Çalışma Prensibi PDF

93209-00760
SECTION AND GROUP SECTION 1 GENERAL

CONTENTS Group 1 Specifications
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Controller
SHOP MANUAL Group 2 Control System
(Function & Structure) Group 3 ECM System
Group 4 Hydraulic System
Group 5 Electrical System
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Control Valve
Group 3 Fan Pump, Fan Motor, Fan Valve
Group 4 Steering Valve
Group 5 Priority Valve
Group 6 Pilot Valve
Group 7 Brake Charge Valve / Manifold Valve
Group 8 Drive Unit
Group 9 Axle
Group 10 Brake Valve
Group 11 Ride Control Valve
All information, illustrations and Group 12 Others
specifications in this manual are based on
the latest product information available
at the time of publication. The right is
reserved to make changes at any time
without notice.
(Blank)
INTRODUCTION
To The Reader
This manual is written for an experienced technician to
provide technical information needed to maintain and
repair this machine.
 Be sure to thoroughly read this manual for correct

product information and service procedures.
Additional References
Please refer to the other materials (operation and
maintenance manual, parts catalog, engine technical
material, Kawasaki shop materials, etc.) in addition to this
manual.
Manual Composition
Our shop manuals consist of the Technical Manual, the  Information included in the Workshop Manual:
Workshop Manual and the Engine Manual. Technical information needed for maintenance and
repair of the machine, tools and devices needed for
 Information included in the Technical Manual: maintenance and repair, maintenance standards, and
Technical information needed for machine pre-delivery removal / installation and assembly / disassembly
and delivery, operation and activation of all devices procedures.
and systems, operational performance tests, and
troubleshooting procedures.  Information included in the Engine Manual:
Technical information needed for machine pre-delivery
and delivery and maintenance and repair of the machine,
operation and activation of all devices and systems,
troubleshooting and assembly / disassembly 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:
 Technical Manual: T 1-3-5  Workshop Manual: W 1-3-2-5
T Technical Manual W Workshop Manual (Disassembly & Reassembly)
1 Section Number 1 Section Number
3 Group Number 3 Group Number
5 Consecutive Page Number for Each Group 2 Sub Group Number
5 Consecutive Page Number for Each Group
IN-01
INTRODUCTION
Safety Alert Symbol and Headline Notations
In this manual, the following safety alert symbol and
signal words are used to alert the reader to the potential dCAUTION:
for personal injury of machine damage. Indicates potentially hazardous situation which could, if
not avoided, result in personal injury or death.
d This is the safety alert symbol. When you see this IMPORTANT:
symbol, be alert to the potential for personal injury.
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 appropriate
fNOTE:
Indicates supplementary technical information.
lifting techniques and equipment when lifting heavy
parts.
Units Used
SI Units (International System of Units) are used in this Example: 24.5 MPa (250 kgf/cm2, 3560 psi)
manual. MKSA (Meter, Kilogram, Second, Ampere) system
units and English units are also indicated in parentheses A table for conversion from SI units to other system units
just behind SI units. is shown below for reference purposes.
Quantity To Convert From Into Multiply By

Length mm in 0.03937
mm ft 0.003281
Volume L US gal 0.2642
L US qt 1.057
m3 yd3 1.308
Weight kg lb 2.205
Force N kgf 0.10197
N lbf 0.2248
Torque N·m kgf·m 0.10197
Pressure MPa kgf/cm2 10.197
MPa psi 145.0
Power kW PS 1.360
kW HP 1.341
Temperature °C °F °C×1.8+32
Velocity km/h mph 0.6214
min-1 rpm 1.0
Flow rate L/min US gpm 0.2642
mL/rev cc/rev 1.0
fNOTE: The numerical value in this manual might be
different from the above-mentioned table.
IN-02
Symbol and Abbreviation
Symbol / Name Explanation

Abbreviation
S/M Shop Manual Shop Manual
T/C Torque Converter Torque Converter
T/M Transmission Transmission
MC Main Controller Main controller. MC controls the engine, pump, and valve
according to the machine operating condition.
ECM Engine Control Module Engine controller. ECM controls fuel injection amount
according to the machine operating condition.
DCU Dozing Control Unit DCU is the central control for the diesel exhaust fluid dosing
system and handles the dosing activity, tank level sensing
and tank temperature sensing.
VGS Variable Geometry System controller Variable turbo controller. VGS is an exhaust turbo charged
VGT Variable Geometry Turbo system to supercharge the exhaust energy while running
the engine at slow idle speed. VGS optimizes the turbine
rotation, improves the performance at slow-speed torque
and the acceleration, reduces fuel consumption, and reduces
particulate matter (PM) by adjusting the nozzle opening of
turbine housing.
CAN Controller Area Network CAN communication. CAN is a serial communications
protocol internationally-standardized by ISO (International
Organization for Standardization).
A/C Air Conditioner Air conditioner.
HVAC Heating, Ventilation, and Air Conditioning
OP, OPT Option Optional component.
MPDr. Maintenance Pro Dr. MPDr. is software that troubleshooting, monitoring, and
adjustment.
ATT Attachment Front attachment, such as bucket
SY-1
(Blank)
SY-2
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications........................................................................ T1-1-1
Main Component (Overview).......................................... T1-2-1
Main Component................................................................. T1-2-2
Main Component (Travel System)................................. T1-2-3
Electrical System (Overview)........................................... T1-2-5
Electrical System (Cab)....................................................... T1-2-6
Electrical System (Components Related with
Relays)..............................................................................T1-2-11
Electrical System (Around Hydraulic Oil Tank)........T1-2-12
Electrical System (Around Fuel Tank and Radiator
Assembly)........................................................................T1-2-13
Engine and Fan Pump......................................................T1-2-14
Pump Device.......................................................................T1-2-15
Control Valve.......................................................................T1-2-15
Fan Valve (Optional)..........................................................T1-2-16
Drive Unit..............................................................................T1-2-17
Front Axle..............................................................................T1-2-17
Manifold Valve.....................................................................T1-2-18
Parking Brake Solenoid Valve Block............................T1-2-18
Brake Charge Valve............................................................T1-2-18
Steering Valve, Secondary Steering Valve
(Optional)........................................................................T1-2-19
Secondary Steering Pump (Optional)........................T1-2-19
Ride Control Valve (Optional)........................................T1-2-20
Engine...................................................................................... T1-3-1
Engine Accessories.............................................................. T1-3-5
Hydraulic Component........................................................ T1-3-7
Electrical Component.......................................................T1-3-12
80Z6 F&S
(Blank)
80Z6 F&S
SECTION 1 GENERAL
Specifications
45°
G
C
B E H
50°
F
40°
D
R1
A
R2
MNEJ-12-001
Model - 80Z6
Bucket Capacity: heaped m3 3.2
Operating Weight kg 16890
Tipping Load kg 13650
Engine CUMMINS QSB6.7
A: Overall Length mm 8200
B: Overall Width (Bucket) mm 2910
C: Overall Height mm 3375
D: Wheel Base mm 3300
E: Tread mm 2160
F: Ground Clearance mm 455
G: Bucket Hinge Height mm 4090
H: Dumping Clearance (45°) mm 2920
I: Dumping Reach (45°) mm 1110
R1: Minimum Rotation Radius mm 5620
R2: Minimum Rotation Radius mm 6590
Travel Speed Forward/Reverse km/h 37.4/25.9
Transmission Speeds (F/R) - 5/3
Articulation Angle (Left/Right) deg (°) 40
Tire Size - 23.5-25-16PR (L-3)
fNOTE: These specifications are subject to change without notice.
T1-1-1
SECTION 1 GENERAL
(Blank)
T1-1-2
SECTION 1 GENERAL
Main Component (Overview)
7
6
5
8
10
11
12
13
14 TNEJ-01-02-001
1- Bucket 4- Front Combination Light 7- Rain Cap/Pre-Cleaner (Option) 11- Steering Cylinder (2 Used)
2- Bell Crank (Lever) (Headlight, Turn Signal Light, 8- Rear Work Light (2 Used) 12- Lift Arm Cylinder (2 Used)
3- Bucket Cylinder Clearance Light, Hazard Light) 9- Rear Combination Light (Turn 13- Lift Arm
(2 Used) Signal Light, Hazard Light, Tail 14- Bucket Link
5- Front Work Light (2 Used) Light, Brake Light) (2 Used)
6- Cab 10- Battery (2 Used)
T1-2-1
SECTION 1 GENERAL
Main Component
1 2 3 4 5 6 7 8
9
10
19
18
17
16
15 14 TNEJ-01-02-002
13 12 11
1- Radiator Assembly (Refer to 7- Manifold Valve (Refer to T1- 12- Ride Control Valve (Option) 17- Engine and Fan Pump (Refer to
T1-2-4.) 2-18.) (Refer to T1-2-20.) T1-2-14.)
2- Muffler 8- Brake Charge Valve (Refer to 13- Ride Control Accumulator 18- Fuel Tank
3- Air Cleaner T1-2-18.) (Option) 19- Fan Motor
4- Hydraulic Oil Tank 9- Brake Valve 14- Steering Pilot Valve
5- Pilot Valve 10- Steering Valve 15- Pilot Filter
6- Parking Brake Solenoid Valve 11- Control Valve (Refer to T1-2- 16- Service Brake Accumulator (2
Block (Refer to T1-2-18.) 15.) Used)
T1-2-2
SECTION 1 GENERAL
Main Component (Travel System)
1 2 3 4 5
9
8
TNEJ-01-02-003
7
6
1- Front Axle (Refer to T1-2-17.) 4- Drive Unit (Refer to T1-2-17.) 7- Rear Propeller Shaft
2- Steering Accumulator (2 Used) 5- Rear Axle 8- Front Propeller Shaft
3- Pump Device (Refer to R1-2- 6- Torque Converter Cooler 9- Steering Cylinder (2 Used)
15.) Check Valve
T1-2-3
SECTION 1 GENERAL
Radiator Assembly
3 4 5
TNEJ-01-02-004
a- Front Side of Machine
1- Coolant Reservoir 3- Inter Cooler 5- Radiator

2- Oil Cooler 4- Torque Converter Cooler
T1-2-4
SECTION 1 GENERAL
Electrical System (Overview)
6
5
3 4
10
9
7 TNEJ-01-02-005
1- Engine and Fan Pump (Refer to 3- Electrical System (Cab) (Refer 7- Electrical System (Components 8- Electrical System (Around Fuel
T1-2-14.) to T1-2-6.) Related with Relays) (Refer to Tank and Radiator Assembly)
2- Electrical System (Around 4- Horn (2 Used) T1-2-11.) (Refer to T1-2-13.)
Hydraulic Oil Tank) (Refer to 5- Lift Arm Proximity Switch 9- Battery (2 Used)
T1-2-12.) 6- Bucket Proximity Switch 10- Back Buzzer (Option)
T1-2-5
SECTION 1 GENERAL
Electrical System (Cab)
1 13 2 14 3
12
4
11
6 TNED-01-02-029
10
7
TNEJ-01-02-013
1- Radio 6- Components Related with 9- Brake Pedal 13- GPS Antenna (Option)
2- Upper Switch Panel (Option) Controllers and Relays (Refer 10- Brake Pedal (Option) 14- Communication Antenna
3- Speaker to T1-2-7.) 11- Front Wiper Motor (Option)
4- Rear Wiper Motor 7- Accelerator Pedal Sensor 12- Components Related with
5- Components Related with (Accelerator Pedal) Monitor and Switches (Refer
Right Console (Refer to T1-2-8.) 8- Brake Light Switch to T1-2-9.)
T1-2-6
SECTION 1 GENERAL
Controller and Relays
3 View A
36 35
40
A
TNDB-01-02-032
30 38 39
TNDB-01-02-029
29
28
5
32
12 11 10 9 8
17 16 15 14 13
6
34
37 22 21 20 19 18
27 26 25 24 23
33
TNEJ-01-02-006
1 4 TNDB-01-02-030
1- TCU 13- Work Light (Front) Relay (AR6) 23- Neutral Relay (BR6) 34- Air Conditioner Condenser
2- Flasher Relay 14- Work Light (Rear) Relay (AR7) 24- Left Turn Signal Light Relay (High Pressure) Relay
3- Air Conditioner Controller 15- Right Turn Signal Light Relay (BR7) 35- Front Wiper (1) Relay (WR1)
4- MC (Main Controller) (AR8) 25- Front Washer Relay (BR8) 36- Front Wiper (2) Relay (WR2)
5- ECM Main Relay 16- Horn Relay (AR9) 26- Rear Wiper Relay (BR9) 37- GSM
6- Air Conditioner Condenser 17- Secondary Steering Relay 27- Rear Washer Relay (BR10) 38- Back Buzzer Relay
Relay (AR10) (Option) 28- Fuse Box B 39- Load Dump Relay 2
8- Fuel Pump Relay (AR1) 18- Parking Brake Relay 1 (BR1) 29- Fuse Box A 40- ICF (Information Controller)
9- Head Light Relay (Right) (AR2) 19- Parking Brake Relay 2 (BR2) 30- MPDr. Connector
10- High-Beam Relay (AR3) 20- Pilot Shut-Off Relay (BR3) 32- Relay Box A (RBA)
11- Bucket Leveler Relay (AR4) 21- Brake Light Relay (BR4) 33- Relay Box B (RBB)
12- Kickout Relay (AR5) 22- Load Dump Relay 1 (BR5)
T1-2-7
SECTION 1 GENERAL
Right Console
Detail #2(1), #3 (2)
Fingertip Control Lever Type 21
*3(2)
5
*3(2) 6 7 8
10 11 22
*2(1) 12
*1(3) *2(1)
23
20
13
14
15
16
17 TNEJ-01-02-014
TNEJ-01-02-016
Multi-Function Joystick Lever Type Detail #24
21
23 3
5 24
6 7 8
10 11
12
24
25
26
13
14
15
16 TNEJ-01-02-017
17 TNEJ-01-02-015
1- *Bucket Control Lever 10- Fan Reverse Rotation Switch 14- Lift Arm Auto Leveler (Raise) 22- Horn Switch
2- *Lift Arm Control Lever (Optional) Switch (Option) 23- Quick Power Switch
3- *Attachment Control Lever 11- Back Buzzer Switch (Option) 15- Lift Arm Auto Leveler (Lower) 24- Multi-Function Joystick Lever
(Option) 12- Hydraulic Coupler Switch Switch (Option) 25- Hold Switch
5- Control Lever Lock Switch (Option) 16- First Speed Fixed Switch 26- Horn Switch
6- Auxiliary 13- Secondary Steering Operation 17- Ride Control Switch (Option)
7- Auxiliary Check Switch (Option) 20- Hold Switch
8- Power Mode Switch 21- DSS (Down Shift Switch)
fNOTE: * The layout of each control lever may depend

on the machine specification.
T1-2-8
SECTION 1 GENERAL
Monitor and Switches
TNED-01-02-029
2 3 4 5 6 7 8 9
10
11
12
1
MNDB-01-002 13 MNDB-01-003
1- Front/Rear Wiper Switch 5- Forward/Reverse Lever/Shift 7- Turn Signal Lever/Light 11- Declutch Position Switch
2- Hazard Light Switch Switch Switch/Dimmer Switch 12- Automatic Speed Shift Retard
3- Work Light Switch 6- Monitor Panel (Refer to T1- 8- Key Switch Switch
4- Parking Brake Switch 2-10.) 9- Travel Mode Switch 13- Cigar Lighter
10- (Unused)
T1-2-9
SECTION 1 GENERAL
Monitor Panel
1 2 3 4 5 6 7
40 8
39 9
38 10
11
37
12
36
35 13
34
14
15
33
16
32
31 30 MNDB-01-034
29 28 27 26 25 24 23 22 21 20 19 18 17
1- Left Turn Signal Light Indicator 14- (Unused) 25- Monitor Display Selection 36- (Unused)
2- High-Beam Indicator 15- Secondary Steering Indicator Switch (Down) 37- Hydraulic Oil Temperature
3- Work Light Indicator (Option) 26- Forward/Reverse Selector Indicator
4- Right Turn Signal Light 16- Low Steering Oil Pressure Switch Indicator (Option) 38- Transmission Warning
Indicator Indicator (Option) 27- Monitor Display Indicator
5- (Unused) 17- Seat Belt Indicator 28- Fan Reverse Rotation Indicator 39- Transmission Oil Temperature
6- (Unused) 18- Alternator Indicator (Option) Indicator
7- Service Indicator 19- Fuel Gauge 29- Engine Warning Indicator 40- Transmission Oil Temperature
8- Maintenance Indicator 20- Power Mode Indicator 30- Overheat Indicator Gauge
9- Parking Brake Indicator 21- Monitor Display Selection 31- Coolant Temperature Gauge
10- Clearance Light Indicator Switch 32- Engine Oil Low Pressure
11- Control Lever Lock Indicator 22- (Unused) Indicator
12- (Unused) 23- Monitor Display Selection 33- Air Filter Restriction Indicator
13- Brake Oil Low Pressure Switch (Up) 34- (Unused)
Indicator 24- Preheat Indicator 35- (Unused)
T1-2-10
SECTION 1 GENERAL

Relays)
5 4 3 2 1
TNEE-01-02-006
1- Battery Relay 4- Starter Relay 1

2- Fusible Link (140 A) (2 Used) 5- Intake Air Heater Relay
3- Fusible Link (65 A) (2 Used)
T1-2-11
SECTION 1 GENERAL
Electrical System (Around Hydraulic Oil Tank)
2 3
1
TNEJ-01-02-007
8 7 6 5 4
1- Hydraulic Oil Tank 4- Fuel Pre-Filter (Option) 7- Hydraulic Oil Temperature 8- Secondary Steering Pump
2- Air Filter Restriction Switch 5- Washer Fluid Tank Sensor (Option) (Refer to T1-2-19.)
3- Air Cleaner 6- Fuel Pump
T1-2-12
SECTION 1 GENERAL
Electrical System (Around Fuel Tank and

Radiator Assembly)
 Without Fan Valve  With Fan Valve (Option) Attached
3 2 1 TNEJ-01-02-008 3 2 1 TNEJ-01-02-009
1- Fuel Level Sensor 3- Fan Pump Delivery Pressure 4- Fan Speed Control Solenoid 6- Fan Valve (Option) (Refer to
2- Fuel Tank Sensor Valve T1-2-16.)
5- Fan Motor
T1-2-13
SECTION 1 GENERAL
Engine and Fan Pump

1 2
3 4
5
A
15
6
8
12 11
View A
10 13
14
T4GD-01-02-009
1- Common Rail Pressure Sensor 5- Crankcase Pressure Sensor 10- Engine Oil Filter 15- Fuel Main Filter
2- Boost Pressure/Boost 6- Engine Oil Pressure Switch 11- Alternator
Temperature Sensor 7- Cam Angle Sensor 12- Starter Motor
3- Coolant Temperature Sensor 8- ECM 13- Supply Pump
4- Injector 9- Crank Speed Sensor 14- Fan Pump
T1-2-14
SECTION 1 GENERAL
Pump Device
1
T4GB-01-02-009
5 4
Control Valve
11
10
T4GB-01-02-027
1- Main Pump 6- Main Relief Valve (Steering) 9- Overload Relief Valve (Bucket: 11- Main Relief Valve (Front
2- Regulator 7- Overload Relief Valve (Lift Arm: Rod Side) Attachment)
3- Priority Valve Bottom Side) 10- Make-Up Valve (Lift Arm: Rod
4- Pump Delivery Pressure Sensor 8- Overload Relief Valve (Bucket: Side)
5- Pilot Pump Bottom Side)
T1-2-15
SECTION 1 GENERAL
Fan Valve (Optional)
1
5
2 TNEE-01-02-031
1- Fan Speed Control Solenoid 2- Fan Reverse Rotation Control 3- Fan Control Valve 5- Fan Pump Delivery Pressure
Valve Solenoid Valve 4- Fan Reverse Rotation Spool Sensor
T1-2-16
SECTION 1 GENERAL
Drive Unit
1 View A
6
2
12 7
5
11 8
4
10 9
14
T4GB-01-02-026
Front Axle
15
TNEJ-01-02-010
1- Breather 6- Torque Converter Input Speed 9- Proportional Solenoid Valve Y3 12- Proportional Solenoid Valve Y6
2- Transmission Control Valve Sensor (For 1st Speed Clutch) (For 2nd Speed Clutch)
3- Transmission Oil Filter 7- Proportional Solenoid Valve 10- Proportional Solenoid Valve Y4 14- Parking Brake
4- Torque Converter Output Y1 (For Fast-Speed Forward (For 3rd Speed Clutch) 15- Pressure Sensor (Brake
Speed Sensor Clutch) 11- Proportional Solenoid Valve Secondary Pressure)
5- Transmission Intermediate 8- Proportional Solenoid Valve Y2 Y5 (For Slow-Speed Forward
Shaft Sensor (For Reverse Clutch) Clutch)
T1-2-17
SECTION 1 GENERAL
Manifold Valve Brake Charge Valve
3 4
5
2
1
TNED-01-02-021
TNED-01-02-013
Parking Brake Solenoid Valve Block
8 9
TNEE-01-02-013
1- Pilot Accumulator (Steering) 4- Pressure Sensor (Primary Pilot 6- Pressure Sensor (Brake Primary 8- Pressure Sensor (Parking
2- Torque Control Solenoid Valve Pressure) Pressure) Brake)
3- Control Lever Lock Solenoid 5- Pilot Accumulator (Front 7- Parking Brake Solenoid Valve 9- Parking Brake Accumulator
Valve Attachment)
T1-2-18
SECTION 1 GENERAL
Steering Valve, Secondary Steering

Valve (Option)
1 2 3
5 4
TNEE-01-02-014
Secondary Steering Pump (Option)
9 8 7
TNED-01-02-019
1- Overload Relief Valve 4- Secondary Steering Pump 6- Steering Pressure Switch

2- Steering Valve Delivery Pressure Sensor (Option)
3- Overload Relief Valve (Option) 7- Electric Motor
5- Secondary Steering Valve 8- Gear Pump
(Option) 9- Relief Valve
T1-2-19
SECTION 1 GENERAL
Ride Control Valve (Option)
2 3 4
TNDB-01-02-040
(Pilot Hose Mounting Part)
5
c
TNEJ-01-02-012
a- Front Side of Machine b- Front Frame c- Rear Frame
1- Overload Relief Valve 3- Ride Control Solenoid Valve 5- Pressure Sensor (Lift Arm
2- Ride Control Valve 4- Ride Control Accumulator Raise) (Option)
T1-2-20
SECTION 1 GENERAL
Engine
Manufacturer Cummins Inc

Model QSB6.7
Type Diesel, 4-Cycle, Water-cooled Inline, Direct Injection Type, Exhaust Turbo Charged Type
Cyl. No.- Bore × Stroke 6-107 mm×124 mm (4.2 in×4.9 in)
Piston Displacement 6690 cm3 (408 in3)
Rated Output 144 kW/2200 min-1 (196 PS/2200 rpm)
Dry Weight 541 kg (1193 lb)
Firing Order 1-5-3-6-2-4
Rotation Direction Clockwise (Viewed from fan side)
T1-3-1
SECTION 1 GENERAL
COOLING SYSTEM Cooling Fan Dia. 812.8 mm (32 in), 8 Blades, Spider Fan
Thermostat Cracking Temperature at Atmospheric Pressure : 82.2 °C (180
°F)
Full Open 95 °C (203 °F)
LUBRICATION SYSTEM Lubrication Pump Type Gear Pump
Oil Filter Strata Pore (Plastic fiber)/Spin-on Type
Oil Cooler Water Cooled Type
STARTING SYSTEM Motor Magnetic Pinion Shift Reduction Type
Voltage/Output 24 V/7.8 kW
PREHEAT SYSTEM Preheating Method Grid Air Heater (24 V, 100 A)
ENGINE STOP SYSTEM Stop Method Fuel Shut-Off (Electronic Control)
ALTERNATOR Type AC Type
Voltage/Output 24 V/65 A
SUPERCHARGING Type Exhaust-Turbocharger Type
SYSTEM
FUEL SYSTEM Type Common Rail Type HPCR Type
Governor Electronic All Speed Control
Injection Nozzle Electrical Multi-Hole Injector
T1-3-2
SECTION 1 GENERAL
IMPORTANT : This list shows design specifications, which are not servicing standards.
PERFORMANCE Fuel Consumption Ratio 240 g/kW/h (177 g/PS·h) (at Full Load : 2200 min-1)
Maximum Output Torque 931 N·m (93 kgf·m, 687 lbf·ft) at 1400 min-1
No Load Speed Slow : 800±20 min-1
Fast : 2330±30 min-1
T1-3-3
SECTION 1 GENERAL
Engine Performance Curve (QSB6.7)

Test Condition :
1. In conformity with JIS D1005 (Performance Test
Method for Diesel Engine Used for Construction
Machinery) under standard atmospheric pressure.
2. Equipped with alternator.
N·m
1000
900
800
700
600
500
kW 400
150
300
125 200
100
100
0
75
50
25
0
800 1000 1200 1400 1600 1800 2000 2200 2400
min (rpm)
-1
TNEJ-01-03-001
kW : Output min-1 (rpm) : Engine Speed

N·m : Torque
T1-3-4
SECTION 1 GENERAL
Engine Accessories
RADIATOR ASSEMBLY Type Radiator, Torque Converter Cooler and Intercooler Parallel
Type Assembly, Oil Cooler Tandem Type Assembly
Weight 51 kg (112 lb)
Radiator Intercooler
Air-Tight Test Pressure 100 kPa (1.0 kgf/cm , 14 psi)
2
150 kPa (1.5 kgf/cm2, 28 psi)
Cap Opening Pressure 50 kPa (0.5 kgf/cm2, 7 psi)) −
Oil Cooler Torque Converter Cooler

Air-Tight Test Pressure 1500 kPa (15 kgf/cm , 2182
1500 kPa (15 kgf/cm2, 218 psi)
psi)
Cap Opening Pressure − −
T1-3-5
SECTION 1 GENERAL
BATTERY Type 160F51

Voltage 12 V
Capacity 108 Ah (5-Hour Rate)
Weight 34 kg (75 lb)×2
T1-3-6
SECTION 1 GENERAL
Hydraulic Component
PUMP DEVICE Drive Gear Ratio Main Pump: 1, Pilot Pump: 1

MAIN PUMP Type Variable Displacement Swash Plate Axial Plunger Pump
Theoretical Displacement 125 cm3/rev (7.6 in3/rev)
Rated Pressure 27.4 MPa (280 kgf/cm2, 3975 psi)
REGULATOR Type Hydraulic Pressure Operated Type
PILOT PUMP Type Fixed Displacement Type Gear Pump
Theoretical Displacement 16.8 cm3/rev (1.0 in3/rev)
PRIORITY VALVE Relief Set-Pressure 27.4 MPa (280 kgf/cm2, 3975 psi) at 80 L/min (21.1 US gpm)
CONTROL VALVE Type Pilot Pressure Operated Type (2-Spools)
Main Relief Set-Pressure 27.4 MPa (280 kgf/cm2, 3975 psi) at 170 L/min (55.4 US gpm)
Overload Relief Set-Pressure 34.3 MPa (350 kgf/cm2, 4975 psi) at 35 L/min (9.2 US gpm)
(Lift Arm Raise)
30.4 MPa (310 kgf/cm2, 4410 psi) at 35 L/min (9.2 US gpm)
(Bucket Dump)
30.4 MPa (310 kgf/cm2)@50 L/min (Bucket Tilt)
Low-Pressure Relief Valve Set 0.2 MPa (2.0 kgf/cm2, 29 psi)
Pressure
Front Attachment (Two Type Two Direction Lever Type, 4-Port (With Electromagnetic
Lever) Pilot Valve Detent)
Plunger Stroke 1, 2, 3, 4 Port 5.7 mm (0.22 in)
Front Attachment Pilot Type Joystick Lever Type, 4-Port (With Electromagnetic Detent)
Valve (Mono Lever) Plunger Stroke 1, 2, 3, 4 Port 10 mm (0.4 in)
(Optional)
Auxiliary Pilot Valve Type Two Direction Lever Type, 2-Port (Without Detent)
(Optional) Plunger Stroke 1, 2 Port 4.8 mm (0.19 in)
Auxiliary Pilot Valve Type Joystick Lever Type, 4-Port (Without Detent)
(Optional) Plunger Stroke 1, 3 Port: 6.5 mm (0.26 in)
2, 4 Port: 8.0 mm (0.32 in)
T1-3-7
SECTION 1 GENERAL
FAN PUMP Model SGP1A36D2H9-L466

Theoretical Displacement 36.6 cm3/rev (2.2 in3/rev)
FAN MOTOR Theoretical Displacement 33.1 cm3/rev (2.0 in3/rev)
SOLENOID VALVE Function Fan Motor Speed Control, Fan Motor Reverse Control
(Optional) (Optional)
Relief Set-Pressure 14.1 MPa (144 kgf/cm2, 2175 psi) at 20 L/min (5.3 US gpm)
RIDE CONTROL Capacity 2.5 L (153 in3)
ACCUMULATOR Charging Pressure 3.0 MPa (30.6 kgf/cm2, 435 psi)
(Optional)
CHARGING VALVE Charging Pressure Cut In Pressure : 11.8 MPa (120 kgf/cm2, 1710 psi)
Cut Out Pressure : 15.5 MPa (158 kgf/cm2, 2250 psi)
MANIFOLD VALVE Function Main Pump Torque Control, Front Control Lever Lock
Pilot Relief Valve Set- 3.7 MPa (38 kgf/cm2, 537 psi) at 40 L/min (10.6 US gpm)
Pressure
SERVICE BRAKE Capacity 1.4 L (85 in3)
ACCUMULATOR Charging Pressure 6.8 MPa (69 kgf/cm2, 986 psi) at 20 °C
PILOT ACCUMULATOR Function Front Attachment, Steering
Capacity 0.5 L (30 in3)
Charging Pressure 1.57 MPa (16 kgf/cm2, 228 psi) at 20 °C
PARKING BRAKE Function Parking Brake Control
SOLENOID VALVE
PARKING BRAKE Capacity 0.5 L (30 in3)
ACCUMULATOR Charging Pressure 5.9 MPa (60 kgf/cm2, 856 psi) at 20 °C
STEERING VALVE Type Flow Amp Type
Over Load Relief Set- 32.4 MPa (330 kgf/cm2, 4700 psi) at 50 L/min (13 US gpm)
Pressure
STEERING PILOT VALVE Type Orbitrol ® Type
Gerotor Capacity 80 cm3/rev (4.9 in3/rev)
STEERING Capacity 0.2 L (12 in3)
ACCUMULATOR Charging Pressure 8.0 MP (82 kgf/cm2, 1160 psi)
BRAKE VALVE Brake Pressure 6.6 MPa (67 kgf/cm2, 957 psi)
fNOTE: Orbitrol ® is a trade name of Eaton Corporation.
T1-3-8
SECTION 1 GENERAL
TRANSMISSION Model 5WG 210

Type Counter Shaft Type
Gear Ratio Forward 1st : 3.92
Forward 2nd : 2.25
Forward 3rd : 1.46
Forward 4th : 0.94
Forward 5th : 0.61
Reverse 1st : 3.71
Reverse 2nd : 2.13
Reverse 3rd : 0.89
Parking Brake Release 10 MPa (102 kgf/cm2, 1450 psi)
Pressure
AXLE (FRONT/REAR) Type Two Stage Reduction
Brake Type Wet Multiplate Disk Brake
Brake Pressure 6.6 MPa (67 kgf/cm2, 957 psi)
Final Reduction Gear Ratio 24.66
PROPELLER SHAFT Type Cruciform Joint Type
Dimension between Pins Front : 1756 mm (5’9”)
Rear : 320 mm (12.6”)
T1-3-9
SECTION 1 GENERAL
CYLINDER Lift Arm Bucket Steering

Rod Diameter 85 mm (3.3”) 95 mm (3.7”) 45 mm (1.8”)
Cylinder Bore 130 mm (5.1”) 165 mm (6.5”) 70 mm (2.8”)
Stroke 880 mm (2’10”) 510 mm (1’8”) 442 mm (1’5”)
Fully Retracted Length 1420 mm (4’8”) 1060 mm (3’6”) 804 mm (2’8”)
Plating Thickness 30 μm (1.18 μm) 30 μm (1.18 μm) 30 μm (1.18 μm)
T1-3-10
SECTION 1 GENERAL
FILTER Full-Flow Filter (Filtration) β10≥2.0

Suction Filter (Filtration) 177 μm (80 mesh)
Pilot/Steering Filter β10≥1.4
(Filtration)
Transmission Oil Filter β10≥5
(Filtration)
T1-3-11
SECTION 1 GENERAL
Electrical Component
FUEL LEVEL SENSOR Resistance Value Empty : 90+100 Ω, Full : 100-4 Ω

BATTERY RELAY Voltage/Current 24 V/100 A
STARTER RELAY 2 Voltage 24 V
GLOW RELAY Voltage 24 V
AIR FILTER RESTRICTION Operating Pressure 6.2±0.6 kPa
SWITCH
HORN Voltage/Current 24 V/1.5±0.7 A
Sound Pressure 113±5 dB (A) at 2 m
T1-3-12
SECTION 1 GENERAL
Work Light Halogen 24 V, 70 W

Cab Light 24 V, 10 W
Head Light Halogen 24 V, 75/70 W
ILLUMINATION Turn Signal Light 24 V, 25 W (Front), 25W (Rear)
Clearance Light 24V, 5W
Tail Light 24 V, 10 W
Brake Light 24 V, 25 W
Refrigerant 134 a
Cooling Ability 4.65 kW or More
Cool Air Volume 550 m3/h or More
Heating Ability 5.81 kW or More
AIR CONDITIONER Warm Air Volume 400 m3/h or More
Temperature Adjusting
Electronic Type
System
Refrigerant Quantity 950±50 g
Compressor Oil Quantity 160 cm3
Type Electric Motor Operated Type
SECONDARY STEERING
Theoretical Displacement 7.0 cm3/rev
PUMP UNIT
Maximum Flow 15 L/min (3.96 gpm) at 10 MPa (102 kgf/cm2, 1450 psi)
ELECTRIC MOTOR Voltage 24 V, 2.4 kW
T1-3-13
SECTION 1 GENERAL
(Blank)
T1-3-14
SECTION 2
SYSTEM
CONTENTS
Group 1 Controller Brake Light Circuit.............................................................T2-5-46
Outline..................................................................................... T2-1-1 Parking Brake Circuit.........................................................T2-5-48
CAN Circuit............................................................................. T2-1-2 Accessory Circuit................................................................T2-5-53
Work Light Circuit..............................................................T2-5-54
Group 2 Control System Wiper Circuit........................................................................T2-5-56
Outline..................................................................................... T2-2-1 Cab Light Circuit.................................................................T2-5-62
Engine Control...................................................................... T2-2-4
Pump Control......................................................................T2-2-33
Transmission Control........................................................T2-2-38
Fan Control, Valve Control..............................................T2-2-57
Control by Electric and Hydraulic Combined
Circuit................................................................................T2-2-83
Group 3 ECM System
Outline..................................................................................... T2-3-1
Fuel Injection Control......................................................... T2-3-2
Fuel Injection Amount Correction Control...............T2-3-10
Preheating Control............................................................T2-3-12
Alarm Control......................................................................T2-3-13
Outline..................................................................................... T2-4-1
Pilot Circuit............................................................................. T2-4-2
Main Circuit..........................................................................T2-4-30
Fan Circuit.............................................................................T2-4-44
Secondary Steering Circuit (Option)...........................T2-4-50
Outline..................................................................................... T2-5-1
Main Circuit............................................................................ T2-5-2
Electric Power Circuit (Key Switch: OFF)...................... T2-5-4
CAN Circuit............................................................................. T2-5-6
Light Bulb Check Circuit (Key Switch: ON).................. T2-5-8
Preheating Circuit (Key Switch: ON)............................T2-5-10
Accessory Circuit (Key Switch: ACC)............................T2-5-12
Starting Circuit (Key Switch: START)............................T2-5-14
Neutral Engine Start Circuit............................................T2-5-18
Charging Circuit (Key Switch: ON)...............................T2-5-20
Surge Voltage Prevention Circuit.................................T2-5-24
Engine Stop Circuit............................................................T2-5-26
Pilot Shut-Off Circuit (Key Switch: ON).......................T2-5-28
Steering Column Monitor Circuit.................................T2-5-31
Head Light Circuit..............................................................T2-5-32
Hazard Light Circuit (Key Switch: OFF).......................T2-5-38
Turn Signal Light Circuit..................................................T2-5-40
Horn Circuit (Key Switch: OFF)......................................T2-5-42
Back Buzzer Circuit (Optional).......................................T2-5-44
80Z6 F&S
(Blank)
80Z6 F&S
SECTION 2 SYSTEM
Group 1 Controller
Outline
The following controllers are provided in this machine in
order to control functions. Each controller excluding the
communication controller communicates by using the
CAN circuit and sends or receives the required signal.
Controller Control Comment on

Control
MC Controls the engine speed, pumps, and valves. T2-2
TCU Controls the transmission. T2-2
ECM Controls the engine. T2-3
Information Controller Accumulates the operating information and alarms. T5-2
Column Display Controller Controls the wiper and buzzer. Displays the gauge and indicator. T2-5
Air Conditioner Controller Controls the air conditioner. T2-5, T5-7
Communication Controller Sends the mails and operating information. T5-3
fNOTE: Refer to the corresponding group for details of

each controller control.
T2-1-1
SECTION 2 SYSTEM
Group 1 Controller
CAN Circuit
CAN (Controller Area Network) is ISO Standards of the
serial communication protocol.
CAN 1 (1) (CAN bus (4)) is equipped for this machine.
CAN bus (4) consists of two harnesses, CAN-H (High) (2)
and CAN-L (Low) (3).
Each controller judges the CAN bus (4) level due to
potential difference between CAN-H (High) (2) and CAN-L
(Low) (3).
Each controller arranges the CAN bus (4) level and sends
the signal and data to other controllers.
In addition, termination resistors (120 Ω) (14) are installed
to both ends of CAN bus (4).
T2-1-2
SECTION 2 SYSTEM
Group 1 Controller
1 4
TNEJ-02-01-001
7 8
14
1
5
14
9 10
14
13
12 11
TNEJ-02-01-002
1- CAN 1 5- ECM (Engine Controller) 9- Information Controller 13- Rear View Monitor (Optional)
2- CAN-H (High) 6- MC (Main Controller) 10- MPDr. 14- Termination Resistor (120 Ω)
3- CAN-L (Low) 7- TCU (Transmission Controller) 11- Column Display Controller
4- CAN Bus 8- Communication Controller 12- Air Conditioner Controller
T2-1-3
SECTION 2 SYSTEM
Group 1 Controller
(Blank)
T2-1-4
SECTION 2 SYSTEM
Group 2 Control System
Outline
MC is used in order to control the machine operations.
The signals from the accelerator pedal sensor, various
sensors, and switches are sent to MC and processed in the
logic circuit.
MC sends the signals equivalent to the target engine
speed to ECM by using CAN communication in order to
control the engine. (Refer to SYSTEM / ECM System.)
In addition, MC drives the torque control solenoid valve in
order to control the pump and the valve.
TCU is used in order to control the machine travel
operations. The signals from the shift switch, forward/
reverse lever, forward/reverse switch, forward/reverse
selector switch, and transmission are sent to TCU and
processed in the logic circuit.
TCU activates the forward/reverse clutch solenoid
valve and speed shift solenoid valve, and controls the
transmission.
T2-2-1
SECTION 2 SYSTEM
Engine Control, Pump Control, Transmission Control
Input Signal Output Signal

Accelerator Pedal Sensor  MC Engine Control
 Engine Protection Control
Driving Mode Switch   Accelerator Pedal Control
Power Mode Switch   Auto-Warming Up Control
Pump Delivery Pressure Sensor   Engine Torque Idle Speed-Up Control
Pressure Sensor (Brake Secondary   Forward/Reverse Lever Idle Speed-Up
Pressure) Control
Hydraulic Oil Temperature Sensor   Forward/Reverse Selection Speed Limit
Declutch Position Switch  Control While Traveling
Brake Pedal (Right) Switch   Engine Speed Limit Control Without Load
Lift Arm Angle Sensor (Option)   Matching Control While Digging
Pressure Sensor (Lift Arm Raise) (Option)   Speed Limit Control At First Speed
Key Switch   Speed Limit Control with Power Mode OFF
 Speed Limit Control During Declutch
Operation
 Overheat Prevention Speed Limit Control
 Idle Speed-Up Control (Fan Reverse
Rotation) (Option)
Forward/Reverse Lever  TCU

Forward/Reverse Switch (Option)  Pump Control
Forward/Reverse Selector Switch (Option)   Standard Torque Control
Shift Switch   Torque Decrease Control While Digging
Downshift Switch 
Hold Switch  Transmission Control
Torque Converter Input Speed Sensor   Neutral Control
Torque Converter Output Speed Sensor   Forward/Reverse Lever Priority Control
(Option)
Transmission Intermediate Shaft Speed   Manual Speed Shift Control
Sensor  Automatic Speed Shift Control
Machine Speed Sensor   Downshift Control
Torque Converter Oil Temperature Sensor   Shift Holding Control
 Speed Shift Delay Control (Option)
Coolant Temperature Sensor  ECM  Declutch Control
Crank Revolution Sensor 
Cam Angle Sensor 
Boost Temperature Sensor 
MPDr.  Information
Monitor  Controller
 CAN
Pressure Sensor (Parking Brake)  Column Display
Controller
T2-2-2
SECTION 2 SYSTEM
Fan Control, Valve Control, Other Controls

Input Signal Output Signal
Accelerator Pedal Sensor  MC Fan Control, Valve Control
Driving Mode Switch   Fan Speed Control
Power Mode Switch   Fan Reverse Rotation Control (Option)
Quick Power Switch   Ride Control (Option)
Fan Reversing Switch (Optional) 
Pump Delivery Pressure Sensor 
Pressure Sensor (Primary Pilot Pressure)  Other Controls
Pressure Sensor (Brake Primary Pressure)   Transmission Alarm Control
Pressure Sensor (Brake Secondary Pressure)   Brake Oil Low Pressure Indicator Control
Fan Pump Delivery Pressure Sensor   Low Steering Oil Pressure Indicator Control (Option)
Secondary Steering Pump Delivery Pressure Sensor (Option)   Overrun Alarm Control
Steering Pressure Switch (Option)   Lift Arm Auto Leveler Lower Kickout Control (Option)
Hydraulic Oil Temperature Sensor   Lift Arm Auto Leveler Height Kickout Control (Option)
Declutch Position Switch   Quick Power Mode Control
Lift Arm Angle Sensor (Option)   Secondary Steering Control (Option)
Pressure Sensor (Lift Arm Raise) (Option) 
Pressure Sensor (Refrigerant Pressure) 
Secondary Steering Check Switch (Option)  Control by Electric and Hydraulic Combined Circuit
Key Switch   Bucket Auto Leveler Control
 Lift Arm Float Control
 Lift Arm Kickout Control
Forward/Reverse Lever  TCU
Forward/Reverse Switch (Option) 
Forward/Reverse Selector Switch (Option) 
Shift Switch 
Torque Converter Input Speed Sensor 
Torque Converter Output Speed Sensor 
Transmission Intermediate Shaft Speed Sensor 
Torque Converter Oil Temperature Sensor 
Vehicle Speed Sensor 
Coolant Temperature Sensor  ECM

Crank Revolution Sensor 
Cam Angle Sensor 
Boost Temperature Sensor 
MPDr.  Information
Monitor  Controller
 CAN
Pressure Sensor (Parking Brake)  Column
Display
Controller
T2-2-3
SECTION 2 SYSTEM
Engine Control
The engine control consists of the followings.
 Engine Protection Control

 Accelerator Pedal Control
 Auto-Warming Up Control
 Engine Torque Idle Speed-Up Control
 Forward/Reverse Lever Idle Speed-Up Control
 Forward/Reverse Selection Speed Limit Control
While Traveling
 Engine Speed Limit Control Without Load
 Matching Control While Digging
 Speed Limit Control At First Speed
 Speed Limit Control with Power Mode OFF
 Speed Limit Control During Declutch Operation
 Overheat Prevention Speed Limit Control
 Idle Speed-Up Control (Fan Reverse Rotation)
(Option)
T2-2-4
SECTION 2 SYSTEM
Engine Control System Layout
44 45 46 47 1 2
7
22
48
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2
6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-001
a- Brake Pedal Depressing b- OFF c- Brake Pedal Depressing

Amount: Lightly Amount: Fully
1- Accelerator Pedal 15- Coolant Temperature Sensor 26- Reverse Position 37- AUTO 2 Mode
2- Accelerator Pedal Sensor 16- TCU 27- Forward/Reverse Switch 38- Manual Mode
3- MC 17- Transmission (Optional) 39- AUTO 1 Mode
4- Column Display Controller 18- Torque Converter Oil 28- Forward/Reverse Selector 40- Key Switch
5- CAN Temperature Sensor Switch (Optional) 41- Hydraulic Oil Temperature
6- Air Conditioner Controller 19- Torque Converter Input Speed 29- Pump Delivery Pressure Sensor Sensor
7- MPDr. Sensor 30- Torque Control Solenoid Valve 42- Pressure Sensor (Lift Arm
8- Monitor 20- Torque Converter Output 31- Parking Brake Solenoid Valve Raise) (Optional)
9- Information Controller Speed Sensor 32- Pressure Sensor (Parking 44- Brake Pedal (Left)
10- ECM 21- Vehicle Speed Sensor Brake) 45- Pressure Sensor (Brake
11- Engine 22- Shift Switch 33- Parking Brake Switch Secondary Pressure)
12- Boost Temperature Sensor 23- Forward/Reverse Lever 34- Declutch Position Switch 46- Brake Pedal (Right)
13- Crank Revolution Sensor 24- Forward Position 35- Power Mode Switch 47- Brake Pedal (Right) Switch
14- Cam Angle Sensor 25- Neutral Position 36- Travel Mode Selector Switch 48- (Unused)
T2-2-5
SECTION 2 SYSTEM
Engine Protection Control

