with
the target pump displacement angle
demanded by the PVC. Consequently, the
PVC actuates the main pump 1 control
proportional solenoid valve, decreasing
the pump flow rate. P
Pressure
Q Pump 1
T162-02-01-010
Flow
Rate
Pilot Pilot Pilot

Valve Valve Valve Pressure P
Pump 2
T162-02-01-011
Pressure Switch (Travel) (Other)

(Swing) Control Valve
(EC) (PVC)
Main Pump 1 Pump Delivery

Pressure
(P)Sensor
Pump Control
Proportional
Solenoid Valve
1 2
Main
Pump 2 4-Spool Block 5-Spool Block
Pump Displacement
Angle (A) Sensor
T162-02-01-009
T2-1-10
Pump Maximum Flow Rate Control
Purpose: To prevent the engine from overheating

by reducing the main pump maximum
flow rate setting and pump torque, thus
reducing the load applied to the engine
when the overheat switch (L) is turned on.
Operation: When the overheat switch (L) is turned on

(98 °C, 208 °F) or when the hydraulic oil
temperature sensor senses 120 °C (248
Q
°F) or more, a signal is sent to the
controller (PVC) via the controller (EC).
Then, the PVC compares the actual
pump displacement angle detected by the
Flow
pump displacement angle (A) sensor with Rate
the target pump displacement angle
demanded by the PVC. Consequently, the
PVC actuates the pump control
proportional solenoid valve, re-setting the
maximum pump displacement angle to
P
cut the maximum flow rate 10 percent. In Pressure
addition, the pump torque is also lowered.
T162-02-01-013
Overheat Switch (L)
(EC) (PVC)
Pump Control
Proportional
Solenoid Valve
Pump Displacement
Angle (A) Sensor
T162-02-01-019
T2-1-11
Maximum Pump Flow Rate Control for Hydraulic
Breaker Operation
Purpose: When a hydraulic breaker is operated, the As a hydraulic breaker is operated by the
maximum pump-1 flow rate is controlled to breaker spool (∗) in the 5-spool block side
meet the hydraulic breaker specification. connected to the main pump 1, only main
pump 1 is controlled. The maximum main
Operation: When the attachment pedal (optional) is pump 1 flow rate must be determined
operated, the corresponding pressure according to the specification of the
switch (optional) comes ON. Then, a signal hydraulic breaker to be equipped. The
from the pressure switch is delivered to the recommended hydraulic breaker for this
controller (PVC) via controller (EC). In machine is supplied together with the
addition, a signal from the maximum pump harness (optional) connecting the
flow rate control switch is also delivered to maximum pump flow rate control switch to
the PVC via the hydraulic breaker harness the EC. Therefore, the proper maximum
(optional) and the EC. When the PVC flow rate of main pump 1 is automatically
receives both signals from the attachment set.
pilot valve pressure switch and the
maximum pump flow rate control switch, NOTE: ∗ When the machine is not equipped with a
the PVC activates the pump proportional hydraulic breaker, the breaker spool is used
solenoid valve so that the pump regulator is for the boom 2 spool.
driven to reduce the maximum
displacement angle of pump-1 up to the Q
preset angle.
Flow
Rate
Breaker Attachment
Control Pedal
Breaker
Attachment
Pilot Valve
P
Maximum Pump Pressure
Pressure Flow Rate Control T162-02-01-013
Engine Switch Switch
Control
Dial Control Valve
Pump Delivery Controller Controller

Sensor (P sensor) (EC) (PVC)
∗Breaker Spool
Main Pump ㈍
Pump Control
Proportional
Solenoid Valve
5-spool side
Pump Displacement Main
Angle Sensor (A sensor) 4-spool side
Pump 2
T162-02-01-021
T2-1-12
Maximum Pump
Flow Rate Control
Switch
Breaker Harness
(Optional)
Arrangement Around A/C Blower

A/C Blower Motor
T162-02-01-022
T2-1-13
VALVE CONTROL
Travel Speed Mode Shift Control
• Slow Travel Mode:

With the travel mode switch turned in the
position, no electrical current flows to the travel
mode shift solenoid valve. As the travel mode shift
solenoid valve is not activated, the pilot pressure
which is supplied from the pilot pump to the travel
motors via the control valve and pressure
reducing valve, is maintained at 1.8 MPa (18
2
kgf/cm , 256 psi). For this reason, the travel
speed shift valve is not shifted, and pressure oil in
the main control valve travel circuit is not supplied
to the tilt pistons. As a result, the travel motors
rotate at slow speed mode.
(Refer to the heading Travel Motor in the Travel
Device group, the COMPONENT OPERATION
section for travel motor displacement angle shift.)
Control Valve
From the main pump
Travel Mode
Shift Solenoid Valve
Pressure
Reducing Travel
Controller (PVC) Valve Speed
1.8 MPa Shift Valve
Tilt Pistons
Parking Brake
Pilot Pump
T162-02-02-008
T2-1-14
• Fast Travel Mode:
With the travel mode switch turned in the
position, electrical current flows to the travel mode
shift solenoid valve from the controller (PVC),
shifting the travel mode shift solenoid valve.
Consequently, the pilot pressure from the main
control valve travel pilot signal circuit flows to port
B of the pressure reducing valve. Subsequently,
the pressure reducing valve is fully opened,
increasing the pilot pressure applied to the travel
2
motors to 3.9 MPa (40 kgf/cm , 569 psi). For this
reason, the travel speed shift valve is shifted, and
pressure oil in the main control valve travel circuit
is supplied to the tilt pistons. As a result, the travel
motors rotate at fast speed mode.
(Refer to the heading Travel Motor in the Travel
Device group, the COMPONENT OPERATION
section for travel motor displacement angle shift.)
Control Valve
From the main pump
Travel Mode Shift

Solenoid Valve
Travel Motor
Pressure
Reducing
Travel Speed
Valve
From the controller Shift Valve
3.9 MPa
(PVC).
Port B Pilot Signal

Circuit
Parking Brake Tilt Pistons
Pilot Pump
T162-02-02-009
T2-1-15
Main Relief Pressure Shift (Power Boost) Control
Purpose: To increase the main relief pressure

setting by applying back pressure to the
main relief valve.
Operation: When the travel pressure switch is turned

on, or when the precision work mode is
selected, a signal from the pressure
switch enters the controller (PVC). Then,
the PVC actuates the main relief pressure
shift solenoid valve, routing pressure oil
from the pilot pump to the shuttle valve.
As a result, the main relief valve spring is
compressed, increasing the main relief
pressure setting from 30.9 MPa (315
2
kgf/cm , 4479 psi) to 34.3 MPa (350
2
kgf/cm , 4977 psi).
Control Valve
Pilot Pilot Pilot
Valve Valve Valve
Pressure
Switch
(Travel)
Work Mode Switch

(Precision Mode)
(EC) (PVC) Main Relief
Pressure
Shift Solenoid Valve
Spring
Main Relief Valve
Shuttle Valve
Pilot Pump
T162-02-02-013
T2-1-16
Swing Preference Control
• Swing/Boom Raise Combined Operation (in

general purpose, grading or precision modes)
With the work mode set in any of three work For this reason, boom raise section operating
modes indicated above, the controller (PVC) pressure 1A flows to 1B, shifting the boom 1, 2
activates the swing preference circuit shift spools. The swing spool is shifted at the same
solenoid valve. Consequently, the preference time.
valve does not shift when swing section operating
pressure 5A or 6A rises because the pressure oil
from the pilot pump is routed to the spring
chamber of the preference valve.
Swing Preference Circuit Shift Solenoid Valve Preference Valve
From the controller B A 1A- Boom 1 Raise Section

5A 6A
(PVC) Operating Pressure
1A 1B- Boom 2 Raise Section
P Operating Pressure
PG P P C
S MA 1B 5A- Swing (R) Section
Pilot Pump D2 T T T Operating Pressure
6A- Swing (L) Section
Operating Pressure
PG- From the pilot pump.
T162-02-02-002 D2- To the hydraulic oil tank.
• Swing/Boom Raise Combined Operation (in

trenching mode)
In swing/boom raise combined operation with the Then, the preference valve is shifted by the swing
work mode in the trenching mode, the controller section operating pressure 5A or 6A, preventing
(PVC) deactivates the swing preference circuit boom section operating pressure 1A to flow to 1B.
shift solenoid valve. As a result, the boom 2 raise section operating
Consequently, pressure oil acting on the spring pressure is opened to the hydraulic oil tank,
chamber of the preference valve is opened to the keeping the boom 2 spool unshifted. For this
hydraulic oil tank line. reason, pressure oil from the main pump 1 flows
only to the swing circuit in swing/boom raise
combined operation. (Swing Preference Function)
Swing Preference Circuit Shift Solenoid Valve Preference Valve
Controller (PVC) 1A- Boom 1 Raise Section

Operating Pressure
B A
5A 6A 1B- Boom 2 Raise Section
1A Operating Pressure
5A- Swing (R) Section
PG P S P C Operating Pressure
MA 1B
6A- Swing (L) Section
Pilot Pump T
D2 T Operating Pressure
PG- From the pilot pump.
D2- To the hydraulic oil tank.
T162-02-02-003
T2-1-17
OTHER CONTROL
Work Mode Control
The work modes provide the ideal pressures and

operating speeds for each type of work by controlling
main pump flow rate, main relief pressure shift
(power boost) circuit, etc.
Characteristics of each work mode are as follows:
General Purpose Mode:

Standard work mode. Designed for
general digging and truck loading.
(Refer to the headings Pump Control:
Pump Flow Rate Control in CONTROL
SYSTEM group.)
Grading Mode
When the arm roll-in pressure switch is
turned on, the controller (PVC) actuates
the pump control proportional solenoid
valve decreasing main pump flow rate.
Consequently, the arm roll-in operation
becomes slower to suit grading and
finishing work.
Precision Mode:
Main pump flow rate is decreased further
than that in the grading mode. The
controller (PVC) also actuates the main
relief pressure shift solenoid valve in
order to increase the relief set pressure.
This mode is designed for work that
requires precision front movement.
Trenching Mode:
In swing/boom raise operations, the swing
preference circuit shift valve is actuated
so that only one boom section (out of two)
in the control valve is operated, giving
priority to swing movement in trenching
work.
(Refer to the headings Valve Control:
Swing Preference Control in CONTROL
SYSTEM group.)
T2-1-18
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of the main circuit and

pilot circuit.
Main Circuit:
A hydraulic circuit that actuates cylinders and
motors using pressure oil delivered from the main
pumps.
Pilot Circuit:
A hydraulic circuit that shifts the control valve
spools, that controls the pumps, valves, and
motors, and that also releases the parking brakes.
T2-2-1
MAIN CIRCUIT
Main pumps 1 and 2 draw hydraulic oil from the Return oil from cylinders and motors is routed to the
hydraulic oil tank. Main pump 1 supplies pressure oil to hydraulic oil tank via the control valve and oil cooler
the 5-spool control valve block while main pump 2 cooling hydraulic oil. If oil resistance through the oil
supplies pressure oil to the 4-spool control valve block. cooler is high, i.e. if oil temperature is low and viscosity
Main pump discharged oil is routed to cylinders and is high, the bypass check valve opens to directly route
motors via the control valve as control valve spool(s) hydraulic oil to the hydraulic oil tank, bypassing the oil
are shifted. cooler.
Bucket Arm Boom
Cylinder Cylinder Cylinder
Pilot Shut-Off
Valve
Pilot Valve
Center Joint
Shockless Valve
Hydraulic Swing Motor

Oil Tank
Travel (L)
Bucket 2
Boom 2 Travel (R)
Arm 1 ∗ Bucket 1
Swing Boom 1
Arm 2
Control Valve
Solenoid Valve Unit
Bypass
Check Valve
Accumulator
Oil Cooler
Main Pump 1 High Pressure Oil

Main Pump 2 Low Pressure Oil (Return Line)
Center Joint
Circuit Line
Pilot Line
Drain Line
Left Travel Motor Right Travel Motor