Purpose:
The engine protection control controls increasing the A
engine speed and promotes circulation of engine oil
immediately after the engine starts. Therefore, the engine F
(turbocharger) is protected from being damaged.
Operation:
1. When the engine starts, MC (3) sends the signals
equivalent to the target engine speed to ECM (10)
according to the signals from torque converter oil
E
temperature sensor (18) and coolant temperature
sensor (15) by using CAN communication (5). B
C D
2. ECM (10) sets the engine speed to the slow idle
speed (800 min-1) and holds it for 3 to 40 seconds. A- Engine Speed D- Accelerator Pedal Depressing
B- Accelerator Pedal Depressing Amount: Fully
3. When the engine starts and the specified time is Amount E- Slow Idle Speed (800 min-1)
passed, MC (3) deactivates the engine protection C- Accelerator Pedal Depressing F- Fast Idle Speed (2350 min-1)
control. Amount: Not depressed
4. ECM (10) returns the engine speed slowly to the

speed according to other engine controls.
fNOTE: The priority is given to the engine protection

control. Therefore, the engine speed does not change
even if accelerator pedal (1) is operated when the
engine protection control is activated. Other controls
are activated after the engine protection control is
deactivated.
T2-2-6
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2
6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-064
14- Cam Angle Sensor 25- Neutral Position 36- Travel Mode Selector Switch
T2-2-7
SECTION 2 SYSTEM
Accelerator Pedal Control
Purpose: A
The accelerator pedal control controls the engine speed
according to the depressing amount of accelerator pedal E
(1).
Operation:
1. MC (3) sends the signals equivalent to the
target engine speed to ECM (10) by using CAN F
communication (5) according to the depressing G
amount (required engine speed) of accelerator B
pedal (1). C D
TNED-02-02-002
2. ECM (10) controls the engine speed according to
CAN communication (5).
A - Engine Speed D - Accelerator Pedal Depressing
3. When accelerator pedal sensor (2) becomes B - Accelerator Pedal Depressing Amount: Fully depressed
abnormal, MC (3) sends the backup signals to ECM Amount E - Fast Idle Speed (2350 min-1)
(10). C - Accelerator Pedal Depressing F - Specified Value (1000 min-1)
Amount: Not depressed G - Slow Idle Speed (800 min-1)
4. ECM (10) limits the engine speed to specified value
(F) (1000 min-1).
5. When accelerator pedal sensor (2) becomes normal,
turn key switch (40) OFF. MC (3) deactivates the
backup control when turning key switch (40) ON
after ten seconds again.
6. Therefore, ECM (10) returns the engine speed
according to the depressing amount (required
engine speed) of accelerator pedal (1).
T2-2-8
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-003

T2-2-9
SECTION 2 SYSTEM
Auto-Warming Up Control
A
Purpose:
The auto-warming up control automatically warms up the C
engine.
Operation:
1. MC (3) receives the signal from hydraulic oil
temperature sensor (41).
D
2. When key switch (40) is in the ON or START position
and hydraulic oil temperature is 0 °C (32 °F) or E
less, MC (3) sends the signals equivalent to the B
target engine speed to ECM (10) by using CAN
communication (5).
TNED-02-02-004
3. ECM (10) increases the engine speed to auto-
warming up speed (D) from slow idle speed (E)
A - Engine Speed D - Auto- Warming Up Speed
when is slower than auto-warming up speed (1000 B - Target Engine Speed (1000 min-1)
min-1) (D). C - Fast Idle Speed (2350 min-1) E - Slow Idle Speed (800 min-1)
4. When any following deactivation conditions exist,
MC (3) deactivates the auto-warming up control.
according to the accelerator pedal control.
Deactivation Conditions:
 In 10 minutes after key switch (40) is set to the ON or
START position
 Hydraulic Oil Temperature: 30 °C (86 °F) or more
 Coolant Temperature: 40 °C (104 °F) or more
 Parking Brake: Release
f NOTE: The engine slow idle speed can be adjusted by
MPDr. (7).
IMPORTANT: When adjusting the auto-idle speed,
deactivate the auto-warming up control by using
monitor (8). Wait adjustment until 10 minutes
after the engine starts.
T2-2-10
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-005

T2-2-11
SECTION 2 SYSTEM
Engine Torque Idle Speed-Up Control

Purpose: A
In case the engine speed is slow and the engine load
increases while the machine climbs on a slope, the engine E
torque idle speed-up control increases the engine speed
in order to prevent engine stall.
Operation:
1. ECM (10) sends the engine torque signals to MC (3)
F
by using CAN communication (5).
G
2. When all following conditions exist, MC (3) sends
the signals equivalent to the target engine speed to B
ECM (10) by using CAN communication (5). C D
3. ECM (10) increases the engine speed to engine TNED-02-02-006
torque idle speed-up speed (F) (Max. 1100 min-1)
when it is slower than engine torque idle speed-up
speed (Max. 1100 min-1) (F). B - Accelerator Pedal Depressing Amount: Fully depressed
Amount E - Fast Idle Speed (2350 min-1)
C - Accelerator Pedal Depressing F - Engine Torque Idle Speed-Up
Conditions: Amount: Not depressed Speed (Max. 1100 min-1)
 Forward/Reverse Lever (23): Operated G - Slow Idle Speed (800 min-1)
 Vehicle Speed: 20 km/h (12 mph) or less
 Accelerator Pedal (1) Depressing Amount: Lightly
(Engine Speed: 1100 min-1 or less)
 Engine Torque: Beyond specified value
(Reference: 20 % or more)
f NOTE: Engine torque idle speed-up control is activated
by the signal of forward/reverse switch (27) in case the
machine is equipped with forward/reverse switch (27).
T2-2-12
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-007

T2-2-13
SECTION 2 SYSTEM
Forward/Reverse Lever Idle Speed-Up Control

Purpose:
A
The forward/reverse lever idle speed-up control
increases the engine speed from the slow idle speed and E
prevents engine stall when the machine starts traveling
(the forward/reverse lever is shifted or the steering is
operated). In addition, the forward/reverse lever idle
speed-up control reduces the engine speed in order
to reduce fuel consumption and noise level when the
forward/reverse lever is in the neutral position. F
G
Operation:
1. TCU (16) receives the signal from forward/reverse B
lever (23). TCU (16) sends the signals to MC (3) by C D
using CAN communication (5). TNED-02-02-004
2. When the following conditions exist, MC (3) sends

the signals equivalent to the target engine speed to A - Engine Speed D - Accelerator Pedal Depressing
ECM (10) by using CAN communication (5). B - Accelerator Pedal Depressing Amount: Fully depressed
3. ECM (10) increases the engine speed to forward/ C - Accelerator Pedal Depressing F - Forward/Reverse Lever Idle
reverse lever idle speed-up speed (F) from slow idle Amount: Not depressed Speed-Up Speed (950 min-1)
G - Slow Idle Speed (800 min-1)
speed (G) when it is slower than forward/reverse
lever idle speed-up speed (950 min-1) (F).
4. MC (3) deactivates the forward/reverse lever idle
speed-up control when forward/reverse lever (23) is
set to neutral position (25).
Conditions:
Forward/Reverse Lever (23): Forward Position (24) or
Reverse Position (26)
f NOTE: Forward/reverse lever idle speed-up control is
activated by the signal of forward/reverse switch (27)
in case the machine is equipped with forward/reverse
switch (27).
T2-2-14
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-008

T2-2-15
SECTION 2 SYSTEM
Forward/Reverse Selection Speed Limit Control

While Traveling
A
Purpose:
The forward/reverse selection speed limit control while E
traveling limits the engine speed when shifting the travel
direction while traveling at fast speed. The transmission is
protected by slowdown function of the engine brake. In
addition, shock and drift amount of vehicle are reduced
when changing the travel direction.
F
Operation: G
1. TCU (16) receives the signals from vehicle speed
sensor (21), shift switch (22), and forward/reverse B
C D
lever (23). TCU (16) sends the signals to MC (3) by
using CAN communication (5). TNED-02-02-009

the signals equivalent to the target engine speed to A - Engine Speed D - Accelerator Pedal Depressing
ECM (10) by using CAN communication (5) in case B - Accelerator Pedal Depressing Amount: Fully depressed
shifting forward/reverse lever (23).
C - Accelerator Pedal Depressing F - Specified Value (1100 min-1)
3. ECM (10) reduces and limits the engine speed to Amount: Not depressed G - Slow Idle Speed (800 min-1)
specified value (1100 min-1) (F).
4. Therefore, when any following deactivation
conditions exist, ECM (10) returns the engine speed
Conditions:
 Vehicle Speed: 13 km/h (8 mph) or more
 Speed Shift: Third or Fourth
 Vehicle Speed: 12 km/h (7.5 mph) or less
 Forward/Reverse Lever (23): Neutral Position (25)
f NOTE: Forward/reverse selection speed limit control
while driving is deactivated by the signal of forward/
reverse switch (27) in case the machine is equipped with
forward/reverse switch (27).
T2-2-16
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
a 13 29
18 19 20 21
14
b
OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-010

T2-2-17
SECTION 2 SYSTEM
Engine Speed Limit Control without Load
A
Purpose:
The engine speed limit control without load limits the E
fast idle speed when the pump delivery pressure is below F
specified value. Therefore, fuel consumption is reduced.
G
Operation:
1. MC (3) receives the signal from pump delivery
pressure sensor (29).
H
3. ECM (10) reduces and limits the engine speed TNED-02-02-011
to specified values (F, G) according to CAN
communication (5).
 Specified Value (2240 min-1) (F): Pump delivery B - Accelerator Pedal Depressing Amount: Fully depressed
pressure is more then 3 MPa (31 kgf/cm2, 435 psi) to Amount E - Fast Idle Speed (2350 min-1)
14 MPa (143 kgf/cm2, 2030 psi) . Amount: Not depressed G - Specified Value (1800 min-1)
 Specified Value (1800 min-1) (G): Pump delivery H - Slow Idle Speed (800 min-1)
pressure is less than 3 MPa (31 kgf/cm2, 435 psi).
4. Therefore, when any following deactivation
conditions exist, ECM (10) returns the engine speed
fNOTE: In case operating lift arm raise/lower operation
with the bucket empty, pump delivery pressure becomes
medium pressure (3 MPa (31 kgf/cm2, 435 psi) to 14 MPa
Conditions: (143 kgf/cm2, 2030 psi) ).
 Pump Delivery Pressure: Below specified value
(Reference: Less than 14 MPa (143 kgf/cm2, 1885 psi))
 Forward/Reverse Lever (23): Neutral Position (25)
 (Vehicle Speed: 3 km/h (1.8 mph) or less)
 Pump Delivery Pressure: High Pressure
(Reference: 14 MPa (143 kgf/cm2, 2030 psi) or more)
 Forward/Reverse Lever (23): Forward Position (24) or
 (Vehicle Speed: 3 km/h (1.8 mph) or more)
f NOTE: Engine speed limit control without load is
activated/deactivated by the signal of forward/reverse
switch (27) in case the machine is equipped with
forward/reverse switch (27).
T2-2-18
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-012

T2-2-19
SECTION 2 SYSTEM
Matching Control While Digging

Purpose:
The matching control while digging reduce the travel A
force by limiting the fast idle speed and improves the
balance between traveling force and digging force. G
Operation: H
1. TCU (16) sends the speed shift signals of
I
transmission (17) to MC (3) by using CAN
communication (5).
2. ECM (10) sends the actual engine speed signals
from engine (11) to MC (3) by using CAN B
communication (5). C D E F
3. MC (3) receives the signal from pump delivery TNED-02-02-013
pressure sensor (29) and the signal from power
mode switch (35).
A - Engine Speed F - Digging Finish
4. When all following conditions exist, MC (3) sends B - Operating Hours (second) G - Fast Idle Speed
the signals equivalent to the target engine speed to C - Digging Start H - Specified Value While Digging
D - While Digging I - Specified Value While Fully
ECM (10) by using CAN communication (5). E - While Fully Digging Digging
5. ECM (10) reduces and limits the engine speed to
specified values (H), (I) from fast idle speed (G)
according to CAN communication (5) when the
engine speed is beyond that during matching
control while digging.
Engine Speed according to Power Mode (Reference)
(Unit: min-1)
Conditions: Power Mode OFF ON
 Forward/Reverse Lever (23): Forward Position (24)
Fast Idle Speed (G) 2230 2350
 Pump Delivery Pressure: High Pressure
Specified Value While 1840 1940
(Reference: 14 MPa (143 kgf/cm2, 2030 psi) or more)
Digging (H)
 Torque Converter Speed Ratio: Below specified value
(Reference: 15 % or less) Specified Value While Fully 1700 1870
Digging (I)
f NOTE: Torque converter speed ratio is calculated from
the following equation. fNOTE: Specified values (H, I) of the engine speed are
A=B/C different according to the Power mode (OFF or ON
A - Torque Converter Speed C - Actual Engine Speed
mode).
Ratio
B - Torque Converter Output
Speed
fNOTE: Matching control while digging is activated

by the signal of forward/reverse switch (27) in case the
machine is equipped with forward/reverse switch (27).
T2-2-20
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-014

T2-2-21
SECTION 2 SYSTEM
Speed Limit Control at First Speed

Purpose: A
The speed limit control at first speed limits the fast idle
speed at the first speed with the power mode set ON. E
Therefore, loads applied to the travel device are reduced
F
and it is protected.
Operation:
communication (5). G
2. When the speed shift is set at the first speed, MC (3) B

sends the signals equivalent to the target engine C D
speed to ECM (10) by using CAN communication (5). TNED-02-02-015
3. ECM (10) reduces and limits the engine speed to
specified value (2240 min-1) (F) from fast idle speed
(E) when the engine speed is set beyond that during B - Accelerator Pedal Depressing Amount: Fully depressed
speed limit control at first speed. Amount E - Fast Idle Speed (2350 min-1)
fNOTE: The speed limit control at first is carried out with Amount: Not depressed G - Slow Idle Speed (800 min-1)
the power mode set ON. Higher priority is given to the
speed limit control with power mode OFF with the power
mode set at OFF.
T2-2-22
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-016

T2-2-23
SECTION 2 SYSTEM
Speed Limit Control with Power Mode OFF

Purpose:
The speed limit control with power mode OFF limits the Speed Shift: Second or less
fast idle speed according to driving load with the power
mode set OFF. Therefore, fuel consumption is reduced.
A
Operation:
communication (5).
from engine (11) to MC (3) by using CAN
communication (5). B
3. When all following conditions exist, MC (3) sends TNED-02-02-058
the signals equivalent to the target engine speed to
ECM (10) by using CAN communication (5).
A - Engine Speed
4. ECM (10) reduces and limits the engine speed to the B - Driving Load
specified value from the fast idle speed according to
CAN communication (5) when the engine speed is
beyond that during speed limit control with power
fNOTE: When key switch (40) is set to the OFF position,
the power mode is turned OFF. MC (3) detects driving
mode OFF. load by using torque converter speed ratio. Torque
 When the signals of speed shift is the second speed converter speed ratio is calculated from the following
or less, the engine speed is reduced and limited equation.
to the specified value from the fast idle speed
according to driving load. A=B/C
 When the signals of speed shift is the third speed,
the engine speed is limited to the specified value
A - Torque Converter Speed B - Torque Converter Output
(reference: 2180 min-1) from the fast idle speed. Ratio Speed
C - Actual Engine Speed
Conditions:
 Power Mode: OFF
f NOTE: When the signals of speed shift is the fourth
speed, the speed limit control with power mode OFF is
deactivated.
T2-2-24
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-019

T2-2-25
SECTION 2 SYSTEM
Speed Limit Control during Declutch Operation

Purpose: A
The speed limit control during declutch operation limits
the fast idle speed and limits engine speed increase E
during declutch operation. Therefore, energy loss can be
resolved. (Transmission Control/ Declutch Control.) F
Operation:
1. MC (3) receives the signal from declutch position
switch (34).
G
B
3. ECM (10) reduces and limits the engine speed to TNED-02-02-015
specified value (2250 min-1) (F) from fast idle speed
(E) when the engine speed is set beyond that during
speed limit control during declutch operation. B - Accelerator Pedal Depressing Amount: Fully depressed
4. Therefore, engine speed increase is limited during Amount E - Fast Idle Speed (2350 min-1)
declutch operation. Amount: Not depressed G - Slow Idle Speed (800 min-1)
Conditions:
 Declutch Position Switch (34): (c) Position
 Power Mode: ON
f NOTE: As engine speed increase is less with declutch
position switch (34) set at (a) position, speed limit control
during declutch operation is deactivated.
T2-2-26
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-020

T2-2-27
SECTION 2 SYSTEM
Overheat Prevention Speed Limit Control

Purpose:
The overheat prevention speed limit control limits the fast
idle speed and prevents the engine overheating when
radiator coolant temperature and torque converter oil
temperature increase around the upper limit.
Operation:
1. ECM (10) receives the signals from coolant
temperature sensor (15). ECM (10) sends the signals
A
to MC (3) by using CAN communication (5).
2. TCU (16) receives the signal from torque converter F
oil temperature sensor (18). TCU (16) sends the H
G
signals to MC (3) by using CAN communication (5).
3. MC (1) receives the signal from hydraulic oil
temperature sensor (41).
4. When any following conditions exist, MC (3) sends
ECM (10) by using CAN communication (5). CDE
5. ECM (10) reduces and limits the engine speed to TNEE-02-02-022
specified value (2230 min-1) (H) or specified value
(2020 min-1) (G) from fast idle speed (F) according
A - Engine Speed E - Torque Converter Oil
to temperature of each component when the
B - Temperature Temperature (103 °C, 217 °F)
engine speed is set beyond that during overheat C - Hydraulic Oil Temperature (95 F - Fast Idle Speed (2350 min-1)
prevention speed limit control. °C, 203 °F) G - Specified Value (2020 min-1)
D - Coolant Temperature (108 °C, H - Specified Value (2230 min-1)
6. Therefore, the engine overheating is prevented. 226 °F)
Conditions:
 Coolant Temperature: 97 °C (206 °F) or more
 Torque Converter Oil Temperature: 108 °C (226 °F) or
more
 Hydraulic Oil Temperature: 95 °C (203 °F) or more
T2-2-28
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
48
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-023

14- Cam Angle Sensor 25- Neutral Position 36- Travel Mode Selector Switch 48- (Unused)
T2-2-29
SECTION 2 SYSTEM
Idle Speed-Up Control (Fan Reverse Rotation)

(Option)
A
Purpose:
The idle speed-up control (fan reverse rotation) increases E
the engine speed from slow idle speed and prevents the
fan reverse rotation from stopping when releasing the
accelerator pedal suddenly during fan reverse rotation
control (fan manual reverse rotation mode) is activated.
Operation: F
1. MC (3) receives the signal from fan reverse rotation G
switch (49).
B
2. When all following conditions exist, MC (3) sends C D
TNED-02-02-004
ECM (10) by using CAN communication (5).
3. When the engine speed is lower than idle speed-up
A - Engine Speed E - Fast Idle Speed (2350 min-1)
speed (fan reverse rotation) (1050 min-1) (F), ECM B - Accelerator Pedal Depressing F - Idle Speed-Up Speed (Fan
(10) increases the engine speed to idle speed-up Amount Reverse Rotation) (1050
speed (fan reverse rotation) (1050 min-1) (F) from C - Accelerator Pedal Depressing min-1)
slow idle speed (G). Amount: Not depressed G - Slow Idle Speed (800 min-1)
D - Accelerator Pedal Depressing
4. When any following deactivation conditions exist, Amount: Fully depressed
MC (3) deactivates the idle speed-up control (fan
reverse rotation).
5. Therefore, ECM (10) returns the engine speed to the
engine speed according to the accelerator pedal
control.
Condition:
1. Forward/Reverse Lever (23): Neutral Position (25)
2. When shifting fan reverse rotation or during fan
reverse rotation
Deactivation Condition:
1. Forward/Reverse Lever (23): Forward Position (24) or
2. During fan normal rotation
f NOTE: When fan auto-reverse rotation (OP) mode is

selected, idle speed-up control (fan reverse rotation) is
disabled.
f NOTE: Idle speed-up control (fan reverse rotation) is
activated/deactivated by the signal of forward/reverse
switch (27) in case of the machine with forward/reverse
switch (27) attached.
T2-2-30
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
49
30
31
32
33
TNDB-02-02-006
1- Accelerator Pedal 16- TCU 27- Forward/Reverse Switch 39- AUTO 1 Mode
2- Accelerator Pedal Sensor 17- Transmission (Optional) 40- Key Switch
3- MC 18- Torque Converter Oil 28- Forward/Reverse Selector 41- Hydraulic Oil Temperature
4- Column Display Controller Temperature Sensor Switch (Optional) Sensor
5- CAN 19- Torque Converter Input Speed 29- Pump Delivery Pressure Sensor 42- Pressure Sensor (Lift Arm
6- Air Conditioner Controller Sensor 30- Torque Control Solenoid Valve Raise) (Optional)
7- MPDr. 20- Torque Converter Output 31- Parking Brake Solenoid Valve 44- Brake Pedal (Left)
8- Monitor Speed Sensor 32- Pressure Sensor (Parking 45- Pressure Sensor (Brake Second
9- Information Controller 21- Vehicle Speed Sensor Brake) Pressure)
10- ECM 22- Shift Switch 33- Parking Brake Switch 46- Brake Pedal (Right)
11- Engine 23- Forward/Reverse Lever 34- Declutch Position Switch 47- Brake Pedal (Right) Switch
12- Boost Temperature Sensor 24- Forward Position 35- Power Mode Switch 49- Fan Reverse Rotation Switch
13- Crank Revolution Sensor 25- Neutral Position 36- Driving Mode Switch (Optional)
14- Cam Angle Sensor 26- Reverse Position 37- AUTO 2 Mode
15- Coolant Temperature Sensor 38- Manual Mode
T2-2-31
SECTION 2 SYSTEM
(Blank)
T2-2-32
SECTION 2 SYSTEM
Pump Control
The pump control consists of the followings.
 Base Torque Control

 Torque Decrease Control While Digging
T2-2-33
SECTION 2 SYSTEM
Base Torque Control
Purpose:
The base torque control controls the pump delivery flow Q
rate in response to the engine speed changes due to
variations in load so that the engine output power can be
utilized more efficiently.
Operation:
from engine (11) to MC (3) by using CAN
communication (5).
2. MC (3) sends the signals to torque control solenoid
valve (30) according to the actual engine speed
signal detected by CAN communication (5) from
ECM (10).
3. Torque control solenoid valve (30) delivers the pilot
pressure oil according to the signals to the regulator
and controls the pump delivery flow rate. P
fNOTE: The calculated values of MC (3) are different TNED-02-02-024

between at low temperature and at high temperature.
fNOTE: Refer to Torque Decrease Control While Digging P - Pressure Q - Flow Rate
during digging operation.
T2-2-34
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-025

T2-2-35
SECTION 2 SYSTEM
Torque Decrease Control While Digging
Purpose:
The torque decrease control while digging reduces the
pump delivery flow rate and reduces the pump driving
torque so that the engine output power can be utilized
as the driving power (traveling power). (Refer to Engine
Control/ Matching Control While Digging.)
Operation:
the signal to torque control solenoid valve (30).
2. Torque control solenoid valve (30) delivers the pilot
pressure oil according to the signals to the regulator
and reduces the pump delivery flow rate.
Conditions:
 Torque Converter Speed Ratio: Below specified value
(Reference: 15 % or less)
 Forward/Reverse Lever (23): Forward Position (24)
 Pump Delivery Pressure: High Pressure (Reference: 14
Mpa (143 kgf/cm2, 2030 psi) or more
f NOTE: Refer to Torque Decrease Control While Digging
during digging operation.
fNOTE: Torque decrease control while digging is
activated by the signal of forward/reverse switch (27)
in case of the machine with forward/reverse switch (27)
attached.
T2-2-36
SECTION 2 SYSTEM
44 45 46 47 1 2
7
22
42 8
41 4 9 23
24
25
40
26
16 27
39
A1 24
38
M 5 25
37 3
A2 6 26
36 10
28
35 12
13 29
a 18 19 20 21
14
b OFF 15
c
34
11 17
30
31
32
33
TNDB-02-02-026

T2-2-37
SECTION 2 SYSTEM
Transmission Control
The transmission control consists of the followings.
 Neutral Control
 Forward/Reverse Lever Priority Control (Option)
 Manual Speed Shift Control
 Automatic Speed Shift Control
 Downshift Control
 Speed Shift Delay Control (Option)
 Declutch Control
 Shift Holding Control
T2-2-38
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-027
1- Accelerator Pedal 15- Torque Converter Input Speed 23- Shift Switch 35- Travel Mode Selector Switch
2- Accelerator Pedal Sensor Sensor 24- Forward/Reverse Lever 36- AUTO 2 Mode
3- MC 16- Torque Converter Output 25- Forward Position 37- Manual Mode
4- Column Display Controller Speed Sensor 26- Neutral Position 38- AUTO 1 Mode
5- CAN 17- Transmission Intermediate 27- Reverse Position 39- Key Switch
6- Monitor Shaft Speed Sensor 28- Forward/Reverse Switch 40- Brake Pedal (Left)
7- Information Controller 18- Vehicle Speed Sensor (Optional) 41- Pressure Sensor (Brake
8- ECM 19- Slow-Speed Forward Clutch 29- Forward/Reverse Selector Secondary Pressure)
9- Engine Solenoid Valve (Y5) Switch (Optional) 42- Brake Pedal (Right)
10- TCU 20- Fast-Speed Forward Clutch 30- Parking Brake Solenoid Valve 43- Brake Pedal (Right) Switch
11- Downshift Switch (DSS) Solenoid Valve (Y1) 31- Pressure Sensor (Parking 44- Lift Arm Angle Sensor
12- Hold Switch 21- Reverse Clutch Solenoid Valve Brake) (Optional)
13- Transmission (Y2) 32- Parking Brake Switch 45- Pressure Sensor (Lift Arm
14- Torque Converter Oil 22- Speed Shift Solenoid Valve (1 33- Declutch Position Switch Raise) (Optional)
Temperature Sensor (Y3), 2 (Y6), 3 (Y4)) 34- Power Mode Switch 46- First Speed Fixed Switch
T2-2-39
SECTION 2 SYSTEM
Neutral Control
Purpose: 9. Therefore, the parking brake is prevented from

The neutral control deactivates the forward/reverse lever dragging when the parking brake is applied.
(24) operation and does not connect the transmission
10. Parking brake solenoid valve (30) delivers the pilot
forward/reverse clutches when the parking brake is
pressure oil to the parking brake according to the
applied. Therefore, the parking brake is prevented from
OFF signal of parking brake switch (32). The spring
dragging.
is pushed back by the pilot pressure oil and the
parking brake is released.
1. Column display controller (4) receives the signal
from pressure sensor (parking brake) (31). 11. TCU (10) sends the signal from forward/reverse lever
(24) to forward/reverse clutch solenoid valves (19,
2. Column display controller (4) turns on parking brake
20, and 21) of transmission (13) when the parking
indicator (47) when the parking brake is applied
brake is released (parking brake: OFF).
(parking brake: ON).
12. Therefore, the forward/reverse clutches of
3. Column display controller (4) sends the ON/OFF
transmission (13) are connected.
signal of the parking brake to MC (3).
4. TCU (10) receives the ON/OFF signal of the parking fNOTE: The operation of forward/reverse switch (28)
brake from MC (3). also becomes invalid when the parking brake is applied
in case the machine is equipped with forward/reverse
5. TCU (10) receives the signal from forward/reverse switch (28).
lever (24). (Refer to Forward/Reverse Lever Priority
Control.)
6. Parking brake solenoid valve (30) returns the pilot
pressure oil to the hydraulic oil tank from the
parking brake according to the ON signal of parking
brake switch (32). The parking brake is applied by
the spring force.
7. TCU (10) does not send the signal from forward/
reverse lever (24) to forward/reverse clutch solenoid
valves (19, 20, and 21) of transmission (13) when the
parking brake is applied (parking brake: ON).
transmission (13) are not connected.
T2-2-40
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
47
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-028
1- Accelerator Pedal 15- Torque Converter Input Speed 24- Forward/Reverse Lever 37- Manual Mode
2- Accelerator Pedal Sensor Sensor 25- Forward Position 38- AUTO 1 Mode
3- MC 16- Torque Converter Output 26- Neutral Position 39- Key Switch
4- Column Display Controller Speed Sensor 27- Reverse Position 40- Brake Pedal (Left)
5- CAN 17- Transmission Intermediate 28- Forward/Reverse Switch 41- Pressure Sensor (Brake
6- Monitor Shaft Speed Sensor (Optional) Secondary Pressure)
7- Information Controller 18- Vehicle Speed Sensor 29- Forward/Reverse Selector 42- Brake Pedal (Right)
8- ECM 19- Slow-Speed Forward Clutch Switch (Optional) 43- Brake Pedal (Right) Switch
9- Engine Solenoid Valve (Y5) 30- Parking Brake Solenoid Valve 44- Lift Arm Angle Sensor
10- TCU 20- Fast-Speed Forward Clutch 31- Pressure Sensor (Parking (Optional)
11- Downshift Switch (DSS) Solenoid Valve (Y1) Brake) 45- Pressure Sensor (Lift Arm
12- Hold Switch 21- Reverse Clutch Solenoid Valve 32- Parking Brake Switch Raise) (Optional)
13- Transmission (Y2) 33- Declutch Position Switch 46- First Speed Fixed Switch
14- Torque Converter Oil 22- Speed Shift Solenoid Valve (1 34- Power Mode Switch 47- Parking Brake Indicator
Temperature Sensor (Y3), 2 (Y6), 3 (Y4)) 35- Travel Mode Selector Switch
23- Shift Switch 36- AUTO 2 Mode
T2-2-41
SECTION 2 SYSTEM
Forward/Reverse Lever Priority Control (Option)
Purpose:
The forward/reverse lever priority control gives priority
to the operation of forward/reverse lever (24) and shifts
the travel direction when forward/reverse switch (28) is
effective.
Operation:
1. TCU (10) makes only the signal of forward/reverse
lever (24) effective when forward/reverse selector
switch (29) is OFF.
2. TCU (10) makes the signal of forward/reverse switch
(28) effective if forward/reverse selector switch
(29) is turned ON when both forward/reverse lever
(24) and forward/reverse switch (28) are in neutral
position (26). At the same time, TCU (10) turns on
the forward/reverse indicator (47).
3. TCU (10) shifts the travel direction according to
the signal of forward/reverse switch (28) when
operating forward/reverse switch (28).
4. TCU (10) puts priority on the signal of forward/
reverse lever (24) and shifts the travel direction
when operating forward/reverse lever (24). In
addition, TCU (10) puts out the forward/reverse
indicator (47).
5. If the signal of forward/reverse switch (28) is
effective again, perform the procedure in step 2.
fNOTE: In case forward/reverse lever (24) becomes

abnormal, TCU (10) sets transmission (13) to neutral
with backup control. In addition, in case forward/reverse
switch (28) becomes abnormal, the travel direction is
shifted by the signal from forward/reverse lever (24).
T2-2-42
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
47
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-029
7- Information Controller 18- Vehicle Speed Sensor 29- Forward/Reverse Selector 42- Brake Pedal (Right)
14- Torque Converter Oil 22- Speed Shift Solenoid Valve (1 34- Power Mode Switch 47- Forward/Reverse Indicator
Temperature Sensor (Y3), 2 (Y6), 3 (Y4)) 35- Travel Mode Selector Switch
T2-2-43
SECTION 2 SYSTEM
Manual Speed Shift Control
4. In addition, TCU (10) limits the signal of the speed

Purpose:
shift position selected by shift switch (23) when
The manual speed shift control changes the speed shift of
shift switch (23) is shifted to second from fourth.
transmission manually.
5. TCU (10) changes the speed shift of transmission
Operation: (13) to fourth, third, and second step by step
1. MC (3) receives the signals from travel mode according to the signal of the speed shift position
selector switch (35) and first speed fixed switch (46). limited at step 4 when the vehicle speed reaches
MC (3) sends the signals to TCU (10) by using CAN the speed that the speed shift can be changed.
communication (5). (Refer to Automatic Speed Shift
6. Therefore, the speed change (downshift) shock is
Control.)
reduced and the transmission is protected.
7. TCU (10) holds the speed shift of transmission (13)
sensor (18) and shift switch (23). Shift switch (23) is
in first speed when the speed shift of second is
provided with two switches inside. When one speed
selected by shift switch (23) and first speed fixed
shift from second to fifth is selected, the signal of
switch (46) is turned ON.
the selected speed shift position is sent to TCU (10)
according to the ON combination of the switches. 8. TCU (10) sends the current speed shift to column
display controller (4) by using CAN communication
(5) at the same time.
Speed Shift Second Third Fourth Fifth
Inside Switch ON ON 9. Column display controller (4) displays the current
speed shift on monitor (6).
Inside Switch ON ON
3. The signal of the speed shift position selected by

fNOTE: The speed shift is five gears in forward direction
and three gears in reverse direction.
shift switch (23) is sent to speed shift solenoid valve
(22) of transmission (13) when driving mode switch
(35) is in manual mode (37). Therefore, the gear of
transmission (13) is changed.
T2-2-44
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-030
T2-2-45
SECTION 2 SYSTEM
Automatic Speed Shift Control
Purpose: 4. In addition, TCU (10) limits the signal of the speed

The automatic speed shift control changes the speed shift position selected by shift switch (23) when
shift of transmission automatically. The driving mode can shift switch (23) is shifted to second from fourth.
be selected according to the work mode. In addition, the
timing of automatic speed shift is changed according to
(13) to fourth, third, and second step by step
the power mode in order to reduce fuel consumption and
according to the signal of the speed shift position
maintain the performance.
limited at step 4 when the vehicle speed reaches
the speed that the speed shift can be changed.
Operation:
1. MC (3) receives the signals from travel mode 6. Therefore, the speed change (downshift) shock is
selector switch (35) and power mode switch (34). reduced and the transmission is protected.
MC (3) sends the signals to TCU (10) by using CAN
7. TCU (10) sends the current speed shift to column
communication (5).
display controller (4) by using CAN communication
2. TCU (10) receives the signals from vehicle speed (5) at the same time.
sensor (18) and shift switch (23).
8. Column display controller (4) displays the current
3. TCU (10) sends the speed shift signal to speed shift speed shift on monitor (6).
solenoid valve (22) of transmission (13) according
to the input signal. Therefore, the speed shift of fNOTE: The speed shift is five gears in forward direction
transmission (13) is automatically changed. and three gears in reverse direction. In addition, the
speed shift position selected by shift switch (23) is upper
limit at automatic speed shift.
Travel Mode
 AUTO 1 Mode (38): The machine starts driving fNOTE: TCU (10) holds the speed shift of transmission
at second speed. When driving load increases, it (13) in first speed when the speed shift of second is
automatically shift from second to first speed. selected by shift switch (23) and first speed fixed switch
 AUTO 2 Mode (36): The machine starts driving at (46) is turned ON, and the travel mode is set in AUTO 1
second speed. This mode uses second speed or (38) mode or AUTO 2 (36) mode.
more. When driving load increases, it does not
automatically downshift to first speed.
fNOTE: In case driving mode switch (35) becomes
abnormal, MC (3) sets the driving mode to manual
 Manual (37): The speed shift is changed manually. mode.
(Refer to Manual Speed Shift Control.)
fNOTE: In case vehicle speed sensor (18) becomes
Power Mode: abnormal, TCU (10) fixes the speed shift of transmission
 OFF: As the timing of speed shift is quick (gear (13) to second with backup control.
up), this mode is better for reduction of fuel
consumption during driving, digging, and loading
operations under light load.
 ON: As the timing of speed shift is slow (gear up), this
mode is better for maintenance of the performance
during driving, digging, and loading operations
under heavy load.
T2-2-46
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-031
T2-2-47
SECTION 2 SYSTEM
Downshift Control
Purpose: Deactivation Conditions:

The downshift control shifts down the speed shift of  Forward/Reverse Lever (24): Operated
transmission (13) by operating the downshift switch (DSS)  Driving Mode Switch (35): Operated
(11).  Shift Switch (23): Operated
Operation:
f NOTE: Downshift switch (11) is located on a front
attachment control lever.
sensor (18), shift switch (23), and downshift switch fNOTE: In case vehicle speed sensor (18) becomes
(DSS) (11). abnormal, TCU (10) fixes the speed shift of transmission
(13) to second with backup control.
2. Push down shift switch (DSS) (11) once with the
machine driving at fourth speed during automatic fNOTE: Downshift control is deactivated by the signal of
speed shift control. TCU (10) changes the lower forward/reverse switch (28) in case of the machine with
speed shift of transmission (13) by one step when forward/reverse switch (28) attached.
the vehicle speed reaches the speed that the speed
shift can be changed. TCU (10) sends the signal to
speed shift solenoid valve (22).
3 Therefore, the speed shift of transmission (13) is
changed to third speed from fourth speed.
(13) to second speed from third speed when the
vehicle speed reaches the speed that the speed
shift can be changed by pushing downshift switch
(DSS) (11) once more.
5. In addition, TCU (10) changes the speed shift of
transmission (13) to second speed from fourth
speed step-by-step when the vehicle speed reaches
the speed that the speed shift can be changed with
downshift switch (DSS) (11) pushed.
6. Push downshift switch (DSS) (11) once more within
3 seconds after releasing it. TCU (10) changes the
speed shift of transmission (13) to first speed from
second speed when the vehicle speed reaches the
speed that the speed shift can be changed.
7. The downshift control is deactivated and is returned
to automatic speed shift control in 3 seconds after
the speed shift is lowered. (Refer to Automatic
Speed Shift Control.)
(13) to first speed from fourth speed step-by-step by
pushing downshift switch (DSS) (11) during manual
speed shift control. In addition, the lowered speed
shift is kept. (Refer to Manual Speed Shift Control.)
the downshift control is deactivated.
T2-2-48
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-032
T2-2-49
SECTION 2 SYSTEM
Speed Shift Delay Control (Option)
Purpose:
The speed shift delay control retards speed-shift up
timing at automatic speed shift control. Therefore, this
control is to maintain the performance during digging
and loading operations.
Operation:
1. When the following conditions exist, the timing
of speed-shift up (second to third) is delayed at
automatic speed shift control.
Condition:
 Forward/Reverse Lever (24): Forward Position (25) or
 Driving Mode Switch (35): AUTO 1 mode (38), AUTO 2
mode (36)
 Vehicle Speed: Beyond specified value (Reference:
Power Mode: OFF: 9.4 km/h (5.8 mph) or more,
Power Mode: ON: 10.3 km/h (6.4 mph) or more)
 Speed Shift: Second
 Parking Brake: Release
 Speed Shift Delay Mode Switch (47): ON (Effective)
f NOTE: The speed shift delay mode is turned ON/OFF by
pushing speed shift delay mode switch (47). The light of
speed shift delay mode switch (47) is turned on when the
speed shift delay mode is ON.
2. TCU (10) holds the current speed shift signal for 4
seconds in forward direction and for 5 seconds in
reverse direction while driving.
3. Therefore, the timing of speed-shift up (second to
third) is delayed.
fNOTE: Speed shift delay control is activated by the

signal of forward/reverse switch (28) in case of the
machine with forward/reverse switch (28) attached.
T2-2-50
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
47 21
19
20 1 2 3
30
22
32 31
TNDB-02-02-033
7- Monitor Controller 18- Vehicle Speed Sensor 29- Forward/Reverse Selector 42- Brake Pedal (Right)
14- Torque Converter Oil 22- Speed Shift Solenoid Valve (1 34- Power Mode Switch 47- Speed Shift Delay Mode
Temperature Sensor (Y3), 2 (Y6), 3 (Y4)) 35- Travel Mode Selector Switch Switch (Optional)
T2-2-51
SECTION 2 SYSTEM
Declutch Control
Purpose: 6. When any following deactivation conditions exist,

The declutch control cuts off the the transmission MC (3) sends the declutch signals to TCU (10) by
forward/reverse clutches by depressing the brake pedal. using CAN communication (5).
Therefore, the engine output power can be concentrated
7. TCU(10) sends the signal to forward/reverse clutch
to the front attachment operating force.
solenoid valves (19, 20, 21) of transmission (13).
Operation: 8. Therefore, the forward/reverse clutches of
1. MC (3) receives the signal from declutch position transmission (13) are connected.
switch (33).
9. Monitor (6) displays the forward/reverse position
2. When all following conditions exist, MC (3) sends with the declutch control when the forward/reverse
the declutch signals to TCU (10) by using CAN clutches of transmission (13) are disconnected.
communication (5).
3. TCU(10) stops sending the signal to forward/ Deactivation Conditions:
reverse clutch solenoid valves (19, 20, and 21) of  Declutch Position Switch (33): OFF Position
transmission (13).  Speed Shift: Third speed or more
 Vehicle Speed: 20 km/h (12 mph) or more
 Brake: Released (Brake Pedal (Right) Switch (43): OFF)
transmission (13) are disconnected.
 Pressure Sensor (Brake Secondary Pressure) (41):
5. Consequently, the engine output power has been Below specified value (Refer to the table below in
transmitted to tires disappears so that the front the left.)
attachment operating force increases. f NOTE: The fast idle speed is reduced and the engine
speed increase is limited by cutting the driving power
Conditions: during declutch operation. (Refer to Engine Control/
 Declutch Position Switch (33): (a) or (c) Position Speed Limit Control During Declutch Operation.)
 Speed Shift: Second or less
 Vehicle Speed: Less than 20 km/h (12 mph)
fNOTE: In case declutch position switch (34) and
pressure sensor (brake secondary pressure) (41) become
 Brake: Operated (Brake Pedal (Right) Switch (43): ON) abnormal, the declutch control is deactivated.
 Pressure Sensor (Brake Secondary Pressure) (41):
Beyond specified value (Refer to the table below.)
Unit: MPa (kgf/cm2, psi)

Declutch Position (a) Position (c) Position
Accelerator Not Fully Not Fully
Pedal Depressing depressed depressed depressed depressed
Amount
Speed Shift: First 1.68 2.38 2.87 4.3
(17, 244) (24, 345) (29, 461) (44, 624)
Speed Shift: 1.44 1.67 3.35 4.0

Second 15, 209) (17, 242) (34, 486) (41, 580)
T2-2-52
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-034
T2-2-53
SECTION 2 SYSTEM
Shift Holding Control
Purpose: 5. TCU (10) sends the ON/OFF signal of hold switch

The shift holding control holds the current speed shift of (12) to column display controller (4) by using CAN
transmission by operating the hold switch if necessary at communication (5) at the same time.
automatic speed shift control.
6. Column display controller (4) displays the shift
holding control state on monitor (6).
Operation:
1. TCU (10) receives the signal from hold switch (12).
2. TCU(10) holds the current speed shift of
transmission by operating hold switch (12) once.
3. Therefore, the speed shift of transmission (13) is
held in spite of depressing amount of accelerator
pedal (1) and brake pedals (40, 42).
fNOTE: The shift holding control is activated with AUTO

1 mode (38) or AUTO 2 mode (36) selected by driving
mode switch (35).
4. When all following deactivation conditions exist,
TCU(10) deactivates the shift holding control.
 Key Switch (39): OFF
 Hold Switch (12): Operated once more
 Downshift Switch (11): Operated
 Forward/Reverse Lever (24): Operated
 Shift Switch (23): Operated
 Driving Mode Switch (35): Manual mode (37)
 Pressure Sensor (Parking Brake) (31): Beyond
specified value
f NOTE: Shift holding control is deactivated by the signal
of forward/reverse switch (28) in case of the machine
with forward/reverse switch (28) attached.
T2-2-54
SECTION 2 SYSTEM
40 41 42 43 1 2
11 12
23
46
45 6
44 24
4 7
25
39 26
27
38 10
A1 28
37 25
M
36 5 26
A2 3
35 27
8
34 29
a
16
14 15
b 17
OFF
18
c
33
13
9
21
19
20 1 2 3
30
22
32 31
TNDB-02-02-035
T2-2-55
SECTION 2 SYSTEM
(Blank)
T2-2-56
SECTION 2 SYSTEM
Fan Control, Valve Control

The fan control and valve control consist of the
followings.
 Fan Speed Control

 Fan Reverse Rotation Control (Option)
 Ride Control (Option)
T2-2-57
SECTION 2 SYSTEM
Fan Speed Control
Purpose:
The fan speed control controls the best fan speed
according to the actual engine speed, hydraulic oil
temperature and so on.
Operation:
1. MC (1) receives the actual engine speed and the
signals of coolant temperature sensor (14) and
boost temperature sensor (11) from ECM (9) by
using CAN communication (3).
2. MC (1) receives the signal of outside temperature
sensor (5) from air conditioner controller (4) by
3. MC (1) receives the signal of torque converter oil
temperature sensor (17) from TCU (15) by using CAN
communication (3).
4. MC (1) receives the signals of power mode switch
(35), hydraulic oil temperature sensor (37), and
pressure sensor (refrigerant pressure) (38).
5. MC (11) activates fan speed control solenoid valve
(31) according to the input signals on step 1 to step
4 in order to control the best fan speed.
T2-2-58
SECTION 2 SYSTEM
39 40
38 6
37
36 18
7
19
2 8
20
1
35
21
34 22
15
19
3
20
4 21
9
11 23
5 12
13 17
14
10 16
33
28 27
31 30 29 41
24
32
25
26
TNDB-02-02-049
1- MC 14- Coolant Temperature Sensor 24- Parking Brake Solenoid Valve 33- Fan Valve (Optional)
2- Column Display Controller 15- TCU 25- Parking Brake Switch 34- Fan Reversing Switch
3- CAN 16- Transmission 26- Pressure Sensor (Parking (Optional)
4- Air Conditioner Controller 17- Torque Converter Oil Brake) 35- Power Mode Switch
5- Outside Temperature Sensor Temperature Sensor 27- Fan Pump 36- Key Switch
6- MPDr. 18- Forward/Reverse Lever 28- Fan Motor 37- Hydraulic Oil Temperature
7- Monitor 19- Forward Position 29- Fan Reversing Spool Sensor
8- Information Controller 20- Neutral Position 30- Fan Reverse Rotation Control 38- Pressure Sensor (Refrigerant
9- ECM 21- Reverse Position Solenoid Valve Pressure)
10- Engine 22- Forward/Reverse Switch 31- Fan Speed Control Solenoid 39- Accelerator Pedal
11- Boost Temperature Sensor (Optional) Valve 40- Accelerator Pedal Sensor
12- Crank Revolution Sensor 23- Forward/Reverse Selector 32- Fan Pump Delivery Pressure 41- Intake-Air Temperature Sensor
13- Cam Angle Sensor Switch (Optional) Sensor
T2-2-59
SECTION 2 SYSTEM
Fan Reverse Rotation Control (Option)
Purpose: 7. Column display controller (2) receives the signals

The fan reverse rotation control makes the cooling from pressure sensor (parking brake) (26).
fan rotate in reverse from normal by operating the fan
8. Column display controller (2) sends the ON/OFF
reversing switch.
signal of the parking brake to MC (1) by using CAN
f NOTE: As the cooling fan rotates in reverse, dust blows communication (3).
away and the radiator and oil cooler can be cleaned.
9. MC (1) holds the fan reverse rotation until the key
Operation:
switch is turned OFF when fan reversing switch (34)
1. MC (1) receives the signal from fan reversing switch
is set to manual-reverse rotation position with the
(34).
parking brake applied.
2. MC (1) activates fan reverse rotation control
10. MC (1) makes fan motor rotate in normal after
solenoid valve (30) and shifts fan reversing spool
holding the fan reverse rotation for one minute with
(29) when fan reversing switch (34) is set to manual-
the parking brake released.
reverse rotation position.
11. MC (1) sends the ON signal to column display
3. Therefore, fan motor (28) rotates in reverse.
controller (2) by using CAN communication (3)
4. MC (1) activates fan speed control solenoid valve during fan reverse rotation control.
(31) at the same time and fixes the fan rotation
12. Column display controller (2) lights fan reverse
speed at (1300 min-1) (specified value).
rotation indicator (41).
5. MC (1) makes fan motor rotate in normal by
pushing the manual-reverse rotation position of fan fNOTE: The fan automatic reverse rotation status
reversing switch (34) once more. (effective or ineffective) can be set with MPDr. (6).
Fan automatic reverse rotation (Optional):
6. In addition, MC (1) returns to the fan speed control
MC (1) performs the following operation when setting
which controls the fan speed according to the
fan reverse rotation switch (34) to the automatic reverse
hydraulic oil temperature and so on. (Refer to Fan
rotation position.
Speed Control.)
 Normal rotation (10 minutes)  Reverse rotation
(1 minute)  Normal rotation (30 minutes) 
Reverse rotation (1 minute)  Normal rotation (30
minutes). These are repeated.
 The fan reverse rotation hour is 90 seconds when
outside temperature is low.
f NOTE: Regarding the cooling fan rotation direction, the
inlet side viewed from the machine rear side is normal
and the outlet side is reverse.
T2-2-60
SECTION 2 SYSTEM
39 40
41
38 6
37
36 18
7
19
2 8
20
1
35
21
34 22
15
19
3
20
4 21
9
11 23
5 12
13 17
14
10 16
33
28 27
31 30 29
24
32
25
26
TNDB-02-02-050
1- MC 14- Coolant Temperature Sensor 24- Parking Brake Solenoid Valve 33- Fan Valve (Optional)
2- Column Display Controller 15- TCU 25- Parking Brake Switch 34- Fan Reversing Switch
3- CAN 16- Transmission 26- Pressure Sensor (Parking (Optional)
4- Air Conditioner Controller 17- Torque Converter Oil Brake) 35- Power Mode Switch
5- Outside Temperature Sensor Temperature Sensor 27- Fan Pump 36- Key Switch
6- MPDr. 18- Forward/Reverse Lever 28- Fan Motor 37- Hydraulic Oil Temperature
7- Monitor 19- Forward Position 29- Fan Reversing Spool Sensor
8- Information Controller 20- Neutral Position 30- Fan Reverse Rotation Control 38- Pressure Sensor (Refrigerant
9- ECM 21- Reverse Position Solenoid Valve Pressure)
10- Engine 22- Forward/Reverse Switch 31- Fan Speed Control Solenoid 39- Accelerator Pedal
11- Boost Temperature Sensor (Optional) Valve 40- Accelerator Pedal Sensor
12- Crank Revolution Sensor 23- Forward/Reverse Selector 32- Fan Pump Delivery Pressure 41- Fan Reverse Rotation Indicator
13- Cam Angle Sensor Switch (Optional) Sensor
T2-2-61
SECTION 2 SYSTEM
Ride Control (Option)
Purpose: 7. MC (1) sends the signals to monitor controller (5) by

The ride control reduces machine vibration when driving using CAN communication (3) at the same time.
by organizing a damper circuit in the lift arm cylinder.
8. Monitor controller (5) displays the ride control state
Therefore, fatigue of the operator is reduced. In addition,
on monitor (4).
the material spillage from the bucket is reduced.
Operation:
fNOTE: The vehicle speed of ride control at the Auto
mode can be set with monitor (4). The setting range of
1. TCU (10) receives the signal from vehicle speed vehicle speed is 3 to 18 km/h (1.9 to 11 mph).
sensor (12). TCU (10) sends the signals to MC (1) by
using CAN communication (3). fNOTE: OFF and AUTO mode can be selected as for ride
control switch (15).
2. MC (1) receives the signal from ride control switch
(15). MC (1) detects vehicle speed when ride control fNOTE: When the following parts become abnormal, the
switch (15) is set to the AUTO mode. ride control is deactivated.
 Vehicle Speed Sensor (12)
3. MC (1) activates ride control solenoid valve (14)
 Pump Delivery Pressure Sensor (13)
and shifts spool (19) in ride control valve (18) due
 Pressure Sensor (Lift Arm Raise) (17)
to pilot pressure when vehicle speed is beyond the
specified value.
4. Therefore, a damper circuit is organized between
rod side and bottom side of lift arm cylinder (21).
5. The damper circuit increases or decreases the
bottom pressure of lift arm cylinder (21) according
to the machine vibration load. Accumulator (20)
absorbs the bottom pressure change of lift arm
cylinder (21) and reduces machine vibration.
6. MC (1) deactivates the ride control when vehicle
speed is below the specified value. When any
following deactivation conditions exist, MC (1)
deactivates the ride control temporarily.
Temporary Deactivation Conditions:

 Lift Arm Raise Operation (Pressure Sensor (Lift Arm
Raise) (17)): Beyond specified value (Reference: 2.4
MPa, 24 kgf/cm2, 348 psi or more)
 Pump Delivery Pressure Sensor (13): Beyond
specified value (Reference: 18 MPa, 184 kgf/cm2,
2610 psi or more)
T2-2-62
SECTION 2 SYSTEM
22
17
4
5
2
15
10
1
3
6
8 12 13
9
7 11
20
14
21
18
19
TNDB-02-02-041
1- MC 7- Engine 13- Pump Delivery Pressure Sensor 19- Ride Control Spool
2- Column Display Controller 8- Crank Revolution Sensor 14- Ride Control Solenoid Valve 20- Ride Control Accumulator
3- CAN 9- Cam Angle Sensor 15- Ride Control Switch (Optional) (Optional)
4- Monitor 10- TCU 17- Pressure Sensor (Lift Arm 21- Lift Arm Cylinder
5- Information Controller 11- Transmission Raise) (Optional) 22- MPDr.
6- ECM 12- Vehicle Speed Sensor 18- Ride Control Valve (Optional)
T2-2-63
SECTION 2 SYSTEM
(Blank)
T2-2-64
SECTION 2 SYSTEM
Other Controls
The other controls consist of the followings.
 Transmission Alarm Control

 Brake Oil Low Pressure Indicator Control
 Low Steering Oil Pressure Indicator Control (Option)
 Overrun Alarm Control
 Lift Arm Auto Leveler Height Kickout Control
(Option)
 Lift Arm Auto Leveler Lower Kickout Control (Option)
 Quick Power Mode Control
 Secondary Steering Control (Option)
T2-2-65
SECTION 2 SYSTEM
Transmission Alarm Control
Purpose:
The transmission alarm control lights the transmission
warning indicator of the column display controller for
protection of the transmission when the transmission
becomes abnormal.
Operation:
1. When the transmission becomes abnormal, TCU (8)
sends the signal to column display controller (2).
2. Column display controller (2) lights transmission
warning indicator (26).
T2-2-66
SECTION 2 SYSTEM
21 22 23 24
26 27 28 29
25
20 4
14
2 5
19
8 15
30
1
3
6
11
10 12
13
7 9
16
17
18
TNDB-02-02-036
1- MC 11- Torque Converter Output 18- Parking Brake Switch 26- Transmission Warning
2- Column Display Controller Speed Sensor 19- Pressure Sensor (Brake Primary Indicator
3- Air Conditioner Controller 12- Transmission Intermediate Pressure) 27- Parking Brake Indicator
4- Monitor Shaft Speed Sensor 20- Steering Pressure Switch 28- Brake Oil Low Pressure
5- Information Controller 13- Vehicle Speed Sensor (Optional) Indicator
6- ECM 14- Forward/Reverse Lever 21- Brake Pedal (Left) 29- Low Steering Oil Pressure
7- Engine 15- Forward/Reverse Switch 22- Pressure Sensor (Brake Indicator (Optional)
8- TCU (Optional) Secondary Pressure) 30- CAN
9- Transmission 16- Parking Brake Solenoid Valve 23- Brake Pedal (Right)
10- Torque Converter Input Speed 17- Pressure Sensor (Parking 24- Brake Pedal (Right) Switch
Sensor Brake) 25- Buzzer
T2-2-67
SECTION 2 SYSTEM
Brake Oil Low Pressure Indicator Control
Purpose:
The brake oil low pressure indicator control lights the
brake oil low pressure indicator of column display
controller when brake oil pressure is below the specified
value.
Operation:
1. When brake oil pressure becomes lower than the
specified valve (pressure sensor (brake primary
pressure) (19): 8.1 MPa (83 kgf/cm3, 1175 psi) or
less) and 0.8 second is passed, MC (1) sends the OFF
signal to column display controller.
2. Column display controller (2) lights brake oil low
pressure indicator (28).
3. When the brake oil pressure becomes higher than
the specified value ((pressure sensor (brake primary
pressure) (19): 10.0 MPa, 102 kgf/cm2, 1450 psi or
more), MC (1) sends the ON signal to column display
controller (2).
4. Column display controller (2) puts out brake oil low
fNOTE: When pressure sensor (brake primary pressure)

(19) becomes abnormal, brake oil low pressure indicator
(28) keeps lighting.
T2-2-68
SECTION 2 SYSTEM
21 22 23 24
26 27 28 29
25
20 4
14
2 5
19
8 15
30
1
3
6
11
10 12
13
7 9
16
17
18
TNDB-02-02-038
5- Information Controller 13- Vehicle Speed Sensor 21- Brake Pedal (Left) (Optional) Indicator
6- ECM 14- Forward/Reverse Lever 22- Pressure Sensor (Brake 29- Low Steering Oil Pressure
7- Engine 15- Forward/Reverse Switch Secondary Pressure) Indicator (Optional)
8- TCU (Optional) 23- Brake Pedal (Right) 30- CAN
9- Transmission 16- Parking Brake Solenoid Valve 24- Brake Pedal (Right) Switch
10- Torque Converter Input Speed 17- Pressure Sensor (Parking 25- Buzzer
Sensor Brake)
T2-2-69
SECTION 2 SYSTEM
Low Steering Oil Pressure Indicator Control (Option)
Purpose:
The low steering oil pressure indicator control lights the
steering indicator of column display controller when
steering oil pressure is below the specified value.
Operation:
1. When steering oil pressure becomes lower than
the specified value (steering pressure switch (20):
OFF), MC (1) sends the OFF signal to column display
controller (2).
2. Column display controller (2) lights low steering oil
3. MC (1) performs the secondary steering control
(option) according to operating conditions of the
secondary steering system at the same time. (Refer
to Secondary Steering Control.)
4. When steering oil pressure becomes higher than
the specified value (steering pressure switch (20):
ON), MC (1) sends the ON signal to column display
controller (2).
5. Column display controller (2) puts out low steering
oil pressure indicator (29).
fNOTE: Steering pressure switch (20) is not equipped

in case the secondary steering system (option) is not
equipped. Therefore, this control is not effective and low
steering oil pressure indicator (29) will remain off.
T2-2-70
SECTION 2 SYSTEM
21 22 23 24
26 27 28 29
25
20 4
14
2 5
19
8 15
30
1
3
6
11
10 12
13
7 9
16
17
18
TNDB-02-02-039
T2-2-71
SECTION 2 SYSTEM
Overrun Alarm Control
Purpose:
The overrun alarm control sounds the buzzer and gives
warning to the operator when vehicle speed becomes
faster than the specified value. Therefore, the transmission
is prevented from damage.
Operation:
1. TCU (8) receives the signal from vehicle speed
2. MC (1) sends the signals to column display
controller (2) by using CAN communication (30)
when vehicle speed is beyond the specified value.
3. Column display controller (2) sounds buzzer (25).
4. Buzzer (25) stops sounding when vehicle speed
becomes slower than the specified value.
fNOTE: The detected vehicle speed values of overrun

alarm control are different depending on size of tires.
Size of Tires:
 23.5 inch (standard): 43.4 km/h (27 mph) or more
T2-2-72
SECTION 2 SYSTEM
21 22 23 24
26 27 28 29
25
20 4
14
2 5
19
8 15
30
1
3
6
11
10 12
13
7 9
16
17
18
TNDB-02-02-040
T2-2-73
SECTION 2 SYSTEM
Lift Arm Auto Leveler Height Kickout Control

(Option)
Purpose: 6. MC (1) receives the signal from lift arm angle sensor
Free locating of the lift arm between the horizontal and (12). MC (1) judges the stop position according to
the highest position. the signal of lift arm angle sensor (12) when the lift
arm is raised to the set stop position.
Operation:
7. Terminal #B-12 is disconnected from the ground in
IMPORTANT: In case either the lift arm angle sensor
MC (1). Therefore, lift arm raise side coil (6) of pilot
or MC has been replaced, perform learning control
valve (5) is unexcited.
of lift arm angle sensor (12) by using MPDr. (2)
beforehand. 8. Therefore, the front attachment control lever is
1. Height (C) set by lift arm auto leveler switch (raise) returned to the neutral position. Pressure oil is not
(13) is memorized in MC (1). Height (C) is the lift supplied from pilot valve (5). As lift arm spool (9) of
arm auto-leveler upward stop position. (Refer to the control valve (8) is returned to the neutral position,
separated volume, Operator’s Manual.) the lift arm is stopped.
2. MC (1) makes the lift arm auto leveler height kickout 9. When lift arm auto leveler switch (raise) (13) is
control effective when lift arm auto leveler switch turned OFF, the lift arm auto leveler height kickout
(raise) (13) is turned ON. control is deactivated.
3. Terminal #B-12 is connected to the ground in MC fNOTE: When lift arm angle sensor (12) becomes
(1). Therefore, lift arm raise side coil (6) of pilot valve abnormal, the lift arm auto leveler height kickout control
(5) is excited. is deactivated.
4. During lift arm raise, detent operation of the front
attachment control lever, pressure oil from pilot
valve (5) shifts lift arm spool (9) of control valve (8) A
to the raise position and holds it.
5. Therefore, pressure oil from the main pump is
supplied to the bottom side of lift arm cylinder (10)
and continues to raise the lift arm. C
TNED-02-02-042
A- Fully Loading Position of Lift C- Setting Range of Lift Arm

Arm Stop (Loading)
B- Horizontal Position of Lift
Arm
T2-2-74
SECTION 2 SYSTEM
2
12
10
13 8
3
a
b 1 4
c
B-2 B-12
7 6
d d
TNDB-02-02-044
a- SET b- ON c- OFF d- From Fuse #16 in Fuse Box B
1- MC 5- Pilot Valve 9- Lift Arm Spool 13- Lift Arm Auto Leveler Switch
2- MPDr. 6- Lift Arm Raise Side Coil 10- Lift Arm Cylinder (Raise) (Optional)
3- Information Controller 7- Lift Arm Lower Side Coil 12- Lift Arm Angle Sensor
4- CAN 8- Control Valve (Optional)
T2-2-75
SECTION 2 SYSTEM
Lift Arm Auto Leveler Lower Kickout Control

(Option)
Purpose: 6. MC (1) receives the signal from lift arm angle sensor
Free locating of the lift arm between the horizontal and (12). MC (1) judges the stop position according to
the lowest position. the signal of lift arm angle sensor (12) when the lift
arm is lowered to the set stop position.
Operation:
7. Terminal #B-2 is disconnected from the ground in
IMPORTANT: In case either the lift arm angle sensor
MC (1). Therefore, lift arm lower side coil (7) of pilot
or the MC has been replaced, perform learning
valve (5) is unexcited.
control of lift arm angle sensor (12) by using MPDr.
(2) beforehand. (Refer to SECTION 5 MONITOR.) 8. Therefore, the front attachment control lever is
1. Height (C) set by lift arm auto leveler switch (lower) returned to the neutral position. Pressure oil is not
(13) is memorized in MC (1). Height (C) is the lift arm supplied from pilot valve (5). As lift arm spool (9) of
auto-leveler downward stop position. (Refer to the control valve (8) is returned to the neutral position,
separated volume, Operator’s Manual.) the lift arm is stopped.
2. MC (1) makes the lift arm auto leveler lower kickout 9. When lift arm auto leveler switch (lower) (13) is
control effective when the lift arm auto leveler turned OFF, the lift arm auto leveler lower kickout
switch (lower) (13) is turned ON. control is deactivated.
3. Terminal #B-2 is connected to the ground in MC (1). fNOTE: Although terminal #B-12 is disconnected from
Therefore, lift arm lower side coil (7) of pilot valve (5) the ground in MC (1), it is connected to the ground when
is excited. a fixed time has passed. Therefore, lift arm lower side
coil (7) of pilot valve (5) is excited again and the lift arm
4. During lift arm lower, detent operation of the front
float control becomes effective. (Refer to Lift Arm Float
attachment control lever, pressure oil from pilot
Control.)
valve (5) shifts lift arm spool (9) of control valve (8)
to the lower position and holds it. fNOTE: When lift arm angle sensor (12) becomes
abnormal, the lift arm auto leveler lower kickout control
5. Therefore, pressure oil from the main pump is
is deactivated.
supplied to the rod side of lift arm cylinder (10) and
continues to lower the lift arm.
TNED-02-02-043
A- Fully Tilting Position of Lift C- Setting Range of Lift Arm

Arm Stop (Tilting)
B- Horizontal Position of Lift
Arm
T2-2-76
SECTION 2 SYSTEM
2
12
10
13 8
3
a
b 1 4
c
B-2 B-12
5
7 6
d d
9
TNDB-02-02-045
a- SET b- ON c- OFF d- From Fuse #16 in Fuse Box B
1- MC 5- Pilot Valve 9- Lift Arm Spool 13- Lift Arm Auto Leveler Switch
2- MPDr. 6- Lift Arm Raise Side Coil 10- Lift Arm Cylinder (Lower) (Optional)
3- Information Controller 7- Lift Arm Lower Side Coil 12- Lift Arm Angle Sensor
4- CAN 8- Control Valve (Optional)
T2-2-77
SECTION 2 SYSTEM
Quick Power Mode Control
Purpose: 5. MC (1) sends the power mode ON/OFF signal

The quick power mode control shifts the power mode to to column display controller (2) by using CAN
ON by operating the quick power switch with the power communication (3) at the same time.
mode OFF. Therefore, when power is required during
6. Column display controller (2) lights power mode
bucket tilting operation, its controllability is improved.
indicator (35).
Operation:
1. MC (1) receives the signals of power mode switch
(28) and quick power switch (27).
2. When the signal from quick power switch (27) is
input with the power mode at OFF, the power mode
is turned ON.
3. Therefore, the power mode is ON until the quick
power mode control is deactivated.
MC (1) deactivates the quick power mode control.
 Quick Power Switch (27): Pushed once more
 Speed-shift up during automatic speed shift
 Selected speed shift and torque converter rotation
speed ratio: Specified value (Reference: 0.8) or more
 Forward/Reverse Lever (16): Operated or Neutral
Position (18)
 Power Mode Switch (28): Operated
f NOTE: Quick Power mode control is deactivated by the
signal of forward/reverse switch (20) in case the machine
is equipped with forward/reverse switch (20).
T2-2-78
SECTION 2 SYSTEM
33 34
35
15
4
2 5 16
17
18
19
10 20
32
A1 17
31
M 3 18
30 1
A2 19
29 6
21
28
8 12 13 14 22
27
9
7 11
23
24
25
26
TNDB-02-02-048
1- MC 11- Transmission 19- Reverse Position 26- Parking Brake Switch

2- Column Display Controller 12- Torque Converter Input Speed 20- Forward/Reverse Switch 27- Quick Power Switch
3- CAN Sensor (Optional) 28- Power Mode Switch
4- Monitor 13- Torque Converter Output 21- Forward/Reverse Selector 29- Travel Mode Selector Switch
5- Information Controller Speed Sensor Switch (Optional) 30- AUTO 2 Mode
6- ECM 14- Vehicle Speed Sensor 22- Pump Delivery Pressure Sensor 31- Manual Mode
7- Engine 15- Shift Switch 23- Torque Control Solenoid Valve 32- AUTO 1 Mode
8- Crank Revolution Sensor 16- Forward/Reverse Lever 24- Parking Brake Solenoid Valve 33- Accelerator Pedal
9- Cam Angle Sensor 17- Forward Position 25- Pressure Sensor (Parking 34- Accelerator Pedal Sensor
10- TCU 18- Neutral Position Brake) 35- Power Mode Indicator
T2-2-79
SECTION 2 SYSTEM
Secondary Steering Control (Option)
Purpose: Operation:
The secondary steering control makes the steering 1. MC (1) receives the signal from steering pressure
operation possible by using an auxiliary pump for a while switch (15). (Refer to Low Steering Oil Pressure
when hydraulic pressure cannot be supplied due to the Indicator Control.)
engine fault and the steering cannot be operated.
2. TCU (10) receives the signal from vehicle speed
Automatic operation check when the engine starts
1. MC (1) receives the signal from secondary steering
pump delivery pressure sensor (16). 3. MC (1) activates secondary steering motor (20)
and operates secondary steering pump (21) for 60
2. MC (1) automatically turns secondary steering
seconds when vehicle speed is 5 Km/h (3.1 mph) or
pump relay (19) ON for a maximum of 5 seconds
more and the steering cannot be operated (steering
after 3 seconds when the engine starts. Then, MC (1)
pressure switch (15): OFF).
activates secondary steering motor (20).
4. Pressure oil from secondary steering pump (21)
3. Therefore, secondary steering pump (21) is
is supplied to the steering circuit and makes the
operated for a maximum of 5 seconds.
steering operation possible for a while (60 seconds).
4. MC (1) turns secondary steering pump relay (19)
5. MC (1) sends the signals to column display
OFF when secondary steering pump delivery
controller (2) by using CAN communication (5) at
pressure is normal value (reference: 4.8 MPa, 49 kgf/
the same time.
cm2, 696 psi or more) while operating secondary
steering pump (21). 6. Column display controller (2) lights secondary
steering indicator (22).
5. Column display controller (2) blinks secondary
steering indicator (22) when secondary steering
pump delivery pressure is not normal value.
fNOTE: The secondary steering pump (21) operation can

be checked manually by operating secondary steering
check switch (option) (14).
IMPORTANT: Large capacity of electricity is required
in order to operate secondary steering pump (21).
Check secondary steering pump (21) manually
within in 1 or 2 seconds.
T2-2-80
SECTION 2 SYSTEM
17 18
22
16 3
15
2 4
14
10
1
5
8 12 13
9
a 19
7 11
21 20
TNDB-02-02-047
a- To Steering Valve
1- MC 9- Crank Revolution Sensor 15- Steering Pressure Switch 19- Secondary Steering Pump
2- Column Display Controller 10- TCU (Option) Relay (Option)
3- Monitor 11- Transmission 16- Secondary Steering Pump 20- Secondary Steering Motor
4- Information Controller 12- Vehicle Speed Sensor Delivery Pressure Sensor (Option)
5- CAN 13- Pump Delivery Pressure Sensor (Option) 21- Secondary Steering Pump
6- ECM 14- Secondary Steering Check 17- Accelerator Pedal (Option)
7- Engine Switch (Option) 18- Accelerator Pedal Sensor 22- Secondary Steering Indicator
8- Cam Angle Sensor (Option)
T2-2-81
SECTION 2 SYSTEM
(Blank)
T2-2-82
SECTION 2 SYSTEM
Control by Electric and Hydraulic Combined

Circuit
Electric and hydraulic combined circuit has the following
controls.
 Bucket Auto Leveler Control

 Lift Arm Float Control
 Lift Arm Kickout Control
T2-2-83
SECTION 2 SYSTEM
Bucket Auto Leveler Control
Purpose:
The bucket auto leveler control automatically tilts the
bucket at an appropriate angle (horizontal) to start
digging in returning the bucket to the tilting position.
Operation:
1. Bar (3) is located in front of bucket proximity switch
(2) during dumping operation of the bucket.
2. When the bucket control lever is moved to the
bucket tilting detent position (position to move
farther than the tilting position), bar (3) passes by
bucket proximity switch (2). Bucket proximity switch
(2) is turned ON and bucket leveler relay (12) is
turned ON. Coil (5) on the bucket tilting side of pilot
valve (4) is excited by current (a) from fuse #16 in
fuse box A.
3. Therefore, the bucket control lever is held by coil (5)
on the bucket tilting side and pressure oil from pilot
valve (4) moves bucket spool (9) in control valve (7).
4. Pressure oil from main pump (10) flows to bucket
cylinder (1) through bucket spool (9) in control
valve (7) and tilts the bucket.
5. When bar (3) becomes distant from bucket
proximity switch (2), bucket proximity switch (2) is
turned OFF. Coil (5) on the bucket tilting side is also
turned OFF and he bucket control lever returns to
the neutral position.
6. Therefore, as bucket spool (9) in control valve (7)
also returns to the neutral position, bucket cylinder
(1) stops.
7. Consequently, the bucket is tilted at the correct
digging angle (horizontal position).
T2-2-84
SECTION 2 SYSTEM
1 2 3
12
4
9
7
5
TNDB-02-02-060
8 10 11
a- From Fuse Box A (Fuse #16)
1- Bucket Cylinder 4- Pilot Valve (Bucket Control 7- Control Valve 11- Hydraulic Oil Tank
2- Bucket Proximity Switch Lever) 8- Lift Arm Spool 12- Bucket Leveler Relay
3- Bar 5- Coil on Bucket Tilting Side 9- Bucket Spool
6- Pilot Pump 10- Main Pump
T2-2-85
SECTION 2 SYSTEM
Lift Arm Float Control
Purpose:
Free raising and lowering of the lift arm in response to the
external load for snow removing and road cleaning
Operation:
1. When the lift arm control lever is moved to the
floating position (farther position than the lift arm
lower position), MC (12) is turned ON. Coil (2) on the
lift arm lower side is turned ON by current (a) from
fuse #16 in fuse box A.
2. Therefore, the lift arm control lever is held by coil (2)
on the lift arm lower side.
3. Pressure oil from pilot valve (3) moves lift arm
spool (8) in control valve (7) to the floating position
(farthest left position).
4. Pressure oil from main pump (10) is blocked by lift
arm spool (8). Pressure oil from lift arm cylinder (1)
is routed to hydraulic oil tank (11) through lift arm
spool (8).
5. Therefore, as the circuit pressure between lift arm
cylinder (1) and hydraulic oil tank (11) becomes
same, the lift arm can move freely depending on the
external force.
6. The lift arm control lever returns to the neutral
position if pulled more strongly than the magnetic
force of coil (2) on the lift arm lowering side.
7. Therefore, lift arm spool (8) in control valve (7)
returns to the neutral position and the lift arm float
control is deactivated.
T2-2-86
SECTION 2 SYSTEM
3 9
12
TNDB-02-02-061
8 10 11
1- Lift Arm Cylinder 3- Pilot Valve (Lift Arm Control 7- Control Valve 10- Main Pump
2- Coil on Lift Arm Lower Side Lever) 8- Lift Arm Spool 11- Hydraulic Oil Tank
6- Pilot Pump 9- Bucket Spool 12- MC
T2-2-87
SECTION 2 SYSTEM
Lift Arm Kickout Control
Purpose:
The lift arm kickout control automatically stops the lift
arm at the appropriate hight when raising the lift arm.
Operation:
1. Plate (3) is located in front of lift arm proximity
switch (2) during lower operation of the lift arm.
2. When the lift arm control lever is moved to the lift
arm raise detent position (position to move farther
than the lift arm raise position), plate (3) passes
by lift arm proximity switch (2). Lift arm proximity
switch (2) is turned ON and lift arm leveler relay (12)
is turned ON. Coil (5) on the lift arm raise side of
pilot valve (4) is excited by current (a) from fuse #16
in fuse box A.
3. Therefore, the lift arm control lever is held by coil (5)
on the lift arm raise side and pressure oil from pilot
valve (4) moves lift arm spool (8) in control valve (7).
4. Pressure oil from main pump (10) flows to lift arm
cylinder (1) through lift arm spool (8) in control
valve (7) and raise the lift arm.
5. When plate (3) becomes distant from lift arm
proximity switch (2), lift arm proximity switch (2) is
turned OFF. Coil (5) on the lift arm raise side is also
turned OFF and he lift arm control lever returns to
the neutral position.
6. Therefore, as lift arm spool (8) in control valve (7)
also returns to the neutral position, lift arm cylinder
(1) stops.
7. Consequently, the lift arm is stopped.
T2-2-88
SECTION 2 SYSTEM
3 2 1
12
4
9
7
5
TNDB-02-02-065
8 10 11
1- Lift Arm Cylinder 4- Pilot Valve (Lift Arm Control 7- Control Valve 11- Hydraulic Oil Tank
2- Lift Arm Proximity Switch Lever) 8- Lift Arm Spool 12- Kickout Relay
3- Plate 5- Coil On Lift Arm Raise Side 9- Bucket Spool
6- Pilot Pump 10- Main Pump
T2-2-89
SECTION 2 SYSTEM
(Blank)
T2-2-90
SECTION 2 SYSTEM
Group 3 ECM System
Outline
ECM (7) receives the signals from sensors and MC (16). Supply pump (12) is activated by the engine and
ECM (7) processes and activates two-way valve (8) and produces high-pressure fuel. Common rail (11) distributes
suction control valve (14) in order to control supply pump high-pressure fuel produced by supply pump (12) to
(12) and injector (9). injector (9) in each engine cylinder. Injector (9) injects
high-pressure fuel from common rail (11).
1 3
2 4
5
15
16 7
10 8
14 9
11
12
13
TNEJ-02-03-001
1- Atmospheric Pressure Sensor 5- Coolant Temperature Sensor 10- Common Rail Pressure Sensor 15- CAN
2- Boost Pressure/Boost 6- Engine Oil Pressure Switch 11- Common Rail 16- MC
Temperature Sensor 7- ECM 12- Supply Pump
3- Crank Speed Sensor 8- Two-Way Valve 13- Fuel Tank
4- Cam Angle Sensor 9- Injector 14- Suction Control Valve
T2-3-1
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Control

ECM (7) detects the engine running condition according
to the signals from each sensor and MC (16), and controls
fuel injection amount, injection pressure, injection timing,
and injection rate.
Two-way valve (8) controls:

 Fuel Injection Amount Control
 Fuel Injection Timing Control
 Fuel Injection Rate Control
Suction control valve (14) controls:
 Fuel Injection Pressure Control
T2-3-2
SECTION 2 SYSTEM
Group 3 ECM System
1 3
2 4
5
15
16 7
10 8
14 9
11
12
13
TNEJ-02-03-001
T2-3-3
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Amount Control
Purpose:
The fuel injection amount control controls the best fuel
injection amount.
Operation:
1. ECM (7) detects the engine speed according to the
signals from crank speed sensor (3) and cam angle
sensor (4).
2. MC (16) calculates the target engine speed
according to the signals from accelerator pedal
sensor (28), sensors, switches, and TCU (19), and
sends the signals equivalent to the target engine
speed to ECM (7). (Refer to SYSTEM / Control
System.)
3. ECM (7) mainly controls fuel injection amount by
turning two-way valve (8) in injector (9) ON/OFF
according to the engine speed and the signals from
MC (16).
T2-3-4
SECTION 2 SYSTEM
Group 3 ECM System
29
1 3
28 30 31 32
2 4
27 5
26 6
24 33
19 34
35
23
15
22
16 7
21
17
10 8
18
14
20 25
11
9
12
13
TNEJ-02-03-002
1- Atmospheric Pressure Sensor 11- Common Rail 22- Work Mode Selector Switch 29- Hydraulic Oil Temperature
2- Boost Pressure/Boost 12- Supply Pump 23- Driving Mode Switch Sensor
Temperature Sensor 13- Fuel Tank 24- Lift Arm Angle Sensor 30- Torque Converter Oil
3- Crank Speed Sensor 14- Suction Control Valve (Optional) Temperature Sensor
4- Cam Angle Sensor 15- CAN 25- Pressure Sensor (Parking 31- Torque Converter Input Speed
5- Coolant Temperature Sensor 16- MC Brake) Sensor
6- Engine Oil Pressure Switch 17- Information Controller 26- Pressure Sensor (Lift Arm 32- Vehicle Speed Sensor
7- ECM 18- Column Display Controller Raise) (Optional) 33- Shift Switch
8- Two-Way Valve 19- TCU 27- Pressure Sensor (Brake 34- Forward/Reverse Lever
9- Injector 20- Pump Delivery Pressure Sensor Secondary Pressure) 35- Forward/Reverse Switch
10- Common Rail Pressure Sensor 21- Declutch Position Switch 28- Accelerator Pedal Sensor (Optional)
T2-3-5
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Pressure Control
Purpose:
The fuel injection pressure control controls the best fuel
injection pressure.
Operation:
1. ECM (7) calculates fuel injection amount according
to the engine speed and the signals from MC (16).
(Refer to Fuel Injection Amount Control.)
2. Common rail pressure sensor (10) sends the signals
according to pressure in common rail (11) to ECM
(7).
3. ECM (7) calculates the best fuel pressure in common
rail (11) according to the engine speed, fuel
injection amount, and the signals of common rail
pressure sensor (10).
4. ECM (7) activates suction control valve (14) in
supply pump (12) and supplies the best amount of
fuel to common rail (11).
5. Fuel according to fuel pressure in common rail (11)
is supplied to injector (9) from common rail (11) so
that fuel injection pressure is controlled.
T2-3-6
SECTION 2 SYSTEM
Group 3 ECM System
29
1 3
28 30 31 32
2 4
27 5
26 6
24 33
19 34
35
23
15
22
16 7
21
17
10 8
18
14
20 25
11
12
13
TNEJ-02-03-003
1- Atmospheric Pressure Sensor 11- Common Rail 22- Work Mode Selector Switch 29- Hydraulic Oil Temperature
2- Boost Pressure/Boost 12- Supply Pump 23- Driving Mode Switch Sensor
Temperature Sensor 13- Fuel Tank 24- Lift Arm Angle Sensor 30- Torque Converter Oil
3- Crank Speed Sensor 14- Suction Control Valve (Optional) Temperature Sensor
4- Cam Angle Sensor 15- CAN 25- Pressure Sensor (Parking 31- Torque Converter Input Speed
5- Coolant Temperature Sensor 16- MC Brake) Sensor
6- Engine Oil Pressure Switch 17- Information Controller 26- Pressure Sensor (Lift Arm 32- Vehicle Speed Sensor
7- ECM 18- Column Display Controller Raise) (Optional) 33- Shift Switch
8- Two-Way Valve 19- TCU 27- Pressure Sensor (Brake 34- Forward/Reverse Lever
9- Injector 20- Pump Delivery Pressure Sensor Secondary Pressure) 35- Forward/Reverse Switch
10- Common Rail Pressure Sensor 21- Declutch Position Switch 28- Accelerator Pedal Sensor (Optional)
T2-3-7
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Timing Control Operation of Fuel Injection:

1. Fuel pressure is always applied to nozzle (6) in the
injector.
Purpose:
The fuel injection timing control calculates the best fuel 2. When turn electromagnetic coil (9) in two-way valve
injection timing. (2) ON, high-pressure fuel in control chamber (5)
returns to the fuel tank through orifice A (4).
Operation:
3. Therefore, hydraulic piston (10) is raised and nozzle
1. ECM calculates the fuel injection timing according
(6) is opened so that the injection starts.
to the engine speed and fuel injection amount.
4. When turn electromagnetic coil (9) in two-way valve
2. ECM turns two-way valve (2) in the injector ON/OFF
(2) OFF, valve (8) is closed and the circuit to the fuel
according to fuel injection timing.
tank is closed. High-pressure fuel from the common
rail flows to control chamber (5) through orifice B
Fuel Injection Rate Control (12).
5. Therefore, when high-pressure fuel flows to control
Purpose: chamber (5), hydraulic piston (10) is lowered by the
The fuel injection rate control improves combustion in pressure difference due to movement of hydraulic
the engine cylinder. piston (10). As nozzle (6) is closed, the injection
stops.
Operation:
1. The injector injects small amount of fuel (pilot
injection) first and ignites.
2. After igniting, the injector injects fuel (main
injection).
3. ECM controls fuel injection timing and fuel injection
amount by turning two-way valve (2) in the injector
ON/OFF.
T2-3-8
SECTION 2 SYSTEM
Group 3 ECM System
1. Two-way valve: ON 2. Injection Start

1 1
9 2 2
7 3 7 3
4
10
11
6 6
TDAA-02-03-014 TDAA-02-03-015
3. Two-way valve: OFF 4. Injection Stop

1 1
9 2 2
7 7
12
10 10
6 6
TDAA-02-03-016 TDAA-02-03-017
1- From ECM 4- Orifice A 7- From Common Rail 10- Hydraulic Piston

2- Two-Way Valve 5- Control Chamber 8- Valve 11- Spring
3- Returning to Fuel Tank 6- Nozzle 9- Electromagnetic Coil 12- Orifice B
T2-3-9
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Amount Correction Control

Purpose:
The fuel injection amount correction control corrects fuel
injection amount to the best fuel injection timing and
amount.
1. When the engine starts and the engine speed is

lower than the engine start correction speed, ECM
(7) corrects fuel injection amount. (Start Correction)
2. In addition, ECM (7) corrects fuel injection amount
according to the signals from atmospheric pressure
sensor (1). (High Altitude Correction)
3. ECM (7) controls two-way valve (8) in injector (9)
and controls the best fuel injection amount.
T2-3-10
SECTION 2 SYSTEM
Group 3 ECM System
1 3
2 4
15
16 7
10 8
14
11 9
12
13
TNEJ-02-03-004
T2-3-11
SECTION 2 SYSTEM
Group 3 ECM System
Preheating Control
1
Purpose:
The preheating control controls time for continuity of
electrical current for intake air heater (4) according to
temperature in the intake manifold and improves the
starting of engine.
Operation:
1. Boost temperature sensor (1) sends the signals
according to temperature in the intake manifold to 2
ECM (2).
2. ECM (2) controls exciting time of intake air heater
relay (3) according to the signals.
3. Therefore, time for continuity of electrical current 3
for intake air heater (4) is controlled.
T4GD-02-02-003
1- Boost Pressure/Boost 4- Intake Air Heater

Temperature Sensor 5- From Battery Relay
2- ECM
3- Intake Air Heater Relay
T2-3-12
SECTION 2 SYSTEM
Group 3 ECM System
Alarm Control
Operation: 11
1. ECM (4) receives the signals from boost temperature
sensor (2), coolant temperature sensor (1), and
engine oil pressure switch (3).
2. ECM (4) sends the signals to information controller
(6) according to the signals from each sensor by
3. Information controller (6) sends the digital signals
to column display controller (7). Column display
controller (7) lights the indicators.
 Engine Warning Indicator (10)
 Overheat Indicator (9) 8
 Engine Oil Pressure Indicator (8) 9 10 MNDB-01-008
 Service Indicator (11)
1
2
7
4 6
TNDB-02-03-005
1- Coolant Temperature Sensor 4- ECM 7- Column Display Controller

2- Boost Temperature Sensor 5- CAN
3- Engine Oil Pressure Switch 6- Information Controller
T2-3-13
SECTION 2 SYSTEM
Group 3 ECM System
(Blank)
T2-3-14
SECTION 2 SYSTEM
Outline
Hydraulic system is broadly be divided into the pilot
circuit, main circuit, fan circuit, and secondary steering
circuit (option).
Pilot Circuit:
Power Source Related Device Supplied to
Pilot Pump Brake Charge Valve Service Brake Circuit
Manifold Valve Parking Brake Circuit
Steering Pilot Valve Steering Operation Control Circuit
Pump Regulator Lift Arm, Bucket Operation Control Circuit
Ride Control Valve (Option) Pump Control Circuit
Ride Control Circuit (Option)
Main Circuit:
Main Pump Steering Valve Steering Cylinder
Priority Valve Control Valve Lift Arm/Bucket Cylinder
Fan Circuit:
Fan Pump Fan Valve (Option) Fan Motor
Secondary Steering Circuit (Option):

Secondary Steering Pump Steering Valve Steering Cylinder
T2-4-1
SECTION 2 SYSTEM
Pilot Circuit
Outline:
Pressure oil from pilot pump (16) is used in order to
operate the following circuits.
 Service Brake Circuit

 Parking Brake Circuit
 Steering Operation Control Circuit
 Lift Arm, Bucket Operation Control Circuit
 Pump Control Circuit
 Ride Control Circuit (Optional)
T2-4-2
SECTION 2 SYSTEM
1 2 3 4
11
6
7
8
9
10
12 13
21
22 25
20 23 24
33 34 35
14
26 27 28
19 15
30
29 32
18 31 16
17
TNEJ-02-04-001
1- Bucket Pilot Valve 11- Control Valve 22- Control Lever Lock Solenoid 32- Service Brake Circuit
2- Lift Arm Pilot Valve 12- Ride Control Valve (OP) Valve 33- Steering Pilot Valve
3- Auxiliary 1 Pilot Valve (OP) 13- Ride Control Circuit (OP) 23- Torque Control Solenoid Valve 34- Steering Valve
4- Auxiliary 2 Pilot Valve (OP) 14- Hydraulic Oil Tank 24- Regulator 35- Steering Operation Control
5- Lift Arm, Bucket Operation 15- Suction Filter 25- Pump Control Circuit Circuit
Control Circuit 16- Pilot Pump 26- Parking Brake Solenoid Valve
6- Auxiliary 3 Spool (OP) 17- Pilot Filter 27- Parking Brake
7- Auxiliary 2 Spool (OP) 18- Priority Valve (Brake) 28- Parking Brake Circuit
8- Auxiliary 1 Spool (OP) 19- Brake Charge Valve 29- Brake Valve
9- Bucket Spool 20- Manifold Valve 30- Front Brake
10- Lift Arm Spool 21- Charging Circuit 31- Rear Brake
T2-4-3
SECTION 2 SYSTEM
Charging Circuit
Purpose: 7. Brake charge valve (2) shifts priority valve (brake) (1)
Charging circuit (19) supplies pressure oil from pilot according to the pressure oil accumulated in service
pump (10) to service brake circuits (A, B) through brake brake accumulators (5, 6) (front and rear).
charge valve (2) preferentially and maintains the brake
8. Pressure oil from pilot pump (10) is supplied to
performance.
manifold valve (12) by shifting priority valve (brake)
f NOTE: Charging circuit (19) consists of brake charge (1).
valve (2) and manifold valve (12).
9. Manifold valve (12) supplies the pilot pressure oil in
 Outline
order to operate the following circuits.
1. Pressure oil from pilot pump (10) is supplied to  Steering Operation Control Circuit
brake charge valve (2).  Lift Arm, Bucket Operation Control Circuit
 Pump Control Circuit
2. Priority valve (brake) (1) supplies pressure oil from
 Ride Control Circuit (Optional)
pilot pump (10) to service brake circuits (A, B)
10. When pressure oil from pilot pump (10) is not
preferentially in order to apply the brake.
supplied, pilot accumulator (steering) (18)
3. Shuttle valve (4) controls so that the pressure of accumulates pressure oil in order to make the
service brake accumulators (5, 6) (front and rear) steering wheel (16) operation possible for a fixed
should be same. time.
4. Service brake accumulators (5, 6) (front and rear) 11. Torque control solenoid valve (14) supplies the pilot
accumulate pressure oil to apply the brake. pressure oil as the torque control pressure to the
pump control circuit (X1). (Refer to Pump Control
5. At the same time, pressure oil is supplied to parking
Circuit.)
brake circuit (c) in order to release the parking
brake. 12. Pilot accumulator (front attachment) (16)
accumulates the pilot pressure oil to operate the lift
6. Charge relief valve (7) prevents pressure inside
arm, bucket and keeps the pressure constant.
brake charge valve (2) from increasing over the set
pressure. In addition, pilot relief valve (13) prevents 13. Control lever lock solenoid valve (17) is shifted by
the pressure inside manifold valve (12) from the control lever lock switch and supplies the pilot
increasing over the set pressure. pressure oil to operate the lift arm and bucket to the
lift arm and bucket operation control circuit. (Refer
to Lift Arm, Bucket Operation Control Circuit.)
T2-4-4
SECTION 2 SYSTEM
5 6
A B
C 7
4 11
3 8
2 9
19 1
13 10
12
11
18 PS1
PS2
X1 14
15
PP1
16
17
TNED-02-04-005
A- To Service Brake Circuit (Front) PS1- To Steering Operation Control PP1- To Lift Arm, Bucket Operation
B- To Service Brake Circuit (Rear) Circuit Control Circuit
c- To Parking Brake Circuit PS2- To Pump Control Circuit, Ride X1- To Pump Control Circuit
Control Circuit (OP)
1- Priority Valve (Brake) 6- Service Brake Accumulator 12- Manifold Valve 17- Control Lever Lock Solenoid
2- Brake Charge Valve (Rear) 13- Pilot Relief Valve Valve
3- Orifice 7- Charge Relief Valve 14- Torque Control Solenoid Valve 18- Pilot Accumulator (Steering)
4- Shuttle Valve 8- Check Valve 15- Check Valve 19- Charging Circuit
5- Service Brake Accumulator 9- Orifice 16- Pilot Accumulator (Front
(Front) 10- Pilot Pump Attachment)
11- Hydraulic Oil Tank
T2-4-5
SECTION 2 SYSTEM
 When service brake is not stepped
1. Priority valve (brake) (1) in brake charge valve (2) 10. Therefore, the pressure at the left side (spring side)
has moved right due to the spring force. of priority valve (brake) (1) decreases.
2. Pressure oil from pilot pump (10) is supplied to 11. When the pressure at the left side (spring side)
shuttle valve (4) through priority valve (brake) (1) of priority valve (brake) (1) and the spring force
and check valve (8). become lower than the pressure at the right side
of priority valve (brake) (1), priority valve (brake) (1)
3. Shuttle valve (4) is shifted according to the pressure
moves left.
of service brake accumulators (5, 6) (front and rear).
12. Consequently, more pilot pressure oil is supplied to
4. Service brake accumulators (5, 6) (front and rear)
manifold valve (12) through priority valve (brake)
accumulate pilot pressure oil from shuttle valve (4)
(1).
so that the pressure should be same.
5. Pilot pressure oil is supplied to service brake circuits
(A, B) in order to apply the brake.
6. In addition, pilot pressure oil is supplied to priority
valve (brake) (1) and charge relief valve (7) through
orifice (3) in order to operate priority valve (brake)
(1).
7. When the service brake continues to be not
operated, the pressure oil accumulated in service
brake accumulators (5, 6) (front and rear) increases
due to pressure oil from pilot pump (10). When
the pressure oil accumulated in service brake
accumulators (5, 6) (front and rear) increases over
the specified amount, the circuit pressure in brake
charge valve (2) increases.
8. When the circuit pressure in brake charge valve
(2) increases over the specified value (reaches the
cutout pressure), charge relief valve (7) is shifted.
9. Pressure oil to operate priority valve (brake) (1) is
supplied to hydraulic oil tank (11) through charge
relief valve (7).
T2-4-6
SECTION 2 SYSTEM
5 6
A B
C 7
4 11
3 8
2 9
19 1
13 10
12
11
18 PS1
PS2
X1 14
15
PP1
16
17
TNED-02-04-030
T2-4-7
SECTION 2 SYSTEM
 When service brake is stepped
1. When the brake is repeatedly operated, the pressure

oil accumulated in service brake accumulators (5,
6) (front and rear) decreases. When the pressure
oil accumulated in service brake accumulators (5,
6) (front and rear) decrease below the specified
amount, the circuit pressure in brake charge valve
(2) decreases.
2. When the circuit pressure in brake charge valve (2)
decreases below the specified value (reaches the
cut-in pressure), charge relief valve (7) is shifted.
3. Pressure oil to operate priority valve (brake) (1) is
blocked by charge relief valve (7).
4. Therefore, the pressure at the left side (spring side)
of priority valve (brake) (1) increases.
5. When the pressure at the left side (spring side)
of priority valve (brake) (1) and the spring force
become higher than the pressure at the right side
of priority valve (brake) (1), priority valve (brake) (1)
returns right.
6. Consequently, pilot pressure oil is supplied to
service brake accumulators (5, 6) (front and rear)
through priority valve (brake) (1).
7. Thus, brake charge valve (2) supplies pressure oil
from pilot pump (10) to service brake circuits (A, B)
preferentially, according to the pressure oil amount
accumulated in service brake accumulators (5, 6)
(front and rear).
fNOTE: Priority valve (brake) (1) changes the pressure

oil amount supplied to manifold valve (12) when service
brake is stepped or is not stepped. Then, it gives priority
to the service brake circuit.
T2-4-8
SECTION 2 SYSTEM
5 6
A B
C 7
4 11
3 8
2 9
19 1
13 10
12
11
18 PS1
PS2
X1 14
15
PP1
16
17
TNED-02-04-031
T2-4-9
SECTION 2 SYSTEM
Service Brake Circuit