T162-02-02-001
NOTE: ∗ In the case of loading shovel specification

(bottom dump), this valve is used for
bucket open/close.
T2-2-2
Neutral Circuit Single Operation Circuit
When the control levers are in neutral, pressure oil Pressure oil from main pump 2 flows into the travel
from the main pumps returns to the hydraulic oil tank (R), bucket 1, boom 1, arm 2 spool sections in the 4-
via the neutral passage in the control valve and the spool control valve block. Pressure oil from main
pump control valve. pump 1 flows into the swing, arm 1, boom 2, bucket 2,
and travel (L) spool sections in the 5-spool control
valve block. For arm and boom single operation, two
main pump flows are combined in the control valve
before flowing into each cylinder. (For boom raise
single operation, two main pump oil flows are
combined outside of the control valve.)
Oil Flow Combining Passage

(outside of control valve)
Pump Control Valve Hydraulic Oil Tank
Swing
Neutral
Swing Motor
Passage
Arm 1
Arm 2
Boom Cylinder
Boom 2
Boom 1
Oil Flow Combining

Bucket 2 Passages
Bucket Cylinder ∗ Bucket 1
Travel (L)
Travel (R)
Neutral
Passage
Pump
Control
Valve
Right Travel Motor Main Pump 2 Main Pump 1

Left Travel Motor
T162-02-02-005

(bottom dump), this valve is used for
bucket open/close.
T2-2-3
Combined Operation Circuit
• Boom/Arm Combined Operation (Boom Lower An orifice in the parallel passage of the 4-spool
and ∗Arm Roll-In) control valve block secures oil flow to the boom
In boom lower/arm roll-in combined operation, the cylinder so that the boom can be operated
boom 1, 2 and arm 1, 2 spools are shifted. Also, regardless of arm circuit pressure fluctuation.
the holding valve shift valve is shifted. Return oil from the boom cylinder is routed to the
Pressure oil from main pump 1 flows into the hydraulic oil tank via the holding check valve and
bottom of the arm cylinder via the neutral passage boom 1 spool section. Return oil from the arm
and arm 1 spool in the 5-spool control valve block. cylinder is routed to the arm 1 section via the
Pressure oil from main pump 1 does not flow to holding check valve. Return oil from the arm
the boom cylinder as pressure oil in the 5-spool cylinder is restricted by an orifice in the arm 1
control valve block is blocked by the boom 2 spool. spool and the arm regenerative valve. If the return
Pressure oil from main pump 2 flows into boom 1 oil pressure becomes higher than that of oil flow to
and arm 2 spools via the parallel passage in the the arm cylinder bottom, return oil is supplied to
4-spool control valve block. the arm cylinder bottom via the check valve in the
Pressure oil from boom 1 section flows into the arm 1 spool. (For boom and arm holding check
rod side of the boom cylinder. Pressure oil from valves and arm regenerative valve, refer to the
arm 2 section is combined with pressure oil from Control Valve group, the COMPONENT
arm 1 section before flowing into the arm cylinder OPERATION section.)
bottom.
Hydraulic
Holding Valve Shift Valve
Oil Tank
Holding Valve Shift

Valve
Arm
Holding Check Valve Regenera
tive Valve
Arm 1
Arm 2
Arm Cylinder
Boom Cylinder
Orifice Check Orifice

Valve
Boom 2
Holding Check Valve
Boom 1
Parallel
Passage
Main Pump 2 Main Pump 1

T162-02-02-006

(bottom dump), the operation is arm ex-
tend.
T2-2-4
• Swing/Boom Combined Operation (in the general
purpose, grading, or precision modes)
Pressure oil from main pump 2 flows into the
boom cylinder via the boom 1 spool.
Pressure oil from main pump 1 flows into the
swing motor via the swing spool. Because the
swing pressure becomes relatively high at the
start of upperstructure rotation, some pressure oil
from main pump 1 follows the path of least
resistance and heads toward the boom 2 spool
and on out to the boom cylinder. As the
upperstructure swing speed becomes constant,
however, the pressure required for swing opera-
tion becomes lower and less oil is routed through
the parallel passage and down towards boom 2
spool.
5A
Swing
6A Swing Motor
Parallel
Passage
Boom Cylinder
Boom 2
Boom 1
1B
1A
Parallel
Passage

T162-02-02-004
T2-2-5
• Travel/Swing Combined Operation Although pressure oil from main pump 1 flows into
In travel/swing combined operation, the travel left the swing spool and travel left spool sections via
and right spools and swing spool are shifted. The the 5 spool control block parallel passage, priority
shifted swing spool blocks the front att. pilot signal is given to the swing circuit due to a provided
circuit, raising the pilot pressure in that circuit, orifice. The orifice in the parallel passage also
which consequently shifts the flow combiner secures the priority to the swing circuit when the
valve. pressure in the travel circuit becomes lower than
that in the swing circuit, i.e. when descending for
instance.
Pressure oil from main pump 2 flows into the right
travel motor via the travel right spool. It also flows
to the left travel motor via the flow combiner valve
and the travel left spool, securing straight
travelability.
Front Att. Pilot
Signal Circuit
Swing
Swing Motor
Parallel
Passage
Orifice
Travel (L)
Check
Travel (R) Valve
From the Pilot Pump.
Flow
Combiner Valve

Right Travel Motor Left Travel Motor
T162-02-02-012
T2-2-6
• Combined Flow for Bucket Tilt-In During Bucket
Tilt-In/Arm Extend Combined Operation
(Loading Shovel Only)
When the bucket roll-in and arm extend control At the same time, pilot oil is also directed to the
levers are operated at the same time, pilot oil is center bypass valve located in the 4-spool block
directed to a bucket roll-in preference valve which side. The center bypass valve shifts to the left
blocks oil heading from the pilot pump to the ex- blocking the flow from main pump 2. Then, oil
tend side of arm spool 2. This keeps the arm 2 from main pump 2 is combined in the 5-spool
spool in neutral position even though the arm ex- block side with the flow from main pump 1 and are
tend function has been actuated so that oil from routed through the bucket spool and then to the
main pump 2 can still pass through the neutral bucket cylinder.
passage and reach the center bypass valve.
Bucket Roll-In
Preference valve
From Pilot Control

Arm Extend Lever
Center
Bypass
Valve
Arm 2 Arm 1
Arm
Cylinder
From Pilot Control

Bucket Roll-In Lever
Bucket
Bucket
Cylinder
4-Spool Block Side
5-Spool Block Side
Main Pump 2 Main Pump 1 T162-02-02-016
T2-2-7
PILOT CIRCUIT
Pressure oil from the pilot pump is used as operating

pressure for the pilot circuit, travel parking brake
release circuit, swing parking brake release circuit,
pump delivery rate control circuit, travel speed mode
shift circuit, main relief pressure shift circuit, and swing
preference shift circuit.
Pilot Valve Shuttle Valve
Control Valve
Pilot Valve Shockless

Valve
Pilot Valve Shuttle Valve Shockless Valve
Pilot
Shut-Off
Valve
Accumulator
Preference
Check Valve
Valve
Main Relief
Pressure Shift Solenoid Valve
Accumulator Solenoid Valve (Swing Preference
Circuit Shift)
Pilot
Solenoid Valve Unit
Relief Swing Motor
(2 Solenoid Valves Used)
Valve
Pressure Reducing Valve

(Travel Parking Brake)
Swing Motor
Travel Speed Shift
Solenoid Valve
Pilot Filter
Right
Left Travel Travel
Motor Motor
Pilot Pump
Regulator/Pump Regulator/Pump
Control Proportional Control Proportional
Solenoid Valve Solenoid Valve
(on Main Pump 2) (on Main Pump 1)
Hydraulic
Oil Tank
T162-02-02-007
T2-2-8
Pilot Circuit
Pressure oil from the pilot pump is routed to the pilot A couple of accumulators are provided in the pilot
valves via a pilot check valve and pilot shut-off valve. circuit so that pressure oil can be supplied into the
When a pilot valve is operated, pressure oil is routed pilot circuit for a limited period of time in case the
to the control valve via a shockless valve and/or a engine stalls.
shuttle valve, shifting a spool in the control valve.
The machine cannot be moved by operating the
control levers while the pilot shut-off valve is closed
since the pilot oil pressure does not flow to the pilot
valves.
Accumulator
Pilot Shut-Off Valve Pilot Valves
Swing/Arm
P Control Lever
Pilot Pump Pilot Check Valve
Travel
Control Levers
Hydraulic Oil Tank

Boom/Bucket
Control Lever
Shuttle Valve Shockless Shuttle Valve

Valve
To the control To the control Shockless

valve. valve. Valve
To the control valve.
T162-02-02-014
T2-2-9
Travel Parking Brake Release Circuit
• (Backhoe)
When the travel spools in the control valve are
shifted, pressure oil from the travel pilot signal
circuit flows into the travel motors via the pressure
reducing valve, releasing the travel parking
brakes.
Travel Spool
Travel Parking Brake

Travel Mode Shift Release Signal Circuit
Solenoid Valve
Travel Motor
Pressure
Reducing
Valve
Parking Brake
Pilot Pump
T162-02-02-010
T2-2-10
ϑLoading Shovelϒ
When a travel, swing, or front attachment function
spool in the control valve is shifted, pressure oil from
the pilot pump is blocked and the pressure is directed
through a shuttle valve and then on to the travel motors
via the pressure reducing valve, releasing the parking
brake. If both a travel function and some other function
are activated at the same time, the shuttle valve will
receive pressures from both sides. The pressure redi-
rected from the travel spool, however, will be greater
than the pressure from the other blocked function due
to less distance required to reach the shuttle valve and
thus will still be able to force the valve open.
Swing of Front Attachment Function Spool
Travel Spool
Travel Parking Brake Release

Signal Circuit
Travel Speed Shift
Solenoid Valve
Travel Motor
Pressure
Reducing
Valve
Shuttle
Valve
Parking Brake
T162-02-02-015
T2-2-11
Swing Parking Brake Release Circuit
When the swing or a front attachment function spool

in the control valve is shifted, pressure oil from the
front att. pilot signal circuit acts on the swing parking
brake release valve in the swing motor. Consequently,
the pilot pressure from the pilot pump flows into the
swing parking brake via the swing parking brake
release valve, releasing the swing parking brake.
Swing or Front Attachment Function Spool
Swing Motor
Swing Parking Brake

Release Signal Circuit
Swing Parking
Brake Release
Valve
Pilot Pump
T162-02-02-011
T2-2-12
Pump Delivery Rate Control Circuit
• Refer to the headings Pump Flow Control in the

Control System group.
Travel Speed Mode Shift Circuit
• Refer to the headings Travel Motor in the Travel

Device group, COMPONENT OPERATION
section. Also, refer to the headings Valve Control
in the Control System group.
Main Relief Pressure Shift Circuit
• Refer to the headings Main Relief Valve in the

Control Valve group, COMPONENT OPERATION
section. Also, refer to the headings Valve Control
in the Control System group.
Swing Preference Shift Circuit
• Refer to the headings Valve Control in the Control