 When brake is released
 When brake is applied
1. Brake operating pressure oil (A, B) from brake
1. Pressure oil from the pilot pump is supplied to brake
charge valve are blocked by brake spools (25, 26) on
valve (22) through the brake charge valve in order
top and bottom of brake valve (22).
to apply the brake. (Refer to Brake Priority Circuit.)
2. When brake pedal (c) is not stepped on, brake
2. Brake spool (26) on bottom of brake valve (22) is
operating pressure oil (A, B) return to hydraulic oil
pushed by brake spool (25) on top of brake valve
tank (11) through front, rear brakes (21, 20), and
(22). Brake spools (25, 26) are moved according to
brake spools (25, 26) on top and bottom of brake
stepping amount of brake pedal (c).
valve (22).
3. Brake operating pressure oil (A, B) are supplied to
3. Therefore, front, rear brakes (21, 20) are released.
front, rear brakes (21, 20) according to the stepping
amount of brake pedal (c).
4. Therefore, front, rear brakes (21, 20) are applied at
the same time.
5. At the same time, brake operating pressure oil (A, B)
are routed through orifice (23) in brake valve (22) in
order to push back brake spools (25, 26) on top and
bottom of brake valve (22).
6. Therefore, the circuit between brake charge valve
and brake is blocked. The pressure oil can be output
in proportion to the brake operating force by
holding pressure oil in the brake output circuit.
fNOTE: Front, rear brakes (21, 20) are equipped in the

front, rear axles. (Refer to COMPONENT OPERATION/
Axle.)
T2-4-10
SECTION 2 SYSTEM
20
21
c
22
25
24
23
26
B
23
 When brake is released 11 TNEJ-02-04-002
20
21
c
22
25
24
23
26
B
23
11 TNEJ-02-04-003
A- Front Brake Operating B- Rear Brake Operating Pressure c- Brake Pedal

Pressure Oil (From Brake Oil (From Brake Charge Valve)
Charge Valve)
20- Rear Brake 22- Brake Valve 24- Spring 26- Brake Spool (Bottom)
21- Front Brake 23- Orifice 25- Brake Spool (Top)
T2-4-11
SECTION 2 SYSTEM
Parking Brake Circuit

 Outline:  When parking brake is applied:
1. Pressure oil from pilot pump (10) is supplied to the 1. When parking brake switch (c) is turned ON, parking
parking brake circuit through the brake charge brake solenoid valve (5) is turned OFF (unexcited).
valve as pressure oil to release the parking brake. Spool (6) is moved left by the spring (7) force.
2. The parking brake releasing pressure oil flows 2. The parking brake releasing pressure oil is blocked
through check valve (4) and is accumulated in by parking brake solenoid valve (5) and is not
parking brake accumulator (3). At the same time, supplied to parking brake (1).
the parking brake releasing pressure oil flows to
3. Pressure oil in parking brake (1) flows back to
parking brake solenoid valve (5). (Refer to SYSTEM/
hydraulic oil tank (11) through parking brake
Electrical System.)
solenoid valve (5).
3. Parking brake solenoid valve (5) is shifted by
4. Therefore, parking brake (1) is applied (b) by the
operating parking brake switch (c) and applies/
spring force.
releases parking brake (1).
4. Check valve (4) prevents pressure oil in the parking
 When parking brake is released:
brake circuit from flowing backward.
1. When parking brake switch (c) is turned OFF,
5. Parking brake accumulator (3) accumulates pressure parking brake solenoid valve (5) is turned ON
oil from pilot pump (1). When pressure oil from (excited). Spool (6) compresses spring (7) and
pilot pump (1) is not supplied, parking brake moves right.
accumulator (3) supplies pressure oil in order to
2. The parking brake releasing pressure oil is supplied
release parking brake (1).
to parking brake (1) through parking brake solenoid
fNOTE: As parking brake accumulator (3) accumulate valve (5).
pressure oil, the parking brake (1) can be released several 3. Therefore, parking brake (1) is released (a) as spring
times soon after the engine stop. (2) is pushed back.
T2-4-12
SECTION 2 SYSTEM
 Parking brake is applied  Parking brake is released
1 1
a a
2 2
b b
c c
3 5 6 7 3
5 6 7
4 4
11 11
10 10
TNED-02-04-008
a- Parking brake is released c- ON/OFF Signal from Parking

b- Parking brake is applied Brake Switch
1- Parking Brake 4- Check Valve 7- Spring

2- Spring 5- Parking Brake Solenoid Valve 10- Pilot Pump
3- Parking Brake Accumulator 6- Spool 11- Hydraulic Oil Tank
T2-4-13
SECTION 2 SYSTEM
Steering Operation Control Circuit

 Outline:
1. Pressure oil (P2) from the pilot pump flows to
manifold valve (12) and is accumulated in pilot
accumulator (steering) (19).
2. When pressure oil (P2) from the pilot pump is
not supplied, pilot accumulator (steering) (19)
accumulates pressure oil in order to make the
steering wheel (16) operation possible for a fixed
time.
3. Steering pilot valve (17) supplies pilot pressure
oil according to the steering wheel (16) operation
to steering valve (4) as pressure oil to operate the
steering.
4. Steering valve (4) shifts steering spool (6) according
to pressure oil to operate the steering.
5. Pressure oil from main pump (15) moves steering
cylinders (1, 2) at right and left by shifting steering
spool (6).
6. Steering accumulators (3) are provided in the
bottom side circuits of steering cylinders (1, 2) at
right and left.
7. Steering accumulators (3) reduce the jerking of
the vehicle occurring at stop of steering. (Refer to
Steering Shock Damping Function.)
T2-4-14
SECTION 2 SYSTEM
1 2
3 3
4
5
11
7
12 13
10
11
P2
17 EF
14
19
16
11
11
15
TNEJ-02-04-004
P2- From Brake Charge Valve (Pilot EF- To Control Valve

Pressure Oil)
1- Steering Cylinder (Left) 5- Overload Relief Valve 11- Hydraulic Oil Tank 15- Main Pump
2- Steering Cylinder (Right) 6- Steering Spool 12- Manifold Valve 16- Steering Wheel
3- Steering Accumulator 7- Orifice 13- Pilot Relief Valve 17- Steering Pilot Valve
4- Steering Valve 10- Check Valve 14- Priority Valve 19- Pilot Accumulator (Steering)
T2-4-15
SECTION 2 SYSTEM
 Steering (Left) Operation:

1. When steering wheel (16) is rotated left, pressure oil
from steering pilot valve (17) flows to steering valve
(4) and shifts steering spool (6).
2. Steering spool (6) moves right. Pressure oil from
main pump (15) moves steering cylinders (1, 2) at
right and left and the vehicle turns left.
3. The moving amount and speed of steering spool
(6) changes according to the operation amount and
speed of steering wheel (16). The vehicle steering
amount and speed changes according to the
operation of steering spool (6).
4. If the steering wheel (16) operation is large, pressure
oil to operate the steering increases. The vehicle
steering amount is large as the moving amount of
steering spool (6) becomes large.
5. Steering pilot valve (17) has a variable steering
rate that is proportional to the speed at whitch
steering wheel (16) is rotated. If steering wheel
(16) operation is fast, the moving speed of steering
spool (6) is fast, and the vehicle steering speed is
fast.
fNOTE: When steering wheel (16) is rotated right, the

vehicle turns right according to the steering wheel (16)
operation.
fNOTE: If the steering wheel (16) operation is slow, the
vehicle steering speed is slow.
T2-4-16
SECTION 2 SYSTEM
1 2
3 3
4
5
11
7
12 13
10
11
P2
17 EF
14
19
16
11
11
15
TNEJ-02-04-005

Pressure Oil)
T2-4-17
SECTION 2 SYSTEM
 Steering Shock Damping Function:

When steering wheel (16) is operated: When steering wheel (16) is stopped:
1. When steering wheel (16) is turned left, the vehicle 1. When steering wheel (16) is stopped, the vehicle
turns left by operating steering cylinders (1, 2) at stops turning as steering cylinders (1, 2) at right and
right and left. (Refer to Steering (Left) Operation.) left are stopped.
2. Steering spool (6) is shifted as the pressure 2. The bottom side circuit pressure at steering cylinder
difference is generated at both ends of steering (left) (1) and rod side circuit pressure at steering
spool (6) by steering operating pressure. cylinder (right) (2) increase at this time.
3. If the steering wheel (16) operation becomes fast, 3. Steering accumulators (3) are provided in the
the flow rate of steering pilot valve (17) increases bottom side circuits of steering cylinders (1, 2) at
and the pressure difference of both ends of steering right and left and controls the pressure to increase.
spool (6) increases.
4. Therefore, when the steering wheel is stopped,
4. When the pressure difference of both ends of rapid stop of left and right steering cylinders (1, 2) is
steering spool (6) increases, the moving speed of controlled.
steering spool (6) becomes fast and the vehicle
5. As steering shock is controlled, an operation of
shock becomes large.
steering wheel by reaction force is reduced and
5. The pressure at both ends of steering spool (6) is jerking of the vehicle is reduced.
reduced as pressure oil to operate the steering flows
through orifice (7). Then, the pressure difference
decreases.
6. Therefore, the quick movement of steering spool
(6) is dampened and the vehicle shock developed
when operate steering wheel (16) is reduced.
T2-4-18
SECTION 2 SYSTEM
1 2
3 3
4
5
11
7
12 13
10
11
P2
17 EF
14
19
16
11
11
15
TNEJ-02-04-005

Pressure Oil)
T2-4-19
SECTION 2 SYSTEM
 Steering Stop (When steering cylinder is at stroke end)

f NOTE: The operation for steering wheel (16) is
explained here.
1. When steering wheel (16) is turned left, the vehicle
turns left by operating steering cylinders (1, 2) at
right and left. (Refer to Steering (Left) Operation.)
2. When steering wheel (16) is turned left further,
steering cylinders (1, 2) at right and left reach the
stroke end.
3. The pressure at the left side of steering spool (6)
increases due to pressure oil from steering pilot
valve (17).
4. Therefore, the pressure difference of both ends of
steering spool (6) is generated. Steering spool (6) is
moved right and is kept there.
5. Pressure oil from steering pilot valve (17) flows back
to hydraulic oil tank (11) through orifice (7) and
steering pilot valve (17).
6. Consequently, steering cylinders (1, 2) at right and
left are kept at the stroke end.
T2-4-20
SECTION 2 SYSTEM
1 2
3 3
4
5
11
7
12 13
10
11
P2
17 EF
14
19
16
11
11
15
TNEJ-02-04-005

Pressure Oil)
T2-4-21
SECTION 2 SYSTEM
Lift Arm, Bucket Operation Control Circuit

1. Control lever lock solenoid valve (17) is shifted
when control lever lock switch (a) is set to the OFF
position.
2. Pressure oil (P2) from the pilot pump is supplied to
pilot valve (1) through control lever lock solenoid
valve (17).
3. Pilot valve (1) supplies the pilot pressure oil
according to the operation amount of lift arm
control lever (3) and bucket control lever (2) to
control valve (4).
4. Lift arm spool (6) and bucket spool (5) in control
valve (4) are shifted by pilot pressure oil of the lift
arm and bucket.
5. Pressure oil from main pump (14) moves lift arm
cylinder (left) (8), lift arm cylinder (right) (9), and
bucket cylinder (7) by shifting lift arm spool (6) and
bucket spool (5).
6. The lift arm and bucket are operated by lift arm
cylinder (left) (8), lift arm cylinder (right) (9), and
bucket cylinder (7). (Refer to Main Circuit.)
7. Slow return valve (10) reduces the returning pilot oil
from control valve (4) and prevents lift arm spool (6)
and bucket spool (5) from moving quickly. (Refer to
COMPONENT OPERATION/Control Valve.)
T2-4-22
SECTION 2 SYSTEM
1 2 3 7 8 9
11
Pia2 Pia1
Pib2 Pib1
10
12
Pia2 Pib2
11 13 10
6
P2
Pia1 Pib1
10 10
15
14 11
17 16
TNEJ-02-04-007
P2- From Brake Charge Valve (Pilot Pia1- Pilot Pressure Oil (Lift Arm Pia2- Pilot Pressure Oil (Bucket Tilt)
Pressure Oil) Raise) Pib2- Pilot Pressure Oil (Bucket
a- From Control Lever Lock Pib1- Pilot Pressure Oil (Lift Arm Dump)
Switch (OFF Signal) Lower)
1- Pilot Valve 6- Lift Arm Spool 11- Hydraulic Oil Tank 16- Pilot Accumulator (Front
2- Bucket Control Lever 7- Bucket Cylinder 12- Manifold Valve Attachment)
3- Lift Arm Control Lever 8- Lift Arm Cylinder (Left) 13- Pilot Relief Valve 17- Control Lever Lock Solenoid
4- Control Valve 9- Lift Arm Cylinder (Right) 14- Main Pump Valve
5- Bucket Spool 10- Slow Return Valve 15- Check Valve
T2-4-23
SECTION 2 SYSTEM
Pump Control Circuit

 Control by Pump Control Pressure from Pump Control
Valve (Refer to COMPONENT OPERATION/Pump  Control by Pilot Pressure from Torque Control Solenoid
Device.) Valve (Refer to Control System/Pump Control.)
1. The pilot pressure oil P2 from the brake charge
 When the control lever is in neutral: valve is routed to torque control solenoid valve (14).
1. When the control lever is in neutral, pressure oil 2. The pilot pressure X1 according to the signal from
from main pump (8) flows back to hydraulic oil tank MC is routed to regulator (7) in main pump (8)
(5) through neutral circuit (11) in control valve (3) through torque control solenoid valve (14).
and orifice (10).
3. As the pilot pressure X1 is routed to regulator (7),
2. Pressure difference between upstream pressure Pc1 the pump delivery flow rate is decreased according
and downstream pressure Pc2 of orifice (10) act to to the pressure.
pump regulator (7) as the pump control pressure.
3. When the flow rate of pressure oil which flows back
to hydraulic oil tank (5) through neutral circuit (11)
increases, the pump control pressure is increased by
orifice (10).
4. Therefore, regulator (7) decreases the pump
delivery flow rate.
5. When the pressure difference increases due to
orifice (10) and reaches the specified level pressure,
surge pressure relief valve (4) is opened. Pressure oil
flows back to hydraulic oil tank (5) through orifice
(10) and surge pressure relief valve (4).
6. Therefore, the occurrence of surge voltage in
neutral circuit (11) is prevented.
 When the control lever is operated

1. As pressure oil from main pump (8) flows to spools
(15, 16), the flow rate flowing through neutral circuit
(11) is decreased.
2. Therefore, as the pressure difference generated by
orifice (10) decreases, the pump control pressure is
decreased.
3. Therefore, regulator (7) increases the pump delivery
flow rate.
T2-4-24
SECTION 2 SYSTEM
12
P2
Pc1 Pc2 3 10 4 16
14
X1
8 11
5
7
17
15 5
TNDB-02-04-009
P2- Pilot Pressure Oil from Brake X1- Pilot Pressure (Torque Control Pc1- Pump Control Pressure
Charge Valve Pressure ST) Pc2- Pump Control Pressure
3- Control Valve 6- Pump Device 11- Neutral Circuit 16- Bucket Spool
4- Surge Pressure Relief Valve 7- Regulator 12- Manifold Valve 17- Low-Pressure Relief Valve
(Pump Control Valve) 8- Main Pump 14- Torque Control Solenoid Valve
5- Hydraulic Oil Tank 10- Orifice (Pump Control Valve) 15- Lift Arm Spool
fNOTE: The illustration shows the oil flow when the

control lever is in neutral.
T2-4-25
SECTION 2 SYSTEM
Ride Control Circuit (OP)

 Pressure oil is accumulated in ride control accumulator
(2)
3. When ride control solenoid valve (3) is deactivated,
1. Pressure oil from the main pump operates lift arm
pressure oil (A1) at the bottom side of lift arm
cylinder (4) by shifting lift arm spool (9). (Refer to
cylinder (4) is accumulated in ride control
Main Circuit/Lift Arm, Bucket Operation Circuit.)
accumulator (2) through charge-cut spool (7).
2. Pressure oil (A1) flowing to lift arm cylinder (4) flows
to ride control valve (1). fNOTE: In case pressure oil is accumulated in ride
control accumulator (2), the lift arm is prevented from
falling and rising suddenly when activating ride control
solenoid valve (3).
1 2 3 4
A1
B1
9
11
10
8 7 6 5
TNDB-02-04-014
A1- Lift Arm Cylinder Bottom Side B1- Lift Arm Cylinder Rod Side a- ON Signal from MC
Circuit Circuit
1- Ride Control Valve 4- Lift Arm Cylinder 7- Charge-Cut Spool 10- Orifice
2- Ride Control Accumulator 5- Pilot Pump 8- Ride Control Spool 11- Check Valve
3- Ride Control Solenoid Valve 6- Hydraulic Oil Tank 9- Relief Valve
T2-4-26
SECTION 2 SYSTEM
 Pressure oil is stopped accumulating in ride control

accumulator (2)
2. Therefore, pressure oil (A1) in ride control valve (1) is
1. When the pressure oil amount accumulated in ride blocked by charge-cut spool (7) and pressure oil is
control accumulator (2) increases over the specified stopped accumulating in ride control accumulator
value (reaches the charge-cut pressure), charge-cut (2).
spool (7) is shifted.
1 2 3 4
A1
B1
9
11
10
8 7 6 5
TNDB-02-04-024
Circuit Circuit
T2-4-27
SECTION 2 SYSTEM
 Ride Control: When the force pushing down the lift arm
occurs
1. When the conditions for ride control exist, ON signal 5. When the force pushing down the lift arm
(a) from MC shifts ride control solenoid valve (3). occurs, pressure oil (A1) at the bottom side of lift
arm cylinder (4) is accumulated in ride control
2. Pressure oil from pilot pump (5) shifts ride control
accumulator (2) through ride control spool (8).
spool (8) through ride control solenoid valve (3).
6. Therefore, the pressure increase at bottom side
3. Therefore, pressure oil (A1) at the bottom side
circuit (A1) of the lift arm cylinder is regulated.
of lift arm cylinder (4) is supplied to ride control
accumulator (2) through ride control spool (8). fNOTE: When the ride control is deactivated, the force
4. In addition, pressure oil (B1) at the rod side of lift pushing down/up the lift arm occurs due to machine
arm cylinder (4) is supplied to hydraulic oil tank (6) vibration when driving on rough roads.
through ride control spool (8).
1 2 3 4
9 A1
11 B1
10
8 7 6 5
TNDB-02-04-025
Circuit Circuit
T2-4-28
SECTION 2 SYSTEM
 Ride Control: When the force pushing up the lift arm

occurs
1. When the force pushing up the lift arm occurs, 4. Relief valve (9) prevents the pressure in the circuit
pressure oil accumulated in ride control (between ride control valve and lift arm cylinder)
accumulator (2) flows to the bottom side of lift arm from increasing over the set pressure while the ride
cylinder (4) through ride control spool (8). control is activated.
2. Therefore, the pressure decrease at bottom side 5. Make-up valve (11) draws pressure oil from
circuit (A1) of lift arm cylinder (4) is regulated. hydraulic oil tank (6) and prevents cavitation from
occurring when the pressure in the circuit (between
3. In case the pressure difference between bottom
ride control valve and lift arm cylinder) decreases
side circuit (A1) and rod side circuit (B1) of lift arm
below the specified value.
cylinder (4) becomes small, the vertical vibration of
the lift arm is regulated and the machine vibration is
reduced.
1 2 3 4
9 A1
11 B1
10
8 7 6 5
TNDB-02-04-042
Circuit Circuit
T2-4-29
SECTION 2 SYSTEM
Main Circuit
Outline:
1. Main pump (1) draws hydraulic oil from hydraulic oil

tank (14) through suction filter (15) and delivers it to
priority valve (2).
2. Priority valve (2) shifts priority spool (3) according
to the steering wheel operation. (Refer to Steering
Priority Circuit.)
3. Pressure oil from main pump (1) is supplied to
steering valve (4) and control valve (8) by shifting
priority spool (3).
4. Pressure oil in steering valve (4) moves steering
cylinders (6, 7) at right and left by shifting steering
spool (5). (Refer to Pilot Circuit/Steering Operation
Control Circuit.)
5. Returning oil from steering cylinders (6, 7) at right
and left returns to hydraulic oil tank (14) through
steering valve (4) and return filter (16).
6. Pressure oil in control valve (8) moves bucket
cylinder (13) and lift arm cylinders (12) by shifting
bucket spool (10) and lift arm spool (11). (Refer to
Pilot Circuit/Lift Arm, Bucket Operation Control
Circuit.)
7. Returning oil from bucket cylinder (13) and lift
arm cylinders (12) returns to hydraulic oil tank (14)
through control valve (8) and return filter (16).
T2-4-30
SECTION 2 SYSTEM
6 7
13
8
4
9 12 12
10
5 11
3
2
14
1 15 16
TNEJ-02-04-008
1- Main Pump 5- Steering Spool 9- Auxiliary Spool (OP) 13- Bucket Cylinder
2- Priority Valve 6- Steering Cylinder (Left) 10- Bucket Spool 14- Hydraulic Oil Tank
3- Priority Spool 7- Steering Cylinder (Right) 11- Lift Arm Spool 15- Suction Filter
4- Steering Valve 8- Control Valve 12- Lift Arm Cylinder 16- Return Filter
T2-4-31
SECTION 2 SYSTEM
Steering Priority Circuit
Purpose: 7. Consequently, more pressure oil from main pump

The main circuit supplies pressure oil from main pump (1) is supplied to the control valve from port EF
(1) to steering valve (8) preferentially and maintains the according to the movement of priority spool (3).
steering operation performance.
fNOTE: Priority valve (2) always supplies the pressure oil
 When steering is in neutral from main pump (1) to steering valve (8) and the control
1. Priority spool (3) of priority valve (2) has moved left valve according to priority spool (3) and the spring force.
due to the spring force with the engine stopped. (Refer to COMPONENT OPERATION/Pump Device.)
2. When the engine starts, pressure oil from main

pump (1) flows to steering valve (8) through priority
spool (3) of priority valve (2) and port CF.
3. At the same time, pressure oil is routed to port LS2
through orifice (4), port LS1, and orifice(5).
4. The oil passage between port LS and hydraulic oil
tank (32) is connected with steering spool (9) in
steering valve (8) set in the neutral position.
5. Pressure oil routed to port LS2 flows to hydraulic oil
tank (32) through orifice (6), port LS, and the neutral
circuit in steering spool (9). Then, the pressure in
port LS decreases.
6. Therefore, the pressure in port LS2 and the spring
force of priority spool (3) becomes smaller than
the pressure in port LS1. Then, priority spool (3) is
moved right.
T2-4-32
SECTION 2 SYSTEM
10 11
12 12
24
Pa
32
EF
CF
LS
5
4
2 7
LS1 3 LS2
1 32
TNEJ-02-04-013
CF- To Steering Valve LS- Port (Load Sensing Pressure) EF- Port (To Control Valve) Pa- Steering (Left) (Pilot Pressure
LS1- Port LS2- Port Oil)
1- Main Pump 5- Orifice 9- Steering Spool 24- Overload Relief Valve

2- Priority Valve 6- Orifice 10- Steering Cylinder (Left) 32- Hydraulic Oil Tank
3- Priority Spool 7- Main Relief Valve (Steering) 11- Steering Cylinder (Right)
4- Orifice 8- Steering Valve 12- Steering Accumulator
fNOTE: The illustration shows the oil flow when not

operating the steering wheel with the engine running.
T2-4-33
SECTION 2 SYSTEM
 Steering (Left) Operation
1. When the steering wheel is rotated left, steering

spool (9) of steering valve (8) is moved right by the
pilot pressure oil Pa. (Refer to Pilot Circuit/Steering
Operation Control Circuit.)
2. Pressure oil from main pump (1) flows to orifice
(variable) (33) of steering spool (9) through port CF
and moves steering cylinders (10, 11) at right and
left.
3. When steering spool (9) is moved, the oil passage
between port LS and hydraulic oil tank (32) is
disconnected.
4. At the same time, as port LS is connected to the
main circuit through steering spool (9), the pressure
according to the movement amount of steering
spool (9) is routed to port LS2.
5. When the pressure in port LS2 and the spring
force of priority spool (3) becomes larger than the
pressure in port LS1, priority spool (3) is moved left.
6. When the movement amount of steering spool (9)
in steering valve (8) becomes large, the opening
area of orifice (33) becomes large. Then, the
pressure in port LS increases.
7. Therefore, as the pressure in port LS2 and the
spring force of priority spool (3) increase further, the
movement amount of steering spool (9) becomes
large.
8. Consequently, as the flow rate of pressure oil which
flows to steering valve (8) from main pump (1)
increases, the operating speed of steering cylinders
(10, 11) at right and left increase.
T2-4-34
SECTION 2 SYSTEM
10 11
12 12
33 24
Pa
32
EF
CF
LS
5
4
LS1
3 6
7
2 LS2
32
1
TNEJ-02-04-014
CF- To Steering Valve LS- Port (Load Sensing Pressure) EF- Port (To Control Valve) Pa- Pilot Pressure Oil from Steering
LS1- Port LS2- Port Pilot Valve
1- Main Pump 5- Orifice 9- Steering Spool 24- Overload Relief Valve

2- Priority Valve 6- Orifice 10- Steering Cylinder (Left) 32- Hydraulic Oil Tank
3- Priority Spool 7- Main Relief Valve (Steering) 11- Steering Cylinder (Right) 33- Orifice (Variable)
4- Orifice 8- Steering Valve 12- Steering Accumulator
fNOTE: The illustration shows the oil flow when turning

the steering wheel left with the engine running.
T2-4-35
SECTION 2 SYSTEM
Lift Arm, Bucket Circuit

Neutral Circuit Relief Circuit
1. Pressure oil (EF) from the priority valve is supplied to 1. Main relief valve (control valve) (11) prevents the
control valve (1). (Refer to Steering Priority Circuit.) pressure in the circuit (between pump and control
valve) from increasing over the set pressure while
2. When not operating the control lever (when lift
operating each spool of lift arm spool (3) and
arm spool (3) and bucket spool (6) are in the neutral
bucket spool (6).
position), pressure oil (EF) in control valve (1) flows
back to hydraulic oil tank (17) through neutral 2. When lift arm spool (3) and bucket spool (6) are
circuit (12). in the neutral position, overload relief valve (9)
prevents the pressure in the circuit (between
3. Pump control valve (8) is provided in neutral circuit
control valve and actuator) due to surge pressure
(12).
developed by external force from increasing over
4. Pump control valve (8) supplies pressure oil in the set pressure.
neutral circuit (12) to the regulator of pump device,
3. In addition, overload relief valve (9) is equipped
and increases and decreases the pump delivery flow
with make-up function. It draws pressure oil from
rate. (Refer to Pilot Circuit/Pump Control Circuit.)
hydraulic oil tank (17) and prevents cavitation from
occurring when the pressure in the circuit (between
Single Operation Circuit control valve and actuator) decreases below the
1. During single operation of lift arm or bucket, specified value.
pressure oil (EF) in control valve (1) flows to lift arm 4. Low-pressure relief valve (10) keeps the pressure
spool (3) and bucket spool (6) through load check in the circuit (between control valve and hydraulic
valves (2, 4), and moves lift arm cylinder (16) and oil tank) at the specified pressure and improves the
bucket cylinder (15). actuator drawing operation when cavitation occurs.
2. Load check valves (2, 4) prevent pressure oil which
has been supplied to lift arm spool (3) and bucket
spool (6) from flowing backward.
Parallel Circuit
1. During combined operation of lift arm and bucket,
pressure oil (EF) flows to lift arm spool (3) through
parallel circuit (13) and load check valve (2).
2. Bucket flow rate control valve (5) is provided in
parallel circuit (13) so that pressure oil (EF) flowing
to bucket spool (6) is regulated.
3. Therefore, more pressure oil (EF) is supplied to lift
arm spool (3) which increases the load so that the
combined controllability of lift arm and bucket is
improved.
T2-4-36
SECTION 2 SYSTEM
5 6 8
Pc2
9 15
Pc1
16
10
17
13 2 1 EF 12 11
TNDB-02-04-002
EF- From Priority Valve (Main Pc1- To Pump Regulator (Pi1)

Pump Pressure Oil) Pc2- To Pump Regulator (Pi2)
1- Control Valve 5- Bucket Flow Rate Control Valve 10- Low-Pressure Relief Valve 13- Parallel Circuit
2- Load Check Valve (Lift Arm) 6- Bucket Spool 11- Main Relief Valve (Control 15- Bucket Cylinder
3- Lift Arm Spool 8- Pump Control Valve Valve) 16- Lift Arm Cylinder
4- Load Check Valve (Bucket) 9- Overload Relief Valve 12- Neutral Circuit 17- Hydraulic Oil Tank
T2-4-37
SECTION 2 SYSTEM
Single Operation Circuit
 Bucket Tilt Single Operation

f NOTE: The bucket tilt operation when not operating the
steering is explained here.
1. Pilot pressure oil (Pia2) shifts bucket spool (6) when
the control lever is set to the bucket tilt (back tilting)
operation. (Refer to Pilot Circuit/Lift Arm, Bucket
Operation Control Circuit.)
2. When not operating the steering wheel, more
pressure oil (EF) from the priority valve is supplied
to control valve (1). (Refer to Priority Valve Circuit
(When steering is in neutral).)
3. Pressure oil (EF) from the priority valve flows to
bucket spool (6) through load check valve (4).
4. Pressure oil (EF) flowing to bucket spool (6) moves
bucket cylinder (15) and tilts the bucket back.
5. Returning oil from bucket cylinder (15) returns to
hydraulic oil tank (17) through bucket spool (6).
T2-4-38
SECTION 2 SYSTEM
5 6 8
9 15
16
Pia2
Pib2
10
17
13 2 1 EF 12 11
TNDB-02-04-022
EF- From Priority Valve (Main Pia2- Bucket Tilt (Pilot Pressure Oil) Pib2- Bucket Dump (Pilot Pressure
Pump Pressure Oil) Oil)
1- Control Valve 5- Bucket Flow Rate Control Valve 10- Low-Pressure Relief Valve 13- Parallel Circuit
2- Load Check Valve (Lift Arm) 6- Bucket Spool 11- Main Relief Valve (Control 15- Bucket Cylinder
3- Lift Arm Spool 8- Pump Control Valve Valve) 16- Lift Arm Cylinder
4- Load Check Valve (Bucket) 9- Overload Relief Valve 12- Neutral Circuit 17- Hydraulic Oil Tank
T2-4-39
SECTION 2 SYSTEM
Combined Operation Circuit
 Combined operation of lift arm raise and bucket dump:

f NOTE: The lift arm raise and bucket dump operation
when not operating the steering is explained here.
1. Pilot pressure oil (Pia1) shifts lift arm spool (3) in
control valve (1) when the front attachment control
lever is set to the lift arm raise and bucket dump
(frontward tilting) operation. At the same time, pilot
pressure oil (Pib2) shifts bucket spool (6). (Refer
to Pilot Circuit/Lift Arm, Bucket Operation Control
Circuit.)
2. When not operating the steering wheel, more
pressure oil (EF) from the priority valve is supplied
to control valve (1). (Refer to Priority Valve Circuit
(When steering is in neutral).)
3. One of pressure oil (EF) in control valve (1) flows to
lift arm spool (3) through load check valve (2).
4. Pressure oil (EF) flowing to lift arm spool (3) moves
lift arm cylinder (16) and raises the lift arm.
5. The other of pressure oil (EF) flows through parallel
circuit (13), is regulated by bucket flow rate control
valve (5), and flows to bucket spool (6).
6. Pressure oil (EF) flowing to bucket spool (6) moves
bucket cylinder (15) and tilts the bucket forward.
7. Therefore, more pressure oil (EF) is supplied to the
lift arm circuit which increases the load so that the
combined controllability is improved.
8. Returning oil from lift arm cylinder (16) and bucket
cylinder (15) returns to hydraulic oil tank (17)
through lift arm spool (3) and bucket spool (6).
T2-4-40
SECTION 2 SYSTEM
5 6 8
9 15
16
Pia2 Pib2
Pia1
Pib1
10
17
13 2 1 EF 12 11
TNDB-02-04-045
EF- From Priority Valve (Main Pia1- Lift Arm Raise (Pilot Pressure Pib1- Lift Arm Lower (Pilot Pressure Pib2- Bucket Dump (Pilot Pressure
Pump Pressure Oil) Oil) Oil) Oil)
Pia2- Bucket Tilt (Pilot Pressure Oil)
1- Control Valve 6- Bucket Spool 11- Main Relief Valve (Control 15- Bucket Cylinder
2- Load Check Valve (Lift Arm) 8- Pump Control Valve Valve) 16- Lift Arm Cylinder
3- Lift Arm Spool 9- Overload Relief Valve 12- Neutral Circuit 17- Hydraulic Oil Tank
5- Bucket Flow Rate Control Valve 10- Low-Pressure Relief Valve 13- Parallel Circuit
T2-4-41
SECTION 2 SYSTEM
 Combined operation of steering (left) and lift arm raise:

f NOTE: The lift arm raise operation when turning the
steering wheel (left) is explained here.
1. When turning the steering wheel left with the lift
arm raised, pilot pressure oil (Pia1) shifts lift arm
spool (5) of control valve (1). Pilot pressure oil (Pa)
shifts steering spool (9) in steering valve (8) at the
same time. (Refer to Pilot Circuit.)
2. While the steering wheel (1) is operated, pressure
oil (CF) from the main pump is supplied to steering
valve (3) preferentially. (Refer to Steering Priority
Circuit.)
3. Pressure oil (CF) from the main pump flows to
steering spool (9) of steering valve (8).
4. Pressure oil in steering spool (9) moves steering
cylinders (6, 7) at right and left and the vehicle turns
left.
5. Pressure oil (EF) from the main pump flows to lift
arm spool (5) through load check valve (4) in control
valve (1).
6. Pressure oil (EF) flowing to lift arm spool (5) moves
lift arm cylinder (2) and raises the lift arm.
7. Therefore, steering (left) operation and lift arm raise
operation are simultaneously made.
T2-4-42
SECTION 2 SYSTEM
Pia1 Pib1
5 4
EF 3
7 6
Pa
LS
3
CF
TNEJ-02-04-009
CF- From Priority Valve (Main LS- From Priority Valve (Hydraulic EF- From Priority Valve (Main
Pump Pressure Oil) Oil) Pump Pressure Oil)
Pia1- Lift Arm Raise (Pilot Pressure Pib1- Lift Arm Lower (Pilot Pressure Pa- Steering (Left) (Pilot Pressure
Oil) Oil) Oil)
1- Control Valve 4- Load Check Valve 7- Steering Cylinder (Left)

2- Lift Arm Cylinder 5- Lift Arm Spool 8- Steering Valve
3- Hydraulic Oil Tank 6- Steering Cylinder (Right) 9- Steering Spool
T2-4-43
SECTION 2 SYSTEM
Fan Circuit
Outline:
 Standard Circuit  Cooling Circuit
1. The standard circuit consists of fan pump (3) and 1. Oil cooler (9) cools the returning oil from the fan
fan motor (1) with fan speed control solenoid valve circuit and returns it to hydraulic oil tank (6).
(2) attached.
2. The check valve is provided in oil cooler (9) and
2. Fan pump (3) draws hydraulic oil from hydraulic oil releases abnormal pressure generated in the circuit
tank (6) through suction filter (5) and delivers it to in order to protect oil cooler (9).
fan motor (1).
3. Fan motor (1) is activated by pressure oil from fan
pump (3).
4. Fan speed control solenoid valve (2) is activated by
the signals from MC, regulates flow rate of pressure
oil supplied to fan motor (1), and adjusts the fan
motor (1) speed. (Refer to SYSTEM/Control System.)
5. Returning oil from fan motor (1) returns to hydraulic
oil tank (6) through oil cooler (9).
 Optional Circuit
1. The optional circuit consists of fan pump (3), fan
valve (7), and fan motor (1).
2. Fan pump (3) draws hydraulic oil from hydraulic oil
tank (6) through suction filter (5) and delivers it to
fan motor (1) through fan valve (7).
3. Fan speed control solenoid valve (2) and fan reverse
rotation control solenoid valve (8) in fan valve (7)
are activated by the signals from MC.
4. Fan reverse rotation control solenoid valve (8)
controls the flow direction flowing to fan motor (1),
and changes the fan motor (1) rotation direction (in
normal/reverse). (Refer to SYSTEM/Control System.)
oil tank (6) through fan valve (7) and oil cooler (9).
fNOTE: Fan pump (3) is a gear pump. Fan pump (3)

is installed in the engine and is rotated by the driving
force of the engine. (Refer to COMPONENT OPERATION/
Cooling System.)
T2-4-44
SECTION 2 SYSTEM
 Standard Circuit  Optional Circuit
1 1
8
7
3 4 3 4
9 9
5 5
6 6
TNEJ-02-04-010
1- Fan Motor 3- Fan Pump 6- Hydraulic Oil Tank 8- Fan Reverse Rotation Control
2- Fan Speed Control Solenoid 4- Engine 7- Fan Valve (Optional) Solenoid Valve
Valve 5- Suction Filter 9- Oil Cooler with Check Valve
T2-4-45
SECTION 2 SYSTEM
Standard Circuit:
 Normal Rotation
1. Pressure oil delivered from fan pump (3) is supplied
to port P1 in fan motor (1) and rotates fan motor (1).
2. Pressure oil from fan pump (3) is also routed to fan
speed control solenoid valve (2).
3. MC controls fan speed control solenoid valve (2)
according to the actual engine speed and hydraulic
oil temperature. (Refer to SYSTEM/Control System.)
4. Fan speed control solenoid valve (2) is activated by
signal (a) from MC. Port P1 is connected to port P2.
Pressure oil from fan pump (3) returns to hydraulic
oil tank (4) from far motor (1).
5. Therefore, the flow rate flowing to fan motor (1)
decreases and the fan motor (1) speed decreases.
6. The fan motor (1) speed is controlled by adjusting
flow rate of pressure oil flowing back to hydraulic oil
tank (4) from fan motor (1).
7. Anti-void valve (5) refills hydraulic oil from hydraulic
oil tank (4) and prevents cavitation from occurring
when the pressure in the fan circuit decreases (the
fan motor speed change, engine shutdown, etc.).
oil tank (4) through the oil cooler.
fNOTE: Regarding the fan rotation direction, the

delivery (the machine rear side) is normal.
T2-4-46
SECTION 2 SYSTEM
Standard Circuit:
 Normal Rotation
Dr
4
5
P2 P1 2
a
4 3
TNEJ-02-04-012
P1- Port P1 (Normal Rotation) P2- Port P2 (Reverse Rotation) a- Signal from MC Dr- Drain Port
1- Fan Motor 2- Fan Speed Control Solenoid 3- Fan Pump 5- Anti-Void Valve
Valve 4- Hydraulic Oil Tank
T2-4-47
SECTION 2 SYSTEM
Optional Circuit:
 Normal Rotation  Reverse Rotation
1. Pressure oil delivered from fan pump (8) is supplied 1. Pressure oil from fan pump (8) is also routed to fan
to fan valve (1), is supplied to port P2 in fan motor reverse rotation control solenoid valve (5).
(2) through fan reverse rotation spool (4), and
2. When the fan reverse rotation switch is set to the
rotates fan motor (2).
ON position, fan reverse rotation control solenoid
2. Pressure oil from fan pump (8) is also routed to fan valve (5) is activated by signal (b) from MC.
speed control solenoid valve (6) and fan control
3. Therefore, fan reverse rotation spool (4) is shifted
valve (7).
by pressure oil flowing through fan reverse rotation
3. MC controls fan speed control solenoid valve (6) control solenoid valve (5).
according to the actual engine speed and hydraulic
4. Consequently, the flow direction flowing to fan
oil temperature. (Refer to SYSTEM/Control System.)
motor (2) is shifted and fan motor (2) rotates in
4. When fan speed control solenoid valve (6) is reverse.
activated by signal (b) from MC, fan control valve
(7) is activated and pressure oil from fan pump (8) fNOTE: Regarding the fan rotation direction, the suction
returns to hydraulic oil tank (9). (the engine side) is reverse.

6. Consequently, the fan motor (2) speed is controlled
by adjusting the amount of pressure oil flowing
back to hydraulic oil tank (9) from fan valve (1).
7. Anti-void valve (3) refills hydraulic oil from hydraulic
when the pressure in the fan circuit decreases (the
fan motor speed change, engine shutdown, etc.).
8. Returning oil from fan valve (1) returns to hydraulic
oil tank (9) through the oil cooler.
T2-4-48
SECTION 2 SYSTEM
 Normal Rotation  Reverse Rotation
2 2
P1 P2 P1 P2
3 3 4 3 3 4
1 1
5 5
b b
a a
9 9
7 6 7 6
9 9
8 8 TNED-02-04-052
TNED-02-04-036
P1- Port P1 (Reverse Rotation) a- Signal from MC b- Signal from MC (Fan Reverse
P2- Port P2 (Normal Rotation) Rotation Switch)
1- Fan Valve 4- Fan Reverse Rotation Spool 6- Fan Speed Control Solenoid 8- Fan Pump
2- Fan Motor 5- Fan Reverse Rotation Control Valve 9- Hydraulic Oil Tank
3- Anti-Void Valve Solenoid Valve 7- Fan Control Valve
T2-4-49
SECTION 2 SYSTEM
Secondary Steering Circuit (Option)

1. When pressure oil from main pump (12) becomes
below the specified level pressure due to the
engine failure and driving at over 5 km/h (3.1 mph),
steering pressure switch (5) is turned OFF.
2. MC activates secondary steering motor (8)
according to the OFF signal of steering pressure
switch (5).
3. Secondary steering pump (9) is activated by
activating secondary steering motor (8).
4. Secondary steering pump (9) draws hydraulic
oil from hydraulic oil tank (11) and delivers it to
steering valve (3).
5. When steering wheel (14) is operated, steering
pilot valve (15) is activated and steering spool (4) is
shifted by pressure oil from pilot pump (16).
6. Therefore, pressure oil from secondary steering
pump (9) moves steering cylinders (1, 2) at right and
left.
7. Consequently, the vehicle can turn only while
secondary steering pump (9) is operated.
fNOTE: The operation hour of secondary steering pump

(9) is maximum 60 seconds.
8. Check valve (6) is installed so that the pressure of
main pump (12) may not be routed to secondary
steering pump (9) in normal state.
9. Relief valve (10) prevents the pressure in the circuit
between the secondary steering pump and steering
valve from increasing over the set pressure when
secondary steering pump (9) is operated.
fNOTE: When pressure oil from pilot pump (16) becomes

below the specified level pressure, the turning force of
steering wheel (14) increases.
T2-4-50
SECTION 2 SYSTEM
1 2
15
5
7
13
8
14
12 9
10
11
16
TNEJ-02-04-015
1- Steering Cylinder (Left) 6- Check Valve 11- Hydraulic Oil Tank 16- Pilot Pump
2- Steering Cylinder (Right) 7- Secondary Steering Pump Unit 12- Main Pump
3- Steering Valve 8- Secondary Steering Motor 13- Priority Valve
4- Steering Spool 9- Secondary Steering Pump 14- Steering Wheel
5- Steering Pressure Switch 10- Relief Valve 15- Steering Pilot Valve
T2-4-51
SECTION 2 SYSTEM
(Blank)
T2-4-52
SECTION 2 SYSTEM
Outline
The electrical circuit is broadly divided into the main
circuit, steering column monitor circuit, accessory circuit,
and control circuit.
 Main Circuit:
The main circuit operates the engine and the battery
charging related circuits.
 Steering Column Monitor Circuit:

The steering column monitor circuit is operated when
the machine travels. The steering column monitor
circuit consists of the head lights, turn signal lights,
brake lights, and horn.
 Accessory Circuit:
The accessory circuit operates the accessory. The
accessory circuit consists of the column display
controller, relays, and switches.
 Control Circuit:
The control circuit controls the engine, pump,
transmission, and valve. The control circuit consists of
the actuators such as solenoid valves, MC, ECM, TCU,
sensors, and switches.
(Refer to SYSTEM/Control System.)
T2-5-1
SECTION 2 SYSTEM
Main Circuit
The major functions and circuits in the main circuit are as
follows.
 Electric Power Circuit: The electric power circuit

supplies electric power to the electrical system.
 CAN Circuit: The CAN circuit performs
communication between each controller.
 Light Bulb Check Circuit: The light bulb check circuit
is the circuit to check the bulbs of monitor panel and
indicators.
 Preheating Circuit: The preheating circuit assists the
engine when starting in cold weather.
 Accessory Circuit: The accessory circuit is operated
when the key switch is in the ACC position.
 Starting Circuit: The starting circuit starts the engine.
 Charging Circuit: The charging circuit supplies
electric power to the batteries and charges them.
 Surge Voltage Prevention Circuit: The surge voltage
prevention circuit prevents the occurrence of surge
voltage developed when stopping the engine.
 Engine Stop Circuit (Key Switch: OFF):
The engine stop circuit stops the engine by using
ECM.
 Pilot Shut-Off Circuit (Key Switch: ON):
The pilot shut-off circuit supplies pressure oil from
the pilot pump to the pilot valve due to the pilot
shut-off solenoid valve.
T2-5-2
SECTION 2 SYSTEM
(Blank)
T2-5-3
SECTION 2 SYSTEM
Electric Power Circuit (Key Switch: OFF)

The battery (1) minus terminal is grounded to the body.
Current from the battery (1) plus terminal flows as shown
below when key switch (4) is in the OFF position.
Battery (1) Fusible Link Key Switch (4) Terminal B

A (65A) (3) Fuse Box B (6) Terminal Cab Light (22)
#11 Radio (Backup Power) (21)
Fuse Box A(5) Terminal Light Switch (20)
#4
Terminal Auxiliary (Power) (19)
#5
Terminal Horn (Power) (17)
#6 Horn Switch (Power) (18)
Terminal Flasher Relay (15)
#7 Hazard Light Switch (16)
Terminal Load Dump 2 Relay (14)
#8 Load Dump 1 Relay (13)
Information Controller (Power) (12)
Column Display Controller (Power) (11)
Communication Terminal (Power) (10)
Terminal TCU (Power) (9)
#9
Terminal ECM (Power) (7)
#10 Fuel Pump (Power) (8)
T2-5-4
SECTION 2 SYSTEM
1 2
7 8 9 10 11 12 13 14 15 16
(10)
(9)
(8)
(7)
(6)
(5)
(4)
6
22 21 20 19 18 17
(11)
TNEJ-02-05-001
1- Battery 8- Fuel Pump (Power) 13- Load Dump 1 Relay 20- Light Switch
2- Battery Relay 9- TCU (Power) 14- Load Dump 2 Relay 21- Radio (Backup Power)
3- Fusible Link A (65A) 10- Communication Terminal 15- Flasher Relay 22- Cab Light
4- Key Switch (Power) 16- Hazard Light Switch
5- Fuse Box A 11- Column Display Controller 17- Horn (Power)
6- Fuse Box B (Power) 18- Horn Switch (Power)
7- ECM (Power) 12- Information Controller (Power) 19- Auxiliary (Power)
fNOTE: The number in parentheses shows the fuse No..
T2-5-5
SECTION 2 SYSTEM
CAN Circuit
CAN (Controller Area Network) is ISO Standards of the
serial communication protocol.
CAN 1 (1) (CAN bus (4)) is equipped for this machine.
CAN bus (4) consists of two harnesses, CAN-H (High) (2)
and CAN-L (Low) (3).
Each controller judges the CAN bus (4) level due to
potential difference between CAN-H (High) (2) and CAN-L
(Low) (3).
Each controller arranges the CAN bus (4) level and sends
the signal and data to other controllers.
In addition, termination resistors (120 Ω) (14) are installed
to both ends of CAN bus (4).
T2-5-6
SECTION 2 SYSTEM
1 4
TNEJ-02-01-001
7 8
14
1
5
14
9 10
14
13
12 11
TNEJ-02-01-002
1- CAN1 5- ECM (Engine Controller) 9- Information Controller 13- Rear View Monitor (Optional)
2- CAN-H(High) 6- MC (Main Controller) 10- MPDr. 14- Termination Resistor (120 Ω)
3- CAN-L(Low) 7- TCU (Transmission Controller) 11- Column Display Controller
4- CAN Bus 8- Communication Controller 12- Air Conditioner Controller
T2-5-7
SECTION 2 SYSTEM
Light Bulb Check Circuit (Key Switch: ON)

1. When key switch (4) is set to ON position (7),
terminal B is connected to terminals ACC (5) and M
(6) in key switch (4).
2. When current from terminal M (6) in key switch
(4) flows to terminal #1-2 (a) in the column display
controller through fuse #13 of fuse box A (8).
3. When the column display controller turns on the
indicators for two seconds, checks the bulbs, and
starts the monitor display. (Refer to the separated
volume, Operator’s Manual for details of Light Bulb
Check.)
T2-5-8
SECTION 2 SYSTEM
1
2
8
(13)
7
4
5
6
TNEJ-02-05-002
a- To Column Display Controller

(Terminal #1-2)
1- Battery 3- Fusible Link A (65A) 5- Terminal ACC 7- ON Position

2- Battery Relay 4- Key Switch 6- Terminal M 8- Fuse Box A
T2-5-9
SECTION 2 SYSTEM
Preheating Circuit (Key Switch: ON)

1. When key switch (4) is set to the ON position (7),
terminal B (5) is connected to terminal M (6) in key
switch (4).
2. Current from terminal M (6) flows through fuse #13
of fuse box A (8) and excites battery relay (2).
3. Current from battery (1) flows to intake air heater
relay (11) (contact side) through battery relay (2)
and fusible link (140A) (9).
4. ECM (13) supplies current to intake air heater
relay (12) (coil side) from terminal J2-40 in ECM
(13) according to the input signal from the boost
temperature sensor. (Refer to SYSTEM/ECM System/
Preheating Control.)
5. Therefore, intake air heater relay (11) is excited.
6. Current from intake air heater relay (11) (contact
side) flows to intake air heater (10) and the
preheating is carried out.
7. While intake air heater relay (11) is excited, terminal
J2-50 in ECM (13) is connected to the ground circuit.
Therefore, current from terminal #1-21 in column
display controller (12) flows to terminal J2-50 in
ECM (13). Then, column display controller (12) turns
on the preheat indicator.
fNOTE: Even if the preheating is not carried out, the

preheat indicator lights for two seconds after the key is
turned ON in order to check the indicator bulbs.
T2-5-10
SECTION 2 SYSTEM
9 1
2
7 8
(13)
4
5
6
12
1-21
J2-50
J2-40
J2-42
TNEJ-02-05-003
11 10 13
1- Battery 5- Terminal ACC 9- Fusible Link (140A) 13- ECM

2- Battery Relay 6- Terminal M 10- Intake Air Heater
3- Fusible Link A (65A) 7- ON Position 11- Intake Air Heater Relay
4- Key Switch 8- Fuse Box A 12- Column Display Controller
T2-5-11
SECTION 2 SYSTEM
Accessory Circuit (Key Switch: ACC)

1. When key switch (4) is set to ACC position (5),
terminal B is connected to terminal ACC (6) in key
switch (4).
2. Current from terminal ACC (6) in key switch (4) flows
to fuse #1 in fuse box B (7).
3. Therefore, current makes radio (8) operable.
T2-5-12
SECTION 2 SYSTEM
1 2
(1)
7
8
(11)
7
TNEJ-02-05-004
1- Battery 3- Fusible Link A (65A) 5- ACC Position 7- Fuse Box B

2- Battery Relay 4- Key Switch 6- Terminal ACC 8- Radio
T2-5-13
SECTION 2 SYSTEM
Starting Circuit (Key Switch: START)

 Forward/Reverse Lever at Neutral Position
f NOTE: When key switch (4) is set to START position (5)
with forward/reverse lever (10) set in neutral (N) position
(24), the starter motor rotates and the engine starts.
(Refer to Neutral Engine Start Circuit.)
1. When key switch (4) is set to START position (5), 8. When forward/reverse lever (10) is in neutral (N)
terminal B is connected to terminal M (6) and position (24), current (a) from fuse #14 in fuse box
terminal ST (7) in key switch (4). A (8) does not flow to the coil in neutral relay (15).
Then, neutral relay (15) is turned OFF.
2. Current from terminal M (6) in key switch (4) flows
to fuses #13, #14 in fuse box A (8). 9. Therefore, current from terminal ST (7) in key switch
(4) flows to terminal S in starter relay 1 (17) through
3. Current from fuse #13 in fuse box A (8) excites
neutral relay (15).
battery relay (2). Current from battery (1) is routed
to terminal #30 of starter (18) and terminal B of 10. Current which flows to terminal S in starter relay 1
starter relay 1 (17) through battery relay (2). (17) flows to the inner coil and starter relay 1 (17) is
turned ON. (Refer to Operation of Starter Relay 1.)
4. Current from fuse #13 in fuse box A (8) flows to ECM
(12), column display controller (19), information 11. Therefore, current flows to terminal #50 in starter
controller (20), MC (22), and communication (18) through terminal C in starter relay 1 (17).
terminal (21) as a signal indicating that key switch 12. Consequently, the relay in starter (18) is turned ON
(4) is in ON or START position (5). so that the starter motor rotates.
5. Another current from fuse #13 in fuse box A
(8) flows to the coil in ECM main relay (14) and
connects to the ground. Therefore, ECM main relay
(14) is turned ON.
6. When ECM main relay (14) is ON, current from fuse
#10 of fuse box A (8) flows to terminal J3-4 in ECM
(12) through ECM main relay (14), and the ECM (12)
main power is turned ON.
7. ECM (12) makes the engine starting condition.
T2-5-14
SECTION 2 SYSTEM
3
1
2
23 24 25 11
(19, 20, 21, 22)

43
8 67
64
10
4 (14) (13)
5
6 a
13 26
7
15
a 8 12
18
(10)
17
14
(8)
8
TNEJ-02-05-005
1- Battery 7- Terminal ST 14- ECM Main Relay 21- Communication Terminal:

2- Battery Relay 8- Fuse Box A 15- Neutral Relay 22- MC
3- Fusible Link A (65A) 10- Forward/Reverse Lever 17- Starter Relay 1 23- Forward (F) Position
4- Key Switch 11- TCU 18- Starter 24- Neutral (N) Position
5- START Position 12- ECM 19- Column Display Controller 25- Reverse (R) Position
6- Terminal M 13- Fuel Pump Relay 20- Information Controller 26- Fuel Pump
T2-5-15
SECTION 2 SYSTEM
Operation of Starter Relay 1

 When key switch (4) is set to the START position,
current flows to terminal B-ST in key switch (4) and
to the base of transistor Q2 through resistance R4 in
starter relay 1 (17). Transistor Q2 is turned ON and
current flows to coil L in starter relay 1 (17).
Consequently, terminals #30 and #50 in starter (18)
are connected and starter (18) is activated.
 When the engine starts, the alternator starts
generating electricity and voltage at terminal R in
starter relay 1 (17) increases.
 When this voltage reaches 21 to 22 V, Zener diode
Z is turned ON. Consequently, as transistor Q1 is
turned ON and current does not flow to the base of
transistor Q2, transistor Q2 is turned OFF.
At this time, terminals #30 and #50 in starter (18) are
disconnected and starter (18) is turned OFF.
Then, C1 in the figure is the condenser which stabilizes

operating voltage.
D4 is the diode which protects at the time of reverse
connection of battery (1).
17
S B
D3
(1) R4 L
C
R3 (2)
(1)
50
R2 Z D2
R Q2 M 30
a Q1
(2)
18
C1 C
E G
D4
1
B
ST
4
15 T4GD-02-04-017
a- From Alternator Terminal L
1- Battery 15- Neutral Relay 18- Starter

4- Key Switch 17- Starter Relay 1
T2-5-16
SECTION 2 SYSTEM
(Blank)
T2-5-17
SECTION 2 SYSTEM
Neutral Engine Start Circuit

Purpose:
The engine does not start with forward/reverse lever (10)
set in forward (F) position (23) or reverse (R) position (25).
Therefore, the engine is protected from unexpectedly
starting out.
 Forward/Reverse Lever (10): Forward (F) Position (23)

1. When key switch (4) is set to START position (5),
current from fuse #14 in in fuse box A (8) flows to
forward/reverse lever (10).
2. When forward/reverse lever (10) is in forward (F)
position (23), current (a) from forward/reverse
lever (10) flows to the coil in neutral relay (15) and
connects to the ground.
3. Therefore, neutral relay (15) is turned ON.
4. When neutral relay (15) is turned ON, current from
terminal ST (7) in key switch (4) stops flowing to
terminal S in starter relay 1 (17).
5. Consequently, starter relay 1 (17) is turned OFF.
Even if key switch (4) is set to START position (5), the
starter motor does not rotate and the engine does
not start.
T2-5-18
SECTION 2 SYSTEM
3
1
2
23 24 25 11
43
8 67
64
10
4 (14) (13)
5
6 a
7
15
18
17
TNEJ-02-05-006
1- Battery 5- START Position 10- Forward/Reverse Lever 18- Starter

2- Battery Relay 6- Terminal M 11- TCU 23- Forward (F) Position
3- Fusible Link A (65A) 7- Terminal ST 15- Neutral Relay 24- Neutral (N) Position
4- Key Switch 8- Fuse Box A 17- Starter Relay 1 25- Reverse (R) Position
T2-5-19
SECTION 2 SYSTEM
Charging Circuit (Key Switch: ON)

1. After the engine starts and key switch (4) is released,
key switch (4) is returned to the ON position.
2. Terminal B is connected to terminal ACC (7) and
terminal M (8) in key switch (4) when key switch (4)
is placed in the ON position.
3. Current from terminal M (8) flows through fuse #13
of fuse box A (10) and turns ON battery relay (2).
4. Alternator (5) starts generating electricity with the
engine running. Generating current from terminal B
in alternator (5) flows to battery (1) through fusible
link (140 A) (11) and battery relay (2), and charges
battery (1). (Refer to Alternator (5) Operation.)
5. When alternator (5) starts generating electricity,
current from terminal L in alternator (5) flows to
terminal #2-28 in column display controller (12).
6. Column display controller (12) detects the alternator
(5) generating electricity according to current from
terminal L in alternator (5) and turns off alternator
indicator (13).
T2-5-20
SECTION 2 SYSTEM
10 14
(8) a
11 3 2-17
2 1
10
13
4
12
13
5 2-28
1-28
TNEJ-02-05-007
1- Battery 4- Key Switch 8- Terminal M 12- Column Display Controller

2- Battery Relay 5- Alternator 10- Fuse Box A 13- Alternator Indicator
3- Fusible Link A (65A) 7- Terminal ACC 11- Fusible Link (140 A) 14- Load Dump 1 Relay
T2-5-21
SECTION 2 SYSTEM
Alternator (5) Operation Regulator (6) Operation

 Alternator (5) consists of field coil FC, stator coil SC,  Regulator (6) is an IC chip, which maintains
and diodes D. generating voltage at a constant level.
 At the beginning, no current is flowing through field  When generating voltage exceeds the set voltage,
coil FC. When the rotor starts rotating, alternate regulator (6) reduces current through field coil
current is generated in stator coil SC due to the rotor FC. Therefore, generating voltage of stator coil SC
remanent magnetism. decreases.
 When current flows through field coil FC, the rotor is  When generating voltage becomes lower than the
further magnetized so that the generating voltage set voltage, regulator (6) increases current through
increases. Thereby, current through field coil FC field coil FC. Therefore, generating voltage of stator
increases. Therefore, generating voltage increases coil SC increases.
further and battery (1) start charging. The above operation is repeated so that the
alternator (5) generating voltage is kept constant.
5 6
D
B L 2
L
SC
FC
E
1
E
T4GD-02-04-019
1- Battery 2- Battery Relay 5- Alternator 6- Regulator
T2-5-22
SECTION 2 SYSTEM
(Blank)
T2-5-23
SECTION 2 SYSTEM
Surge Voltage Prevention Circuit

Purpose:
As generating current cannot flow to battery (1), surge
voltage arises in the circuit and failures of the electronic
components, such as the controller, possibly cause. In
order to prevent the occurrence of surge voltage, the
surge voltage prevention circuit is provided.
1. When the engine is stopped (key switch (4): OFF),

current from terminal M (8) in key switch (4)
disappears and battery relay (2) is turned OFF.
2. The engine continues to rotate due to inertia
force just after key switch (4) is turned OFF so that
alternator (5) continues to generate electricity.
3. Current from battery (1) always flows to terminals #1
(coil side) and #3 (contact side) of load dump 1 relay
(14) through fuse #8 of fuse box A (10).
4. When alternator (5) is generating electricity, current
from terminal L of alternator (5) flows to terminal
#2-28 of column display controller (12). Terminal
#2-17 is connected to the ground of terminal #1-28
in column display controller (12).
5. Therefore, current flows to terminal #2-17 of column
display controller (12) and the coil of load dump 1
relay (14) so that load dump 1 relay (14) is turned
ON.
6. Therefore, even if key key switch (4) is set to the
OFF position with the engine running, current
(a) flowing through load dump 1 relay (14) from
battery (1) continues to excite battery relay (2).
7. Consequently, generating current from terminal B in
alternator (5) continues to charge battery (1).
8. When the engine has stopped and alternator
indicator (13) is turned on, column display controller
(12) disconnects to the ground of terminals #2-
17 and #1-28. Therefore, load dump 1 relay (14) is
turned OFF and battery relay (2) is turned OFF.
T2-5-24
SECTION 2 SYSTEM
10 14
(8) a
11 3 2-17
2 1
10
13
4
12
13
5 2-28
1-28
TNEJ-02-05-008
1- Battery 4- Key Switch 8- Terminal M 12- Column Display Controller

2- Battery Relay 5- Alternator 10- Fuse Box A 13- Alternator Indicator
3- Fusible Link A (65A) 7- Terminal ACC 11- Fusible Link (140 A) 14- Load Dump 1 Relay
T2-5-25
SECTION 2 SYSTEM
Engine Stop Circuit

1. When key switch (4) is set to OFF position (6) from
ON position (7), current indicating that key switch
(4) is in ON position (7) stops flowing to terminal
#J2-39 of ECM (12) from terminal M (5) in key switch
(4).
2. ECM (12) stops fuel injection of the injector and
stops the engine.
3. Current from battery (1) always flows to terminals #1
(coil side) and #3 (contact side) of load dump 2 relay
(15) through fuse #8 of fuse box A (8).
4. Current from terminal #3 of load dump 2 relay (15)
flows to terminal #2-16 of column display controller
(11). Terminal #2-16 is connected to the ground of
terminal #1-28 in column display controller (11).
5. Therefore, current flows to terminal #2-16 of column
display controller (11) and the coil of load dump 2
relay (15) so that load dump 2 relay (15) is turned
ON.
6. Therefore, even if key key switch (4) is turned OFF,
current flowing through load dump 2 relay (15)
from battery (1) continues to excite ECM main relay
(14).
7. Therefore, current flows to terminals J3-3 and J3-4 in
ECM (12) and ECM (12) is kept ON.
8. When the engine has stopped and alternator
indicator (16) is turned on, column display controller
(12) disconnects terminals #2-16 and the ground of
terminal #1-28. Therefore, load dump 2 relay (15) is
turned OFF and ECM main relay (14) is turned OFF.
9. Consequently, ECM (12) is turned OFF.
T2-5-26
SECTION 2 SYSTEM
3
1
2
8
6
4 (13) 7
5 13
15
a 8 12
J3-4
(10) J3-3
J3-2
J3-1
14
(8) 2-16 11
8 b 2-28
15 1-28
16
TNEJ-02-05-009
a- To ECM (Terminal J2-39) b- Current from Alternator

Terminal L
1- Battery 5- Terminal M 11- Column Display Controller 15- Load Dump 2 Relay
2- Battery Relay 6- OFF Position 12- ECM 16- Alternator Indicator
3- Fusible Link A (65A) 7- ON Position 13- Fuel Pump Relay
4- Key Switch 8- Fuse Box A 14- ECM Main Relay
T2-5-27
SECTION 2 SYSTEM
Pilot Shut-Off Circuit (Key Switch: ON)

 Control Lever Lock Switch: ON (Lock) Position (6)  Control Lever Lock Switch: OFF (Release) Position (5)
1. When the key switch is in the ON position, current 1. When control lever lock switch (4) is set to OFF
(a) from the battery relay flows to fuse #16 in fuse (release) position (5), the ground circuit in control
box A (1) through the fusible link (140A). lever lock switch (4) is disconnected.
2. When control lever lock switch (4) is in ON (lock) 2. Therefore, pilot shut-off relay (3) is turned OFF.
position (6), current from fuse #16 in fuse box A
(1) flows to the coil in pilot shut-off relay (3), and 3. When pilot shut-off relay (3) is turned OFF, the
connects to the ground in control lever lock switch power of pilot shut-off solenoid valve (2) is supplied
(4). and pilot shut-off solenoid valve (2) is turned ON.
3. Therefore, pilot shut-off relay (3) is turned ON. 4. Therefore, pressure oil from the pilot pump is
supplied to the pilot valve through pilot shut-off
4. When pilot shut-off relay (3) is turned ON, the power solenoid valve (2).
of pilot shut-off solenoid valve (2) is disconnected
and pilot shut-off solenoid valve (2) is turned OFF.
5. Therefore, pressure oil which flows to the pilot valve
from the pilot pump is blocked by pilot shut-off
solenoid valve (2).
6. Consequently, pressure oil from the pilot pump is
not supplied to the pilot valve. (Refer to Hydraulic
System/Pilot Circuit.)
7. In addition, current from fuse #11 in fuse box A (1)
turns on the indicator of control lever lock switch
(4).
T2-5-28
SECTION 2 SYSTEM
 Control Lever Lock Switch: ON (Lock) Position (6)
a
(16)
2
3
1 5 6
b
(11)
4
TNED-02-05-007
 Control Lever Lock Switch: OFF (Release) Position (5)
a
(16)
2
3
1 5 6
b
(11)
4
TNED-02-05-026
a- From Battery Relay b- From Light Switch
1- Fuse Box A 3- Pilot Shut-Off Relay 5- OFF (Release) Position

2- Pilot Shut-Off Solenoid Valve 4- Control Lever Lock Switch 6- ON (Lock) Position
T2-5-29
SECTION 2 SYSTEM
(Blank)
T2-5-30
SECTION 2 SYSTEM
Steering Column Monitor Circuit

 Head Light Circuit:
The head light circuit turns on and off the head
lights, clearance lights, license lights, and tail lights.
 Hazard Light Circuit:
The hazard light circuit turns on and off the hazard
lights.
 Turn Signal Light Circuit:
The turn signal light circuit turns on and off the turn
signal lights.
 Horn Circuit:
The horn circuit sounds the horn.
 Back Buzzer Circuit (Optional):
The back buzzer circuit activates and deactivates the
back buzzer.
 Brake Light Circuit:
The brake light circuit turns on and off the brake
lights.
 Parking Brake Circuit:
The parking brake circuit applies and releases the
parking brake.
T2-5-31
SECTION 2 SYSTEM
Head Light Circuit

Clearance Light, Tail Light Circuit (Light Switch:
Clearance Light Position (20))
1. Current (a) from the battery flows to light switch (2)
through fuse #4 in fuse box A (1).
2. When light switch (2) is set to clearance light
position (20), current from fuse #4 in fuse box A
(1) flows to fuse #11 in fuse box A (1) through light
switch (2).
3. Current from fuse #11 flows to clearance lights (6, 9)
and tail lights (4, 7), and connects to the ground.
4. Therefore, clearance lights (6, 9) and tail lights (4, 7)
are turned on.
5. On the other hand, current from fuse #4 in fuse
box A (1) flows to terminal #1-25 in column display
controller (10) through light switch (2).
6. Terminal #1-25 is connected to the ground in
column display controller (10).
7. Therefore, column display controller (10) turns on
clearance light indicator (18).
T2-5-32
SECTION 2 SYSTEM
20 21 22 23
1 2
S OFF H
a
(4)
10
3 18
1-25
2-13
19
4
1
7
(11) 6
1 16
12 14
b
(3)
16
15
1
17
b
(19)
TNEJ-02-05-010
a- From Battery b- From Battery Relay
1- Fuse Box A 7- Tail Light (Right) 15- Head Light (Right) 20- Clearance Light Position
2- Light Switch 9- Clearance Light (Left) 16- High Beam 21- Head Light Position
3- Dimmer Switch 10- Column Display Controller 17- High Beam Relay 22- High Beam Position
4- Tail Light (Left) 12- Head Light Relay 18- Clearance Light Indicator 23- Low Beam Position
6- Clearance Light (Right) 14- Head Light (Left) 19- High Beam Indicator
T2-5-33
SECTION 2 SYSTEM
Head Light Circuit
fNOTE: The operation with dimmer switch (3) set in low fNOTE: When light switch (2) is in head light position
(21), head lights (14, 15), clearance lights (6, 9), and tail
beam position (23) is explained here.
lights (4, 7) are turned on.
1. When light switch (2) is set to head light position
(21), current from fuse #4 in fuse box A (1) flows to
dimmer switch (3) through light switch (2).
2. When dimmer switch (3) is set to low beam position
(23), current from fuse #4 in fuse box A (1) flows
to the coil in head light relay (12) through dimmer
switch (3) and connects to the ground.
3. Therefore, head light relay (12) is turned ON.
4. When head light relay (12) is turned ON, current
from fuse #3 in fuse box A (1) flows to head lights
(right and left) (14, 15) through head light relay (12)
and connects to the ground.
5. Therefore, head lights (right and left) (14, 15) are
turned on.
T2-5-34
SECTION 2 SYSTEM
20 21 22 23
1 2
S OFF H
a
(4)
10
3 18
1-25
2-13
19
4
1
7
(11) 6
1 16
12 14
b
(3)
16
15
1
17
b
(19)
TNEJ-02-05-011
T2-5-35
SECTION 2 SYSTEM
High Beam Circuit
fNOTE: The operation with light switch (2) set in head fNOTE: When the turn signal lever is lowered with head
lights (14, 15) turned on, dimmer switch (3) is set to high
light position (21) is explained here.
beam position (23) and high beam (16) is turned on.
1. When dimmer switch (3) is set to high beam
position (22), current from fuse #4 in fuse box A (1)
flows to the coil in high beam relay (17) through
dimmer switch (3) and connects to the ground.
2. Therefore, high beam relay (17) is turned ON.
3. When high beam relay (17) is turned ON, current
from fuse #19 in fuse box A (1) flows to high beam
(16) in head lights (right and left) (14, 15) through
high beam relay (17), and connects to the ground.
4. Therefore, high beams (16) in head lights (14, 15) is
turned on.
5. Another current flowing through high beam relay
(17) from fuse #19 in fuse box A (1) flows to terminal
#2-13 in column display controller (10).
6. Terminal #2-13 is connected to the ground in
high beam indicator (19).
T2-5-36
SECTION 2 SYSTEM
20 21 22 23
1 2
S OFF H
a
(4)
10
3 18
1-25
2-13
19
4
1
7
(11) 6
1 16
12 14
b
(3)
16
15
1
17
b
(19)
TNEJ-02-05-012
T2-5-37
SECTION 2 SYSTEM
Hazard Light Circuit (Key Switch: OFF)

1. Current (a) from the battery flows to terminal #1 in 10. In addition, current flowing through right turn
hazard light switch (3) and terminal B in flasher relay signal light relay (4) blinks the indicator of hazard
(2) through fuse #7 in fuse box A (1) and connects to light switch (3).
the ground.
2. Current from terminal L in flasher relay (2)
fNOTE: The hazard light circuit can be activated even if
the key switch is in the OFF position.
intermittently flows to turn signal light relays (right,
left) (4, 5).
3. When hazard light switch (3) is set to ON position
(21), current from fuse #7 in fuse box A (1) flows to
the coils in turn signal light relays (right, left) (4, 5)
through hazard light switch (3), diode P (15), and
diode K (16), and connects to the ground.
4. Therefore, turn signal light relays (right, left) (4, 5)
are turned ON.
5. When turn signal light relays (right, left) (4, 5) are
turned ON, current from terminal L in flasher relay
(2) intermittently flows to all turn signal lights (6, 7,
8, and 9) through turn signal light relays (right, left)
(4, 5), and connects to the ground.
6. Therefore, all turn signal lights (6, 7, 8, and 9) blink.
7. At the same time, current from terminal L in flasher
relay (2) intermittently flows to terminals #2-15 and
#2-14 in column display controller (10).
8. Terminals #2-15 and #2-14 are connected to the
ground in column display controller (10).
9. Therefore, column display controller (10) blinks turn
signal indicators (right, left) (18, 19).
T2-5-38
SECTION 2 SYSTEM
2
1
B E
a
(7) L
20 10
21
18
3 1
2 2-15
3
4 2-14
b 5 7
6 10
19
4
6
15
12 13 14
11 L N R 7
5
8
16
9
c
(2)
1
TNEJ-02-05-013
a- From Battery c- From Battery Relay

b- From Fuse Box A (Fuse #11)
1- Fuse Box A 7- Turn Signal Light (Right Rear) 13- Neutral Position 19- Left Turn Signal Light Indicator
2- Flasher Relay 8- Turn Signal Light (Left Front) 14- Right-Hand Position 20- OFF Position
3- Hazard Light Switch 9- Turn Signal Light (Left Rear) 15- Diode P 21- ON Position
4- Turn Signal Light Relay (Right) 10- Column Display Controller 16- Diode K
5- Turn Signal Light Relay (Left) 11- Turn Signal Lever 18- Right Turn Signal Light
6- Turn Signal Light (Right Front) 12- Left-Hand Position Indicator
T2-5-39
SECTION 2 SYSTEM
Turn Signal Light Circuit

9. At the same time, current flowing through turn
fNOTE: The operation with turn signal lever (11) set in
signal light relay (left) (5) from terminal L in flasher
left-hand position (12) is explained here.
relay (2) intermittently flows to terminal #2-14 in
1. Current (a) from the battery flows to terminal B in
flasher relay (2) through fuse #7 in fuse box A (1)
and connects to the ground. 10. Terminal #2-14 is connected to the ground in
2. Current from terminal L in flasher relay (2)
intermittently flows to turn signal light relays (right, 11. Therefore, column display controller (10) blinks left
left) (4, 5). turn signal light indicator (19).
3. When the key switch is in the ON position, current
(c) from the battery relay flows to fuse #2 in fuse box
fNOTE: When turn signal lever (11) is set in right-hand
position (14), turn signal lights (right) (6, 7) at front and
A (1). rear blink. At the same time, column display controller
4. Current from fuse #2 in fuse box A (1) flows to turn (10) blinks right turn signal light indicator (18).
signal lever (11).
5. When turn signal lever (11) is set in left-hand
flows to the coil in turn signal light relay (left) (5)
through turn signal lever (11) and diode K (16) and
6. Therefore, turn signal light relay (left) (5) is turned
ON.
7. When turn signal light relay (left) (5) is turned
ON, current from terminal L in flasher relay (2)
intermittently flows to turn signal lights (left) (8, 9)
at front and rear through turn signal light relay (left)
(5), and connects to the ground.
8. Therefore, turn signal lights (left) (8, 9) at front and
rear blink.
T2-5-40
SECTION 2 SYSTEM
2
1
B E
a
(7) L
20 10
21
18
3 1
2 2-15
3
4 2-14
b 5 7
6 10
19
4
6
15
12 13 14
11 L N R 7
5
8
16
9
c
(2)
1
TNEJ-02-05-014
a- From Battery c- From Battery Relay

b- From Fuse Box A (Fuse #11)
1- Fuse Box A 7- Turn Signal Light (Right Rear) 13- Neutral Position 19- Left Turn Signal Light Indicator
2- Flasher Relay 8- Turn Signal Light (Left Front) 14- Right-Hand Position 20- OFF Position
3- Hazard Light Switch 9- Turn Signal Light (Left Rear) 15- Diode P 21- ON Position
4- Turn Signal Light Relay (Right) 10- Column Display Controller 16- Diode K
5- Turn Signal Light Relay (Left) 11- Turn Signal Lever 18- Right Turn Signal Light
6- Turn Signal Light (Right Front) 12- Left-Hand Position Indicator
T2-5-41
SECTION 2 SYSTEM
Horn Circuit (Key Switch: OFF)

1. Current (a) from the battery flows to horn relay (2)
through fuse #6 in fuse box A (1).
2. When horn switches (3, 6) are pushed, current
flowing to the coil in horn relay (2) connects to the
ground.
3. Therefore, horn relay (2) is turned ON.
4. When horn relay (2) is turned ON, current from fuse
#6 in fuse box A (1) activates horns (4, 5).
fNOTE: The horn circuit can be activated even if the key

switch is in the OFF position.
T2-5-42
SECTION 2 SYSTEM
3 4 5
1 2
a
(6)
6
TNEJ-02-05-015
a- From Battery
1- Fuse Box A 3- Horn Switch 5- Horn (LOW)

2- Horn Relay 4- Horn (HIGH) 6- Horn Switch (Side)
T2-5-43
SECTION 2 SYSTEM
Back Buzzer Circuit (Optional)

(a) from the battery flows to fuse #1 in fuse box A (1)
through the battery relay and the fusible link (140A).
2. Current from fuse #1 in fuse box A (1) flows to back
buzzer relay (2).
3. Current (b) from terminal M in the key switch flows
to fuses #13 and #14 in fuse box A (1).
4. When forward/reverse lever (7) is set to reverse
flows to terminal #64 in TCU (6) through forward/
reverse lever (7). TCU (6) judges the input signal of
terminal #64.
5. Current from fuse #13 in fuse box A (1) flows to
terminal #7 in TCU (6) through the coil in back
buzzer relay (2). Terminal #7 is connected to the
ground in TCU (6).
6. Therefore, back buzzer relay (2) is turned ON.
7. When back buzzer relay (2) is turned ON, current
from fuse #1 in fuse box A (1) flows to back buzzer
(3) and connects to the ground.
8. Therefore, back buzzer (3) is activated.
T2-5-44
SECTION 2 SYSTEM
1
3
a 2
(1)
b
(13)
1 8 9 10
7
b
(14) 6
64
7
TNEJ-02-05-016
a- From Battery Relay b- From Key Switch Terminal M
1- Fuse Box A 3- Back Buzzer 7- Forward/Reverse Lever 9- Neutral Position

2- Back Buzzer Relay 6- TCU 8- Forward Position 10- Reverse Position
T2-5-45
SECTION 2 SYSTEM
Brake Light Circuit

(a) from the battery flows to fuse #2 in fuse box A (1)
through the battery relay and the fusible link (140A).
2. Current from fuse #2 in fuse box A (1) flows to brake
light relay (2).
3. When the brake pedal is operated, brake light
switch (5) is turned ON.
4. When brake light switch (5) is turned ON, current
from fuse #2 in fuse box A (1) flows to the coil in
brake light relay (2) and connects to the ground.
5. Therefore, brake light relay (2) is turned ON.
6. When brake light relay (2) is turned ON, current
from fuse #2 in fuse box A (1) flows to brake lights
(3, 4) at both sides and connects to the ground.
7. Therefore, brake lights (3, 4) at both sides are turned
on.
T2-5-46
SECTION 2 SYSTEM
2
1 3
a 4
(2)
TNED-02-05-018
5
a- From Battery Relay
1- Fuse Box A 3- Brake Light (Right) 5- Brake Light Switch

2- Brake Light Relay 4- Brake Light (Left)
T2-5-47
SECTION 2 SYSTEM
Parking Brake Circuit

Parking Brake: Released (Parking Brake Switch:
Release Position (9)) 7. When release the hand from the release position of
parking brake switch (3), parking brake switch (3)
IMPORTANT: The parking brake can be released only returns to neutral position (10).
while the engine runs.
1. When the key switch in the ON position (while the 8. Even if the ground between terminals #4 and #6 in
engine runs), current (a) from terminal M in the key parking brake switch (3) is disconnected, the self-
switch flows to terminal #4 in parking brake switch exciting circuit is formed in parking brake relay 2 (4)
(3) through fuse #14 of fuse box A (8), parking brake so that parking brake relay 2 (4) is kept ON.
relay 1 (2) (supply side), and the coil in parking 9. Consequently, parking brake solenoid valve (6)
brake relay 2 (4). continues to be activated until parking brake switch
2. When parking brake switch (3) is set to release (3) is set to Apply position (11).
position (9), parking brake switch (3) connects 10. The ground in terminal B-3 in MC (12) is
terminal #4 to terminal #6 in it. Terminal #6 is disconnected while parking brake solenoid valve (6)
connected to the ground. is activated. As current does not flow to terminal B-3
3. Therefore, parking brake relay 2 (4) is turned ON. from terminal #1-6 of column display controller (1),
column display controller (1) turns off the parking
4. When parking brake relay 2 (4) is turned ON, current brake indicator.
from fuse #18 in fuse box A (8) flows to parking
brake relay 2 (4) through parking brake solenoid fNOTE: Parking brake switch (3) is a three-position
valve (6) and diode G (5), and connects to the switch which has release position (9), neutral position
ground. (10), and apply position (11). When parking brake switch
is set to apply position (11), it is kept in apply position
5. Therefore, parking brake solenoid valve (6) is (11). In addition, when parking brake switch (3) is set in
activated. (Refer to SYSTEM / Hydraulic System.) release position (9) and it is released, it returns to neutral
6. At the same time, current flowing through the coil position (10).
in parking brake relay 2 (4) flows to parking brake
relay 2 (4) (supply side) through diode G (5) and the
self-exciting circuit is formed.
T2-5-48
SECTION 2 SYSTEM
12 1 13
B-3 1-6
3 9 10 11
2
8
a 1
2
(14) 3
4
8 5
6
b 9 10
(11) 7
8
c
(18)
6
5 4
TNEJ-02-05-017
a- From Key Switch Terminal M b- From Light Switch c- From Battery Relay
1- Column Display Controller 5- Diode G 9- Release Position 13- Parking Brake Indicator
2- Parking Brake Relay 1 6- Parking Brake Solenoid Valve 10- Neutral Position
3- Parking Brake Switch 7- Diode F 11- Apply Position
4- Parking Brake Relay 2 8- Fuse Box A 12- MC (Main Controller)
T2-5-49
SECTION 2 SYSTEM
Parking Brake: Applied (Parking Brake Switch:

Apply Position (11))
1. When the key switch in the ON position (while the 7. When parking brake solenoid valve (6) is turned
engine runs), current (a) from terminal M in the key OFF, terminal B-3 in MC (12) is connected to the
switch flows to terminal #1 in parking brake switch ground. As current flows to terminal B-3 from
(3) through fuse #14 of fuse box A (8) and the coil in terminal #1-6 of column display controller (1),
parking brake relay 1 (2). column display controller (1) turns on parking brake
indicator (13).
2. When parking brake switch (3) is set to apply
position (11), terminal #1 in parking brake switch (3)
is connected to the ground.
fNOTE: As pressure oil from the pilot pump (parking
brake release pressure oil) is not supplied to the parking
3. Therefore, parking brake relay 1 (2) is turned ON. brake with the engine stopped, the parking brake is
applied by the spring force. Therefore, the parking brake
4. When parking brake relay 1 (2) is turned ON, current can not release with the engine stopped.
from parking brake relay 1 (2) (supply side) stops
flowing to the coil of parking brake relay 2 (4).
5. Therefore, parking brake relay 2 (4) is turned OFF.
Current from fuse #18 in fuse box A (8) does not
flow to parking brake solenoid valve (6).
6. Consequently, parking brake solenoid valve (6) is
turned OFF.
T2-5-50
SECTION 2 SYSTEM
12 1 13
B-3 1-6
3 9 10 11
2
8
a 1
2
(14) 3
4
8 5
6
b 9 10
(11) 7
8
c
(18)
6
5 4
TNEJ-02-05-018
a- From Key Switch Terminal M b- From Light Switch c- From Battery Relay
1- Column Display Controller 5- Diode G 9- Release Position 13- Parking Brake Indicator
2- Parking Brake Relay 1 6- Parking Brake Solenoid Valve 10- Neutral Position
3- Parking Brake Switch 7- Diode F 11- Apply Position
4- Parking Brake Relay 2 8- Fuse Box A 12- MC (Main Controller)
T2-5-51
SECTION 2 SYSTEM
(Blank)
T2-5-52
SECTION 2 SYSTEM
Accessory Circuit
 Work Light Circuit:
The work light circuit turns on and off the work light.
 Wiper Circuit:
The wiper circuit operates the wiper and washer.
 Cab Light Circuit:
The cab light circuit turns on and off the cab light by
shifting the switch or by opening/closing the door.
T2-5-53
SECTION 2 SYSTEM
Work Light Circuit
fNOTE: The operation with work light switch (4) set in fNOTE: When work light switch (4) is set to ON 1 position
ON 2 position (11) is explained here. (13), all work lights (7, 8, 9, and 10) are turned on. At this
1. When the key switch is in the ON position, current time, indicator (front, rear) (19) in work light switch (4) is
(a) from the battery flows to fuse #4 in fuse box B (3) turned on.
and fuse #17 in fuse box A (1) through the battery
relay and the fusible link (140A).
2. Current from fuse #4 in fuse box A (1) flows to work
light (front) relay (5).
3. When light switch (2) is set to clearance light
position (14) or head light position (15), current
from fuse #4 in fuse box A (1) flows to terminals #1
and #4 in work light switch (4) through light switch
(2).
4. When work light switch (4) is set to ON 2 position
(11), current flowing to terminal #1 in work light
switch (4) flows to the coil in work light (front) relay
(5) through terminal #3 and connects to the ground.
5. Therefore, work light (front) relay (5) is turned ON.
6. When work light (front) relay (5) is turned ON,
current from fuse #4 in fuse box B (3) flows to front
work lights (7, 8) at both sides and connects to the
ground.
7. Therefore, front work lights (7, 8) at both sides are
turned on.
8. At the same time, current from fuse #4 in fuse box
B (3) flows to terminal #2-12 in column display
controller (17). Terminal #2-12 is connected to the
ground in column display controller (17).
work light indicator (16).
10. Another current flowing through light switch (2)
flows to terminals #8 and #7 in work light switch (4)
through fuse #11 in fuse box A (1), connects to the
ground, and turns on indicator (front) (18).
T2-5-54
SECTION 2 SYSTEM
3
1 14 15 16 17
5
S OFF H b
4 11 12 13 2-12
a (4) 7
(4)
ON2 OFF ON1 8
1
2
2 3
4
5
6
8 7
9 10
(11)
6 9
1
18 19
10
b
(17)
1
TNED-02-05-021
1- Fuse Box A 6- Work Light (Rear) Relay 11- ON 2 Position 16- Work Light Indicator
2- Light Switch 7- Front Work Light (Right) (Cab) 12- OFF Position 17- Column Display Controller
3- Fuse Box B 8- Front Work Light (Left) (Cab) 13- ON 1 Position 18- Indicator (Front)
4- Work Light Switch 9- Rear Work Light (Right) 14- Clearance Light Position 19- Indicator (Front, Rear)
5- Work Light (Front) Relay 10- Rear Work Light (Left) 15- Head Light Position
T2-5-55
SECTION 2 SYSTEM
Wiper Circuit
Front Wiper Circuit
fNOTE: The operation with front wiper/washer switch

(8) set in INT. position (15) is explained here.
1. Current from fuse #3 in fuse box B (2) flows to
terminal #2-19 in column display controller (14)
through the coil in front wiper relay 1 (5).
2. When front wiper/washer switch (8) is set to INT.
position (15), current from terminal #1-20 of column
display controller (14) flows to terminals #7 and #1
in front wiper/washer switch (8), and connects to
the ground.
3. When terminal #1-20 of column display controller
(14) is connected to the ground, column display
controller (14) intermittently connects terminal #2-
19 to the ground in it.
4. Therefore, front wiper relay 1 (5) is turned ON or OFF
repeatedly.
5. When front wiper relay 1 (5) is turned ON, current
from fuse #3 in fuse box B (2) flows to front wiper
relay 1 (5) through slow speed circuit (18) in front
wiper motor (3) and front wiper relay 2 (4), and
6. Therefore, the front wiper is operated at slow speed
or intermittently.
T2-5-56
SECTION 2 SYSTEM
3 18 4
19
a
2
c
(3) 7 5
b
14 6
8 17 9
2-18 a 15 16
2-19 b
1-34
1-20
1-29
1-30
c
(5)
10
12 11
13
TNED-02-05-022
a- From Front Wiper Relay 2 b- From Front Wiper Relay 1 c- From Battery Relay
2- Fuse Box B 7- Front Washer Relay 12- Rear Wiper Relay 17- Washer Position
3- Front Wiper Motor 8- Front Wiper/Washer Switch 13- Rear Washer Relay 18- Slow Speed Circuit
4- Front Wiper Relay 2 9- Rear Wiper/Washer Switch 14- Column Display Controller 19- Fast Speed Circuit
5- Front Wiper Relay 1 10- Rear Wiper Motor 15- INT. Position
6- Front Washer Motor 11- Rear Washer Motor 16- LOW Position
T2-5-57
SECTION 2 SYSTEM
Rear Wiper Circuit
fNOTE: The operation with rear wiper/washer switch (9)

set in LOW position (16) is explained here.
1. When rear wiper/washer switch (9) is set to LOW
position (16), terminals #9 and #1 are connected
inside.
2. Current from fuse #5 in fuse box B (2) flows to
terminals #9 and #1 in rear wiper/washer switch
(9) through the coil in rear wiper relay (12), and
3. Therefore, rear wiper relay (12) is turned ON.
4. When rear wiper relay (12) is turned ON, current
from fuse #5 in fuse box B (2) flows to rear wiper
motor (10) and operates the rear wiper at slow
speed.
T2-5-58
SECTION 2 SYSTEM
3 4
a
2
c
(3) 7 5
b
14 6
8 17 9
2-18 a 15 16
2-19 b
1-34
1-20
1-29
1-30
c
(5)
10
12 11
13
TNED-02-05-023
T2-5-59
SECTION 2 SYSTEM
Washer Circuit
fNOTE: The operation of front washer is explained here.