System group.
T2-2-13
COUNTERWEIGHT REMOVE/INSTALL
CIRCUIT (Optional)
When the counterweight remove/install switch is When raising the counterweight, pressure oil flows into
turned on, a counterweight remove/install solenoid the cylinder bottom via the holding valve and slow re-
valve is activated which opens a passage for pilot oil to turn valve.
flow through and do three things. When lowering the counterweight, pressure oil flows
First, it sends pilot pressure to the counterweight re- into the cylinder rod side. The return oil flow from the
move/install side of the bucket spool in the 5-spool bottom is regulated by the slow return valve and flows
control valve. This pressure oil shifts the bucket spool to the hydraulic oil tank via the holding valve.
to the left and allows flow from main pump 1 to reach The holding valve is designed to open by the pressure
the counterweight remove/install control valve. Sec- coming from the cylinder rod side circuit. This pressure
ondly, this oil triggers a pressure switch which will en- pops the valve open, allowing the return oil from the
ergize a counterweight priority solenoid valve in order bottom side to flow through and back to tank.
to give counterweight remove/install functions priority
over bucket functions in the event someone in the cab
activates the bucket control lever while removing or
installing the counterweight. Finally, it sends pressure
oil to the counterweight remove/install pilot valve.
When the counterweight remove/install control lever is
actuated in either direction, this oil will travel to the ap-
propriate side of the counterweight control valve spool,
shift the spool, and the oil from main pump 1 will then
be directed to the counterweight remove/install cylin-
der.
Counterweight
Remove/Install
From Counterweight Cylinder
Remove/Install Switch Lower
Raise
Counterweight Counterweight
Remove/Install Remove/Install
Solenoid Valve Pilot Valve
Lower
Raise
Pilot Pump
Slow Return
Valve
Pressure
Switch: ON
Holding
Valve
13.7 MPa
(140 kgf/cm 2 )
Bucket
From Bucket Roll-In Side
Roll-In Lever
Main Pump 1
Counterweight Priority Bucket 2 Spool

Solenoid Valve (5-Spool Control Valve) Counterweight
Remove/Install
Counterweight Control Valve
Remove/Install Side 32.4 MPa
(330 kgf/cm 2 ) T162-02-02-017
T2-2-14
SYSTEM / Electrical System
OUTLINE
The electrical circuit can be divided into three circuits:

main circuit, control circuit, and monitor circuit.
• Main Circuit
Engine/accessory circuit.
• Control Circuit
Engine/pump control circuit, consisting of
actuators (such as solenoid valves), controllers
(PVC and EC), sensors and switches.
• Monitor Circuit
Circuit that indicates machine operating
conditions, consisting of sensors and switches.
In this section, main constituents and their functions of

the main circuit are described.
• Power Circuit
The power source of all electrical circuits on this
machine.
• Bulb Check Circuit

The circuit to check if any indicator bulbs have
blown.
• Engine Start Circuit

The circuit to rotate the starter to start the engine.
• Charging Circuit
The circuit supplies electricity to the batteries to
replenish consumed (discharged) electricity.
• Accessory Circuit
The circuit for accessories which will be activated
when the key switch is turned to the ACC position.
• Surge Voltage Prevention Circuit

The circuit to protect electronic components, such
as the controller, from surge voltage.
T2-3-1
POWER CIRCUIT
Since the negative terminal of the battery is grounded

to the vehicle frame, the battery supplies electricity to
the monitor, controller (PVC) and the radio as back-up
power source, and to the controller (EC) as main
power souce while the key switch is turned off.
Key Switch
Battery
Fusible link
Battery
Relay
1
Fuse Box
Load Dump
Relay
39
Fuse Box
Radio
Monitor
39 48
Controller (PVC)
EC Motor Relay
102
106
1 Controller (EC)
24
37
T162-02-03-001
T2-3-2
BULB CHECK CIRCUIT
When the key switch is turned to the ON position,

terminal B is connected to terminals ACC and M inside
the key switch.
Battery power flows to the monitor via the fuse box
since the electrical current from terminal M energizes
the battery relay. Then, all indicators on the monitor
come on for approximately 3 seconds. If any indicators
fail to come on, the bulbs have blown.
Key Switch
Fusible Link
Battery
Battery Relay
1 4 5
Fusible Link
Fuse Box
30 40
Monitor
29 Fuse Box
T162-02-03-002
T2-3-3
ENGINE START CIRCUIT
When the key switch is turned to the START position, Electrical current from terminal M flows to the
terminal B is connected to terminals G2, M and ST controller (EC) as a signal that the key switch is in the
inside the key switch. Battery power is routed to the ON or START position. Electrical current from terminal
starter relay 1 and starter terminal B via the battery M also flows to the fuel solenoid valve, actuating it.
relay as the electrical current from terminal M Electrical current from the battery relay flows into the
energizes the battery relay. Key switch terminal ST controller (PVC) and the monitor as their main power
connects to the starter relay 1, energizing the starter source.
relay coil. Because the starter relay coil is energized, Because the EC closes the EC motor relay coil side
electrical current flows to starter terminal S, rotating circuit, electrical current from the battery flows to the
the starter. EC motor via the EC motor relay and EC.
Key Switch
Fusible Link
Battery
Battery Relay
1 3 5 6
Starter Relay 1
Fusible
Link Fuse Box
Starter
Breaker
Fuse Box
Fuel Solenoid Valve
Starter Relay 2
Alternator 37 46
EC
Motor
Controller (PVC)
Relay
30 40
Monitor 26 Controller (EC)

39
29 102
EC
106 Motor
1
T162-02-03-003
T2-3-4
When the engine starts, the alternator starts
generating electric current, outputting it from alternator
terminals B and R.
Current from terminal R energizes the starter relay 2.
As a result, the starter relay 2 is turned off,
disconnecting the starter relay 1 ground line, thus
turning the starter relay 1 off.
Because the starter relay 1 is de-energized, the starter
does not rotate while the engine is running, in other
words, while the alternator is generating, even if the
key switch is in the START position.
Fusible Link Key Switch
Battery
Battery Relay
1 5 6
Starter Relay 1
Fusible
Link Fuse Box
Starter
Breaker
Fuse Box
Starter Relay 2
Alternator
T162-02-03-004
T2-3-5
CHARGING CIRCUIT
The key switch automatically returns to the ON position Electrical current from alternator terminal R energizes
upon releasing it after the engine starts. With the key the starter relay 2 disconnecting the line between the
switch in the ON position, terminal B is connected to starter relay 2 and the charge relay. Because the
terminals ACC and M inside the key switch. charge relay is de-energized, electrical current from
Electrical current from alternator terminal B charges the battery relay flows to the monitor via a fusible link
the battery via the breaker and battery relay. Also, and the charge relay, turning off the alternator
electrical current from alternator terminal B flows to indicator.
other circuits via the fusible links and fuses.
Key Switch
Fusible Link
Battery
Battery Relay
1 4 5
Fusible Link Charge Relay

Fuse Box
Breaker
Fuse Box
Starter Relay 2
Alternator
30 40 42
Monitor
29
T162-02-03-005
T2-3-6
ACCESSORY CIRCUIT
When the key switch is turned to the ACC position,

terminal B is connected to terminal ACC inside the key
switch.
Electrical current from terminal ACC is supplied to the
radio, horn, cigar lighter, and to the cab light via fuses
#18, #19 and #20.
Key Switch
Fusible Link
Battery
Battery
Relay
1 4
Fuse Box
Horn
Cigar Lighter
Radio Cab Light
T162-02-03-006
T2-3-7
SURGE VOLTAGE PREVENTION CIRCUIT
The surge voltage prevention circuit protects the

electronic components, such as the main controller,
from surge voltage which may be generated when the
engine is stopped.
When the key switch is turned to the OFF position with
the engine running, battery-relay-energizing current
from key switch terminal M stops flowing. With the
main power OFF, the monitor outputs surge-voltage-
prevention signal, keep-energizing the load dump relay
for approximately 30 seconds after the key switch is
turned off.
Then, the current from terminal #5 on the load dump
relay keeps the battery relay ON.
Thereby, the current from terminal B on the alternator
while the engine is rotated by inertia force is routed to
the batteries so that surge voltage is not developed.
Key Switch
Fusible Link
Battery
Battery Relay
1
Breaker
Load
Dump
B Relay
Alternator Fuse Box
39
Monitor
18
T162-02-03-007
T2-3-8
ENGINE STOP CIRCUIT
When the key switch is turned OFF with the engine The EC actuates EC motor to the engine stop position,
running, the signal, flowing from terminal M to the stopping the engine.
controller (EC) terminals No. 26 and No.39, i.e. Subsequently, the EC opens the EC motor relay coil
indicating that the key switch is in the ON position, is side circuit, cutting electrical current flowing into EC
cut. motor via the EC.
Key Switch
Fusible Link
Battery
Battery Relay
1 5
Load
Dump Fuse Box
Relay
39
Fuse Box
Radio
Monitor
26
39
102
106 Controller (EC)
EC Motor Relay
1
24
37
T162-02-03-009
T2-3-9
(Blank)
T2-3-10
MEMO
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SECTION 3
COMPONENT OPERATION
; CONTENTS;
;
Group 1 Pump Device Group 4 Pilot Valve
Outline .....................................................T3-1-1 Outline .....................................................T3-4-1
Main Pump ...............................................T3-1-2 Operation .................................................T3-4-2
Regulator .................................................T3-1-4
Pilot Pump..............................................T3-1-12 Group 5 Travel Device
N Sensor (Engine Speed Sensor) ...........T3-1-12 Outline .....................................................T3-5-1
P Sensor Travel Reduction Gear..............................T3-5-2
(Pump Delivery Pressure Sensor) .........T3-1-12 Travel Motor .............................................T3-5-3
A Sensor Travel Brake Valve ...................................T3-5-5
(Pump Displacement Angle Sensor) .....T3-1-12 Travel Motor Displacement
Angle Shift ..............................................T3-5-7
Group 2 Swing Device Parking Brake...........................................T3-5-9
Outline .....................................................T3-2-1
Swing Motor .............................................T3-2-2 Group 6 Others (Upperstructure)
Valve Unit .................................................T3-2-4 Pilot Shut-Off Valve ..................................T3-6-1
Swing Parking Brake ................................T3-2-6 Shockless Valve .......................................T3-6-2
Swing Reduction Gear..............................T3-2-7 Solenoid Valve..........................................T3-6-3
Accumulator .............................................T3-6-4
Group 3 Control Valve
Outline .....................................................T3-3-1 Group 7 Others (Undercarriage)
Hydraulic Circuit .......................................T3-3-6 Swing Bearing ..........................................T3-7-1
Flow Combiner Valve................................T3-3-8 Center Joint..............................................T3-7-2
Center Bypass Valve ................................T3-3-9 Track Adjuster ..........................................T3-7-3
Pump Control Valve................................T3-3-10
Main Relief Valve....................................T3-3-12
Overload Relief Valve .............................T3-3-13
Make-Up Valve .......................................T3-3-13
Holding Valve .........................................T3-3-14
Arm Regenerative Valve .........................T3-3-15
162T-3-1
(Blank)
162T-3-2
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of a transmission, two main The pilot pump is a gear pump, supplying pressure oil
pumps, and a pilot pump. to the pilot circuit.
According to the gear ratio of each power train, the
transmission distributes the engine power to the output
shafts to drive pumps. The gear ratio of the main
pumps and the pilot pump is 1.
The main pumps are variable displacement, swash
plate type plunger pumps, supplying high pressure oil
to the hydraulic cylinders and motors via the main
circuit.
Pilot Pump
Main Pump
Main Pump
Transmission
T162-03-01-001
T3-1-1
MAIN PUMP
Shaft (1) is spline-connected to cylinder block (6),

while plungers (5) are inserted into the cylinder block
bores.
The engine power is transmitted to shaft (1) via the

transmission. As shaft (1) rotates, plunger (5) rotates
along with cylinder block (6), sliding along the surface
of shoe plate (2). Because swash plate (4) is placed at
an angle against the plungers, plungers (5) reciprocate
in the bores of cylinder block (6), drawing and
discharging hydraulic oil.
1 2 3 3 2
4 5 6 6 5 4
W111-02-04-001
1 - Shaft 3 - Servo Piston 5 - Plunger 6 - Cylinder Block

2 - Shoe Plate 4 - Swash Plate
T3-1-2
Delivery Rate Increase/Decrease Operation
The main pump delivery rate is changed by changing

the swash plate angle (displacement angle), thus
changing the plunger stroke in the cylinder block
bores.
Servo piston (2) is moved by pressure oil from the
regulator to control the swash plate angle
(displacement angle). As swash plate (3) is
connected to servo piston (2), swash plate (3) angle
is changed by the movement of servo piston (2).
4 5
3 T117-02-01-003
1 - Shaft 3 - Swash Plate 5 - Cylinder Block 6 - Valve Plate

2 - Servo Piston 4 - Plunger
T3-1-3
REGULATORS
The regulators are provided on the top of the main As pump control proportional solenoid valve (11) is
pumps, controlling the pump delivery rate. activated, servo assist pressure Pi (delivery pressure
Main pump delivery pressure P1 is routed to spool (3) from the pilot pump) is reduced, becoming a pump flow
via check valve (10), acting on spool (3). Main pump control pressure, which then acts on pilot piston (1) via
delivery pressure P1 is also routed into the small passage (a). Also, servo assist pressure Pi is
chamber of servo piston (8) via passage (d) all the combined with main pump delivery pressure P1 via
time. passage (b) and check valve (2).
2
a b
e
10
11 d
c 6
1
5
7
3
9
4
Small
Chamber
Pi
P1
8
Pilot Pump
Main Pump
T3-1-4
Pi
a b 1 2 3 c 4 5 6
A
10
Small Chamber
Large Chamber 9 8 7 P1
Main Pump
Large Displacement Angle Small
T162-03-01-002
10 b d 4 5
Cross 7 Cross Section B
Section A e a b
11
Pi
Pilot Pump
9
T162-03-01-004
P1
8
T162-03-01-003
Main Pump
1 - Pilot Piston 4 - Sleeve 7 - Plug 10 - Check Valve

2 - Check Valve 5 - Pin 8 - Servo Piston 11 - Pump Control
Proportional Solenoid
Valve
3 - Spool 6 - Spring 9 - Feedback Lever
a - Passage for Pump Control Proportional Solenoid Valve Output e - Tank Port (Pump Control Proportional Solenoid Valve)
Pressure
b - Passage for Servo Assist Pressure to be Combined with Main P1 - Main Pump Delivery Pressure
Pump Delivery Pressure P1
c - Servo Piston Large Chamber Side Tank Port Pi - Servo Assist Pressure (Pilot Pump Delivery Pressure)
d - Passage to Servo Piston Small Chamber
T3-1-5
Regulator Operation with Flow Rate Control
Pressure 0 (Minimum Flow Rate)
When the flow rate control pressure from pump As servo piston (8) moves, feedback lever (9) rotates
control proportional solenoid valve (11) is 0, spool (3) counterclockwise around plug (7). Because the top
is pushed to the left by spring (6). As a result, main end of feedback lever (9) is connected to sleeve (4)
pump delivery pressure P1 is routed into the servo by pin (5), sleeve (4) moves to the left. Servo piston
piston (8) large chamber via check valve (10), sleeve (8) continues to move until the notch on spool (3) is
(4) and spool (3). Although main pump delivery closed completely.
pressure P1 is also routed into the small chamber, With the above operation, the pump displacement
servo piston (8) moves to the right due to the angle becomes the minimum, obtaining the minimum
difference in pressure receiving areas between the flow rate.
servo piston ends.
10
11
6
5
3
7
4
9
Large Chamber
Side
Small Chamber
Side
Pi
8 P1
Main Pump
T3-1-6
3 4 5 6
A
10
Small Chamber
Large Chamber 9 8 7
P1
Main Pump
162-03-01-002
10 d 4 5
Cross Cross Section B
Section A 7
11
Pi
Pilot Pump
9
T162-03-01-004
P1
8
T162-03-01-003
Main Pump
3 - Spool 6 - Spring 8 - Servo Piston 10 - Check Valve

4 - Sleeve 7 - Plug 9 - Feedback Lever 11 - Pump Control
Valve
5 - Pin
d - Passage to Servo Piston Small Chamber P1 - Main Pump Delivery Pressure
e - Tank Port (Pump Control Proportional Solenoid Valve) Pi - Servo Assist Pressure (Pilot Pump Delivery Pressure)
T3-1-7
Pressure Increasing (Increasing Flow Rate)
When pump control proportional solenoid valve (11) As servo piston (8) is moved to the left, feedback
is actuated, flow control pressure, proportional to the lever (9) rotates clockwise around plug (7). Because
movement of pump control proportional solenoid the top end of feedback lever (9) is connected to
valve (11), acts on pilot piston (1) via passage (a), sleeve (4) by pin (5), sleeve (4) moves to the right.
moving spool (3) to the right until spool (3) balances Servo piston (8) continues to move until the notch on
with spring (6). spool (3) is closed completely.
When spool (3) moves to the right, the large chamber With the above operation, the pump displacement
of servo piston (8) is connected to the hydraulic oil angle is increased, increasing pump delivery rate.
tank via passage (c) in spool (3). Since the main Note that the rate of the increment is proportional to
pump pressure P1 is routed into the small chamber of the increment of the flow rate control pressure.
servo piston (8) via passage (d) all the time, servo
piston (8) moves to the left and oil in the large
chamber is returned to the hydraulic oil tank.
a
10
11
c d
1 3
6
5
7
4
9
Large Chamber
Side
Small Chamber
Side
Pi
8 P1
Pilot Pump
Main Pump
T3-1-8
Pi
a
1 3 c 4 5 6
A
10
Small Chamber
Large Chamber 9 8 7
P1
Main Pump
162-03-01-002
10 d 4 5
Cross 7 Cross Section B
Section A a
11
Pi
Pilot Pump
9
T162-03-01-004
P1
8
T162-03-01-003
Main Pump
1 - Pilot Piston 5 - Pin 8 - Servo Piston 10 - Check Valve

3 - Spool 6 - Spring 9 - Feedback Lever 11 - Pump Control
Valve
4 - Sleeve 7 - Plug
a - Passage for Pump Control Proportional Solenoid Valve Output P1 - Main Pump Delivery Pressure
Pressure
T3-1-9
Pressure Decreasing (Decreasing Flow Rate)
When the flow control pressure from pump control As servo piston (8) moves, feedback lever (9) rotates
proportional solenoid valve (11) decreases, spool (3) counterclockwise around plug (7). Because the top
is returned to the left until it balances with spring (6). end of feedback lever (9) is connected to sleeve (4)
The pressure oil exerted on pilot piston (1) is returned by pin (5), sleeve (4) moves to the left. Servo piston
to the hydraulic oil tank via passages (a) and (e). (8) continues to move until the notch on spool (3) is
As spool (3) moves to the left, main pump pressure closed completely.
P1 is routed into the large chamber of servo piston (8) With the above operation, the pump displacement
via check valve (10), sleeve (4), and spool (3). angle is reduced, decreasing the pump flow rate.
Although main pump delivery pressure P1 is also Note that the rate of the flow rate reduction is
routed into the small chamber, servo piston (8) moves proportional to the reduction of the flow rate control
to the right due to the difference in pressure receiving pressure.
areas between the servo piston ends.
a
e
10
11
6
5
1
3 7
4
9
Large Chamber
Side
Small Chamber
Side
Pi
8 P1
Pilot Pump
Main Pump
T3-1-10
Pi
a 1 3 4 5 6
A
10
Small Chamber
Large Chamber 9 8 7
P1
Main Pump
T162-03-01-002
10 d 4 5
Cross Cross Section B
Section A 7
e a
11
Pi
Pilot Pump
9
T162-03-01-004
P1
8
T162-03-01-003
Main Pump
1 - Pilot Piston 5 - Pin 8 - Servo Piston 10 - Check Valve

3 - Spool 6 - Spring 9 - Feedback Lever 11 - Pump Control
Valve
4 - Sleeve 7 - Plug
a - Passage for Pump Control Proportional Solenoid Valve Output P1 - Main Pump Delivery Pressure
Pressure
T3-1-11
PILOT PUMP
Drive gear (1) is rotated by the transmission, rotating 2 1

driven gear (2).
1 - Drive Gear
2 - Driven Gear
T137-02-03-005
N SENSOR (ENGINE SPEED SENSOR) 3
The N sensor detects engine speed. (This engine

speed data is used for various controls.)
The N sensor is installed close to the tips of the
flywheel gear teeth, detecting the number of gear teeth
passing under the N sensor tip. The detected number
is converted to electrical signals.
4
3 - N Sensor
4 - Gear (Teeth)
T162-03-01-009
P SENSOR (PUMP DELIVERY PRESSURE

SENSOR)
The P sensor detects pump delivery pressure. (This

data is used for various controls.)
Pump delivery pressure is exerted on diaphragm (8).
Electrical signals proportional to the extent of
diaphragm deformation are sent the controller.
5 6 7 8
5 - Ground Terminal 7 - Power Source (5 V)
6 - Output Terminal 8 - Pressure Receiving Area T157-02-03-010
(Diaphragm)
A SENSOR
(PUMP DISPLACEMENT ANGLE SENSOR) 9
The pump displacement angle is transmitted to A

sensor (9) via lever (10). The A sensor detects
displacement angle changes as changes in electrical
resistance.
10
9 - A Sensor (Pump
Displacement Angle
Sensor)
10 - Lever
T162-03-01-010
T3-1-12
COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the valve unit, motor The reduction gear functions to reduce the rotation
and reduction gear. speed of the swing motor and to increase its torque
The motor is driven by pressure oil from the pump and before transmitting the rotational force from the swing
transmits rotational force to the reduction gear. motor to the pinion shaft.
The valve unit functions to protect the swing circuit.
Valve Unit
Motor
Reduction Gear
T162-03-02-001
T3-2-1
SWING MOTOR
The swing motor is a swash-plate-type axial plunger The spherical end of plunger (5) is installed in shoe (2)
motor. by a ball-and-socket joint. The shaft part of plunger (5)
The swing motor consists of shaft (4), swash plate (3), is inserted into rotor (6). Rotor (6) is installed onto shaft
shoes (2), plungers (5), rotor (6), valve plate (9), (4) with a spline coupling.
housing (1), and parking brake. The parking brake is a wet-type multiple disc brake,
consisting of friction plates (7) and plates (8).
1
7
6 2
3
5
T142-02-02-002
1 - Housing 3 - Swash Plate 5 - Plunger 7 - Friction Plate

2 - Shoe 4 - Shaft 6 - Rotor 8 - Plate
9 - Valve Plate
T3-2-2
Swing speed varies depending on the amount of oil The rotational force is then transmitted to the swing
delivered from the pump. reduction gear via the shaft. As the rotor is rotated,
When pressure oil is fed into the rotor bores via port the plungers are moved to port (B) side one by one,
(A), the plungers are pushed from the top to the returning oil to the hydraulic oil tank. When pressure
bottom causing the shoes to slide along the swash oil is fed via port (B), the motor rotates in the opposite
plate, developing rotational force. direction.
Plunger
Shoe
Shaft
T142-02-02-004
T3-2-3
VALVE UNIT
The valve unit consists of the make-up valve and the

relief valve.
Drain Port
Make-Up Valve
Make-Up Valve
When swing is stopped, the upperstructure tends to Port M
keep rotating due to swing inertia force, causing the (Make-Up Port)
swing motor to continue rotating further, and to begin
drawing oil from the pump, developing cavitation in Relief Valve
the motor.
The make-up valve draws hydraulic oil through the
port M (Make-up port) to compensate for the lack of
oil, and prevent cavitation. Control Valve
T142-02-02-005
Relief Valve
Make-Up Valve
Port M
Control Valve
T140-02-04-002
T3-2-4
Relief Valve
When starting or stopping swing operation, oil

pressure in the swing circuit becomes high. The relief
valve prevents the circuit pressure from rising higher
than the specified pressure. The plunger receives the
product force of pressure Pp at port P and area A2
from the right, and spring force plus the product force
of pressure Pg in chamber (g) and area A1 from the
left.
Chamber (g) is connected to port P through orifice
Relief Valve
(m). When force from the right exceeds that from the
left, the relief valve plunger opened.
NOTE: The figure shows the relief valve with the Control Valve
plunger opened.
T142-02-02-005
Spring A1 Plunger A2
Pp Port P
T142-02-02-006
Chamber (g) m
Pg
T3-2-5
SWING PARKING BRAKE
The swing parking brake is a wet-type multiple disc