1. While front wiper/washer switch (8) is pushed,
current from terminal #1-34 of column display
controller (14) flows to terminal #6 in front wiper/
washer switch (8) through diode H (20), flows
through terminal #1, and connects to the ground.
2. Current from fuse #3 in fuse box B (2) flows to the
coil in front washer relay (7), flows to terminal #6
in front wiper/washer switch (8) through diode H
(20), flows through terminal #1, and connects to the
ground.
3. Therefore, front washer relay (7) is turned ON.
4. When front washer relay (7) is turned ON, current
from fuse #3 in fuse box B (2) flows to front washer
motor (6) and operates the front washer.
T2-5-60
SECTION 2 SYSTEM
3 4
a
2
c
(3) 7 5
b
14 6
20
8 17 9
2-18 a 15 16
2-19 b
1-34
1-20
1-29
1-30
c
(5)
10
12 11
13
TNED-02-05-024
T2-5-61
SECTION 2 SYSTEM
Cab Light Circuit

Cab Light Switch (4): Door Interlocking Position (5) Rear Cab Light Switch (8): ON Position (6)
1. When cab light switch (4) is set to door interlocking 1. When rear cab light switch (8) is set to ON position
position (5), current from fuse #11 in fuse box B (1) (6), current from fuse #11 in fuse box B (1) flows to
flows to door open/close switch (3) through cab rear cab light (7) and connects to the ground.
light (2).
2. Consequently, rear cab light (7) is always turned on
2. When the cab door is opened, door open/close with rear cab light switch (8) set in ON position (6).
switch (3) is turned ON and is connected to the
ground.
3. Therefore, current from fuse #11 in fuse box B (1)
flows to door open/close switch (3) and turns on
cab light (2).
4. When the cab door is closed, door open/close
switch (3) is turned OFF and is disconnected from
the ground.
5. Therefore, cab light (2) is tuned off.
6. Consequently, when cab light switch (4) is in door
interlocking position (5), cab light (2) is turned on/
off by opening/closing the cab door.
fNOTE: Cab light (2) is always turned on with cab light

switch (4) set in ON position (6).
T2-5-62
SECTION 2 SYSTEM
1 2 5 3
a
(11)
4 6 7 8
TNED-02-05-025
a- From Battery
1- Fuse Box B 3- Door Open/Close Switch 5- Door Interlocking Position 7- Rear Cab Light
2- Cab Light 4- Cab Light Switch 6- ON Position 8- Rear Cab Light Switch
T2-5-63
SECTION 2 SYSTEM
(Blank)
T2-5-64
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 7 Brake Charge Valve / Manifold Valve
Outline..................................................................................... T3-1-1 Outline..................................................................................... T3-7-1
Main Pump............................................................................. T3-1-2 Brake Charge Valve.............................................................. T3-7-2
Regulator................................................................................ T3-1-4 Manifold Valve....................................................................... T3-7-7
Priority Valve........................................................................T3-1-18 Pilot Relief Valve................................................................... T3-7-8
Steering Main Relief Valve..............................................T3-1-19 Torque Control Solenoid Valve........................................ T3-7-9
Pilot Pump............................................................................T3-1-20 Control Lever Lock Solenoid Valve..............................T3-7-11
Pump Delivery Pressure Sensor....................................T3-1-20 Service Brake Accumulator ...........................................T3-7-12
Pilot Accumulator..............................................................T3-7-13
Outline..................................................................................... T3-2-1 Group 8 Drive Unit
Hydraulic Circuit................................................................... T3-2-8 Outline..................................................................................... T3-8-1
Slow Return Valve..............................................................T3-2-14 Torque Converter................................................................. T3-8-6
Main Relief Valve................................................................T3-2-16 Transmission.......................................................................... T3-8-8
Overload Relief Valve (with Make-Up Function).....T3-2-18 Operation of Transmission..............................................T3-8-10
Overload Relief Valve (Lift Arm Raise, Bucket Transmission Control Valve............................................T3-8-26
Bottom Side)..................................................................T3-2-22 Drive Unit Circuit................................................................T3-8-28
Flow Rate Control Valve...................................................T3-2-26
Pump Control Valve...........................................................T3-2-28 Group 9 Axle
Outline..................................................................................... T3-9-1
Group 3 Fan Pump, Fan Motor, Fan Valve Differential.............................................................................. T3-9-2
Fan Pump................................................................................ T3-3-1 Limited Slip Differential (LSD) (Option)....................... T3-9-6
Fan Motor (with Fan Speed Control Solenoid Reduction Gear..................................................................... T3-9-8
Valve).................................................................................. T3-3-2
Fan Speed Control Solenoid Valve................................. T3-3-3 Group 10 Brake Valve
Fan Valve (with Fan Reverse Rotation) (Option)........ T3-3-5 Outline...................................................................................T3-10-1
Operation..............................................................................T3-10-4
Group4 Steering Pilot Valve
Outline..................................................................................... T3-4-1 Group 11 Ride Control Valve
Structure................................................................................. T3-4-2 Outline...................................................................................T3-11-1
Operation................................................................................ T3-4-3 Charge-Cut Spool..............................................................T3-11-6
Overload Relief Valve........................................................T3-11-8
Group5 Steering Valve Drain Plug.......................................................................... T3-11-12
Outline..................................................................................... T3-5-1
Operation................................................................................ T3-5-4 Group 12 Others
Steering Overload Relief Valve........................................ T3-5-6 Propeller Shaft....................................................................T3-12-1
Torque Converter Cooler Check Valve........................T3-12-2
Group 6 Pilot Valve Parking Brake Solenoid Valve Block............................T3-12-3
Outline (Fingertip Control Type Pilot Valve for Parking Brake Solenoid Valve........................................T3-12-4
Front Attachment)......................................................... T3-6-1 Parking Brake Accumulator............................................T3-12-6
Operation................................................................................ T3-6-2 Steering Accumulator......................................................T3-12-7
Electromagnetic Detent.................................................... T3-6-6 Ride Control Accumulator (Option)............................T3-12-7
Outline (Joystick Type Pilot Valve for Front Secondary Steering Check Block (Option)................T3-12-8
Attachment)..................................................................... T3-6-7 Secondary Steering Pump (Option)............................T3-12-9
Operation................................................................................ T3-6-9
Electromagnetic Detent..................................................T3-6-16
80Z6 F&S
(Blank)
80Z6 F&S
Group 1 Pump Device
Outline
The pump device consists of main pump (1) and pilot Main pump (1) is a swash-plate type variable
pump (2). Priority valve (6) and steering main relief valve displacement axial plunger pump. Pilot pump (2) is a gear
(5) are built in main pump (1). Driving force of the engine pump. Pump delivery pressure sensor (4) is equipped
is transmitted to shaft (3) through the transmission input for the pump device in order to control the main pump.
shaft and activates main pump (1) and pilot pump (2). (Refer to SYSTEM / Control System.)
2
1
T4GB-03-01-001
4
1- Main Pump 3- Shaft 5- Steering Main Relief Valve

2- Pilot Pump 4- Pump Delivery Pressure Sensor 6- Priority Valve
T3-1-1
Group 1 Pump Device
Main Pump
Main pump supplies pressure oil for operating the When cylinder block (1) rotates, plungers (2) reciprocate
cylinders and other hydraulic components. The pump is in cylinder block (1) due to inclination of swash plate (4),
provided with regulator (9) for controlling the delivery and draw and deliver the hydraulic oil.
flow rate. Regulator (9) controls servo piston 1 (3) and servo piston
Shaft (5) is connected to cylinder block (1) so that shaft (5) 2 (6). When the displacement angle of swash plate (4) is
and cylinder block (1) rotate together. changed by servo piston1 (3) and servo piston 2 (6), the
stroke of plunger (2) is increased or decreased, so that the
delivery flow rate of main pump is controlled.
1 2 3 4
9 8 7
T4GB-03-01-002
1- Cylinder Block 4- Swash Plate 7- Feedback Lever

2- Plunger 5- Shaft 8- Link
3- Servo Piston 1 (2 Used) 6- Servo Piston 2 9- Regulator
T3-1-2
Group 1 Pump Device
Increasing and Decreasing Flow Rate

The displacement angle of swash plate (4) is changed 7
by the movement of servo piston 1 (3) and servo piston
2 (6). 8
Movement of the servo pistons is controlled by the
regulator. In addition, the displacement angle of swash 3
plate (4) is fed back to the regulator by feedback lever
6
(7) and link (8).
f NOTE: Refer to the following pages as for operation of
the regulator. 4
 Tilting Change Operation
1. The center of swash plate (4) inclination is located at
A in the drawings on the right.
2. Pilot pressure is always routed to servo piston 2 (6).
T4GB-03-01-022
3. Therefore, when the circuit of servo piston 1 (3) is
connected to the hydraulic oil tank, swash plate (4) Minimum Tilting:
is rotated clockwise around A.
A
4. Conversely, as there are two servo pistons 1 (3)
and when pilot pressure is routed to both of servo
piston 1 (3) and servo piston 2 (6), swash plate (4) is 3 6
rotated counterclockwise around A.
 Feedback Operation 4
1. End of feedback lever (7) is inserted into protrusion
part (D) on the side of swash plate (4).
2. When swash plate (4) rotates, protrusion part (D) is
also rotated and feedback lever (7) moves together.
T4GB-03-01-023
3. For example, when swash plate (4) is rotated from
the minimum to the maximum, the center of
feedback lever (7) is moved from positions B to C as
Maximum Tilting:
illustrated to the right.
4. Therefore, link (8) is moved by feedback lever (7)
and the movement is fed back to the regulator.
4
8
T4GB-03-01-024
D
C B
T3-1-3
Group 1 Pump Device
Regulator
Regulator controls the main pump flow rate in response

Pi1 4 3 Dr 2 Air 1 4
to the various command signal pressure.
The major parts of regulator are spring (1), sleeve 1 (2),
sleeve 2 (7), spool 1 (3), spool 2 (6), piston (4), load piston
(5), inner spring (8), and outer spring (9). Pi2
Regulator opens and closes the circuit leading to servo
piston 1 (10) according to the various command signal Pg
pressure, the displacement angle of swash plate (11) is
changed and the pump flow rate is controlled. ST
Dr
f NOTE: Primary pilot pressure (Pg) is constantly supplied
Pd1
to servo piston 2 (12).
5 7 Dr 6 8, 9
10 12
a b
TNDB-03-01-026
a- Displacement Angle Increase b- Displacement Angle

Decrease
Pd1- Own Pump Delivery Pressure Pi1- Pump Control Pressure 1

ST- Torque Control Pressure Pi2- Pump Control Pressure 2
Dr- Returning to Hydraulic Oil Pg- Primary Pilot Pressure (From
Tank Pilot Pump)
Air- Air Bleeding Circuit
T3-1-4
Group 1 Pump Device
4 2 3 4 1
TNEJ-03-01-001
5 6 7 8 9
10 11
TNED-03-01-024
12
1- Spring 5- Load Piston 9- Outer Spring

2- Sleeve 1 6- Spool 2 10- Servo Piston 1 (2 Used)
3- Spool 1 7- Sleeve 2 11- Swash Plate
4- Piston (2 Used) 8- Inner Spring 12- Servo Piston 2
T3-1-5
Group 1 Pump Device
Regulator Control Function

The regulator has the following three control functions.
 Control by Pump Control Pressure

When a control lever is operated, the pump flow rate
control valve in control valve regulates pump control
Q
pressure (Pi1 - Pi2) in response to the control lever
stroke. When the regulator receives pump control
pressure (Pi1 - Pi2), the regulator controls the pump
delivery flow rate in proportion to the pressure.
When the control lever is operated, pump control
pressure (Pi1 - Pi2) decreases and the regulator
increases the pump delivery flow rate. When the
control lever is returned to neutral, pump control
pressure (Pi1 - Pi2) increases and the regulator
decreases the pump delivery flow rate. (Refer to 0 Pi1-Pi2
SYSTEM / Hydraulic System.) Q- Flow Rate Pi1-Pi2- Pump Control Pressure
 Control by Own Pump Delivery Pressure Q

The regulator receives own pump delivery pressure c
Pd1. If the pump pressures increases over the set P-Q d
line, the regulator reduces pump delivery flow rate and
the pump output is returned to the set P-Q line.
0 P
Q- Flow Rate c- Pressure Increase

P- Pressure d- Flow Rate Decrease
T3-1-6
Group 1 Pump Device
 Control by Pilot Pressure from Torque Control Solenoid

Valve Q
MC (Main Controller) operates the operating conditions
of the machine and sends the signal of the target
pump torque to the pump torque control solenoid
valve.
The torque control solenoid valve delivers torque
control pressure ST to the regulator in response to this
signal. The regulator receives the pilot pressure and
decreases the pump delivery flow rate.
0 P
Q- Flow Rate P- Pressure
T3-1-7
Group 1 Pump Device
Control by Pump Control Pressure
 Flow Rate Decrease

1. When the control lever stroke is reduced, pressure Q
difference arising before and after the flow rate
control valve (difference between pressure Pi1 and
pressure Pi2) in the control valve is increased.
2. Pump control pressure Pi1 pushes spool 1 (3) and
spool 1 (3) moves toward the arrow.
3. By this spool 1 (3) movement, primary pilot pressure
Pg is routed to two servo pistons 1 (10).
0 Pi1-Pi2
4. Two servo pistons 1 (10) are located so that swash
plate (11) rotates in the flow rate decrease direction. Q- Flow Rate Pi1-Pi2- Pump Control Pressure
5. Movement of swash plate (11) is transmitted to Pi1 4 3 2 1 4

Dr
sleeve 1 (2) through feedback lever link (13). Sleeve
1 (2) is moved in the same direction as spool 1 (3).
6. When sleeve 1 (2) is moved by the same stroke as
Pi2
spool 1 (3), the open part between sleeve 1 (2) and
spool 1 (3) is closed and primary pilot pressure Pg
Pg
routed to servo pistons 1 (10) is blocked. Therefore,
servo pistons 1 (10) are stopped and the flow rate ST
decreasing operation is completed. Dr
Pd1
Dr 11
13
10 12
a b
TNDB-03-01-026

Decrease

ST- Torque Control Pressure Pg- Primary Pilot Pressure
Dr- Returning to Hydraulic Oil (From Pilot Pump)
Tank
Pi1- Pump Control Pressure 1
1- Spring 11- Swash Plate

2- Sleeve 1 12- Servo Piston 2
3- Spool 1 13- Feedback Lever Link
4- Piston (2 Used)
10- Servo Piston 1 (2 Used)
T3-1-8
Group 1 Pump Device
4 3 2 4 1
Pi1 Dr Pg
Pi2
ST
Pd1 13
10 12
11
TNEJ-03-01-002
4 3 2 4 1
Pi1 Dr Pg
Pi2
ST
Pd1 12
13
10
11 TNEJ-03-01-003
Pd1- Own Pump Delivery Pressure Dr- Returning to Hydraulic Oil Pi2- Pump Control Pressure 2
ST- Torque Control Pressure Tank Pg- Primary Pilot Pressure (From
Pi1- Pump Control Pressure 1 Pilot Pump)
1- Spring 4- Piston (2 Used) 12- Servo Piston 2

2- Sleeve 1 10- Servo Piston 1 (2 Used) 13- Feedback Lever Link
3- Spool 1 11- Swash Plate
T3-1-9
Group 1 Pump Device
 Flow Rate Increase

1. When the control lever stroke is enlarged, pressure
difference of the flow rate control valve (difference
between pressure Pi1 and pressure Pi2) in the
control valve is reduced.
Q
2. Force of spring (1) and pump control pressure Pi2
pushes spool 1 (3) through piston (4) so that spool 1
(3) is moved toward the arrow.
3. By this spool 1 (3) movement, the circuit of servo
piston 1 (10) is connected to the hydraulic oil tank.
4. As primary pilot pressure Pg is always supplied to
servo piston 2 (12), swash plate (11) is rotated in the
flow rate increase direction.
0 Pi1-Pi2
5. Movement of swash plate (11) is transmitted to
Q- Flow Rate Pi1-Pi2 Pump Control Pressure
6. When sleeve 1 (2) is moved by the same stroke Pi1 4 3 Dr 2 1 4
as spool 1 (3), the circuit between servo pistons
1 (10) and the hydraulic oil tank is closed so that
servo pistons 1 (10) are stopped and the flow rate
increasing operation is completed. Pi2
Pg
ST
Dr
Pd1
Dr 11
13
10 12
a b
TNDB-03-01-026

Decrease

Tank
1- Spring 11 - Swash Plate

2- Sleeve 1 12 - Servo Piston 2
3- Spool 1 13 - Feedback Lever Link
4- Piston (2 Used)
10 - Servo Piston 1 (2 Used)
T3-1-10
Group 1 Pump Device
4 3 2 4 1
Pi1 Dr Pg
Pi2
ST
Pd1 13
10 12
11
TNEJ-03-01-004
4 3 2 4 1
Pi1 Dr Pg
Pi2
ST
Pd1 12
13
10
11
TNEJ-03-01-005
1- Spring 4- Piston (2 Used) 12- Servo Piston 2

T3-1-11
Group 1 Pump Device
Control by Own Pump Delivery Pressure

1. When load is applied to the pump by the operation Q
control lever, own pump delivery pressure Pd1
increases. (As done during an operation, pump
control pressure (Pi1 - Pi2) remains lowered.)
2. Load piston (5) pushes spool 2 (6), inner spring (8),
and outer spring (9) so that spool 2 (6) is moved to
the direction of the arrow.
Pg is routed two servo pistons 1 (10). 0 P
4. Two servo pistons (1) are located so that swash plate Q- Flow Rate P- Pressure
(11) is rotated in the flow rate decrease direction.
5. This movement of swash plate (11) is transmitted to
Pi1 Dr
spool 2 (6), the open part between sleeve 2 (7) and Pi2
spool 2 (6) is closed and primary pilot pressure Pg
Pg
routed to servo pistons 1 (10) is blocked so that
causes servo pistons 1 (10) are stopped and the flow
ST
rate decreasing operation is completed. Dr
Pd1
5 7 Dr 6 8, 9
11
13
10 12
a b
TNDB-03-01-026

Decrease

Tank
5- Load Piston 10- Servo Piston 1 (2 Used)

8- Inner Spring 13- Feedback Lever Link
9- Outer Spring
T3-1-12
Group 1 Pump Device
5 6 7
Pi1 Dr Pg
Pi2
ST
8 9
Pd1
13
12
10
11
TNEJ-03-01-006
6 7
Pi1 Dr Pg
Pi2
ST
8 9
Pd1 13 12
10
11 TNEJ-03-01-007
5- Load Piston 8- Inner Spring 11- Swash Plate

6- Spool 2 9- Outer Spring 12- Servo Piston 2
T3-1-13
Group 1 Pump Device
 Flow Rate Increase

1. When the pump load is reduced, own pump
delivery pressure Pd1 decreases. (As done during an
operation, pump control pressure (Pi1 - Pi2) remains
Q
lowered.)
2. Load piston (5) and spool 2 (6) are pushed by inner
spring (8) and outer spring (9) so that spool 2 (6) is
moved to the direction of the arrow.
3. By this spool 2 (6) movement, the circuit from servo
piston 1 (10) is connected to the hydraulic oil tank.
4. As primary pilot pressure Pg is always supplied to
servo piston 2 (12), swash plate (11) is rotated in the 0 P
flow rate increase direction. Q- Flow Rate P- Pressure
5. Movement of swash plate (11) is transmitted to
sleeve 2 (7) through feedback lever link (13). Sleeve Pi1 Dr
spool 2 (6), the open part between spool 2 (6) and Pi2
sleeve 2 (7) is closed and the circuit between servo
piston 1 (10) and the hydraulic oil tank is blocked. Pg
Therefore, servo pistons 1 (10) are stopped and the
flow rate increasing operation is completed. ST
Dr
Pd1
5 7 Dr 6 8, 9
11
13
10 12
a b
TNDB-03-01-026

Decrease

ST- Torque Control Pressure Pg- Primary Pilot Pressure (From
Dr- Returning to Hydraulic Oil Pilot Pump)
Tank

9- Outer Spring
T3-1-14
Group 1 Pump Device
5 6 7
Pi1 Dr Pg
Pi2
ST
8 9
Pd1
13
12
10
11 TNEJ-03-01-008
5 6 7
Pi1 Dr Pg
Pi2
ST
8 9
Pd1 12
13
10
11
TNEJ-03-01-009

T3-1-15
Group 1 Pump Device
Control by Pilot Pressure from Torque Control

Solenoid Valve
Q

1. When the torque control solenoid valve is activated
by the signals from MC (Main Controller), torque
control pressure ST is routed to the regulator.
2. Torque control pressure ST and own pump delivery
pressure Pd1 are combined and applied to load
piston (5).
0 P
3. Load piston (5) pushes spool 2 (6), inner spring (8),
and outer spring (9), and spool 2 (6) is moved to the Q- Flow Rate P- Pressure
direction of the arrow.
Pi1 Dr
Pg is routed to two servo pistons 1 (10).
5. Two servo pistons 1 (10) are located so that swash
plate (11) is rotated in the flow rate decrease
Pi2
direction.
6. Movement of swash plate (11) is transmitted to Pg
2 (7) is moved in the same direction as spool 2 (6). ST
Dr
7. When sleeve 2 (7) is moved by the same stroke as Pd1
spool 2 (6), the open part between sleeve 2 (7) and
spool 2 (6) is closed and primary pilot pressure Pg 5 7 Dr 6 8, 9
11
routed to servo pistons 1 (10) is blocked so that 13
servo pistons 1 (10) are stopped and the flow rate
decreasing operation is completed. 10 12
a b
TNDB-03-01-026

Decrease

ST- Torque Control Pressure Pg- Primary Pilot Pressure (From
Dr- Returning to Hydraulic Oil Pilot Pump)
Tank

9- Outer Spring
T3-1-16
Group 1 Pump Device
5 6 7
Pi1 Dr Pg
Pi2
ST
8 9
Pd1 13 12
10
11
TNEJ-03-01-010
5 6 7
Pi1 Dr Pg
Pi2
ST
8 9
Pd1 13 12
10
11
TNEJ-03-01-011

T3-1-17
Group 1 Pump Device
Priority Valve
When steering is not operated
Priority valve is built in the main pump. Priority valve

supplies pressure oil from the main pump to the steering
valve preferentially and maintains the steering operation
performance.
CF
Operation
6
 When steering is not operated
1. When steering is not operated, pressure oil (1) from 1
the main pump is blocked by the steering valve.
2. Pressure oil (1) from the main pump flows to both
5
ends of spool (2) through the inside of spool (2).
EF
3. As pressure oil in the spring (3) chamber flows to 2
the hydraulic oil tank through port LS, pressure in
the spring (3) chamber decreases.
4. Spool (2) compresses spring (3) and moves
downward. 3
5. Therefore, the majority of pressure oil (1) from the
main pump flows to control valve (5) through port
EF.
LS
4 TNED-03-01-022
 When steering is operated
1. When steering is operated and the steering valve
spool moves, the passage from port LS to the When steering is operated
hydraulic oil tank is blocked by the steering valve.
2. Pressure at port LS rises in response to the
movement amount of steering valve spool.
3. Spool (2) moves upward due to pressure at port LS CF
and the spring (3) force. 6
4. Therefore, the open part between port of pressure
oil (1) from the main pump and port CF becomes 1
large and the flow rate increases to steering valve
(6) through port CF.
5
EF
2
LS
TNED-03-01-023
1- Pressure Oil from Main Pump 4- To Hydraulic Oil Tank

2- Spool 5- To Control Valve
3- Spring 6- To Steering Valve
T3-1-18
Group 1 Pump Device
Steering Main Relief Valve
Steering main relief valve is built in the main pump. When

the steering circuit pressure exceeds the set pressure,
pressure oil is returned to the hydraulic oil tank through
the main pump casing.
Operation
1. When the steering circuit pressure exceeds the set
pressure, poppet (1) compresses spring (2) and 3
moves downward.
2. Therefore, pressure oil flows to the hydraulic oil tank
1
through the main pump casing.
fNOTE: When the steering relief valve is operated, the

priority valve spool moves to the port LS side and the
majority of pressure oil from the main pump flows to the
control valve through port EF. 2
T4GB-03-01-021
1- Poppet 3- To Hydraulic Oil Tank (To

2- Spring Main Pump Casing)
T3-1-19
Group 1 Pump Device
Pilot Pump
Drive gear (1) is driven by the engine via the transmission,

1
which rotates driven gear (2) as they are meshed together. 2
a
1- Drive Gear 2- Driven Gear
T137-02-03-005
a- Inlet Port b- Outlet Port

Pump Delivery Pressure Sensor
This sensor detects the pump delivery pressures, which

are used in order to control various operations. When oil
pressure is applied to diaphragm (6), diaphragm (6) is
deformed. The deformation of diaphragm (6) is detected
as electrical signals.
6
3 4 5
3- Ground 5- Power Source (5V) T157-02-03-010
4- Output 6- Pressure Receiving Area (Diaphragm)
T3-1-20
Outline
The control valve controls the pressure, flow rate, and
flow direction in the hydraulic circuit. The major parts are
the main relief valve, overload relief valve, pump control
valve, flow rate control valve, and spools. The spools are
operated by the pilot oil pressure.
Control Valve
TNDB-03-02-001
b
a- Machine Front Side b- Machine Left Side
1- Bucket 2- Lift Arm
T3-2-1
Layout of Control Valve
1 2 12
10 6
11 9 8 7
TNDB-03-02-003
T3-2-2
6 8 7 5
4 2 3
TNDB-03-02-004
1- Bucket Flow Rate Control 4- Overload Relief Valve (Bucket: 7- Low-Pressure Relief Valve 11- Lift Arm Spool
Valve Rod Side) 8- Main Relief Valve 12- Bucket Spool
2- Pump Control Valve 5- Overload Relief Valve (Lift 9- Load Check Valve (Lift Arm
3- Overload Relief Valve (Bucket: Arm: Bottom Side) Circuit)
Bottom Side) 6- Make-Up Valve (Lift Arm: Rod 10- Load Check Valve (Bucket
Side) Circuit)
T3-2-3
1 2 12
10 6
11 9 8 7
TNDB-03-02-003
T3-2-4
A A
B B
TNDB-03-02-002
Section A-A
8 7
TNDB-03-02-006
Section B-B 6 9
11 TNDB-03-02-005
1- Bucket Flow Rate Control 5- Overload Relief Valve (Lift 9- Load Check Valve (Lift Arm
Valve Arm: Bottom Side) Circuit)
2- Pump Control Valve 6- Make-Up Valve (Lift Arm: Rod 10- Load Check Valve (Bucket
3- Overload Relief Valve (Bucket: Side) Circuit)
Bottom Side) 7- Low-Pressure Relief Valve 11- Lift Arm Spool
4- Overload Relief Valve (Bucket: 8- Main Relief Valve 12- Bucket Spool
Rod Side)
T3-2-5
1 2 12
10 6
11 9 8 7
TNDB-03-02-003
T3-2-6
C C
D D
TNDB-03-02-002
Section C-C
4 10 1
12 3 TNDB-03-02-007
Section D-D 2
TNDB-03-02-008
1- Bucket Flow Rate Control 4- Overload Relief Valve (Bucket: 7- Low-Pressure Relief Valve 11- Lift Arm Spool
Valve Rod Side) 8- Main Relief Valve 12- Bucket Spool
2- Pump Control Valve 5- Overload Relief Valve (Lift 9- Load Check Valve (Lift Arm
3- Overload Relief Valve (Bucket: Arm: Bottom Side) Circuit)
Bottom Side) 6- Make-Up Valve (Lift Arm: Rod 10- Load Check Valve (Bucket
Side) Circuit)
T3-2-7
Hydraulic Circuit
Main Circuit
The pressure oil from main pump (8) flows to hydraulic
oil tank (7) through neutral circuit (11) and low-
pressure relief valve (6).
Parallel circuit (10) is provided in the main circuit and
makes the combined operation possible. Pump control
valve (1) is provided in the farthest downstream side
of neutral circuit (11). Pump control valve (1) delivers
pump control pressure to the regulator in response to
the operating stroke of the front attachment control
lever and controls the pump delivery flow rate.
Low-pressure relief valve (6) is provided in the return
circuit (between the control valve and the hydraulic
oil tank) of the main circuit. Low-pressure relief valve
(6) maintains the specified level pressure in the main
circuit and improves the drawing performance of the
actuator when cavitation occurs.
Main relief valve (9) is provided in the main circuit

(between the pump and the actuator). Main relief
valve (9) prevents the pressure in the main circuit from
exceeding the set pressure when the spool is operated
(or when the control lever is operated).
Overload relief valve (2) is provided in the actuator
circuit (between the control valve and the actuator) of
lift arm cylinder (3) bottom side and bucket cylinder
(5). Overload relief valve (2) prevents the surge pressure
caused by the external force in the actuator circuit from
exceeding the set pressure when the spool is in neutral
(with the control lever set in neutral). Make-up valve (4)
is provided in the actuator circuit (between the control
valve and the actuator) of lift arm cylinder (3) rod side.
Make-up valve (4) draws the pressure oil from hydraulic
when the pressure in the actuator circuit decreases.
T3-2-8
3 5
11 1
13 2
12
7
10 8 9
TNDB-03-02-012
1- Pump Control Valve 5- Bucket Cylinder 9- Main Relief Valve 13- Bucket Spool
2- Overload Relief Valve 6- Low-Pressure Relief Valve 10- Parallel Circuit
3- Lift Arm Cylinder 7- Hydraulic Oil Tank 11- Neutral Circuit
4- Make-Up Valve 8- Main Pump 12- Lift Arm Spool
T3-2-9
Pilot Operation Control Circuit

The pressure oil from the pilot valve acts on the spool
in the control valve in order to move the spool.
 During bucket dump (Pib2) operation, the pressure
oil moves bucket spool (6).
 During lift arm lower (Pib1) operation, the pressure
oil moves lift arm spool (5).
Lift arm spool (5) has two stage functions. First
stage function is lift arm lower (a) and second stage
function is lift arm float (b). (Refer to Lift Arm Float
Control.)
T3-2-10
1 2
Pib2 Pia2 Pib1 Pia1
7 7
Pia2 Pib2
6
7 7
a b
Pia1 Pib1
4
TNDB-03-02-013
Pia1- Lift Arm Raise Pib1- Lift Arm Lower Pia2- Bucket Tilt Pib2- Bucket Dump
a- Lift Arm Lower b- Lift Arm Float
1- Bucket Pilot Valve 3- Pilot Pump 5- Lift Arm Spool 7- Slow Return Valve
2- Lift Arm Pilot Valve 4- Control Valve 6- Bucket Spool
T3-2-11
Lift Arm Float Control

Operation:
1. If lift arm lower (Pib1) is fully stroked, the lift arm
control lever is hold in the stroke end due to the
electromagnetic detent of the pilot valve.
2. Pressure oil (Pib1) from the pilot valve moves lift
arm spool (2) to the left.
3. Therefore, the pressure oil in the rod and bottom
sides of lift arm cylinder (1) flow to hydraulic oil tank
(4).
4. Consequently, the lift arm can move freely
depending on the external force. (Refer to Control
System.)
T3-2-12
Pib1
2
T4FC-03-02-012
3 4
Pib1
T4FC-03-02-010
4
Pib1- Lift Arm Lower
1- Lift Arm Cylinder 2- Lift Arm Spool 3- Main Pump 4- Hydraulic Oil Tank
T3-2-13
Slow Return Valve

9 8 7
Slow return valve (7) is provided in the pilot circuits (lift
arm, bucket operation control circuits).
1. The pressure oil from pilot valve side (b) unseats
check valve (9) of slow return valve (7) and flows to
control valve side (a).
2. The returning oil from control valve side (a) flows to a b
pilot valve side (b) through orifice (8) of slow return
valve (7).
3. Therefore, the vehicle shock developed when
operating lift arm or bucket is reduced. T1N0-03-07-002
a- Check Valve Side b- Pilot Valve Side
7- Slow Return Valve 9- Check Valve

8- Orifice
T3-2-14
1 2
Pib2 Pia2 Pib1 Pia1
7 7
Pia2 Pib2
6
7 7
a b
Pia1 Pib1
4
TNDB-03-02-013
Pia1- Lift Arm Raise Pib1- Lift Arm Lower Pia2- Bucket Tilt Pib2- Bucket Dump
a- Lift Arm Lower b- Lift Arm Float
1- Bucket Pilot Valve 3- Pilot Pump 5- Lift Arm Spool 7- Slow Return Valve
2- Lift Arm Pilot Valve 4- Control Valve 6- Bucket Spool
T3-2-15
Main Relief Valve

The main relief valve prevents the pressure in the main
circuit from exceeding the set pressure when the actuator
such as the cylinder is operated.
Therefore, oil leak from hose and pipe joints and breakage
of the actuator are prevented.
Relief Operation
1. The pressure in port HP (main circuit) is routed to
pilot poppet (8) through orifice A (2) in main poppet
(1) and orifice B (3) in seat (4).
2. When the pressure in port HP reaches the set
pressure of spring B (6), pilot poppet (8) is opened,
the pressure oil from passage A (5) flows to
port LP (hydraulic oil tank) through the external
circumference of sleeve (11).
3. At this time, a pressure difference is caused between
port HP and spring chamber (10) due to orifice A (2).
4. When this pressure difference reaches the set
pressure of spring A (9), main poppet (1) is opened
and the pressure oil from port HP flows to port LP.
5. Consequently, the main circuit pressure decreases.
6. When the main circuit pressure decreases to the
specified pressure, main poppet (1) is closed by the
force of spring A (9).
T3-2-16
During Normal Operation:
1 2 3 4 5 6
HP
11 LP 10 9 8 TNED-03-02-013
During Relief Operation:
1 2 3 4 5 6
HP
11 LP 10 9 8 TNED-03-02-014
HP- Main Circuit LP- Hydraulic Oil Tank
1- Main Poppet 4- Seat 8- Pilot Poppet 11- Sleeve

2- Orifice A 5- Passage A 9- Spring A
3- Orifice B 6- Spring B 10- Spring Chamber
T3-2-17
Overload Relief Valve (with Make-Up

Function)
The overload relief valve is located in the lift arm raise and
bucket circuits. The overload relief valve prevents each
actuator circuit pressure from rising excessively when the
actuators are moved by external force.
In addition, when the actuator circuit pressure decreases,
the overload relief valve draws pressure oil from the
hydraulic oil tank and prevents the occurrence of
cavitation (make-up function).
Over Load Relief Valve (Bucket: Rod Side)

Relief Operation
1. The pressure in port HP (actuator circuit) is routed
to pilot poppet (8) through orifice (1) of piston (3).
pressure of spring B (6), pilot poppet (8) is
opened, pressure oil from passage A (5) flows to
port LP (hydraulic oil tank) through the external
circumference of sleeve (10).
3. At this time, a pressure difference occurs between
port HP and spring chamber (9) due to orifice (1).
pressure of spring A (4), piston (3) and main poppet
(2) are opened and pressure oil from port HP flows
to port LP.
5. Consequently, the actuator circuit pressure
decreases.
6. When the actuator circuit pressure decreases to the
specified pressure, piston (3) and main poppet (2)
are closed by the force of spring A (4).
T3-2-18
During Normal Operation:

2 10 4 5 6
HP
LP
1 3 9 8 7 T4GB-03-02-030

2 10 4 5 6
HP
LP
1 3 9 8 T4GB-03-02-031
HP- Actuator Circuit LP- Hydraulic Oil Tank
1- Orifice 4- Spring A 7- Spring C 10- Sleeve

2- Main Poppet 5- Passage A 8- Pilot Poppet
3- Piston 6- Spring B 9- Spring Chamber
T3-2-19
Overload Relief Valve (Bucket: Rod Side)

Make-Up Operation
1. When the pressure in port HP (actuator circuit)
decreases lower than the pressure in port LP
(hydraulic oil tank), sleeve (10) is moved to the right.
2. The hydraulic oil in port LP flows to port HP and the
cavitation is prevented.
3. When the pressure in port HP increases to the
specified pressure, sleeve (10) is closed by the force
of spring C (7).
T3-2-20
During Make-Up Operation:

10
HP
LP
7
T4GB-03-02-032
7- Spring C 10- Sleeve
T3-2-21
Overload Relief Valve (Lift Arm Raise, Bucket

Bottom Side)
Relief Operation
1. The pressure in port HP (actuator circuit) is routed
to shaft (2) through the inner passage in seat (1).
pressure of spring A (4), shaft (2) is moved and
pressure oil flows to port LP (hydraulic oil tank).
decreases.
specified level, shaft (2) is moved to the right by the
force of spring A (4) and the oil passage is closed.
T3-2-22
Normal Operation:
1 2
HP
LP
4 3 TNEJ-03-02-001
1 2
HP
LP
4 3 TNEJ-03-02-002
1- Seat 2- Shaft 3- Spring B 4- Spring A
T3-2-23
Overload Relief Valve (Lift Arm Raise, Bucket

Bottom Side)
Make-Up Operation
1. When the pressure in port HP (actuator circuit)
decreases lower than the pressure in port LP
(hydraulic oil tank) and reaches the set force of
spring B (3), seat (1) is moved to the right.
2. The hydraulic oil in port LP flows to port HP and the
3. When the pressure in port HP increases to the
specified pressure, seat (1) is closed by the force of
spring B (3).
T3-2-24
During Make-Up Operation:
1 2
HP
LP
4 3 TNEJ-03-02-003
1- Seat 2- Shaft 3- Spring B 4- Spring A
T3-2-25
Flow Rate Control Valve

The flow rate control valve consists of check valve (6) and
orifice (7). The flow rate control valve is provided in the
bucket spool (8) side of parallel circuit (4). It restricts the
bucket side circuit during combined operation and keeps 4
the higher load operation of lift arm.
6
 During Combined Operation of Lift Arm Raise and
Bucket Tilt:
1. One pressure oil from main pump (12) flows lift arm 7
spool (3) through load check valve (2) and moves lift
arm cylinder (9).
2. Other pressure oil flows to parallel circuit (4), flows
to bucket spool (8) through the flow rate control 5
valve, and moves bucket cylinder (10).
3. The pressure oil which flows to bucket spool (8)
pushers to open check valve (6), flows to orifice (7), 8 13
and is regulated. T4GB-03-02-020
4. Therefore, more pressure oil is supplied to the

higher load lift arm side circuit. 4- Parallel Circuit 7- Orifice (Flow Rate Control
5- Load Check Valve Valve)
5. Consequently, the operation of bucket tilt and lift 6- Check Valve (Flow Rate 8- Bucket Spool
arm raise are performed at the same time. Control Valve) 13- Neutral Circuit
T3-2-26
9 10
6 7 8
Pia2
Pia1
11
2 1 12 13
TNDB-03-02-019
Pia1- Lift Arm Raise (Pilot Pressure Pia2- Bucket Tilt (Pilot Pressure Oil)
Oil)
1- Control Valve 5- Load Check Valve 7- Orifice (Flow Rate Control 10- Bucket Cylinder
2- Load Check Valve 6- Check Valve (Flow Rate Control Valve) 11- Hydraulic Oil Tank
3- Lift Arm Spool Valve) 8- Bucket Spool 12- Main Pump
4- Parallel Circuit 9- Lift Arm Cylinder 13- Neutral Circuit
T3-2-27
Pump Control Valve

The pump control valve consists of orifice (1) and surge c
pressure relief valve (2). It is provided in the farthest
downstream side of neutral circuit (3). The pump control
valve controls the pump control pressure according to
the control lever stroke. Pump regulator (5) increases Pc2
and decreases the pump delivery flow rate according to
this pump control pressure. (Refer to SYSTEM / Hydraulic
System.)
Operation
 When the control lever is in neutral
1. Pressure oil (c) from main pump (6) flows to neutral
circuit (3) and flows back to hydraulic oil tank (8)
through orifice (1).
Pc1
2. The pressure difference between pump control
pressure Pc1 before of orifice (1) and Pc2 after it is
routed to pump regulator (5) as the pump control
pressure.
3. When the flow rate of pressure oil (c) flowing
through neutral circuit (3) increases, the pump c
control pressure (pressure difference between Pc1
and Pc2) is increased by orifice (1).
4. Therefore, pump regulator (5) decreases the pump
delivery flow rate. Pc2
5. When the neutral circuit (3) pressure continues to

increase, surge pressure relief valve (2) is opened.
Pressure oil (c) flows back to hydraulic oil tank (8)
through orifice (1) and surge pressure relief valve 1
(2).
6. Therefore, the surge pressure in neutral circuit (3) is
prevented. 2 TNEJ-03-02-004
 When the control lever is operated Pc1- Pump Control Pressure c- Pressure Oil from Pump
1. As pressure oil (c) from main pump (6) flows to Pc2- Pump Control Pressure (Neutral Circuit)
spools (9, 10), the flow rate of neutral circuit (3) is
decreased. 1- Orifice 2- Surge Pressure Relief Valve
2. Therefore, as the pressure difference decreases,

the pump control pressure (pressure difference
between Pc1 and Pc2) is decreased.
3. Therefore, pump regulator (5) increases the pump
delivery flow rate.
T3-2-28
1 2
Pc2
3
Pc1
10
9
4
11
7
6
X1
TNDB-03-02-030
Pc2 5 Pc1 PS2 8
Pc1- Pump Control Pressure X1- Torque Control Pressure ST PS2- Primary Pilot Pressure
Pc2- Pump Control Pressure (from Torque Control Solenoid (Pressure Oil from Pilot Pump)
Valve)
1- Orifice (Pump Control Valve) 3- Neutral Circuit 6- Main Pump 9- Lift Arm Spool
2- Surge Pressure Relief Valve 4- Control Valve 7- Pilot Pump 10- Bucket Spool
(Pump Control Valve) 5- Pump Regulator 8- Hydraulic Oil Tank 11- Low-Pressure Relief Valve
T3-2-29
(Blank)
T3-2-30
Fan Pump
Fan pump (1) is a gear pump and is directly connected to
the engine. Fan pump (1) supplies the pressure oil to the
fan motor and fan valve.
1 a b
TDAB-03-07-006
a- Suction Port b- Delivery Port
1- Fan Pump
T3-3-1
Fan Motor (with Fan Speed Control Solenoid

Valve)
The fan motor is a gear motor. The fan motor consists of
fNOTE: Fan speed control solenoid valve (7) is installed
in the standard fan motor.
motor (1), coupling (2), and Outrigger bearing (3).
The fan motor is activated by pressure oil P1 from the
fan pump. The driving force of motor (1) is transmitted
to shaft (4) of Outrigger bearing (3) through coupling (2).
The end of shaft (4) is connected to the fan by the key (5)
joint. Therefore, the rotation of shaft (4) is transmitted to
fan (a).
Fan speed control solenoid valve (7) controls the rotation
of the fan motor. (Refer to SYSTEM/Hydraulic System.)
SectionA-A
6
5
4
7
P1
1
2
A TNEJ-03-03-001
3
a- Fan Side
1- Motor 3- Outrigger Bearing 5- Key 7- Fan Speed Control Solenoid
2- Coupling 4- Shaft 6- Bearing Valve
T3-3-2
Fan Speed Control Solenoid Valve

MC activates fan speed control solenoid valve (3)
according to various temperatures such as the coolant
temperature and hydraulic oil temperature. (Refer to 1
SYSTEM/Control System.)
Dr
 Relief Operation
1. Pressure oil P1 from fan pump (4) flows to fan motor 5
(1) and rotates fan motor (1).
2. Fan speed control solenoid valve (3) is activated by 2
signal (a) from MC. Then, relief valve (2) is opened. P2 P1 3
3. Pressure oil P1 from fan pump (4) returns to the
hydraulic oil tank (5) through fan motor (1), relief
valve (2), and port P2.
a
5 4 TNEJ-02-04-012
a- Signal from MC P2- Port P2 (to Hydraulic Oil Tank)

P1- Port P1 (Pressure Oil from Fan Dr- Drain Port
Pump)
1- Fan Motor 4- Fan Pump

2- Relief Valve 5- Hydraulic Oil Tank
3- Fan Speed Control Solenoid
Valve
T3-3-3
(Blank)
T3-3-4
Fan Valve (with Fan Reverse Rotation)

(Option)
When the fan reverse rotation switch is turned ON, fan
The fan valve (with the fan reverse rotation) (optional) reverse rotation control solenoid valve (2) is shifted by the
consists of fan speed control solenoid valve (1), fan signals from MC. Therefore, fan reverse rotation spool (4)
reverse rotation control solenoid valve (2), fan control is shifted and the fan rotates in reverse.
valve (3), and fan reverse rotation spool (4).
Fan speed control solenoid valve (1) is shifted by the
signals from MC and controls the operation of fan control
valve (3).
Fan control valve (3) is shifted according to the operation
of fan speed control solenoid valve (1) and supplies the
pressure oil to the hydraulic oil tank.
Therefore, the pressure oil flowing to the fan motor
decreases and the fan can rotate at the best speed. (Refer
to SYSTEM/Control System.)
B A
2
T
4
3
S
1
TNED-03-03-001
Dr P
A- Port A P- Port P T- Port T Dr- Drain Port

B- Port B S- Port S
1- Fan Speed Control Solenoid 2- Fan Reverse Rotation Control 3- Fan Control Valve
Valve Solenoid Valve 4- Fan Reverse Rotation Spool
T3-3-5
Operation
 Fan Speed Control:
1. Pressure oil P from the fan pump is routed to fan
control valve (5).
2. MC activates fan speed control solenoid valve (7)
12
according to various temperatures such as the
coolant temperature and hydraulic oil temperature.
(Refer to SYSTEM/Control System.)
3. Therefore, the spring (4) chamber in fan control 3 4 9
valve (5) is connected to port Dr (hydraulic oil tank). B A
4. When the pressure in the spring (4) chamber is 10

lower than the pressure at port P, poppet (3) in fan
control valve (5) moves toward the arrow and one T
pressure oil from port P flows to port T (hydraulic oil
tank).
5. Therefore, the flow rate of the pressure oil flowing
to fan motor (12) decreases and the fan speed P Dr
becomes slow.
5 15 11 14 7
6. Therefore, the fan can rotate at the best speed.
7. The fan speed is prevented from changing suddenly
due to orifice (11). TNED-02-04-036
P- From Fan Pump A- To Fan Motor (Normal