brake.
Also, the swing parking brake is a negative type, i.e.
the brake is released when brake release pressure is
routed into brake-piston chamber (b).
The brake release pressure is supplied from the pilot
pump when a control lever is operated.
When the control levers are in neutral (or while the
engine is stopped), the brake release pressure is
returned to the hydraulic oil tank and the swing parking
brake is automatically applied by spring (1).
(Refer to the pilot circuit in the Hydraulic System Group
of the SYSTEM Section.)
When the brake is released (OFF):
Pressure Oil
1 from Pilot
• When Parking Brake is Released (OFF) (When Swing Parking Signal Circuit
Brake Release
Control Lever is Operated) Valve
When a control lever is operated, the pressure in
the pilot signal circuit rises because the
corresponding control valve spool is shifted. The
pressure in the pilot signal circuit acts on the
swing parking brake release valve, shifting it. As
the swing parking brake release valve is shifted,
the brake release pressure from the pilot pump is
routed into chamber (b) via the swing parking
brake release valve, acting on and pushing brake Brake
piston (2). As a result, plates (3) and friction plates Release
Chamber (b)
(4) become contact free with each other, thus Pressure from
Pilot Pump
releasing the parking brake.
3 4 2 T142-02-02-007
•
• When Parking Brake is Applied (ON) (When When the brake is applied (ON):
Control Levers are in Neutral.) Swing Parking
1
When the control levers are in neutral, the Drain Port Brake
pressure in the pilot signal circuit does not rise. Release
Valve
For this reason, the swing parking brake release
valve is not shifted and the parking brake release
pressure is not routed to chamber (b). The
pressure oil in chamber (b) is released to the
motor drain port via orifice (7).
Thus, plates (3), which are secured to the outer
circumference of rotor (6), and friction plates (4),
which are secured to the inner wall of motor
housing (5), are pushed by spring (1) via brake
piston (2), coming into tight contact with each Chamber (b) 7
other. As a result, rotor (6) is secured immovable, 5
thus applying the swing parking brake. T142-02-02-007
2 6 3 4
1- Spring 5 - Motor Housing

2- Brake Piston 6 - Rotor
3- Plate 7 - Orifice
4- Friction Plate
T3-2-6
SWING REDUCTION GEAR
The swing reduction gear is a planetary-gear-type two The motor shaft rotates first stage sun gear (9). As the
stage reduction gear. first stage reduction takes place between first stage
Both first and second stage ring gears (8) and (6) are planetary gears (1) and first stage carrier (7), second
immovable because they are fixed to the housing. stage sun gear (5) is rotated. Then, the second stage
reduction takes place between second stage planetary
gears (2) and second stage carrier (4) before the
rotational force is transmitted to shaft (3).
1
9
7
2
6
T162-03-02-003
1 - First Stage Planetary Gear 4 - Second Stage Carrier 6 - Second Stage Ring Gear 8 - First Stage Ring Gear
2 - Second Stage Planetary 5 - Second Stage Sun Gear 7 - First Stage Carrier 9 - First Stage Sun Gear
Gear
3 - Shaft
T3-2-7
(Blank)
T3-2-8
COMPONENT OPERATION / Control Valve
OUTLINE
The control valve regulates oil flow rate, oil flow Right (4-spool) block: Travel (R), Bucket 1, Boom 1,
direction, and oil pressure in the hydraulic circuit. The and Arm 2-sections, in that order viewed from the front
main control valve consists of two blocks: the right (4- side.
spool) block and the left (5-spool) block, connected. Left (5-spool) block: Travel (L), bucket 2, Boom 2, Arm
The main control valve is a pilot-pressure operated 1, and Swing sections, in that order viewed from the
type. front side.
The main control valve consists of main relief valves, The pump control valve is provided on each main
pump control valves, flow combiner valve, spools, arm control valve block downstream of each block's neutral
regenerative valve, and holding valves. passage. These pump control valves send pressure
The spool sections of the main control valve are signals to the DP sensor to control the main pump
arranged as follows: delivery rate.
Travel (R)
Front Side
BH: Bucket 1, LD: Bucket Open/Close
Travel (L) Boom 1
BH: Bucket 2, LD: Bucket Arm 2
Boom 2 Arm Regenerative Valve
Arm 1 DP Sensor
Swing
Pump Control Valve
Overload Relief Valve
Make-Up Valve 4-Spool Block
Tank Port (T2)

Holding Valve (Arm)
Overload Relief Valve Tank Port (T1)
5-Spool Block
Pump Port (Main Pump 1) T162-05-02-013
DP Sensor
Pump Control Valve

DP Sensor
Port (R1)
Make-Up Valve
Port (R2)
Holding Valve (Boom) Front Side
Shuttle Valve Main Relief Valve
Flow Combiner
NOTE: BH: Backhoe Valve Pump Port (Main Pump 2)
LD: Loading Shovel T162-05-02-012
T3-3-1
CONTROL VALVE
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
41
42
Swing Motor
40
Boom Cylinder
Arm Cylinder
39
38
16
Bucket Cylinder
17
18
19
20
37 21
36
22
35
34 23
33
Left Travel Motor
1 - Holding Valve Shift 12 - Load Check Valve 23 - DP Sensor (5-Spool Side) 33 - Main Relief Valve
Valve (Boom) (Arm 1 Tandem Circuit)
Tandem Circuit)
3 - Pump Control Valve 14 - Overload Relief Valve (Swing) 25 - Load Check Valve 35 - Check Valve (BH: Bucket 2
(4-Spool Side) (Left Travel Parallel Circuit) Parallel Circuit, LD: Bucket
Parallel Circuit)
(Arm 2 Parallel Circuit) (BH: Bucket 2 Parallel Circuit, (Boom 1 Parallel Circuit)
5 - Check Valve (Arm Flow 16 - Holding Check Valve (Arm) 27 - Check Valve (Bucket Flow 37 - Overload Relief Valve
Open/Close)
bining Circuit)
11 - Arm Regenerative 22 - Load Check Valve
Valve (Left Travel Tandem Circuit) (continued on next page)
T3-3-2
Swing
Arm 1 BH: Bucket 2
Boom 2 LD: Bucket
32 33 24 23
Arm 2
Left Travel
Bucket 1
BH: Bucket 1
LD: Bucket
Open/Close
31
Right Travel
Front Side
30 29 T162-05-02-009
T162-05-02-012
43 28 44 37 47 35 48 21
Right Travel Left Travel BH: Bucket 1 BH: Bucket 2
LD: Bucket LD: Bucket
Open/Close
22
20
25 26
34
21
46 45 T162-05-02-004
37 50 6 27 49 T162-05-02-005
43 - Right Travel Forward Port 45 - Left Travel Reverse Port 47 - BH: Bucket 1 (Roll-Out) Port 49 - BH: Bucket 2 (Roll-In) Port
LD: Bucket Open/ LD: Bucket (Tilt-In) Port
Close(Open) Port
44 - Left Travel Forward Port 46 - Right Travel Reverse Port 48 - BH: Bucket 2 (Tank) Port 50 - BH: Bucket 1 (Roll-In) Port
LD: Bucket (Dump) Port LD: Bucket Open/
Close(Close) Port
NOTE: BH: Backhoe

LD: Loading Shovel
T3-3-3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
41
42
Swing Motor
40
Boom Cylinder
Arm Cylinder
39
38
16
Bucket Cylinder
17
18
19
20
37 21
36
22
35
34 23
33
Left Travel Motor
1 - Holding Valve Shift Valve 12 - Load Check Valve 23 - DP Sensor (5-Spool Side) 33 - Main Relief Valve
(Boom) (Arm 1 Tandem Circuit)
Tandem Circuit)
3 - Pump Control Valve 14 - Overload Relief Valve 25 - Load Check Valve 35 - Check Valve (BH: Bucket 2
(4-Spool Side) (Swing) (Left Travel Parallel Circuit) Parallel Circuit, LD: Bucket
Parallel Circuit)
(Arm 2 Parallel Circuit) (BH: Bucket 2 Parallel Circuit (Boom 1 Parallel Circuit)
5 - Check Valve (Arm Flow 16 - Holding Check Valve (Arm) 27 - Check Valve(Bucket Flow 37 - Overload Relief Valve
Open/Close)
bining Circuit)
11 - Arm Regenerative Valve 22 - Load Check Valve
(Left Travel Tandem Circuit) (continued on next page)
T3-3-4
55 5 56
51 52

7
16 13
17
38 40
8
36 18
12
2
1
19 9
4
15
39 54 53 T162-05-02-006
38 58 57 T162-05-02-007
41 3 59
Swing
14
15
42 10
14
40 60 T162-05-02-008 T162-05-02-010
51 - Boom 1 (Lower) Port 54 - Boom 1 (Raise) Port 57 - BH: Arm 1 (Roll-In) Port 59 - Swing (Left) Port
LD: Arm 1 (Extend) Port
52 - Boom 2 (Lower) Port 55 - BH: Arm 2 (Roll-Out) Port 58 - BH: Arm 2 (Roll-In) Port 60 - Swing (Right) Port
LD: Arm 2 (Retract) Port LD: Arm 2 (Extend) Port
53 - Boom 2 (Raise) Port 56 - BH: Arm 1 (Roll-Out) Port
LD: Arm 1 (Retract) Port
NOTE: BH: Backhoe

LD: Loading Shovel
T3-3-5
HYDRAULIC CIRCUITS
Main Circuit
Oil flow from the main pumps is routed to the 4-spool When the travel levers are operated, the travel pilot
block and 5-spool block of the control valve. A parallel signal circuit in the main control valve is restricted by
passage is provided on both control valve blocks, the movement of the travel spools, increasing the
making combined operations possible. pilot pressure. This pressure-increased pilot pressure
The main relief valve is provided in the main circuit to flows into the pressure reducing valve. (Refer to the
set the main circuit pressure to a certain level. In heading Pilot Circuit in Hydraulic Circuit Group,
addition, an overload relief valve is provided in each SYSTEM Section.)
of the boom, arm, bucket, and swing circuits. When the front attachment cylinders/swing motors
A pump control valve is provided downstream of each are operated, the pilot pressure in the front att. pilot
control valve block's neutral passage. signal circuit in the main control valve increases,
shifting the flow combiner valve. Also, the pilot signal
Pilot Signal Circuit pressure flows to the swing parking brake release
Pressure oil from the pilot pump flows through the valve.
control valve blocks, acting as pilot signals.
T3-3-6
Pump Control Valve

(4-Spool Block Side) Front Att. Pilot Signal Circuit
Overload Relief
Valve
Overload Relief
Overload Valve
Relief Valve
From the pilot

pump
Travel Pilot
Signal Circuit
Main Relief Valve
4-Spool
Block
5-Spool Block
Side
Pump Control Valve (5-Spool Block
From the main To the pressure Side)
relief pressure reducing valve.
shift solenoid valve.
T162-03-03-003
To the swing parking brake release valve.
NOTE: Spools in the control valves are arranged

as follows.
4-spool block side: 5-spool block side:

BACKHOE LOADING SHOVEL FRONT BACKHOE LOADING SHOVEL FRONT
(Top to Bottom) (Top to Bottom) (Top to Bottom) (Top to Bottom)
Arm 2 Arm 2 Swing Swing
Bucket 1 Bucket Open/Close Boom 2 Boom 2
Travel Right Travel Right Bucket 2 Bucket
Travel Left Travel Left
T3-3-7
FLOW COMBINER VALVE
When a control lever, other than the travel levers, is If the travel control levers are operated with the above
operated, the front att. pilot signal circuit is restricted by mentioned control lever operated, oil flow from the
the movement of the main control valve spool, main pump 2 is routed to both Travel (R) and Travel (L)
increasing the pilot pressure and shifting the flow spools, securing straight travelability in travel combines
combiner valve. operations.
Front Att. Pilot Signal Circuit
Boom Cylinder
Boom 2
Boom 1
Travel (L)
Travel (R)
Flow Combiner
Valve
4-Spool
Block Side 5-Spool Block Side

Right Travel Motor Left Travel Motor
T162-03-03-004
T3-3-8
CENTER BYPASS VALVE
(Loading Shovel Only)
The center bypass valve combines the flows of Main At the same time, bucket tilt-in pilot oil is also directed
Pumps 1 and 2 for bucket tilt-in during bucket tilt- to the center bypass valve located in the 4-spool block.
in/arm extend combined operations in order to in- The center bypass valve shifts to the left blocking the
crease the flow of hydraulic oil to the bucket cylinder. flow from main pump 2 heading back to the hydraulic
The center bypass valve is dormant on the backhoe oil tank. This oil is then routed into the 5-spool block
because there are 2 bucket spools which direct oil where it combines with the flow from main pump 1 ex-
from both main pumps to the bucket cylinder individu- tending the bucket cylinder.
ally.
When the bucket tilt-in and arm extend control levers

are actuated at the same time, bucket tilt-in pilot oil is
directed to the bucket tilt-in preference valve which
shifts to block arm extend pilot oil heading from the
pilot pump to the extend side of arm spool 2. This
keeps the arm 2 spool in neutral position even though
the arm extend function has been actuated so that oil
from main pump 2 can still pass through the neutral
passage and reach the center bypass valve.
Bucket Tilt-In
Preference Valve
Center
Bypass Valve
From Pilot
Valve Arm
Extend Port
Arm 1
Arm 2
Arm
Cylinder
From Pilot
Valve Bucket
Tilt-In Port
Bucket
Bucket
Cylinder
4-Spool Block
Side
5-Spool Block Side
T162-02-02-016
T3-3-9
PUMP CONTROL VALVE
A pump control valve is provided on the farthest

downstream part of the neutral passage in each 4-
spool and 5-spool control valve block.
The pump control valve routes neutral passage oil
flows before and after the pump control valve's orifice
to the DP sensor as pump flow control signals. If the
pressure difference is large, the pump flow rate is
decreased. If it is small, the pump flow rate is
increased.
Pump Control Valve (4-Spool Block Side)
Neutral
Passage
DP Sensor (Pressure
Difference Sensor)
Neutral
Passage
DP Sensor (Differential
Pressure Sensor)
4-Spool 5-Spool
Block Side Block Side
Pump Control Valve (5-Spool Block Side)
T162-03-03-005
T3-3-10
Pump control valve operation when control valve Pump control valve operation when control
spools are in neutral. levers are operated.
When the control valve spools are in neutral, all oil When a control lever is operated, a control valve
flowing from the main control valve goes through the spool is shifted to route oil flow to an actuator,
orifice before it is returned to the hydraulic oil tank. reducing the oil flow rate in the neutral passage. As a
The pressure difference between before and after the result, the pressure difference between before and
orifice becomes large, reducing the main pump flow after the orifice becomes small, increasing the main
rate to the minimum. pump flow rate.
DP Sensor (Differential Pressure Sensor)
To the controller.
Orifice
Neutral Passage
Poppet Spring
T111-02-05-016
Return Line Pump Control Valve
Pump Control Valve Operation as a Relief Valve
Normally the pump control valve does not act as a

relief valve. However, if oil flow in the neutral passage
becomes excessive, a poppet opens to provide an
extra passage to the return line, in addition to the
orifice passage, to release excessive pressure.
Orifice Poppet
Neutral Passage
T111-02-05-017
Return Line Pump Control Valve
T3-3-11
MAIN RELIEF VALVE
Main relief valve set pressure can be shifted in two

stages using the pilot pressure from main relief
pressure shift solenoid valve (SA).
When traveling or when operating in the precision
mode, the main relief pressure is set in the high stage
2
(high relief pressure: 34.3 MPa (350 kgf/cm , 4980
psi)). In other cases, the main relief pressure is set in
the low stage (low relief pressure: 30.9 MPa (315
2
kgf/cm , 4480 psi)).
Main Relief Valve Operation in Low Main Relief

Pressure Setting
When the travel pressure switch is OFF or when the When pressure at port Hp rises to the set pressure,
work mode is set in other than the precision mode, the pilot poppet opens, routing oil at port Hp to port Lp
the main relief valve shift solenoid valve is not excited via passage A.
and, as a result, no pilot pressure exerts on the The pressure in spring A chamber decreases as the
shuttle valve port pF2. At the same time, port pF1 is pilot poppet opens, causing the main poppet to open.
open to the hydraulic oil tank line. For this reason, the As a result, pressure oil at port Hp is directly routed to
main relief valve piston is not pushed to the left, port Lp.
keeping the pilot poppet setting relatively low.
Main Poppet Pilot Poppet Spring Piston
Lp
Hp
Lp
pF1 pF2 Shuttle Valve

Passage A
Spring A Chamber
Main Relief Valve Shift Solenoid Valve
T111-02-05-014
Main Relief Valve Operation in High Main Relief

Pressure Setting
When the travel pressure switch is ON or when the In other words, the main relief pressure setting is
work mode is set in the precision mode, the main shifted to the high stage.
relief valve shift solenoid valve is excited and, as a The valve operation is the same as the one in the low
result, a pilot pressure is routed to the shuttle valve main relief pressure setting.
port pF2. This pilot pressure acts on the piston,
pushing it to the left. As a result, the spring is
compressed, increasing the pilot poppet setting force.
T3-3-12
OVERLOAD RELIEF VALVE
(With Make-Up Function)
An overload relief valve is provided on each of swing, 3 4

boom, arm, and bucket actuator port, preventing
HP
excessive pressure from arising in each actuator
circuit if each actuator should be forcibly moved by an
external force.
When the pressure at port HP overcomes spring (4),
pilot poppet (3) opens, decreasing the pressure in
chamber (a). As a result, piston (1) is moved to the
right, opening main poppet (2), thus routing pressure LP
oil at port HP directly to port LP.
T111-02-05-019
Make-Up Function
a
In addition, the overload relief valve draws oil from the 1 2
hydraulic oil tank line (port LP line) to prevent HP
cavitation from occurring if the actuator circuit (port
HP line) pressure becomes negative.
1 - Piston 3 - Pilot Poppet LP

2 - Main Poppet 4 - Spring
T111-02-05-021
MAKE-UP VALVE
5 6
d1
A make-up valve is provided on the cylinder port of d2
boom 2 and arm 2 sections, reinforcing the overload HP
relief valve's make-up function.
Poppet (5) is closed when the pressure at port HP is
higher than the pressure at port LP due to the
difference in pressure receiving areas of poppet ends
d1 and d2.
If the pressure at port HP becomes lower than the LP
pressure at port LP, port LP pressure for the area b
difference between d1 and d2 is applied to the poppet
(5), opening it. T111-02-05-023
HP
LP
5 - Poppet 6 - Spring
T111-02-05-024
T3-3-13
HOLDING VALVE
A holding valve is provided on the boom raise side and ∗

∗ NOTE: In the case of loading shovel specification,
arm roll-out side cylinder ports, preventing the boom the operation is arm retract.
and arm cylinders from retracting when the control ∗∗
In the case of loading shovel specification,
levers are in neutral. the operation is arm extend.
• Holding valve operation when the control levers

are in neutral.
The cylinder holding pressure at cylinder port C Because of the difference in the sizes of pressure
acts on chamber (a) via orifice (b) in check valve receiving areas d1 and d2, check valve (2) is
(2). securely seated on cylinder port C, closing the
cylinder port.
External Force
1
g
a a
d1
2 Holding Pressure
g b
b c
d2 3
d c 3
Pi
e
e d
T111-02-05-025
• Holding valve operation when the boom lower or
∗∗
arm roll-in control lever is operated.
Pilot pressure Pi acts on poppet (1), connecting opens. At the same time, spool (3) is moved to form
chamber (a) and the hydraulic oil tank line. As the a circuit [(c)→(d)→(e)] so that the actuating cylinder
pressure in chamber (a) decreases, check valve (2) (boom or arm) can move.
a
a
2
c
3
c 3
d
Pi
e
e d
T111-02-05-026
1 - Poppet 2 - Check Valve 3 - Spool
T3-3-14
ARM REGENERATIVE VALVE
1
The arm regenerative valve is provided to help smooth
arm operation and to prevent arm hesitation in the PR PB
∗
arm roll-in from occurring.
Return oil from cylinder rod side is restricted in two 8

stages at orifice (A) in spool (2) and at orifice (B) in
arm regenerative valve (7), increasing cylinder rod side h i
2
pressure PR.
A
When rod side pressure PR becomes larger than
bottom side pressure PB, check valve (3) opens,
routing the return oil from the rod side to supplement e f
the pump oil flow to the bottom side. c
3
7
∗
NOTE: In the case of loading shovel specification,
the operation is arm extend. b 6
9
d
a B
T162-03-03-006
PR PB
8
9
A
h
f e a i d
e
7 B
d
c
3
6 5 4
T111-02-05-028
1 - Arm Cylinder 4 - Piston 6 - Spring 8 - Holding Valve

2 - Spool 5 - Spool 7 - Arm Regenerative Valve 9 - Load Check Valve
3 - Check Valve
T3-3-15
When bottom side pressure PB is higher than rod side
pressure PR, check valve (3) closes. Moreover, bottom 1
side pressure PB acts on piston (4) in arm
regenerative valve (7) via passage (b). As a result, PR PB
spool (5) is moved to the left, widening orifice (B), thus
returning rod side oil faster to hydraulic oil tank
passage (d). 8
h i
2
A
e f
c
3 7
b 6
9
d
a B
T162-03-03-006
PR PB
8
9
A
h
f e a i d
e
7 B
d
c
3
6 5 4
T111-02-05-029
1 - Arm Cylinder 4 - Piston 6 - Spring 8 - Holding Valve
2 - Spool 5 - Spool 7 - Arm Regenerative Valve 9 - Load Check Valve
3 - Check Valve
T3-3-16
COMPONENT OPERATION / Pilot Valve
OUTLINE
The pilot valve functions to control the pilot pressure oil, The machine is equipped with the front attachment
causing the control valve spools to move. When a /swing pilot valve, the travel pilot valve and the bucket
control lever is operated, the pilot valve sends a pilot open/close pilot valve (for loading shovel).
pressure, in proportion to the lever stroke, to the Construction and operation of all pilot valves are
control valve to move the respective control valve almost identical.
spool.
Front Attachment/Swing Pilot Valve Travel Pilot Valve Bucket Open/Close Pilot Valve
15
8
9 10 11
19 18 17 16
T142-02-04-002
7 2
6 3
14 13 12
T142-02-04-004
5 4
T142-02-04-003
1 - Left Pilot Valve 6 - Port T 11 - Left Travel Reverse Port 16 - Plug (Bucket Open)
(Right Pilot Valve)
2 - Left Swing Port 7 - BH: Arm Roll-Out Port 12 - Right Travel Reverse Port 17 - Port P
(Boom Raise Port) LD: Arm Retract Port
(Bucket Roll-In Port)
3 - Port P 8 - Travel Pilot Valve 13 - Port T 18 - Port T
4 - BH: Arm Roll-In Port 9 - Left Travel Forward Port 14 - Right Travel Forward Port 19 - Plug (Bucket Close)
LD: Arm Extend Port
(Bucket Roll-Out Port)
5 - Right Swing Port 10 - Port P 15 - Bucket Open/Close Pilot Valve
(Boom Lower Port)
NOTE: Ports in parentheses are the ones on the

right pilot valve.
BH: Backhoe
LD: Loading Shovel
T3-4-1
OPERATION
Spool (7) is held upward by return spring (6) via spring

guide (4). Spring guide (4) cannot be lifted further as it
is held by the lower neck of spacer (3) that is making
contact with bushing (2) which is immovable.
With spool (7) in this position, the output port is
connected to port T via a notch on spool (7).
In neutral Full Stroke Operation