T- To Hydraulic Oil Tank Rotation Side)
Dr- To Hydraulic Oil Tank B- To Fan Motor (Reverse
Rotation Side)
3- Poppet 10- Spool
4- Spring 11- Orifice
5- Fan Control Valve 12- Fan Motor
7- Fan Speed Control Solenoid 14- Filter
Valve 15- Fan Pump Delivery Pressure
9- Passage Sensor
T3-3-6
11
B
A
4
P
3 14
Dr
10 TNEJ-03-03-002
P- From Fan Pump A- To Fan Motor (Normal Rotation B- To Fan Motor (Reverse
T- To Hydraulic Oil Tank Side) Rotation Side)
Dr- To Hydraulic Oil Tank a- Signal from MC
3- Poppet 7- Fan Speed Control Solenoid 10- Spool
4- Spring Valve 11- Orifice
5- Fan Control Valve 9- Passage 14- Filter
T3-3-7
 Normal Rotation:
1. The pressure oil from port P is divided into three
directions. One flows to fan reverse rotation spool
(2) and the other flows to poppet (3) in fan control
valve (5). The other flows to fan speed control
solenoid valve (7), fan reverse rotation control 9
solenoid valve (6), and the spring (4) chamber in fan
control valve (5) through filter (14).
2. As fan reverse rotation control solenoid valve (6) is
1 P2 P1
not shifted during the normal rotation, fan reverse 2 6
rotation spool (2) is pushed by the spring (1) force B A
4
toward the arrow.
3. The pressure oil from port P flows to port P1 in
fan motor (9) through the periphery of fan reverse T
rotation spool (2) and port A.
3
4. Therefore, the fan rotates in the normal direction.
P Dr
5 14 7
15
TNED-02-04-035

Rotation Side)
1- Spring 7- Fan Speed Control Solenoid
2- Fan Reverse Rotation Spool Valve
3- Poppet 9- Fan Motor
4- Spring 14- Filter
5- Fan Control Valve 15- Fan Pump Delivery Pressure
6- Fan Reverse Rotation Control Sensor
Solenoid Valve
T3-3-8
6 T
B A
4 1
P
2
3 14
Dr
TNEJ-03-03-003
P- From Fan Pump Dr- To Hydraulic Oil Tank A- To Fan Motor (Normal Rotation B- To Fan Motor (Reverse
1- Spring 4- Spring 6- Fan Reverse Rotation Control 7- Fan Speed Control Solenoid
2- Fan Reverse Rotation Spool 5- Fan Control Valve Solenoid Valve Valve
3- Poppet 14- Filter
T3-3-9
 Reverse Rotation:
1. When the fan reverse rotation switch is turned ON,
fan reverse rotation control solenoid valve (6) is
shifted by the signals from MC. (Refer to SYSTEM/
Control System.)
2. The pressure oil from port P is routed to the end of 9
fan reverse rotation spool (2) through spool (8) of
fan reverse rotation control solenoid valve (6).
3. Therefore, fan reverse rotation spool (2) moves P2 P1
toward the arrow. 2 8 6
B A
4. The pressure oil from port P flows to port P2 in
fan motor (9) through the periphery of fan reverse
rotation spool (2) and port B. T
5. Therefore, the fan rotates in the reverse direction.
P Dr
5 14
15
TNED-02-04-052

Rotation Side)
2- Fan Reverse Rotation Spool 9- Fan Motor
5- Fan Control Valve 14- Filter
6- Fan Reverse Rotation Control 15- Fan Pump Delivery Pressure
Solenoid Valve Sensor
8- Spool
T3-3-10
6 T
B
A
14 P
2
Dr
TNEJ-03-03-004
P- From Fan Pump Dr- To Hydraulic Oil Tank A- To Fan Motor (Normal Rotation B- To Fan Motor (Reverse
2- Fan Reverse Rotation Spool 6- Fan Reverse Rotation Control 8- Spool

Solenoid Valve 14- Filter
T3-3-11
Make-Up Operation
1. When the pressure at port A or port B is lower than
the pressure at port T (hydraulic oil tank), check
valve (12) moves up.
2. The hydraulic oil in port T flows to port A or port B
and the cavitation is prevented.
3. When the pressure at the port A or port B side rises
to the specified pressure, check valve (12) is closed
by the spring (13) force.
12 13 13 12
B
A
TNED-03-03-008
T- To Hydraulic Oil Tank A- To Fan Motor (Normal Rotation B- To Fan Motor (Reverse
Side) Rotation Side)
12- Check Valve 13- Spring
T3-3-12
SECTION3 COMPONENT OPERATION
Outline
Steering pilot valve is located between the pilot pump
and the steering valve.
Steering pilot valve supplies pressure oil from the pilot
pump to the steering valve in response to the movement
of the steering wheel. (Refer to SYSTEM / Hydraulic
System / Steering Circuit.)
1 2
T487-03-02-001
4 3
a- Steering Wheel
1- Port L (for Steering (Left)) 3- Port P (from Pilot Pump)

2- Port R (for Steering (Right)) 4- Port T(to Hydraulic Oil Tank)
T3-4-1
Structure 11 7 8 10
Steering pilot valve consists of gerotor (8), drive (7), sleeve

(3), spool (4), pin (5), housing (1), centering springs (2),
and others.
When the steering wheel is rotated, spool (4) rotates, and
an oil passage is generated between spool (4) and sleeve
(3).
Pressure oil from the pilot pump is controlled by spool (4)
and sleeve (3), and flows to the steering valve. Centering 9
springs (2) are arranged in both spool (4) and sleeve
(3), and returns sleeve (3) to the neutral position when
holding the handle is stopped.
T1F3-03-07-002
1 2 5 4 3 6
2 4
3
R
1
L
12
10
9
6 T4GB-03-04-008
1- Housing 4- Spool 7- Drive 10- Cap

2- Centering Spring 5- Pin 8- Gerotor 11- Check Valve
3- Sleeve 6- Plate 9- Spacer 12- Hole
T3-4-2
Operation 4 8 3 7
Sleeve (3), spool (4), and drive (7) are mutually connected Port L Port R
by pin (5). When the steering wheel (spool (4)) is rotated,
a relative angular difference arises between sleeve (3) and
spool (4) as hole (12) of spool (4) is a lengthened one.
Movement of the steering wheel is transmitted only
to spool (4), and port P (from the steering pump) is
connected to port R (to the steering valve) or port L
through sleeve (3) and spool (4). Steering
Wheel
Port T Port P
2 11 2
TNED-03-04-007
11 1 6 10
T1F3-03-07-002
1 5 4 3 7 8
T3-4-3
Steering (Left)
1. When the steering wheel is rotated left, spool (4) 4. Returning oil from steering valve (14) enters port R,
rotates, and pressure oil from the pilot pump flows flows in the order of housing (1) - sleeve (3) - spool
in the order of port P - sleeve (3) - spool (4) - sleeve (4) - sleeve (3) - port T, and returns to the hydraulic
(3) - housing (1) - gerotor (8). oil tank.
2. Pressure oil from gerotor (8) flows in the order of 5. When pressure oil from pilot pump (16) enters
housing (1) - sleeve (3) - spool (4) - sleeve (3) - port gerotor (8), gerotor (8) rotates left. Rotation of
L - steering valve (14), and controls steering valve gerotor (8) is transmitted to sleeve (3) through drive
(14). (7), and sleeve (3) rotates left similarly.
3. Steering valve (14) activates steering cylinder (13) 6. When sleeve (3) rotates the same amount of turns
with pressure oil from main pump (15) and directs as spool (4), passages of sleeve (3) and spool (4)
the vehicle body left. are closed and operation of steering valve (14) is
stopped.
7. Therefore, gerotor (8) rotates in response to rotation
of the steering wheel and steering valve (14) is
operated in response to the amount of turns of the
steering wheel.
13
14
15
T L R P 16
1
8
7
17
T4GB-03-04-009
2 3 4
1- Housing 4- Spool 13- Steering Cylinder 16- Pilot Pump
2- Centering Spring 7- Drive 14- Steering Valve 17- Steering Pilot Valve
3- Sleeve 8- Gerotor 15- Main Pump
T3-4-4
Steering (Right)
T L R P
1. When the steering wheel is rotated right, pressure
oil from the pilot pump flows in the order of port P
- port R - steering valve, activates the steering valve,
and directs the vehicle body right.
2. Returning oil from the steering valve flows in the
order of port L - port T and returns to the hydraulic
oil tank.
T4GB-03-04-010
Neutral
1. When the steering wheel is not rotated, pressure
oil from the pilot pump is blocked by spool (4) and T P
does not flow to the steering valve.
2. Therefore, the steering cylinder is not operated.
4 T4GB-03-04-011
T3-4-5
(Blank)
T3-4-6
Group5 Steering Valve
Outline
Steering valve is located between the main pump and the
steering cylinder.
Steering valve supplies pressure oil from the main pump
to the steering cylinder in response to pilot pressure of
the steering pilot valve.
Steering cylinder is provided with the overload relief
valve.
TNED-03-05-001
T3-5-1
Component Layout
4 1 2 3
A T
B
4
Pa Pb
LS P
TNED-03-05-005
5 6 5
B B
C
A A
TNED-03-05-002
A- Port A: Pressure for Steering B- Port B: Pressure for Steering Pa- Port Pa: Pilot Pressure for Pb- Port Pb: Pilot Pressure for
(Left) (Right) Steering (Left) Steering (Right)
P- Port P: From Main Pump T- Port T: Return to Hydraulic Oil LS- Port LS: To Port LS of Priority
Tank Valve
1- Spool 4- Load Check Valve 7- Passage A

2- Overload Relief Valve 5- Variable Orifice
3- Overload Relief Valve 6- Fixed Orifice
T3-5-2
Section A-A
1 7
P
T TNED-03-05-003
Section B-B
3 LS
B A
Pb Pa
TNED-03-05-004
4 5 7 4
Section C-C
T4GB-03-04-006
1- Spool 4- Load Check Valve 7- Passage A

2- Overload Relief Valve 5- Variable Orifice
3- Overload Relief Valve 6- Fixed Orifice
T3-5-3
Operation
fNOTE: The operation for steering (right) is explained

here.
Steering (Left)
1. When the steering wheel is rotated right, pilot
pressure oil from the steering pilot valve flows to
port Pb and spool (1) moves left.
2. Pressure oil from the main pump flows to passage A
(7) through port P and variable orifice (5).
3. Pressure oil in passage A (7) pushes to open load
check valve (4) and flows to the steering cylinder
through port B.
4. In addition, returning oil from the steering cylinder
flows to port T (hydraulic oil tank) through port A
and spool (1).
5. In addition, pilot pressure oil flowing into port Pb
pushes spool (1) on the port Pb side and flows to
port Pa at the same time after being decompressed
by fixed orifice (6).
6. This reduces the shock caused by fast operation of
the steering wheel. (Refer to SYSTEM / Hydraulic
System / Steering Operation Circuit.)
fNOTE: Opening area of variable orifice (5) is

proportional to the amount of stroke of spool (1) due to
pilot pressure from the steering pilot valve.
T3-5-4
1
P
T
5 7 TNED-03-05-006
LS
A B
Pa Pb
TNED-03-05-007
6 1 4
P- Port P A- Port A B- Port B T- Port T
1- Spool 5- Variable Orifice 7- Passage A

4- Load Check Valve 6- Fixed Orifice
T3-5-5
Steering Overload Relief Valve

Steering overload relief valve is installed in the left and
right steering circuits. Overload relief valve controls
pressure in the respective steering circuits from rising
abnormally high when the steering cylinder is moved by
an external force.
In addition, it also makes make-up operation by refilling
oil from the hydraulic oil tank in order to prevent
cavitation when pressure in the steering circuit lowers.
Relief Operation
1. Pressure at port HP (the steering circuit) is routed to
pilot poppet (8) through orifice (11) in piston (10).
2. When pressure at port HP reaches the set force of
spring B (6), pilot poppet (8) opens and pressure
oil flows to port LP (the hydraulic oil tank) through
passage A (5) and the periphery of sleeve (3).
3. Pressure difference arises between port HP and
spring chamber (9) due to orifice (11) at this time.
4. When this pressure difference reaches the set force
of spring A (4), piston (10) and main poppet (2)
open and pressure oil at port HP flows to port LP.
5. Consequently, pressure in the steering cylinder
circuit lowers.
6. If pressure in the steering cylinder circuit lowers to
the specified pressure, piston (10) and main poppet
(2) are closed by the force of spring A (4).
T3-5-6
Normal Operation:
1 2 3 4 5 6
HP
LP
11 10 9 8 7 T107-02-05-019
Relief Operation:
2 3 4 5 6
HP
LP
11 10 9 8 T178-03-03-049
HP - Actuator Circuit LP - Hydraulic Oil Tank
1- Make-Up Valve 4- Spring A 7- Spring C 10- Piston

2- Main Poppet 5- Passage A 8- Pilot Poppet 11- Orifice
3- Sleeve 6- Spring B 9- Spring Chamber
T3-5-7
Make-Up Operation
1. When pressure at port HP (the steering cylinder
circuit) is lower than pressure at port LP (the
hydraulic oil tank), sleeve (3) moves right.
2. Hydraulic oil in port LP flows to port HP and
3. When pressure at the port HP side rises to the
specified pressure, sleeve (3) is closed by the force
of spring C (7).
Make-Up Operation:
HP
LP
7 T178-03-03-050
HP - Actuator Circuit LP - Hydraulic Oil Tank
3 - Sleeve 7 - Spring C
T3-5-8
Group 6 Pilot Valve
Outline (Fingertip Control Type Pilot Valve

for Front Attachment)
The pilot valve controls pilot pressure oil in order to move
the spool in the control valve.
The pilot valve outputs pressure according to the control
lever stroke by PPC (Pressure Proportional Control Valve)
function and moves the spool in the control valve.
Port No.
1 Bucket Dump
2 Bucket Tilt
3 Lift Arm Lower
4 Lift Arm Raise
Hydraulic
Symbol
P
T
1 2 3 4
T4GB-03-05-001
P T
1 2
3 4 T4GB-03-05-002
P- Port P (Pressure Oil from Pilot

Pump)
T- Port T (To Hydraulic Oil Tank)
T3-6-1
Group 6 Pilot Valve
Operation
Neutral (Output Curve: A to B)
1. At the neutral position of the control lever, spool a E F
(7) is completely blocking the pressure oil of port P.
Also, the outlet port is connected to port T through D
notch part (b) of spool (7), and the pressure oil
at the output port is equal to the pressure in the
hydraulic tank.
2. When the control lever is moved slightly, lever (1) is C
tilted, and push rod (2) and pusher (3) are pushed
in. Pusher (3) and spring guide (4) remain mutually
A B b
connected, and move downward, compressing
return spring (6). T523-02-05-001
3. At this time, spool (7) is pushed by balance spring a- Pilot Pressure b- Control Lever Stroke
(5), and moves downward until the clearance (A)
becomes zero.
4. During this movement, the output port remains
connected with port T, and pressure oil is not
supplied to the output port.
fNOTE: Lever stroke during the period when the

clearance (A) becomes zero is the play of the control
lever.
T3-6-2
Group 6 Pilot Valve
6
T
A
A
P b
a T4GB-03-05-004
T4GB-03-05-003
P- Port P T- Port T a- Output Port
A- Clearance b- Notch Part
1- Lever 3- Pusher 5- Balance Spring 7- Spool

2- Push Rod 4- Spring Guide 6- Return Spring
T3-6-3
Group 6 Pilot Valve
During Metering or Pressure Decrease (Output Full Stroke (Output Curve: E to F)

Curve: C to D)
1. When the control lever is fully stroked, pusher (3)
1. When the control lever is further tilted, the output moves downward until spring guide (4) contacts the
port is connected with port P through spool (7). shoulder part of the casing.
2. Pressure oil from Port P flows into the output port 2. At this time, spool (7) is directly pushed by the
through spool (7), and the pressure at the output bottom of pusher (3). Therefore, the output port
port is raised. remains connected with port P through notch
part (b) of spool (7) because even if the pressure at
3. Pressure at the output port works spool (7), and
the output port is raised, spool (7) does not move
tends to push up spool (7).
upward.
4. In case the force tending to push up the spool (7)
3. As a result, the pressure on the output port end is
is smaller than the spring force of balance spring
equal to the pressure at port P. Stroke amount C of
(5), balance spring (5) is not compressed. Therefore,
the pusher determines the total stroke of the lever.
port P and the output port remain connected, and
the pressure at the output port keeps rising.
5. When the pressure at the output port rises further,
the force tending to push spool (7) up increases. If
this force becomes larger than the force of balance a E F
spring (5), spool (7) moves upwards, compressing
the balance spring (5). D
6. When spool (7) moves upward, the output port
is not connected any longer, and pressure oil
stops flowing from port P to the output port. And
pressure increase at the output port is stopped. C
7. In this way, balance spring (5) is compressed by the

amount spool (7) is pushed down, and the pressure A B b
at the output port is the balanced pressure working
on the spring force and spool (7). T523-02-05-001
a- Pilot Pressure b- Control Lever Stroke
T3-6-4
Group 6 Pilot Valve
5 C
T
4
b
P P
7 7
a T4GB-03-05-005 a T4GB-03-05-006
b- Notch Part
3- Pusher 4- Spring Guide 5- Balance Spring 7- Spool
T3-6-5
Group 6 Pilot Valve
Electromagnetic Detent
1. Coil for detent is installed at the push rod part of the
pilot valve.
2. When one of the control levers is tilted, push rod (2)
and plate (8) of the other are pushed upwards by
the spring force.
3. If the control lever is operated until its stroke end,
plate (8) of the other is adsorbed by coil assembly
(10).
4. Adsorbed condition is retained until the coil
assembly is unexcited or until adsorption is
forcefully cancelled by moving the control lever the
other way around.
10
T4GB-03-05-007
2- Push Rod 8 - Plate 10 - Coil Assembly
T3-6-6
Group 6 Pilot Valve
Outline (Joystick Type Pilot Valve for Front

Attachment)
The pilot valve controls pilot pressure oil in order to move
the spool in the control valve.
The pilot valve outputs pressure according to the control
lever stroke by PPC (Pressure Proportional Control Valve)
function and moves the spool in the control valve.
Port No.
1 Lift Arm Lower
2 Bucket Dump
3 Lift Arm Raise
4 Bucket Tilt
Hydraulic
Symbol
P
T
2 4 3 1
T4GB-03-05-001
P 3
4 2
TNED-03-06-002
T 1
P- Port P (Pressure Oil from Pilot

Pump)
T3-6-7
Group 6 Pilot Valve
(Blank)
T3-6-8
Group 6 Pilot Valve
Operation
The spool (7) head comes in contact with the upper

surface of spring guide (4). Spring guide (4) is kept raised
by return spring (6).
1
fNOTE: Total lever stroke is determined by stroke

dimension (E) of pusher (2).
2
4
7
5
TNED-03-06-003
1- Cam 3- Casing 5- Balance Spring 7- Spool

2- Pusher 4- Spring Guide 6- Return Spring 8- Hole
T3-6-9
Group 6 Pilot Valve

1. When in neutral, spool (7) completely blocks
pressure oil from port P (pilot pump). In addition,
the output port is opened to port T (hydraulic oil a E F
tank) through the inner passage in spool (7).
2. Therefore, pressure in the output port is equal to D
that in port T.
3. When the control lever is slightly tilted, cam (1) is
tilted and pusher (2) is pushed downward. Pusher
C
(2) compresses return spring (6) along with spring
guide (4) together.
4. At this time, as pressure in the output port is equal A B b
to that in port T, spool (7) moves downward due to T523-02-05-001
the balance spring (5) force while keeping the lower
surface of the spool (7) head in contact with spring a- Pilot Pressure b- Control Lever Stroke
guide (4).
5. This status continues until hole (8) on spool (7) is
connected to port P.
T3-6-10
Group 6 Pilot Valve
1 1
2 2
4 4
7 7
5 5
T 6 T 6
8 8
3 3
P a TNED-03-06-003 P a TNED-03-06-004

T3-6-11
Group 6 Pilot Valve
During Metering or Decompressing (Output Curve:

C to D)
1. When the control lever is further tilted and pusher
(2) is moved downward further, hole (8) on spool a E F
(7) is connected to port P and pressure oil in port P
flows to the output port. D
2. Pressure in the output port is routed to the bottom
surface of spool (7) so that spool (7) is pushed
upward.
C
3. When the force to move spool (7) upward is smaller
than the balance spring (5) force, balance spring (5)
is not compressed so that spool (7) is not raised and A B b
pressure in the output port increases.
T523-02-05-001
4. As pressure in the output port increases further, the
force to move spool (7) upward increases. When a- Pilot Pressure b- Control Lever Stroke
this force overcomes the balance spring (5) force,
spool (7) compresses balance spring (5) and moves
upward.
5. As spool (7) is moved upward, hole (8) is closed so
that pressure oil from port P stops flowing to the
output port and pressure in the output port stops
increasing.
6. As spool (7) is moved downward and balance spring
(5) is compressed, pressure routed to the bottom
surface of spool (7) increases until pressure balances
with the increasing spring force. This increasing
pressure becomes pressure in the output port.
T3-6-12
Group 6 Pilot Valve
1 1
2 2
4 4
7 7
5 5
T 6 T 6
8 8
3 3
P a TNED-03-06-005 P a TNED-03-06-006

T3-6-13
Group 6 Pilot Valve
Full Stroke (Output Curve: E to F)

1. When the control lever is fully stroked, the balance
spring (5) force (force to push spool (7) downward)
becomes larger than pressure in output port (a) a E F
(force to push spool (7) upward).
2. Therefore, even if pressure in output port (a) D
increases further, hole (8) on spool (7) is kept open.
3. Consequently, pressure in output port (a) is equal to
that in port P.
C
A B b
T523-02-05-001
a- Pilot Pressure b- Control Lever Stroke
T3-6-14
Group 6 Pilot Valve
2
4
7
5
T
6
3
P a TNED-03-06-007

T3-6-15
Group 6 Pilot Valve
Electromagnetic Detent
1. The coil for detent is installed in the pilot valve.
2. If the control lever is fully stroked, plate (9) is
adsorbed by coil assembly (10).
3. Adsorption condition is retained until coil assembly
(10) is unexcited or until adsorption is forcefully
cancelled by operating the control lever toward the
other direction.
10
TNED-03-06-007
9- Plate 10- Coil Assembly
T3-6-16
Outline
The charging circuit consists of brake charge valve (3) and Manifold valve (1) supplies the pressure oil from brake
manifold valve (1). (Refer to SYSTEM / Hydraulic System.) charge valve (3) to the steering pilot valve, pump
Brake charge valve (3) supplies the pressure oil from the regulator, and ride control valve (optional). In addition,
pilot pump preferentially to service brake accumulator (5), when the control lever lock solenoid valve is shifted,
the brake valve, and the parking brake. In addition, brake manifold valve (1) also supplies the pressure oil to the
charge valve (3) also supplies pressure oil to manifold pilot valve. Pressure sensor (primary pilot pressure) (2)
valve (1). Pressure sensor (brake primary pressure) (4) for for the control lever lock indicator is installed in manifold
the brake oil low pressure indicator is installed in brake valve (1).
charge valve (3).
1 6
TNED-03-07-014
1- Manifold Valve 4- Pressure Sensor (Brake Primary 6- Pilot Accumulator (Front

2- Pressure Sensor (Primary Pilot Pressure) Attachment)
Pressure) 5- Service Brake Accumulator (2 7- Pilot Accumulator (Steering)
3- Brake Charge Valve Used)
T3-7-1
Brake Charge Valve

The brake charge valve consists of priority valve (12),
a
spool (3), and pilot piston (7). 17 18
1 2
Operation
3
 Between pressure accumulation start and finish e f
1. When the pressure of the brake circuits (service
b
brake accumulators (17, 18)) decrease, the passage 16 4
(5) pressure also decreases. Pilot piston (7) and d 5
piston (6) are moved down (up on the circuit 19 6
diagram) by the spring (8) force. g 7
15 T
2. Therefore, the passage (14) pressure increases 14
slowly as passage (14) and port T are blocked by
13
pilot piston (7). 8
9
3. When the passage (14) pressure is under the 10
condition that the passage (14) pressure and the
spring (13) force are larger than the oil chamber (11) P
pressure, priority valve (12) moves to the right.
4. The pressure oil from port P pushes to open check c 12 11
valve (9) and flows to service brake accumulators TNED-03-07-015
(17, 18) and the brake circuits.
5. At this time, in case the pressure difference is a- To Brake Valve (Front) d- To Parking Brake
generated in the front and rear brake circuits, spool b- To Brake Valve (Rear)
(3) moves to the pressure-low side. c- To Manifold Valve
6. Therefore, the pressure oil is supplied to the 1- Orifice 12- Priority Valve
pressure-low circuit preferentially. 2- Orifice 13- Spring
3- Spool 14- Passage
7. When the brake circuit pressure decreases, priority
valve (12) is moved to the right by the spring (13) 5- Passage 16- Spring
force and the pressure oil is supplied to the brake 6- Piston 17- Service Brake Accumulator
circuit preferentially. 7- Pilot Piston (Front)
8- Spring 18- Service Brake Accumulator
8. This operation continues until the pressure oil is 9- Check Valve (Rear)
accumulated in service brake accumulators (17, 18) 10- Orifice 19- Pressure Sensor (Brake
and the accumulator pressure reaches the cutout 11- Oil Chamber Primary Pressure)
pressure.
T3-7-2
Section A-A
c
8 14 13 d 12
P
11
T
7 10
B B 6
9
15
e d f
Section B-B
a b
4 3 16
C C 5
9
g
A A
15 10
Section C-C
2 a b 1
4 16
TNED-03-07-017
3
P- Port P (From Pilot Pump)

a- To Brake Valve (Port PA) d- To Parking Brake f- To Service Brake Accumulator g- Pressure Sensor (Brake Primary
b- To Brake Valve (Port PB) e- To Service Brake Accumulator (Rear) Pressure) Mounting Port
c- To Manifold Valve (Front)
1- Orifice 5- Passage 9- Check Valve 13- Spring

2- Orifice 6- Piston 10- Orifice 14- Passage
3- Spool 7- Pilot Piston 11- Oil Chamber 15- Orifice
4- Spring 8- Spring 12- Priority Valve 16- Spring
T3-7-3
 After pressure accumulation finish

1. The pressure oil in passage (5) is routed to piston
(6).
a
17 18
2. In addition, the pressure of service brake 1 2
accumulators (17, 18) is blocked by check valve (9)
and is kept.
3
e f
3. When the pressure accumulated in service brake
accumulators (17, 18) reaches the cutout pressure, b
piston (6) and pilot piston (7) are moved up (down 16 4
on the circuit diagram) by the passage (5) force. d 5
19 6
4. Passage (14) is connected to port T (hydraulic oil g 7
15 T
tank) so that the passage (14) pressure decreases.
14
5. Therefore, when the passage (14) pressure and the
spring (13) force is smaller than the oil chamber (11) 13
8
pressure, priority valve (12) is moved to the left. 9
10
6. Consequently, more pressure oil in port P flows to
the brake circuit and manifold valve.
P
7. This operation continues until the service brake is
applied (the brake circuit pressure decreases). c 12 11
TNED-03-07-015
a- To Brake Valve (Front) d- To Parking Brake

b- To Brake Valve (Rear)
c- To Manifold Valve
1- Orifice 12- Priority Valve

2- Orifice 13- Spring
3- Spool 14- Passage
5- Passage 16- Spring
6- Piston 17- Service Brake Accumulator
7- Pilot Piston (Front)
8- Spring 18- Service Brake Accumulator
9- Check Valve (Rear)
10- Orifice 19- Pressure Sensor (Brake
11- Oil Chamber Primary Pressure)
T3-7-4
Section A-A
c
8 14 13 d 12
P
11
T
7 10
B B 6
9
15
e d f
Section B-B
a b
4 3 16
C C 5
9
g
A A
15 10
Section C-C
2 a b 1
4 16
TNED-03-07-017
3
P- Port P (From Pilot Pump)

a- To Brake Valve (Port PA) d- To Parking Brake f- To Service Brake Accumulator g- Pressure Sensor (Brake Primary
b- To Brake Valve (Port PB) e- To Service Brake Accumulator (Rear) Pressure) Mounting Port
c- To Manifold Valve (Front)
1- Orifice 5- Passage 9- Check Valve 13- Spring

2- Orifice 6- Piston 10- Orifice 14- Passage
3- Spool 7- Pilot Piston 11- Oil Chamber 15- Orifice
4- Spring 8- Spring 12- Priority Valve 16- Spring
T3-7-5
(Blank)
T3-7-6
Manifold Valve
a
The manifold valve consists of pilot relief valve (1), torque
control solenoid valve (2), control lever lock solenoid DR3 DR4 1
valve (3), and pilot accumulators (4, 5).
5
P2 PS1
b
PS2
c
X1
e
2
DR5
DR2
PP1
6 3 4
d
TNED-03-07-016
DR3
DR4
P2
PS2 PS1
2
X1
DR2
3
PP1
DR5
TNED-03-07-007
a- From Brake Charge Valve c- To Pump Regulator, Ride d- To Pilot Valve

b- To Steering Pilot Valve Control Valve (OP) e- To Pump Regulator
1- Pilot Relief Valve 3- Control Lever Lock Solenoid 5- Pilot Accumulator (Steering)
2- Torque Control Solenoid Valve Valve 6- Pressure Sensor (Primary Pilot
4- Pilot Accumulator (Front) Pressure)
T3-7-7
Pilot Relief Valve

Pilot relief valve (1) keeps the pilot pump pressure
supplied to port P to the specified pressure.
Operation
1. The pressure oil from port P is routed to the spool
(3) end through spool (3).
2. When the pressure at port P is larger than the spring
(2) force, spool (3) compresses spring (2) and moves
up.
3. The pressure oil from port P flows to port DR4
(hydraulic oil tank) and the pressure at port P
decreases.
4. When the pressure at port P decreases, spool (3) is
moved down by the spring (2) force.
5. Therefore, port P is disconnected to port DR4 by
spool (3).
6. The pressure at port P is controlled to keep constant
by repeating the above operations.
1
Section A-A
2
A A
DR4
P
3
TNED-03-07-018
TNED-03-07-008
1- Pilot Relief Valve 2- Spring 3- Spool
T3-7-8
Torque Control Solenoid Valve

Torque control solenoid valve (2) supplies torque control
pressure ST according to the signal from MC to the pump
regulator. (Refer to SYSTEM / Hydraulic System.)
Torque control solenoid valve (2) is a proportional
solenoid valve.
Section A-A
e
X1
A A
DR3 P2
TNED-03-07-019
TNED-03-07-008
e- To Pump Regulator
2- Torque Control Solenoid Valve
T3-7-9
Proportional Solenoid Valve
The proportional solenoid valve is controlled by the

electric current signal from MC (main controller) and
outputs the pressure in proportion to the electric
current.
 When in neutral  When excited

1. Spring (2) pushes spool (1) to the right and output 1. Solenoid (3) pushes spool (1) to the left in
port X1 is connected to tank port DR3. proportion to the current value flowing through
solenoid (3).
2. The pilot pressure oil from port P2 flows to output
port X1 and the pressure at output port X1
increases.
3. This pressure at output port X1 is routed to stepped
part (a) of spool (1). Spool (1) is pushed to the right
due to the difference in the pressure receiving area
between stepped part (a).
4. When the pressure at output port X1 increases and
the force to push spool (1) to the right overcomes
the force to push spool (1) to the left by solenoid (3),
spool (1) is moved back to the right and the passage
between output port X1 and port P2 is closed.
Therefore, the pressure at output port X1 stops
increasing.
DR3 X1 P2 1 2 3
TDAA-03-07-013
1- Spool 2- Spring 3- Solenoid
T3-7-10
Control Lever Lock Solenoid Valve

Control lever lock solenoid valve (3) is shifted by the
control lever lock switch and supplies the pilot pressure
oil to the pilot valve. Control lever lock solenoid valve (3)
is an ON/OFF solenoid valve.
Section B-B
When unexcited (The control lever lock switch is in the OFF position.)
DR2
P2
PP1
TNED-03-07-020
4 5 d 6
B B
When excited (The control lever lock switch is in the ON position.)
DR2
3
P2
TNED-03-07-008
PP1
TNED-03-07-020
4 5 d 6
d- To Pilot Valve
3- Control Lever Lock Solenoid 4- Solenoid 6- Spring

Valve 5- Spool
T3-7-11
Service Brake Accumulator

The service brake accumulator is installed in the
accumulation circuit of the brake charge valve.
The high-pressure nitrogen gas is contained in the
accumulator and the pressure oil from the pilot pump
compresses the nitrogen gas through the piston.
The brake circuit pressure oil is retained by the
compression of the nitrogen gas.
TNED-03-07-021
T3-7-12
Pilot Accumulator
The pilot accumulator is installed in the manifold valve.
High-pressure nitrogen gas (1) is contained in the
accumulator and the pressure oil from the pilot pump
compresses nitrogen gas (1) through bladder (2).
The each circuit pressure oil is retained by the
compression of nitrogen gas (1).
T1F3-03-08-007
a- Pressure Oil from Pilot Pump
1- Nitrogen Gas 2- Bladder
T3-7-13
(Blank)
T3-7-14
Group 8 Drive Unit
Outline
The drive unit consists of transmission (2) and torque
converter (1).
The drive unit is connected with the engine. The output
power from the engine is transmitted to transmission (2)
through the engine flywheel and torque converter (1).
b
a
T4GB-03-09-002
2
a- Engine Side b- Main Pump Side c- Propeller Shaft Side
1- Torque Converter 2- Transmission
T3-8-1
Group 8 Drive Unit
Side View of Transmission
2 1 3 4 5 6 7
8
9
10
14
13 11
12
T4GB-03-09-002
1- Torque Converter 5- Transmission Intermediate 8- Adapter for Remote Filter 12- Drain Plug with Magnet
2- Torque Converter Housing Shaft Sensor 9- Filter (M38×1.5)
3- Torque Converter Input Speed 6- Torque Converter Output 10- Parking Brake 13- Rear Axle Output Flange
Sensor Speed Sensor 11- Front Axle Output Flange 14- Transmission Case
4- Breather 7- Transmission Case Cover
T3-8-2
Group 8 Drive Unit
Transmission Pressure Test Port
View B
1 2 3
10
5
9
6
8
7
View Y View A
11
11
12
Y
12
13
13
T4GB-03-09-009
1- System Main Pressure Test Port 6- Reverse Clutch Pressure Test 9- Low-Speed Forward Clutch 12- Transmission Oil Cooler
2- Torque Converter Input Port Pressure Test Port Output Oil Pressure Test Port
Pressure Test Port 7- First Speed Clutch Pressure 10- Second Speed Clutch Pressure 13- Torque Converter Outlet
3- Reduced Oil Pressure Test Port Test Port Test Port Temperature Test Port
4- Harness Connector 8- Third Speed Clutch Pressure 11- Transmission Oil Cooler
5- High-Speed Forward Clutch Test Port Returning Oil Pressure Test
Pressure Test Port Port
T3-8-3
Group 8 Drive Unit
Front View of Transmission
1 2
6 3
A T4GB-03-09-003
1- Main Pump Drive Shaft 3- Parking Brake 5- Front Axle Output Flange 7- Adapter for Remote Filter
2- Transmission Control Valve 4- Transmission Mount Base 6- Filter
T3-8-4
Group 8 Drive Unit
Section of Transmission (Section A-A)
11 3
10
T4GB-03-09-004
1- First Speed Clutch 4- Hydraulic Pump Drive 7- Third Speed Clutch 10- Rear Output Flange
2- High-Speed Forward Clutch 5- Low-Speed Forward Clutch 8- Front Output Flange 11- Torque Converter
3- Reverse Clutch 6- Second Speed Clutch 9- Output Shaft
T3-8-5
Group 8 Drive Unit
Torque Converter
A single-stage torque converter is adopted. The torque
converter consists of impeller (3), turbine (1), and stator
fNOTE: Torque converter housing is so designed as to
be dry inside. Normally, oil leakage does not occur in
(2). this area. Torque converter does not contain serviceable
parts. So, in the case of a failure, replace the whole
Operation device.
1. Impeller (3) drives the oil in the torque converter.
Notch ring (11) is welded to impeller (3). This works
fNOTE: High-speed drive gear (8) and low-speed drive
gear (9) are integral with torque converter input shaft
as the pick-up point of the torque converter input (13).
speed sensor.
2. Drive tube (12) is also welded to impeller (3). Drive
tube (12) drives the inner gear of transmission
pump (5).
3. Impeller shaft (7) is connected to torque converter
input shaft (13) with spline joint, and drives the
main pump.
4. As impeller (3) rotates, it forcefully flows oil, against
turbine (1).
5. Turbine (1) and impeller (3) rotate in the same
direction. Turbine (1) is connected to turbine shaft
(10) with spline joint. Turbine shaft (10) rotates drive
gears (8, 9) for transmitting torque to the clutch.
6. Oil, coming out of turbine (1), flows in the opposite
direction of impeller (3).
7. This oil enters stator (2).
8. As the blade inside stator (2) is bent, oil flows in the
same direction as impeller (3).
9. Turbine (1) rotates more slowly than impeller (3).
10. Therefore, the torque converter functions as a
torque amplifier.
11. Maximum output torque is generated when
impeller (3) is rotating at the maximum speed with
turbine (1) stopped.
T3-8-6
Group 8 Drive Unit
3 4 5 6 7
a b
12 11 10 9 8 13
T4GB-03-09-001
a- Engine Side b- Main Pump Side
1- Turbine 5- Transmission Pump 9- Low-Speed Drive Gear 13- Torque Converter Input Shaft
2- Stator 6- Seal Ring 10- Turbine Shaft
3- Impeller 7- Impeller Shaft 11- Notch Ring
4- Oil Seal 8- High-Speed Drive Gear 12- Drive Tube
T3-8-7
Group 8 Drive Unit
Transmission
Transmission is the hydraulic power shift type. High-speed forward clutch (2) is provided with two
There are six clutches, and five forward speed shifts and output gears (2-c, 2-d). High-speed forward clutch (2) is
three reverse speed shifts are available depending on the operated when it is connected. Two output gears (2-c,
combination of the respective packs. Two clutches need 2-d) of high-speed forward clutch (2) are operated when
to be connected for moving the vehicle body. One of it is disconnected.
them is for determining the direction, and consists of low- Main pressure oil flows through the passage in the shaft
speed forward clutch (5), high-speed forward clutch (2), of each clutch, and connects the clutches.
and reverse clutch (3). The other clutch is for determining Lubrication oil is distributed to the respective clutch
the speed, and consists of first speed clutch (1), second shafts through the manifold plate installed between the
speed clutch (6), and third speed clutch (7). torque converter and the transmission case.
Input (a) shaft is provided with two gears, and they
transmits torque to drive gears (5-b, 3-b, and 2-b) of
low-speed forward clutch (5), reverse clutch (3), and
high-speed Forward clutch (5). The output gears (3-c, 2-c,
and 6-c) of reverse clutch (3), high-speed forward clutch
(2), and second speed clutch (6) are always geared, and
transmit torque to first speed clutch drive gear (1-b) and
third speed output gear (7-c).
Transmission Gear Pattern

(Viewed from Control Valve Side) a 3-c
3-b
5
3
5-c
5-b
6-c
2
2-c
6-b
2-b
6
2-d
1
1-b
7
1-c
7-b 9
7-c
T106954
a- Input (From Torque Converter) b- Drive Gear c- Output Gear d- Output Gear
1- First Speed Clutch 3- Reverse Clutch 6- Second Speed Clutch 9- Output Shaft
2- High-Speed Forward Clutch 5- Low-Speed Forward Clutch 7- Third Speed Clutch
T3-8-8
Group 8 Drive Unit
Transmission Clutch Engagement as per Selected

Speed Shift
 Transmission Clutch Engagement
Directional Control Clutch Speed Control Clutch
Selected Speed Low-Speed High-Speed Reverse First Speed Second Speed Third Speed
Shift Forward Forward
Forward Speed  
1 (F1)
2 (F2)
3 (F3)
4 (F4)
5 (F5)
Reverse Speed  
1 (R1)
2 (R2)
3 (R3)
T3-8-9
Group 8 Drive Unit
Operation of Transmission
Forward Speed 1
1. In case of forward speed 1, low-speed forward 3. Torque from output gear (5-c) of low-speed forward
clutch (5) and first speed clutch (1) are connected. clutch (5) is transmitted to drive gear (1-b) of first
speed clutch (1) through output gear (6-c) of
2. Torque (a) inputted by the torque converter enters
second speed clutch (6), output gear (2-c, 2-d) of
drive gear (5-b) of low-speed forward clutch (5), and
high-speed forward clutch (2), and output gear (1-c)
is transmitted to output gear (5-c).
of first speed clutch (1).
4. Then, the torque is outputted to output gear (7-c)
of third speed clutch (7) through drive gear (1-b) of
first speed clutch (1), and finally to output shaft gear
(9).
5-c
5-b
2
6-c
2-c
6
2-d
1
1-c
7
1-b
7-c
9
T106956
T3-8-10
Group 8 Drive Unit
1-b
1-c
2
2-d
2-c
11
5-b
5-c
6-c
6
7-c
T4GB-03-09-005
1- First Speed Clutch 5- Low-Speed Forward Clutch 7- Third Speed Clutch 11- Torque Converter
2- High-Speed Forward Clutch 6- Second Speed Clutch 9- Output Shaft Gear
T3-8-11
Group 8 Drive Unit
Forward Speed 2
clutch (5) and second speed clutch (6) are clutch (5) is transmitted to drive gear (6-b) through
connected. output gear (6-c) of second speed clutch (6).
2. Torque (a) inputted by the torque converter enters 4. Torque is transmitted to output shaft gear (9)
drive gear (5-b) of low-speed forward clutch (5), and through drive gear (6-b) of second speed clutch (6)
is transmitted to output gear (5-c). and output gear (7-c) of third speed clutch (7).
5-c
5-b
6-c 2
6-b
TNEE-03-08-001
T3-8-12
Group 8 Drive Unit
11
5-b
6-c 5-c
7-c
TNEE-03-08-002
a- Input (From Torque Converter) b- Drive Gear c- Output Gear
5- Low-Speed Forward Clutch 7- Third Speed Clutch 11- Torque Converter

6- Second Speed Clutch 9- Output Shaft Gear
T3-8-13
Group 8 Drive Unit
Forward Speed 3
1. In case of forward speed 3, high-speed forward
clutch (2) and second speed clutch (6) are
connected.
2. Torque (a) inputted from the torque converter is
transmitted to output gear (6-c) of second speed
clutch (6) through drive gear (2-b) of high-speed
forward clutch (2) and output gear (2-c).
3. Torque is transmitted to drive gear (6-b) through
output gear (6-c) of second speed clutch (6).
4. Torque from drive gear (6-b) of second speed clutch
(6) is transmitted to output shaft gear (9) through
output gear (7-c) of third speed clutch (7).
6-c
2
6-b
6 2-c
2-b
7-c
TNEE-03-08-003
T3-8-14
Group 8 Drive Unit
2
2-c
2-b
11
6-c
6-b
7-c
TNEE-03-08-004
2- High-Speed Forward Clutch 7- Third Speed Clutch 11- Torque Converter

T3-8-15
Group 8 Drive Unit
Forward Speed 4
clutch (5) and third speed clutch (7) are connected. clutch (5) is transmitted to drive gear (7-b) of third
speed clutch (7) through output gear (6-c) of
2. Torque (a) inputted by the torque converter enters
second speed clutch (6).
drive gear (5-b) of low-speed forward clutch (5), and
is transmitted to output gear (5-c). 4. Torque is transmitted to output shaft gear (9)
through drive gear (7-b) of third speed clutch (7)
and output gear (7-c).
5-c
5-b
6-c 2
7-c 1
7-b
TNEE-03-08-005
T3-8-16
Group 8 Drive Unit
11
5-b
5
5-c
6-c
7-b
7-c
TNEE-03-08-006
5- Low-Speed Forward Clutch 7- Third Speed Clutch 11- Torque Converter

T3-8-17
Group 8 Drive Unit
Forward Speed 5
1. In case of forward speed 5, high-speed forward
clutch (2) and third speed clutch (7) are connected.
transmitted to output gear (6-c) of second speed
clutch (6) through drive gear (2-b) of high-speed
forward clutch (2) and output gear (2-c).
3. Torque is transmitted to output shaft gear (9)
through output gear (6-c) of second speed clutch
(6), drive gear (7-b) of third speed clutch (7), and
output gear (7-c).
6-c 2
6 2-c
2-b
7-b
9
7-c
T106958
T3-8-18
Group 8 Drive Unit
2-c 2
11 2-b
6-c
7-b 7
7-c
T4GB-03-09-006

T3-8-19
Group 8 Drive Unit
Reverse Speed 1
1. In case of reverse speed 1, reverse clutch (3) and first
speed clutch (1) are connected.
transmitted to output gear (b) of first speed clutch
(1) through drive gear (3-b) of reverse clutch (3),
output gear (3-c), output gear (2-c, 2-d) of high-
speed forward clutch (2).
through output gear (1-c) of first speed clutch (1),
drive gear (1-b), and output gear (7-c) of third speed
clutch (7).
3-b
3-c
2-c
2-d
7-c
1-b
7
1-c
T106957
T3-8-20
Group 8 Drive Unit
1-b
1-c
2-d 2
2-c
3-c 3
11
a 3-b
7-c
T4GB-03-09-007
1- First Speed Clutch 3- Reverse Clutch 9- Output Shaft Gear

T3-8-21
Group 8 Drive Unit
Reverse Speed 2
1. In case of reverse speed 2, reverse clutch (3) and
second speed clutch (6) are connected.
transmitted to drive gear (6-b) of second speed
clutch (6) through drive gear (3-b) of reverse clutch
(3), output gear (3-c), output gear (2-c) of high-
speed forward clutch (2), and output gear (6-c) of
second speed clutch (6).
3. Torque from drive gear (6-b) of second speed clutch
(6) is transmitted to output shaft gear (9) through
output gear (7-c) of third speed clutch (7).
3-c
3-b
6
2
6-c
2-c
6-b
7-c 1
TNEE-03-08-007
T3-8-22
Group 8 Drive Unit
2-c
3-c
3
11
3-b
6-c
6-b
7-c
TNEE-03-08-008

3- Reverse Clutch 7- Third Speed Clutch 11- Torque Converter
T3-8-23
Group 8 Drive Unit
Reverse Speed 3
1. In case of reverse speed 3, reverse clutch (3) and
third speed clutch (7) are connected.
transmitted to drive gear (7-b) of third speed clutch
(7) through drive gear (3-b) of reverse clutch (3),
output gear (3-c), output gear (2-c) of high-speed
forward clutch (2), and output gear (6-c) of second
speed clutch (6).
through drive gear (7-b) of third speed clutch (7)
and output gear (7-c).
3-c
3-b
6-c 2
6 2-c
7-c
9
7-b
TNEE-03-08-009
T3-8-24
Group 8 Drive Unit
2-c
3-c
3
11
3-b
a
6-c
7-b
7-c
TNEE-03-08-010