(Pusher stroke: A to B in the output diagram) (Pusher stroke: E to F in the output diagram)
When the control lever is in the neutral position, spool When the control lever is moved further to the stroke
(7) completely blocks pressure oil from port P. Since end, pusher (1) is lowered until spring guide (4)
the output port is open to port T, pressure at the comes in contact with the stepped part of the valve
output port equals that of the hydraulic oil tank. housing.
When the control lever is slightly moved, pusher (1), At the stroke point “D(E)”, pusher (1) comes in direct
spacer (3), and spring guide (4) move downward as a contact with spool (7) so that the lower notch does not
unit against return spring (6) and balance spring (5). close from this point on to the stroke end.
As the neck of spool (7) is pulled downward and held For this reason, the pressure at the output port rises
against spring guide (4) by balance spring (5), spool until it reaches port P pressure, and stays there.
(7) is also moved downward together with the above-
mentioned unit until clearance (A) of the spool notch
becomes zero.
Operation Corresponding to the control lever

stroke
(Pusher stroke: C to D in the output diagram)
E F
As the control lever is moved further, the lower notch Output Port Pressure
on spool (7) reaches port P, routing pressure oil from (Pilot Pressure)
port P to the output port, thus increasing pressure at D
the output port. A part of the pressure oil at the output
port is routed inside spool (7) via a passage on spool
(7), acting against spool (7) from the inside, pushing it
upward, and also acting against piston (8). As long as
the force of balance spring (5) is larger than this C
upward pressure, the output port pressure rises
continuously.
When the output port pressure overcomes balance A B Pusher Stroke
spring (5) force, spool (7) is moved upward,
compressing balance spring (5). As a result, the
Output Diagram
lower notch is closed to block pressure oil from port P
to the output port, stopping pressure rise at the output
port.
If the control lever is further moved, spool (7) is
pushed downward again, opening the notch and
increasing the output port pressure. At this time,
balance spring (5) is compressed for the amount
equivalent to the movement of spool (7). For this
reason, the output pressure rises further until the
output pressure (pressure force to push spool (7)
upward) balances against balance spring (5) force.
T3-4-2
Pusher Stroke : A to B
Ȓ2
4
5
Notched Part
6 Notched Part
7
7
Port T
Output Port
Port P
T142-02-04-007
T142-02-04-006
Pusher Stroke : C to D Pusher Stroke : E to F
Notched Part
4
5
7
Notched Part Output Port

Passage Notched Part
Output Port Port P
Port P
T142-02-04-009
T142-02-04-008
1 - Pusher 3 - Spacer 5 - Balance Spring 7 - Spool

2 - Bushing 4 - Spring Guide 6 - Return Spring 8 - Piston
T3-4-3
(Blank)
T3-4-4
COMPONENT OPERATION / Travel Device
OUTLINE
The travel device consists of travel motor (11), the

travel reduction gearȀȻparts (1) to (10), (12) and (13)Ƚ,
and sprocket (14).
1
6
7
8
10
14
13
12
11
T162-03-05-005
1 - Third Stage Carrier 5 - Ring Gear 9 - Second Stage Planetary 12 - Housing
Gear
2 - Third Stage Sun Gear 6 - Shaft 10 - Third Stage Planetary Gear 13 - Drum
3 - Second Stage Carrier 7 - First Stage Carrier 11 - Travel Motor 14 - Sprocket
4 - First Stage Planetary Gear 8 - Second Stage Sun Gear
T3-5-1
TRAVEL REDUCTION GEAR
The travel reduction gear is a third stage planetary As third stage carrier (2) is held stationary with housing
gear type. When the travel motor rotates, shaft (7) (12), ring gear (1) rotates.
rotates, transmitting this motor-driving power to ring Ring gear (1) is bolted to sprocket (11) so that sprocket
gear (1) via first stage planetary gears (8), first stage (11) is rotated.
carrier (6), second stage sun gear (5), second stage
planetary gears (9), second stage carrier (4), third
stage sun gear (3), third stage planetary gears (10)
and third stage carrier (2).
12 13 2 3 4 5
12 2 3 4 5 6
7
Third Second First

Stage Stage Stage
10 9 1
T162-03-05-001
11 10 9 1 T111-03-04-011
11
1 - Ring Gear 5 - Second Stage Sun Gear 8 - First Stage Planetary Gear 11 - Sprocket
2 - Third Stage Carrier 6 - First Stage Carrier 9 - Second Stage Planetary 12 - Housing(Travel Motor)
Gear
3 - Third Stage Sun gear 7 - Shaft 10 - Third Stage Planetary Gear 13 - Drum
4 - Second Stage Carrier
T3-5-2
TRAVEL MOTOR
The travel motor is a swash-plate-type axial plunger Tilt pistons (12) (4 provided) change the displacement
motor, with a built-in hydraulically-released, wet-type angle of swash plate (6); swash plate (6) is moved (the
multiple disc parking brake (3). angle is changed), having the contact point with ball (8)
The travel motor consists of swash plate (6), rotor (16), as the supporting point.
plungers (14) with shoes, valve plate (1), output shaft Rotor (16) is in tight contact with valve plate (1)
(10), tilt pistons (12), and casing (7). because of the spring force exerted by spring (5).
1 2 3 4 5 6 7
10
17
16 11
15 14 13 12
T162-03-05-002
1- Valve Plate 6- Swash Plate 10 - Output Shaft 14 - Plunger

2- Spring 7- Casing 11 - Spring 15 - Brake Piston
3- Parking Brake 8- Ball 12 - Tilt Piston 16 - Rotor
4- Retainer Plate 9- Roller Bearing 13 - Holder 17 - Valve Cover
5- Spring
T3-5-3
Pressure oil from the pump flows to port A of valve As output shaft (6) rotates, rotor (2) also rotates. Then,
plate (1), and enters into one-sided bores in rotor (2) when plungers (3) reach port B, oil is routed to the
located just behind the right-side crescent-shaped oil hydraulic oil tank.
port (port A side) of valve plate (1). Whether pressure oil from the pump is supplied to port
Then, plungers (3) in the right half side of rotor (2) are A or port B determines travel direction.
pushed out toward swash plate (5), and slide on the
swash plate to rotate rotor (2) and output shaft (6).
Port B Port A
Port B
Port A
1
2
4
6 5 Valve Plate
T111-03-04-004
1 - Valve Plate 3 - Plunger 5 - Swash Plate 6 - Output Shaft

2 - Rotor 4 - Shoe
T3-5-4
TRAVEL BRAKE VALVE
The travel brake valve is located on the travel motor

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

Ensures smooth starts and stops and prevents Ensures smooth starts and stops, and prevents
overrunning when traveling down slopes. cavitation from occurring in the motor circuit by
functioning together with counterbalance valve.
Overload Relief Valve:
Prevents overloads and surge pressure in the motor Travel Speed Shift Valve:
circuit. Controls the tilt pistons when travel mode switch is
operated.
Check Valve
Counterbalance Valve
Travel Speed Shift Valve

T111-03-04-009
T3-5-5
Travel Operation Descending Operation
When supply oil from the control valve is routed to When the machine travels down a slope, the travel
port BV, supply oil flows around spool CB, opens motors are forcibly driven by the machine weight so
check valve BC and is led to motor port BM. However, that the motor sucks oil like a pump. When the motor
return oil from motor port AM is blocked by check sucks oil, oil pressure at port BV and chamber G
valve AC and spool CB. decreases, causing spool CB to move to the right.
As supply oil pressure at port BV increases, supply oil Then, the return oil flow from the motor is restricted
is routed to chamber G through orifice F in spool CB, by the spool, increasing pressure at port AM.
moving spool CB to the left against spring force. The increased pressure at port AM brakes the motor.
Consequently, return oil from motor port AM starts to Thus, the restricted return oil flow increases the
flow into port AV through notch H in spool CB, pressure at port BV again, moving spool CB back to
allowing the travel motor to rotate. the left. This repeat movement of the spool (hydraulic
brake action) prevents the machine from overrunning.
When the travel levers are returned to the neutral
position, the oil in both ports AV and BV are routed to Circuit Protectors
the hydraulic oil tank through the control valve. Thus,
oil pressure in chamber G decreases, and spool CB If pressure in the circuit increases over the setting
is moved back to the original position by spring force. pressure of overload relief valve, this valve opens to
Then, the oil flow circuit is blocked, causing the travel relieve peak pressure to the lower pressure side to
motors to stop rotating. protect the motor from overloading. This valve also
functions to release shock pressure caused by inertia
force developing when the motor stops.
When the motor draws oil because of pumping
operation, check valve BC opens to the make up
circuit, so that cavitation will not develop in the circuit.
Spool CB H Check Valve AC
Overload Relief Valve F
AV
AM
BV
Check Valve BC
BM
T111-03-04-010
T3-5-6
TRAVEL MOTOR DISPLACEMENT ANGLE
SHIFT
Travel speed mode shifts as the displacement angle of

swash plate (4) is changed by tilt pistons (5).
• Slow Speed Travel

(Maximum Displacement Angle)
While pressure-reduced pilot pressure (3) is With the above, the swash plate (4) displacement
supplied to travel speed shift valve (1), spool (7) is angle is held the maximum, and thus plunger (6)
held in neutral by spring (2), blocking pressure oil stroke becomes the maximum. Accordingly, the
from the control valve. At the same time, the line to amount of oil required to rotate the travel motor (per
tilt pistons (5) is open to the hydraulic oil tank line. turn) becomes the maximum, resulting in slow speed
travel motor operation.
(Refer to the Control System Group in the SYSTEM
Section for the control circuit.)
5 6
2 7 8 7 1
To Hydraulic Oil Tank
10 4
5 3
From Control Valve

T142-03-01-003
1 - Travel Speed Shift Valve 4 - Swash Plate 6 - Plunger 8 - Chamber A

2 - Spring 5 - Tilt Piston 7 - Spool 9 - Ball
3 - Pilot Pressure
(From the reducing valve)
T3-5-7
• Fast Speed Travel
(Minimum Displacement Angle)
While non-pressure-reduced pilot pressure (3) is Tilt pistons (5) push swash plate (4), changing the
supplied to travel speed shift valve (1), pilot pressure displacement angle to the minimum, resulting in the
(3) is supplied to chamber A (8), shifting spool (7). fast speed travel motor operation.
Then, pressure oil from the control valve exerts on (Refer to the Control System Group in the SYSTEM
tilt pistons (5). Section for the control circuit.)
5 6
From Travel Speed 7 8 7 1

Shift Valve
10 4
5 3
From Control Valve
T142-03-01-004
1 - Travel Speed Shift Valve 4 - Swash Plate 6 - Plunger 8 - Chamber A

2 - Spring 5 - Tilt Piston 7 - Spool 9 - Ball
3 - Pilot Pressure
(From the reducing valve)
T3-5-8
PARKING BRAKE
The parking brake is a negative-type brake released Friction plates (4) are connected to rotor (6), and
when pilot oil pressure is applied to parking brake plates (3) to casing (5) via spline coupling respectively.
chamber M. Whenever the travel control valve spools When spring (1) pushes piston (2) to the right, friction
are in neutral, the parking brake is automatically plates (4) come into contact with plates (3), applying
applied. the parking brake.
(Refer to the pilot circuit diagram in the Hydraulic
Circuit Group, the SYSTEM Section, for pilot oil flow.)
1 M 2 3 4 5
6 T162-03-05-002
1 - Spring 3 - Plate 5 - Casing 6 - Rotor

2 - Piston 4 - Friction Plate
T3-5-9
Brake ON
1
When the control lever (BH: Travel Lever Only, LD:
Any Lever) is in the neutral position, friction plates (4)
and plates (3) are pressed down by spring (1) force,
braking the motor. Pressure oil in brake chamber M is
released to the hydraulic oil tank.
M
2
3
4
5
6
T162-03-05-003
Brake OFF
1
When the control lever (BH: Travel Lever Only, LD:
Any Lever) is operated, pilot oil is led to brake
chamber M and pushes brake piston (2) against
spring (1) force. Consequently, friction plates (4) are
separated from plates (3), releasing the parking M
brake.
5
6
T162-03-05-004
1 - Spring 3 - Plate 5 - Casing 6 - Rotor

2 - Piston 4 - Friction Plate
NOTE: BH: Backhoe

LD: Loading Shovel
T3-5-10
COMPONENT OPERATION / Others (Upperstructure)
PILOT SHUT-OFF VALVE
To Pilot Valve
The pilot control shut-off valve is a manually operated
switch valve. The valve spool is rotated when the pilot
control shut-off lever is operated, switching ON and
OFF the pilot pressure oil to the pilot valve.
From Pilot
Valve
To Hydraulic
Oil Tank
From Pilot
Valve
From Pilot
Pump
T162-03-06-001
From Pilot Valve
• Operation with Pilot Control Shut-Off Lever in
LOCK Position
When the pilot control shut-off lever is in the

LOCK position, the pilot shut-off valve is set in
neutral (OFF), blocking the pilot pressure oil from
the pilot pump to the pilot valve. The pilot pressure
oil in the pilot valve side is routed to the hydraulic
oil tank. As a result, the pilot valves become
inoperable with the control levers.
From Pilot Pump To Hydraulic Oil Tank

T162-03-06-002
To Pilot Valve
• Operation with Pilot Control Shut-Off Lever in

UNLOCK Position
When the pilot control shut-off lever is moved to

the UNLOCK position, the pilot shut-off valve is
turned to the ON position, blocking the line to the
hydraulic oil tank and, at the same time, routing
the pilot pressure oil from the pilot pump to the
pilot valves. Thus, the pilot valves become
operable with the control levers.
From Pilot Pump
T162-03-06-003
T3-6-1
SHOCKLESS VALVE
The shockless valve regulates the pilot oil flow

5
between the pilot valve and control valve spools.
Shockless Valve (for Boom and Arm Functions) 2

1
The shockless valve consists of orifices (2) and (6),
check valve (3), restriction release shift valve (4),
3
check valve (1) (used in the heating circuit), and
shuttle valve (5).
4
• When the boom raise control lever is operated, the T105-02-09-001

pilot valve is actuated, sending pilot pressure oil to 1 5
port A1. At the same time, port A2 is connected to A3
A1 A2
the hydraulic oil tank line.
At the start of pilot valve operation, pressure oil from T1
port A1 goes through orifice (2) only. The pressure
oil is regulated as it goes through orifice (2), acting
on the control valve spool from port B1 side. As the
pressure at port A1 rises, check valve (3) opens.
B1 B2 B3
T111-02-07-005
• Return oil from port B2 also goes through orifice (6) 2 3 4 6
only before it returns to the hydraulic oil tank in the From Port A1 Side
4
beginning of the pilot valve operation. As the
pressure at port A1 rises, restriction releasing shift
valve (4) is actuated, regulating the return oil in
proportional to the pressure value.
B2
A2
Heat Circuit 2 3
T105-02-09-005
Hydraulic oil relieved from the pilot relief valve enters A2 A4

port T1. Then, it flows to the pilot valve from each port 5
A (A1 to A4) via heat circuit check valve (1).
Shuttle Valve To T1
To P2
The shuttle valve outputs pilot pressures from port A2
∗
(boom lower) and port A3 ( arm roll-out) to port P2
(Pressure switch: Others).
1 - Heat Circuit Check Valve 4 - Restriction Releasing T105-02-09-004

A1 1 A3
Shift Valve
2 - Orifice 5 - Shuttle Valve
3 - Check Valve 6 - Orifice
∗
NOTE: In the case of loading shovel specification,
the operation is arm retract.
T3-6-2
SOLENOID VALVE
The solenoid valve unit (two solenoid valves used), Travel Mode Main Relief Pressure Shift
pump control proportional solenoid valve, and swing Shift Solenoid Solenoid Valve
preference circuit shift solenoid valve are provided on Valve
the machine.
Solenoid Valve Unit
• Solenoid Valve Unit
The solenoid valve unit consists of two solenoid Pilot Relief Valve
SB SA
valves SA and SB, and pilot relief valve.
Solenoid Valve SA: Main Relief Pressure Shift
Solenoid Valve.
The solenoid valve SA functions
to raise the main relief valve
setting upon receiving a signal
from the PVC.
Solenoid Valve SB: Travel Mode Shift Solenoid
Valve
The solenoid valve SB functions
to shift the travel motor
displacement angle when the
travel mode switch is operated.
(Refer to the Pilot Circuit in
Hydraulic System Group, T142-02-05-012
SYSTEM Section.)
• Swing Preference Circuit Shift Solenoid Valve

The swing preference circuit shift solenoid valve
Spring Spool Solenoid
regulates the control valve upon receiving signals
from the PVC. (Refer to the Hydraulic System Group
in SYSTEM Section.)
• Pump Control Proportional Solenoid Valve

The pump control proportional solenoid valve
regulates the pump flow rate upon receiving signals
from the PVC. (Refer to the Regulator in Pump
Device Group, in this section.) T111-02-07-003
Solenoid Valve Operation P Output T2

Port Tank Port
• In Neutral: The spool is pushed to the right by
the spring. Pilot pressure P is Spool Spring
blocked.
• When Excited: The spool is pushed to the left by

the excited solenoid valve. Pilot
pressure P is routed to the output
port.
Pilot Relief Valve

T111-02-07-004
The pilot relief valve functions to set the pilot pressure P T1

delivered to port P to a certain level. Relief port T1 is
connected to the heat circuit in the shockless valve.
T3-6-3
ACCUMULATOR
The accumulator is provided in the pilot circuit to buffer

fluctuations in oil pressure, and to maintain the pilot
pressure for a short time period after the engine is
stopped.
The accumulator mainly consists of body (5), holder
(4), bladder (2), which encloses nitrogen gas (N2), and
poppet (1).
• Pressure oil from the pilot pump enters into the 6

accumulator via port A. Pilot pressure
compresses the nitrogen gas in bladder (2) until 1
they balance against each other.
5 Nitrogen Gas
• When pressure supply is stopped due to engine (N2 ) 2
stall or any other reasons, bladder (2) starts 4
expanding, supplying accumulated oil into the pilot
circuit via port A.
Pilot Pressure Oil 3
T105-02-10-003
1 - Poppet 4 - Holder
2 - Bladder 5 - Body
3 - Oil Port 6 - Gas Plug
T3-6-4
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing supports the upperstructure weight The internal gear of inner race (3) engages with the
and functions to rotate the upperstructure smoothly. output shaft of the swing reduction gear.
This bearing is a single-row shear ball-type bearing,
comprising outer race (1), inner race (3), balls (6),
supports (5), rod/turn buckle assembly (7) and seals
(2), (4). Outer race (1) is bolted to the upperstructure
and inner race (3) is bolted to the undercarriage.
T162-03-07-001
1 - Outer Race 3 - Inner Race 5 - Support 7 - Rod/Turn Buckle

Assembly
2 - Seal 4 - Seal 6 - Ball
T3-7-1
CENTER JOINT
The center joint is a 360° rotating joint. The center joint Hydraulic oil flows to the right and left travel motors via
functions to allow hydraulic oil to flow smoothly to and the spindle and the oil ports of the body. Seals prevent
from the travel motors without twisting hoses while the oil leaks between the spindle and body into adjacent
upperstructure is rotated. passages.
The spindle is attached to the main frame, and the
body is bolted to the swing center of the undercarriage.
Spindle
Body
Seal
W142-03-03-001
T3-7-2
TRACK ADJUSTER
The track adjuster located on the side frame is

composed of spring (5) and adjuster cylinder (6).
Spring (5) absorbs loads applied to the front idler.
Adjuster cylinder (6) adjusts track sag.
• Grease is applied through grease fitting into

chamber A of adjuster cylinder (6) as illustrated
below. The pressure of the grease pushes piston
rod (8) out and decreases track sag.
• To increases track sag, loosen valve (1) 1 to 1.5
turns counterclockwise to release grease from the
track adjuster cylinder through the grease 1
discharge hole. Grease Fitting
CAUTION: The adjusting cylinder is highly

pressurized. Loosening valve (1) quickly
and/or excessively may cause valve (1) to fly
off and the highly pressurized grease to
spout out, possibly resulting in personal
injury.
Be sure to loosen valve (1) slowly and Grease Discharge Hole
gradually, keeping face and body parts away
from valve (1). In addition, never attempt to
M104-07-119
loosen the grease fitting.
1 2 3 4 A 5 6 7 8
T162-03-07-002
1 - Valve 3 - Washer 5 - Spring 7 - Flange

2 - Nut 4 - Spacer 6 - Adjuster Cylinder 8 - Piston Rod
T3-7-3
(Blank)
T3-7-4
MEMO
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Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-298-31-1162
SERVICE MANUAL REVISION REQUEST FORM
NAME OF COMPANY: MODEL:

PUBLECATION NO.:
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INTRODUCTION

• Each page has a number, located on the center

Consecutive Page Number for Each Group

In this manual, the following safety alert symbol and • CAUTION:

Group 2 Component Specifications

Group 3 Component Layout

Base Machine Dimensions

Model EX750-5 Hydraulic Excavator

Base Machine Dimensions

Model EX800H-5 Hydraulic Excavator

Base Machine Dimensions

8.25 m (27 ft 1 in) 8.25 m (27 ft 1 in) 7.1 m (23 ft 4 in)

3.60 m 4.40 m 5.40 m 3.60 m 3.60 m 2.95 m

NOTE: Dimension E (Overall Machine Height) includes shoe lug height.

Bottom Dump Tilt Dump

Working Range (EX750-5, EX800H-5)

Manufacturer ............................................. CUMMINS

STARTING AID SYSTEM

ENGINE STOP SYSTEM

NOTE: ∗ GROSS (NET)

Radiator Oil cooler

Height×Width×Thickness .......................... 1050×1244×83 mm 1050×1248×83 mm

SWING VALVE UNIT

TRAVEL PARKING BRAKE

TRAVEL BRAKE VALVE

SHOCKLESS VALVE (Front functions)

SHOCKLESS VALVE (Travel function)

SOLENOID VALVE UNIT (2 VALVE USED)

PRESSURE REDUCING VALVE

FRONT ATTACHMENT PILOT VALVE

TRAVEL PILOT VALVE

OIL COOLER BYPASS CHECK VALVE

AIR CONDITIONER (OPTIONAL)

GENERAL PURPOSE RELAY

ENGINE CONTROL MOTOR (EC MOTOR)

ENGINE OVERHEAT SWITCH

ENGINE OIL PRESSURE SWITCH

AIR FILTER RESTRICTION SWITCH

COOLANT TEMPERATURE SENSOR

FUEL LEVEL SENSOR

HYDRAULIC OIL LEVEL SENSOR

COOLANT LEVEL SWITCH (RESERVOIR)

COOLANT LEVEL SWITCH (RADIATOR)

FUEL LEVEL SWITCH

ELECTRICAL GREASE LUBRICATOR (OPTIONAL)

1- Bucket Cylinder 10 - Fuel Tank 19 - Pump Device 28 - Swing Bearing

1 - Work Light 11 - Fuel Sensor 20 - Thermoguard Switch 29 - Hydraulic Oil Temperature

NOTE: BH: Backhoe

Boom 1 Boom 2 Arm 2 Arm 1

NOTE: BH: Backhoe

Valve Front Solenoid Valve Unit (2 Solenoid Valve Used)

1 - Main Pump 2 7 - P (Pressure) Sensor 12 - Pressure Switch 17 - Pressure Switch

Group 2 Hydraulic System

Group 3 Electrical System

A microcomputer-built-in pump/valve controller (PVC)

Slow Idle Auto-Idle Fast Idle

Key Switch Engine Control Dial

Purpose: To save fuel by quickly lowering the

Operations:The controller (EC) sends a signal to the

Quick Idle Switch

Purpose: To automatically warm up the hydraulic

Operation:When the hydraulic oil temperature is less

Key Switch Hydraulic Oil Temperature Sensor