3- Reverse Clutch 7- Third Speed Clutch 11- Torque Converter
T3-8-25
Group 8 Drive Unit
Transmission Control Valve

Pressure control valve (2) is a spring type spool valve, and Damper valve (9) operates as an accumulator of the
controls system main pressure oil (a) by adjusting the control circuit. Peak pressure is absorbed by damper valve
flow rate entering the control circuit. Oil not used for the (9) and smoothens the spool (10) movement. Damper
control circuit flows to the torque converter. valves (9) are all the same ones.
System main pressure oil (a) flows to pressure reducing When the machine moves, two clutches are connected.
valve (3) of electromagnetic type. This pressure reducing The low-speed forward clutch, high-speed forward clutch,
valve (3) supplies pressure oil of the specified pressure and reverse clutch are directional controls, and first speed
to proportional solenoid valves (13), and the pressure clutch, second speed clutch, and third speed clutch are
remains unchanged even if the shift is changed. However, speed control clutches.
pressure adjustment of pressure reducing valve (3) is not
possible.
Six proportional solenoid valves (13) lead oil to the

respective clutches, and select or shift speed shift and
forward/reverse travel direction. TCU sends variable
electric signals to proportional solenoid valves (13)
for smooth connection of the clutch. Six proportional
solenoid valves (13) and spools (10) are all the same ones.
 Proportional solenoid valve Y1 moves the high-

speed forward clutch.
 Proportional solenoid valve Y2 moves the reverse
clutch.
 Proportional solenoid valve Y3 moves the first speed
clutch.
 Proportional solenoid valve Y4 moves the third
speed clutch.
 Proportional solenoid valve Y5 moves the low-speed
forward clutch.
 Proportional solenoid valve Y6 moves the second
speed clutch.
 Transmission Clutch Engagement and Proportional

Solenoids (Y1 to Y5) Activated
Directional Control Clutch Speed Control Clutch
Selected Speed Shift Low-Speed High-Speed Reverse First Speed Second Speed Third Speed
Forward Forward
Forward Speed 1 (F1) Solenoid Y5 Solenoid Y3
Reverse Speed 1 (R1) Solenoid Y2 Solenoid Y3
T3-8-26
Group 8 Drive Unit
1 2 3 4
7
a c
T107151
b d
3
2
13
4
12
8
1
11
T107153
10 9
a- System Main Pressure Oil c- Reduced Pressure Oil d- Converter Pressure Oil (Return
b- Returning Oil Oil)
1- Valve Body 5- Middle Plate 9- Damper Valve 13- Proportional Solenoid Valve
2- Pressure Control Valve 6- Channel Plate 10- Spool
3- Pressure Reducing Valve 7- Plate 11- Housing
4- Connector 8- Cover 12- Modulation Circuit
T3-8-27
Group 8 Drive Unit
Drive Unit Circuit
2 4 5 6 7 8
1 3
Y1 Y2 Y3 Y4 Y5 Y6
17
9
20 19 18
21
10
16
11
22 15
12
14
13
T4GB-03-09-010
1- Damper Valve 9- Pressure Reducing Valve 15- Torque Converter Oil Cooler 20- Transmission Oil Temperature
2- High-Speed Forward Clutch 10- Oil Filter (Installed on Drive Unit) Sensor
3- Booster Valve 11- Oil Filter Bypass Valve 16- Torque Converter Back 21- Proportional Solenoid Valve
4- Reverse Clutch 12- Oil Filter Restriction Switch Pressure Valve 22- Torque Converter Cooler
5- First Speed Clutch 13- Charging Pump 17- Main Relief Valve Check Valve
6- Third Speed Clutch 14- Torque Converter Oil Cooler 18- Torque Converter Relief Valve
7- Low-Speed Forward Clutch (Installed on Rear of Vehicle) 19- Torque Converter
8- Second Speed Clutch
T3-8-28
Group 9 Axle
Outline
This machine has front axle (4) and rear axle (5). Front The power from the transmission is transmitted to front
axle (4) is installed directly to the front frame. Rear axle axle (4) and rear axle (5) via the propeller shaft. Inside the
(5) is installed to the rear frame via supports (6). Rear axle axle, the power is transmitted to differential (3), is divided
(5) is allowed to oscillate and the vehicle vibration while into the right and left, is transmitted to reduction gear
driving is reduced. (1) via the axle shaft in body (2), and drives the wheel.
The axle consists of body (2), differential (3), and Reduction gear (1) has the built-in service brake.
reduction gear (1).
f NOTE: As for front axle (4) and rear axle (5), the
operational principles are the same.
3 6
1
4
3 2
5
1 2
TNEJ-03-09-001
1- Reduction Gear 3- Differential 5- Rear Axle

2- Body (2 Used) 4- Front Axle 6- Support
T3-9-1
Group 9 Axle
Differential
The differential enables the right and left drive wheels
to rotate at different rotating speeds when steering the
vehicle body or driving on bumpy roads.
Structure
1 2 3 4 5 2 6
TNEJ-03-09-002
1- Axle Shaft 4- Spider 7- Ring Gear

2- Side Gear (2 Used) 5- Housing 8- Pinion Shaft
3- Pinion Gear (4 Used) 6- Axle Shaft
T3-9-2
Group 9 Axle
Function
 Purpose of Differential
1. When the vehicle body is steered, the inner wheel
turns with a smaller radius, so the outer wheel
needs to rotate faster for smooth steering.
2. Suppose driving the rear wheel by directly installing
the gear to the propeller shaft with a shaft having
no differential.
3. In this case, the outer wheel and the inner wheel
rotate the same amount. Therefore, when the
vehicle body is steered, the outer wheel cannot
rotate more than the inner wheel. Consequently,
skidding sideways or tire wear takes place. In
addition, the axle is subjected to torsional stress,
resulting in unstable transmission of drive force.
4. On the other hand, in case a differential is installed,
the inner and the outer wheels can rotate at
different speeds, and the problem mentioned
above can be eliminated.
b
c
T202-03-05-005
a- Extension Line of Rear Wheel b- When vehicle body is steered c- When vehicle body drives on a
Centers rough road
T3-9-3
Group 9 Axle
 Principle of Differential
The operation principle of the differential is explained
here comparing it to the racks and the pinion gear in
the drawing.
W W W
1. When load W is equally applied to rack A (1) and
rack B (3) and if C is moved upward by the distance C
of H, rack A (1) and rack B (2) move by the same C
distance of H in unison with pinion (2).
2. If moved by removing the load from rack B (3), H
pinion (2) rotates on rack A (1) (with the load
applied) and moves upward.
3. Rack B (3) (with the light load applied) moves H H
upward by rotating pinion (2).
4. At this time, the distance that rack B (3) moves is
2H
longer than the distance that pinion (2) moves
while rotating.
5. The distance that rack B (3) moves can be calculated
1 2 3 2
by using the equation of H+H=2H. This principle is
applied to the differential.
T202-03-05-006
1- Rack A 3- Rack B
2- Pinion
T3-9-4
Group 9 Axle
 Operation of Differential
1. In case the resistance applied to axle shafts (1, 7)
connected to side gear (2) by a spline joint are the
same or in case the vehicle body drives straight on a
flat road, pinion gear (4) does not rotate.
2. Pinion gear (4) and side gear (2) remain fixed by 8
9
being mutually geared, and rotate in unison with
housing (3) which are connected to ring gear (8).
4
3. In case the constituent portion of the whole is
rotating solidly like this, the differential function 7
of the differential does not work, but side gear (2),
pinion gear (4), and spider (5) work only as a joint
connecting axle shafts (1, 7).
4. When the vehicle body is steered, uneven resistance
is applied to the drive wheels. Therefore, pinion gear 2 2 1
(4) begins revolving on side gear (2) while rotating
around spider (5) due to the difference of the 3 5 3
resistance applied to the inner and outer wheels.
5. Consequently, in case the resistance force applied T202-03-05-007
to axle shaft (1) is large, pinion gear (4) rotates in the
same direction as the rotational direction on side
gear (2). And the speed of axle shaft (1) is reduced
and the amount of the speed reduction is applied
to axle shaft (7) so that the differential gear function
works. 8
9
6. Suppose ring gear (8) is driven by pinion shaft (9) at
the speed of 100. In the condition that the vehicle
body drives straight, the drive wheels on the both 4
sides rotate at the same speed. 7
7. However, in case the vehicle body is steered and the
speed of the right drive wheel is reduced to 90, the
left wheel turns at the speed of 100+(100-90)=110
as the speed of 10 (100-90=10) is added to the
speed of the left wheel. 2 2 1
8. If ring gear (8) rotates at the speed of 100,
the summation of the speeds of the right and 3 5 3
left wheels becomes always 200 regardless of
movement of the respective wheels.
T202-03-05-008
T3-9-5
Group 9 Axle
Limited Slip Differential (LSD) (Option)

A wheel loader must be worked in places (sand or muddy Pressure ring (2) supports spider (8) with the cam. Outer
soil) where tires are slipping easily. The power from the clutch discs (4) and inner clutch discs (5) are inserted
transmission is transmitted to the slipping tile of light between pressure ring (2) and housing (6). Outer clutch
load, not transmitted the tires contacting a ground of discs (4) are engaged with housing (6) by tabs and inner
heavy load. The work efficiency of wheel loader worsens. clutch discs (5) are splined to side gears (3). LSD keeps the
The lifetime of tires is shortened. right and left tires at same speed by the resistance of the
In order to avoid this, the limited slip differential (LSD) for friction of outer clutch discs (4) and inner clutch discs (5).
avoiding different movement of the left and right wheels
is adopted.
1 2 3
7 5
6
8
TNEJ-03-09-005
1- Ring Gear 3- Side Gear 5- Inner Clutch Disc 7- Pinion Gear

2- Pressure Ring 4- Outer Clutch Disc 6- Housing 8- Spider
T3-9-6
Group 9 Axle
Driving Straight with the Same Road Resistance to

Right and Left Tires
1. As the pinion gear and the right and left side gears
rotate solidly, the driving force of the right and left
tires are the same.
Driving on Soft Roads (Different Road Resistance to

Right and Left Tires)
1. The driving force is transmitted to the housing, 5
pressure ring (2), and spider (8) through the ring P P
gear. 4
2. At this time, spider (8) having the cam construction
pushes pressure ring (2) toward the housing with
thrust (P).
3. Pressure ring (2) pushes inner clutch disc (5) which 8
is connected to the side gears by a spline joint
and outer clutch disc (4) which is connected to the 2
housing by a tag joint toward the housing.
T4GB-03-10-004
4. The side gears and housing are turned together by
the resistance of the friction surfaces of inner clutch
disc (5) and outer clutch disc (4). Then, the right and 2- Pressure Ring 5- Inner Clutch Disc
left side gears are turned at the same speed. 4- Outer Clutch Disc 8- Spider
5. Therefore, as the right and left axle shafts
connected to the side gears by a spline joint tend
to rotate solidly with the housing, the differential
movement restriction works.
6. In case the driving force provided for the skidding
tire is larger than the road resistance, part of the
torque of the skidding tire is added to the tire
contacting the road by the differential movement
restriction (because of the same speed of the right
and left tires), and the tire contacting the road is
provided with more torque.
7. Until the difference of the resistance between the
right and left tires exceeds the specified value (until
inner clutch disc (5) begins to slip), the right and left
gears solidly rotate at a constant speed.
T3-9-7
Group 9 Axle
Reduction Gear
The reduction gear is a one-stage planetary reduction Output shaft (1) is connected to planetary carrier (4) by a
gear and transmits the driving force from the differential spline joint. Plate (10) and friction plate (9) are connected
gear to the wheels. The brake is a wet-type multi-disc to housing (2) and planetary carrier (4) by a spline joint
brake. respectively.
The major components are output shaft (1), housing (2),
piston (3), planetary carrier (4), ring gear (5), planetary
gear (6), shaft (7), friction plate (9), and plate (10).
Structure
1 2 3 4 5 6
10 TNEJ-03-09-003
9
1- Output Shaft 4- Planetary Carrier 7- Shaft 10- Plate

2- Housing 5- Ring Gear 8- Axle Shaft
3- Piston 6- Planetary Gear (4 Used) 9- Friction Plate
T3-9-8
Group 9 Axle
When brake is applied

1. When the brake pedal is depressed, pressure oil (P) 4. Planetary gear (6) meshes with shaft (7) via
from the brake valve is routed to piston (3) through planetary carrier (4). Therefore, as planetary carrier
the inner passage in housing (2). (4) has stopped rotating, planetary gear (6) also
stops rotating.
2. Piston (3) is moved to the right by pressure oil (P) so
that friction plate (9) and plate (10) are pushed. 5. Consequently, as output shaft (1) stops rotating, the
brake is applied.
3. Therefore, planetary carrier (4) stops rotating.
fNOTE: When the vehicle body drives normally, the disc
brake is free as pressure oil (P) routed to piston (3) flows
to the hydraulic oil tank.
1 P 2 3 4 5 6
10 TNEJ-03-09-003
9
P- Pressure Oil from Brake Valve
1- Output Shaft 4- Planetary Carrier 7- Shaft 10- Plate

2- Housing 5- Ring Gear 8- Axle Shaft
3- Piston 6- Planetary Gear (4 Used) 9- Friction Plate
T3-9-9
Group 9 Axle
(Blank)
T3-9-10
Outline
Brake valve (3) supplies brake pressure to the axle in
proportion to the depressing amount of brake pedals (1,
2) and operates the front and rear service brakes. (Refer to
SYSTEM / Hydraulic System.)
8
5
7
TNEJ-03-10-001
6
a- Machine Front Side
1- Brake Pedal (Left) 4- Port A (To Front Brake) 7- Port PA (From Pilot Pump)
2- Brake Pedal (Right) 5- Port B (To Rear Brake) 8- Port T (To Hydraulic Oil Tank)
3- Brake Valve 6- Port PB (From Pilot Pump)
fNOTE: Brake pedal (right) (2) is optional.
T3-10-1
Layout
Detail of Spools (8, 10)
2
10
14
11
15
12
3 PA
T 4
5 8
10 A 14
9 6 15
13
8 PB
B
6
TNEJ-03-10-002
A- Port A (Front Brake) PA- Port PA (From Pilot Pump) T- Port T (To Hydraulic Oil Tank)
B- Port B (Rear Brake) PB- Port PB (From Pilot Pump)
1- Brake Pedal 5- Control Spring 2 9- Plunger A 13- Oil Chamber B

2- Piston 6- Spool Return Spring (2 Used) 10- Spool A 14- Hole (2 Used)
3- Return Spring 7- Plunger B 11- Balance Spring 15- Notch (2 Used)
4- Control Spring 1 8- Spool B 12- Oil Chamber A
T3-10-2
10
PA A
15
9 14
PB B
T
6 14
TNEJ-03-10-003
T3-10-3
Operation
1. When brake pedal (1) is not depressed, spool A (10) a
and spool B (8) are pushed upward by spool return
springs (6) respectively. D
2. Piston (2) is pushed upward by return spring (3) and
control spring 1 (4) via the spring seat.
3. Port PA and port PB are blocked by spool A (10) and
spool B (8).
4. Port A (front brake) and port B (rear brake) are
connected to port T (hydraulic oil tank) via the C
outer circumference of spool A (10) and spool B b
(8). Therefore, the pressure in port A and port B are A B TNEJ-03-10-007
equal to that in port T.
5. When brake pedal (1) is depressed slightly, piston
a- Pressure in Ports A, B b- Piston Stroke
(2) is pushed, control spring (4) is compressed, and
spool A (10) is moved downward.
6. When spool A (10) is moved downward, spool B (8)
is also moved downward via balance spring (11) and
plunger A (9).
7. This status continues until notches (15) on spool A
(10) and spool B (8) are connected to port PA and
port PB respectively.
T3-10-4
 In neutral
Detail of Spools (8, 10)
2
10
14
11
15
12
3 PA
T 4
5 8
10
A 14
9 6 15
13
8 PB
B
6
TNEJ-03-10-002

T3-10-5
When brake is applied (Output Curve: C to D)

a
1. When brake pedal (1) is further depressed and
piston (2) is pushed, notches (15) on spool A (10)
D
and spool B (8) are connected to port PA and port
PB respectively.
2. Therefore, the circuit between port PA and port A
(front brake) and the circuit between port PB and
port B (rear brake) are connected.
3. The pressure oils in port A and port B are routed to
oil chambers A (12), B (13) through holes (14) on C
spool A (10) and spool B (8). b
A B
4. When the force routed to spool A (10) and spool TNEJ-03-10-007
B (8) (the force which pushes spool A (10) and
spool B (8) upward) is smaller than the spring a- Pressure in Ports A, B b- Piston Stroke
force of control spring 1 (4), control spring 1 (4) is
not compressed. Spool A (10) and spool B (8) are
pushed downward and the pressure in port A and
Port B keep increasing.
5. When the pressure in port A and Port B increase, the
force pushing spool A (10) and spool B (8) upward
increases. When this force overcomes the force of
control spring 1 (4), spool A (10) and spool B (8)
compress control spring 1 (4) and move upward.
6. When spool A (10) and spool B (8) move upward,
the oil passages between port PA and A, and port
PB and port B are disconnected. Then, the pressure
in port A and Port B stop increasing.
7. Therefore, as control spring 1 (4) is compressed
by the amount as spool A (10) and spool B (8) are
pushed, the spring force and the force routed to
spool A (10) and spool B (8) are balanced. This
pressure becomes the pressure in port A and port B.
8. As control spring 2 (5) comes in contact with piston
(2) at the end of piston stroke b when the brake is
applied, the force of control spring 2 (5) is added to
the force of control spring 1 (4).
T3-10-6
Detail of Spool (8, 10)
2
10
14
11
15
12
3 PA
4
5 8
10
A 14
9 6 15
13
8 PB
B
6
TNEJ-03-10-002

T3-10-7
(Blank)
T3-10-8
Outline
Ride control valve (1) makes the machine travel stable
by reducing the force generated in lift arm cylinder (4)
when driving on rough. Ride control valve (1) consists
of ride control solenoid valve (3), ride control spool (8),
charge-cut spool (7), and overload relief valve (9). (Refer
to SYSTEM / Hydraulic System.)
11
TNDB-03-12-001
T3-11-1
Layout
1 2 3 4
A1
B1
PS2 Dr
Pi
a
11
9 A
B
T 10
8 7 6 5
TNDB-03-12-002
A1- Lift Arm Cylinder Bottom Side a- ON Signal from MC B- Port B (to Lift Arm Cylinder PS2- Port PS2 (to Ride Control
Circuit A- Port A (from Lift Arm Cylinder Rod Side) Accumulator)
B1- Lift Arm Cylinder Rod Side Bottom Side) Pi- Port Pi (Pilot Pressure Oil) T- Port T (to Hydraulic Oil Tank)
Circuit
1- Ride Control Valve 5- Pilot Pump 9- Overload Relief Valve

2- Ride Control Accumulator 6- Hydraulic Oil Tank 10- Orifice
3- Ride Control Solenoid Valve 7- Charge-Cut Spool 11- Drain Plug
4- Lift Arm Cylinder 8- Ride Control Spool
T3-11-2
1 PS2
Dr
11 a
Pi
9
b
b
a TNDB-03-12-001
A B T
Section a-a 8 PS2 Section b-b

Pi
11
PS2
T
T
TNDB-03-12-003
T4GD-03-08-001
10 7 B
T3-11-3
Operation
1. When the ride control is not activated, the oil
passage between port Pi and output port (2) is
blocked by spool (3) in ride control solenoid valve
(4).
2. When the conditions for ride control exist, the ON
signal from MC excites the solenoid in ride control
solenoid valve (4) and spool (3) moves right.
3. Therefore, the oil passage between port Pi and
output port (2) is opened.
4. Pilot pressure oil from port Pi flows to output port
(2) through spool (3) in ride control solenoid valve
(4).
5. When the pressure in output port (2) exceeds the
spring (7) force, ride control spool (1) moves right
(to the spring (7) side).
6. Therefore, the circuit between port A (the bottom
side of lift arm cylinder) and port PS2 (the ride
control accumulator) is connected.
7. At the same time, the circuit between port B (the
rod side of lift arm cylinder) and port T (hydraulic oil
tank) is connected.
8. Consequently, when the force pushing down the lift
arm cylinder occurs, the circuit pressure increases
and this pressure is reduced by accumulator (6).
9. In addition, the negative pressure in the circuit due
to the force pushing down the lift arm is canceled
by drawing hydraulic oil supplied from port T.
T3-11-4
5
Pi PS2
A B
2
7
1 8 TNDB-03-12-006
A- Port A (from Lift Arm Cylinder B- Port B (to Lift Arm Cylinder PS2- Port PS2 (to Ride Control
Bottom Side) Rod Side) Accumulator)
Pi- Port Pi (Pilot Pressure Oil) T- Port T (to Hydraulic Oil Tank)
1- Ride Control Spool 4- Ride Control Solenoid Valve 7- Spring

2- Output Port 5- Pilot Pump 8- Hydraulic Oil Tank
3- Spool 6- Ride Control Accumulator
T3-11-5
Charge-Cut Spool
Charge-cut spool (3) makes the ride control accumulator
accumulate pressure oil up to the set pressure.
1. When the ride control is not activated, pressure oil

from the lift arm cylinder bottom side flows to port
X through port A and orifice (1).
2. Pressure oil from port X flows through charge-cut
spool (3), pushes to open check valve (2), and flows
to port Y.
3. Pressure oil from port Y flows to ride control
accumulator and is accumulated.
4. As sectional area M (5) of charge-cut spool (3) is
larger than sectional area N (6) and when the ride
control accumulator pressure is accumulated to the
set pressure, pressure oil in port X pushes charge-
cut spool (3) to the spring (4) side.
5. As charge-cut spool (3) moves to the spring (4) side,
the oil passage between port X and port Y is closed.
6. Therefore, pressure oil is stopped accumulating in
the ride control accumulator.
T3-11-6
When accumulating accumulator pressure
1 A a
PS2
4 3 X Y 2 T4GB-03-08-007
After accumulating accumulator pressure
4 5 6 T4GB-03-08-008
a- To Ride Control Accumulator A- Port A (from Lift Arm Cylinder X- Port X

Bottom Side) Y- Port Y
1- Orifice 3- Charge-Cut Spool 5- Sectional Area M

2- Check Valve 4- Spring 6- Sectional Area N
T3-11-7
Overload Relief Valve

The overload relief valve prevents the hoses and the
ride control accumulator from being damaged in case
pressure in the bottom side circuit of the lift arm cylinder
is suddenly raised by an external force or something
during operation of the lift arm cylinder.
Relief Operation
1. Pressure in port HP (actuator circuit) is routed to
pilot poppet (8) through orifice A (2) in main poppet
(1) and orifice B (3) in seat (4).
2. When pressure in port HP reaches the set force of
spring B (6), pilot poppet (8) is opened and pressure
oil flows to port LP (the hydraulic oil tank) through
passage A (5) and the periphery of sleeve (11).
3. At this time, a pressure difference is caused between
port HP and spring chamber (10) due to orifice A (2).
pressure of spring A (9), main poppet (1) is opened
and pressure oil from port HP flows to port LP.
decreases.
specified pressure, main poppet (1) is closed by the
force of spring A (9).
T3-11-8
Normal Operation:
12 13 1 2 3 4 5 6
HP
11 LP 10 9 8 T176-03-03-012
Relief Operation:
1 2 3 4 5 6
HP
11 LP 10 9 8 T176-03-03-013
1- Main Poppet 4- Seat 8- Pilot Poppet 11- Sleeve

2- Orifice A 5- Passage A 9- Spring A 12- Spring C
3- Orifice B 6- Spring B 10- Spring Chamber 13- Make-Up Valve
T3-11-9
Make-Up Operation
1. When pressure in port HP (actuator circuit)
decreases lower than pressure in port LP (hydraulic
oil tank), make-up valve (13) moves left.
2. Hydraulic oil in port LP flows to port HP and
3. When pressure in the port HP side increases to the
specified pressure, make-up valve (13) is closed by
the force of spring C (12).
T3-11-10
Make-Up Operation:
12 13
HP
TNDB-03-12-013
LP
12- Spring C 13- Make-Up Valve
T3-11-11
Drain Plug
The ride control valve is provided with drain plug
(2) in order to return pressure oil of the ride control
accumulator to hydraulic oil tank (4) at the time of
maintenance or something.
Pressure oil from the ride control accumulator flows
to hydraulic oil tank (4) by loosening drain plug (2).
Therefore, the pressure of ride control accumulator
decreases.
d CAUTION: Do not loosen drain plug (2) too much
as pressure oil may spout out due to removal of
drain plug (2). Do not loosen drain plug (2) more
than 2 turns.
1
2
4 TNDB-03-12-010
a- From Ride Control

Accumulator
1- Lock Nut 3- Overload Relief Valve

2- Drain Plug 4- Hydraulic Oil Tank
T3-11-12
Group 12 Others
Propeller Shaft
The propeller shafts are installed between the
transmission and front axle, and between the
transmission and rear axle, respectively.
The propeller shafts transmit the power from the
transmission to the front axle and rear axle. The adopted
joint is universal joint (1) that is most commonly used.
Between Front Axle and Transmission
1 1 1
T4GB-03-12-003
Between Transmission and Rear Axle
T4GB-03-12-004
1- Universal Joint
T3-12-1
Group 12 Others
Torque Converter Cooler Check Valve

Torque converter cooler check valve (1) is installed in the
cooling circuit of the torque converter oil.
When the cooling circuit of the torque converter oil
becomes abnormal, torque converter cooler check valve
(1) is operated and abnormal pressure is relieved.
a c
b d
TNED-03-11-004
a- To Torque Converter Cooler c- From Torque Converter

b- From Torque Converter Cooler d- To Torque Converter
1- Torque Converter Cooler

Check Valve
T3-12-2
Group 12 Others
Parking Brake Solenoid Valve Block

Parking brake solenoid valve (3), parking brake
accumulator (1), and pressure sensor (parking brake) (2)
for the parking brake indicator are installed in parking
brake solenoid valve block (4). The pressure oil from the
pilot pump flows to parking brake solenoid valve block
(4) through the brake charge valve and is accumulated
in parking brake accumulator (1). The pilot pressure oil
accumulated in parking brake accumulator (1) releases
the parking brake by the operation of parking brake
solenoid valve (3).
3 1
TNED-03-11-002
1- Parking Brake Accumulator 2- Pressure Sensor (Parking 3- Parking Brake Solenoid Valve 4- Parking Brake Solenoid Valve
Brake) Block
T3-12-3
Group 12 Others
Parking Brake Solenoid Valve

The parking brake solenoid valve controls the parking
brake according to the ON/OFF signal from the parking
brake switch. (Refer to SYSTEM/Hydraulic System.)
ON/OFF Solenoid Valve

The ON/OFF solenoid valve shifts the pilot pressure by
operating the parking brake switch.
 When in neutral
Spring (2) pushes pilot spool (1) to the right and output
port A is connected to tank port T.
 When operated:
1. As solenoid (3) is excited, pilot spool (1) is pushed to
the left.
2. Pilot port P is connected to output port A and tank
port T is blocked.
T3-12-4
Group 12 Others
 When in neutral (Parking brake switch: ON)
2 1 P 3
T TNEJ-03-12-001
A
 When operated (Parking brake switch: OFF)
2 1 P 3
T TNEJ-03-12-002
A
1- Pilot Spool 2- Spring 3- Solenoid
T3-12-5
Group 12 Others
Parking Brake Accumulator

The parking brake accumulator is installed in the parking
brake solenoid valve block.
High-pressure nitrogen gas (1) is contained in the
accumulator, and pressure oil from the pilot pump
compresses nitrogen gas (1) through bladder (2).
Pressure oil in the parking brake circuit is retained by
compression of nitrogen gas (1).
T1F3-03-08-007
a- Pressure Oil from Pilot Pump
1- Nitrogen Gas 2- Bladder
T3-12-6
Group 12 Others
Steering Accumulator
The steering accumulator is installed in the circuit
between the steering valve and steering cylinder.
accumulator.
Pressure oil compresses the nitrogen gas via the piston.
Compression of the nitrogen gas dampens the shock and
vibration during the steering operation.
TNDF-03-14-002
Ride Control Accumulator (Option)

The ride control accumulator is installed in the
accumulation circuit of the ride control.
accumulator and pressure oil compresses the nitrogen
gas via the piston.
Compression of the nitrogen gas dampens the shock of
the pressure oil due to pitching of the lift arm cylinder
raise circuit.
TNDB-03-08-009
T3-12-7
Group 12 Others
Secondary Steering Check Block (Option)

1
The secondary steering check block is installed at the inlet
side of the steering valve.
The built-in check valve is provided for preventing
delivery pressure oil of the secondary steering pump from
flowing to the main pump.
E A B C
D
TNED-03-11-005
C
E
A
2
D
B
TNED-03-11-003
A- From Main Pump C- Secondary Steering Pump D- Steering Pressure Switch

B- From Secondary Steering Delivery Pressure Sensor Mounting Port
Pump Mounting Port E- To Hydraulic Oil Tank
1- Steering Valve 2- Secondary Steering Check

Block
T3-12-8
Group 12 Others
Secondary Steering Pump (Option)

When pressure oil from the main pump is suddenly The secondary steering pump consists of gear pump (2),
stopped to supply, the secondary steering pump is electric motor (3), and relief valve (1).
started operating.
The secondary steering pump is installed, and supplys
pressure oil to the steering valve in place of the main
pump.
The secondary steering pump operates until the machine
is moved to a safe area.
1 2 3
TNED-01-02-019
1- Relief Valve 2- Gear Pump 3- Electric Motor
T3-12-9
Group 12 Others
(Blank)
T3-12-10
INDEX
2nd Propeller Shaft.................................................................T3-12-1 Electrical System (Around Radiator Assembly).............T1-2-13
3rd Propeller Shaft..................................................................T3-12-1 Electrical System (Cab)............................................................ T1-2-6
A
Relays)....................................................................................T1-2-11
Abbreviation................................................................................... SY-1 Electrical System (Overview)................................................. T1-2-5
Accelerator Pedal Control....................................................... T2-2-8 Electrical System, Outline....................................................... T2-5-1
Accessory Circuit.....................................................................T2-5-53 Engine..........................................................................................T1-2-14
Accessory Circuit (Key Switch: ACC).................................T2-5-12 Engine Accessories, Specifications...................................... T1-3-5
Alarm Control...........................................................................T2-3-13 Engine Control............................................................................ T2-2-4
Alternator Operation..............................................................T2-5-22 Engine Performance Curve (QSB6.7).................................. T1-3-4
Auto-Warming Up Control...................................................T2-2-10 Engine Protection Control...................................................... T2-2-6
Automatic Speed Shift Control..........................................T2-2-46 Engine Speed Limit Control without Load.....................T2-2-18
Axle, Outline................................................................................ T3-9-1 Engine Stop Circuit.................................................................T2-5-26
B Engine Torque Idle Speed-Up Control.............................T2-2-12
Back Buzzer Circuit (Option)................................................T2-5-44 Engine, Specifications.............................................................. T1-3-1
Base Torque Control...............................................................T2-2-34 F
Brake Charge Circuit, Outline................................................ T3-7-1 Fan Circuit..................................................................................T2-4-44
Brake Charge Valve.................................................. T1-2-18, T3-7-2 Fan Control, Valve Control....................................................T2-2-57
Brake Light Circuit...................................................................T2-5-46 Fan Motor..................................................................................... T3-3-2
Brake Oil Low Pressure Indicator Control ......................T2-2-68 Fan Pump.................................................................... T1-2-14, T3-3-1
Brake Valve, Operation..........................................................T3-10-4 Fan Reverse Rotation Control (Option)............................T2-2-60
Brake Valve, Outline................................................................T3-10-1 Fan Speed Control.................................................... T2-2-58, T3-3-6
Bucket Auto Leveler Control...............................................T2-2-84 Fan Speed Control Solenoid Valve...................................... T3-3-3
C Fan Valve (Option)...................................................................T1-2-16
Cab Light Circuit......................................................................T2-5-62 Fan Valve (with Fan Reverse Rotation) (Option)............. T3-3-5
CAN Circuit.....................................................................T2-1-2, T2-5-6 Flow Rate Control Valve........................................................T3-2-26
Charge-Cut Spool....................................................................T3-11-6 Forward/Reverse Lever Idle Speed-Up Control............T2-2-14
Charging Circuit (Key Switch: ON).....................................T2-5-20 Forward/Reverse Lever Priority Control (Option)........T2-2-42
Combined Operation Circuit...............................................T2-4-40 Forward/Reverse Selection Speed Limit Control
Component Layout................................................................... T1-2-1 While Traveling...................................................................T2-2-16
Component Specifications.................................................... T1-3-1 Front Axle...................................................................................T1-2-17
Control Lever Lock Solenoid Valve....................................T3-7-11 Front Wiper Circuit..................................................................T2-5-56
Control System, Outline.......................................................... T2-2-1 Fuel Injection Amount Control............................................. T2-3-4
Control Valve.............................................................................T1-2-15 Fuel Injection Amount Correction Control....................T2-3-10
Control Valve, Outline.............................................................. T3-2-1 Fuel Injection Control.............................................................. T2-3-2
Control by Electric and Hydraulic Fuel Injection Pressure Control............................................ T2-3-6
Combined Circuit...............................................................T2-2-83 Fuel Injection Timing Control............................................... T2-3-8
Controller..................................................................................... T1-2-7 H
Controller, Outline..................................................................... T2-1-1 Hazard Light Circuit (Key Switch: OFF)............................T2-5-38
D Head Light Circuit..................................................T2-5-32, T2-5-34
Declutch Control.....................................................................T2-2-52 Headline Notations..................................................................... IN-02
Differential................................................................................... T3-9-2 Height Kickout Control, Lift Arm Auto Leveler
Differential, Operation............................................................. T3-9-5 (Option) ................................................................................T2-2-74
Downshift Control...................................................................T2-2-48 High Beam Circuit...................................................................T2-5-36
Drain Plug................................................................................ T3-11-12 Horn Circuit (Key Switch: OFF)............................................T2-5-42
Drive Unit...................................................................................T1-2-17 Hydraulic Circuit........................................................................ T3-2-8
Drive Unit Circuit.....................................................................T3-8-28 Hydraulic Component, Specifications............................... T1-3-7
Drive Unit, Outline.................................................................... T3-8-1 Hydraulic System, Outline...................................................... T2-4-1
E I
ECM System, Outline................................................................ T2-3-1 Idle Speed-Up Control (Fan Reverse Rotation)
Electric Power Circuit (Key Switch: OFF)............................ T2-5-4 (Option).................................................................................T2-2-30
Electrical Component, Specifications..............................T1-3-12 Increasing and Decreasing Flow Rate................................ T3-1-3
Electrical System (Around Fuel Tank)...............................T1-2-13
Electrical System (Around Hydraulic Oil Tank)..............T1-2-12
80Z6 F&S
INDEX
K P
Kickout Control, Lift Arm......................................................T2-2-88 Parallel Circuit...........................................................................T2-4-36
Parking Brake Accumulator.................................................T3-12-6
L
Parking Brake Circuit.............................................T2-4-12, T2-5-48
Lift Arm Auto Leveler Height Kickout Control Parking Brake Solenoid Valve..............................................T3-12-4
(Option) ................................................................................T2-2-74 Parking Brake Solenoid Valve Block.................T1-2-18, T3-12-3
Lift Arm Auto Leveler Lower Kickout Control Pilot Accumulator....................................................................T3-7-13
(Option) ................................................................................T2-2-76 Pilot Circuit.................................................................................. T2-4-2
Lift Arm Float Control...........................................T2-2-86, T3-2-12 Pilot Operation Control Circuit, Control Valve..............T3-2-10
Lift Arm Kickout Control.......................................................T2-2-88 Pilot Pump..................................................................................T3-1-20
Lift Arm, Bucket Circuit..........................................................T2-4-36 Pilot Relief Valve......................................................................... T3-7-8
Lift Arm, Bucket Operation Control Circuit....................T2-4-22 Pilot Shut-Off Circuit (Key Switch: ON)............................T2-5-28
Light Bulb Check Circuit (Key Switch: ON)....................... T2-5-8 Pilot Valve (Fingertip Control Type Pilot Valve)
Limited Slip Differential (LSD) (Option)............................. T3-9-6 Electromagnetic Detent.................................................... T3-6-6
Low Steering Oil Pressure Indicator Control Operation................................................................................ T3-6-2
(Option) ................................................................................T2-2-70 Outline..................................................................................... T3-6-1
Lower Kickout Control, Lift Arm Auto Leveler Pilot Valve (Joystick Type Pilot Valve)
(Option) ................................................................................T2-2-76 Electromagnetic Detent..................................................T3-6-16
LSD (Option)................................................................................ T3-9-6 Operation................................................................................ T3-6-9
M Outline..................................................................................... T3-6-7
Main Circuit, Control Valve..................................................... T3-2-8 Preheating Circuit (Key Switch: ON).................................T2-5-10
Main Circuit, Electrical............................................................. T2-5-2 Preheating Control..................................................................T2-3-12
Main Circuit, Hydraulic..........................................................T2-4-30 Principle of Differential............................................................ T3-9-4
Main Component...................................................................... T1-2-2 Priority Valve.............................................................................T3-1-18
Main Component (Overview)............................................... T1-2-1 Propeller Shaft..........................................................................T3-12-1
Main Component (Travel System)....................................... T1-2-3 Proportional Solenoid Valve................................................T3-7-10
Main Pump.................................................................................. T3-1-2 Pump Control............................................................................T2-2-33
Main Relief Valve......................................................................T3-2-16 Pump Control Circuit..............................................................T2-4-24
Make-Up Operation, Fan Valve...........................................T3-3-12 Pump Control Valve................................................................T3-2-28
Manifold Valve........................................................... T1-2-18, T3-7-7 Pump Control by Own Pump Delivery Pressure..........T3-1-12
Manual Speed Shift Control................................................T2-2-44 Pump Control by Pilot Pressure from Torque
Matching Control While Digging.......................................T2-2-20 Control Solenoid Valve.....................................................T3-1-16
Monitor......................................................................................... T1-2-9 Pump Control by Pump Control Pressure......................... T3-1-8
Monitor Panel...........................................................................T1-2-10 Pump Delivery Pressure Sensor.........................................T3-1-20
Multiple Control Valve...........................................................T1-2-15 Pump Device.............................................................................T1-2-15
Multiple Control Valve, Outline............................................ T3-2-1 Pump Device, Outline.............................................................. T3-1-1
Purpose of Differential............................................................. T3-9-3
N
Neutral........................................................................................... T3-4-5 Q
Neutral Circuit...........................................................................T2-4-36 Quick Power Mode Control .................................................T2-2-78
Neutral Control.........................................................................T2-2-40 R
Neutral Engine Start Circuit.................................................T2-5-18 Radiator Assembly.................................................................... T1-2-4
Normal Rotation, Fan.............................................. T2-4-46, T3-3-8 Rear Wiper Circuit....................................................................T2-5-58
O Reduction Gear.......................................................................... T3-9-8
Operation of Differential......................................................... T3-9-5 Regulator...................................................................................... T3-1-4
Operation of Starter Relay....................................................T2-5-16 Regulator Control Function................................................... T3-1-6
Operation of Transmission...................................................T3-8-10 Regulator Operation..............................................................T2-5-22
Overheat Prevention Speed Limit Control.....................T2-2-28 Relays............................................................................................. T1-2-7
Overload Relief Valve.............................................................T3-11-8 Relief Circuit..............................................................................T2-4-36
Overload Relief Valve (Bucket: Rod Side)........................T3-2-18 Reverse Rotation, Fan...........................................T2-4-48, T3-3-10
Overload Relief Valve (Lift Arm Raise, Bucket Bottom Ride Control (Option).............................................................T2-2-62
Side)........................................................................................T3-2-22 Ride Control Accumulator (Option)..................................T3-12-7
Overload Relief Valve (with Make-Up Function)..........T3-2-18 Ride Control Circuit (Option)...............................................T2-4-26
Overrun Alarm Control .........................................................T2-2-72 Ride Control Valve (Option).................................................T1-2-20
Ride Control Valve (Option), Operation...........................T3-11-4
80Z6 F&S
INDEX
Ride Control Valve (Option), Outline................................T3-11-1 Transmission, Front View........................................................ T3-8-4
Right Console.............................................................................. T1-2-8 Transmission, Operation.......................................................T3-8-10
Turn Signal Light Circuit........................................................T2-5-40
S
Safety Alert Symbol.................................................................... IN-02 W
Secondary Steering Check Block (Option).....................T3-12-8 Washer Circuit...........................................................................T2-5-60
Secondary Steering Circuit (Option)................................T2-4-50 Wiper Circuit..............................................................................T2-5-56
Secondary Steering Control (Option)..............................T2-2-80 Work Light Circuit....................................................................T2-5-54
Secondary Steering Pump (Option)................T1-2-19, T3-12-9
Service Brake Accumulator .................................................T3-7-12
Service Brake Circuit...............................................................T2-4-10
Shift Holding Control.............................................................T2-2-54
Side View of Transmission...................................................... T3-8-2
Single Operation Circuit.......................................T2-4-36, T2-4-38
Slow Return Valve....................................................................T3-2-14
Specifications.............................................................................. T1-1-1
Specifications, Engine.............................................................. T1-3-1
Specifications, Engine Accessories...................................... T1-3-5
Specifications, Hydraulic Component............................... T1-3-7
Speed Limit Control at First Speed...................................T2-2-22
Speed Limit Control during Declutch Operation.........T2-2-26
Speed Limit Control with Power Mode OFF..................T2-2-24
Speed Shift Delay Control (Option)..................................T2-2-50
Standard Circuit, Fan..............................................................T2-4-46
Starter Relay, Operation........................................................T2-5-16
Starting Circuit (Key Switch: START).................................T2-5-14
Steering (Left)...............................................................T3-4-4, T3-5-4
Steering (Right).......................................................................... T3-4-5
Steering Accumulator............................................................T3-12-7
Steering Column Monitor Circuit......................................T2-5-31
Steering Main Relief Valve....................................................T3-1-19
Steering Operation Control Circuit...................................T2-4-14
Steering Overload Relief Valve............................................. T3-5-6
Steering Pilot Valve, Operation............................................. T3-4-3
Steering Pilot Valve, Outline.................................................. T3-4-1
Steering Pilot Valve, Structure.............................................. T3-4-2
Steering Priority Circuit.........................................................T2-4-32
Steering Shock Damping Function...................................T2-4-18
Steering Valve, Operation....................................................... T3-5-4
Steering Valve, Outline............................................................ T3-5-1
Steering Valve, Secondary Steering Valve (Option)....T1-2-19
Surge Voltage Prevention Circuit.......................................T2-5-24
Switches........................................................................................ T1-2-9
Symbol.............................................................................................. SY-1
T
Torque Control Solenoid Valve............................................. T3-7-9
Torque Converter...................................................................... T3-8-6
Torque Converter Cooler Check Valve.............................T3-12-2
Torque Decrease Control While Digging........................T2-2-36
Transmission............................................................................... T3-8-8
Transmission Alarm Control................................................T2-2-66
Transmission Clutch Engagement...................................... T3-8-9
Transmission Control.............................................................T2-2-38
Transmission Control Valve..................................................T3-8-26
Transmission Pressure Test Port........................................... T3-8-3
Transmission, Cross Section.................................................. T3-8-5
80Z6 F&S
INDEX
(Blank)
80Z6 F&S

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93209-00760

SECTION AND GROUP SECTION 1 GENERAL

 Be sure to thoroughly read this manual for correct

Quantity To Convert From Into Multiply By

Symbol / Name Explanation

fNOTE: These specifications are subject to change without notice.

Main Component (Overview)

Main Component (Travel System)

a- Front Side of Machine

1- Coolant Reservoir 3- Inter Cooler 5- Radiator

Electrical System (Overview)

Electrical System (Cab)

Controller and Relays

Fingertip Control Lever Type 21

Multi-Function Joystick Lever Type Detail #24

fNOTE: * The layout of each control lever may depend

Monitor and Switches

Electrical System (Components Related with

a- Front Side of Machine

1- Battery Relay 4- Starter Relay 1

Electrical System (Around Hydraulic Oil Tank)

a- Front Side of Machine

Electrical System (Around Fuel Tank and

Engine and Fan Pump

Fan Valve (Optional)

Manifold Valve Brake Charge Valve

Parking Brake Solenoid Valve Block

Steering Valve, Secondary Steering

Secondary Steering Pump (Option)

1- Overload Relief Valve 4- Secondary Steering Pump 6- Steering Pressure Switch

Ride Control Valve (Option)

a- Front Side of Machine b- Front Frame c- Rear Frame

Manufacturer Cummins Inc

Engine Performance Curve (QSB6.7)

kW : Output min-1 (rpm) : Engine Speed

Oil Cooler Torque Converter Cooler

BATTERY Type 160F51

PUMP DEVICE Drive Gear Ratio Main Pump: 1, Pilot Pump: 1

FAN PUMP Model SGP1A36D2H9-L466

fNOTE: Orbitrol ® is a trade name of Eaton Corporation.

TRANSMISSION Model 5WG 210

CYLINDER Lift Arm Bucket Steering

FILTER Full-Flow Filter (Filtration) β10≥2.0

FUEL LEVEL SENSOR Resistance Value Empty : 90+100 Ω, Full : 100-4 Ω

Work Light Halogen 24 V, 70 W

Controller Control Comment on

fNOTE: Refer to the corresponding group for details of

Engine Control, Pump Control, Transmission Control

Input Signal Output Signal

Forward/Reverse Lever  TCU

Fan Control, Valve Control, Other Controls

Coolant Temperature Sensor  ECM

 Engine Protection Control

Engine Control System Layout

a- Brake Pedal Depressing b- OFF c- Brake Pedal Depressing

Engine Protection Control

4. ECM (10) returns the engine speed slowly to the

fNOTE: The priority is given to the engine protection

Accelerator Pedal Control

a- Brake Pedal Depressing b- OFF c- Brake Pedal Depressing

a- Brake Pedal Depressing b- OFF c- Brake Pedal Depressing

Engine Torque Idle Speed-Up Control

a- Brake Pedal Depressing b- OFF c- Brake Pedal Depressing