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Second Edition：05/2006
Table of Contents SH330SH350

Table of Contents

Book No. WLST3303B-01W

Main Body Section

Page
Specifications
Specifications (SH330-3B) ........................................... 330-1-01-00-61 1/6 1
Complete Machine Dimensions .................................... 300-1-01-01-19
Standard Arm (3.25 m) ..................................................................... 1/3 7
Short Arm (2.63 m) ........................................................................... 2/3 8
Long Arm (4.04 m) ............................................................................ 3/3 9
Work Range.................................................................. 300-1-01-02-19
Standard Arm (3.25 m) ..................................................................... 1/3 10
Short Arm (2.63 m) ........................................................................... 2/3 11
Long Arm (4.04 m) ........................................................................... 3/3 12
Specifications (SH330LC-3B) ....................................... 330-1-01-00-62 1/6 13
Complete Machine Dimensions .................................... 300-1-01-01-20
LC Standard Arm (3.25 m)................................................................ 1/3 19
LC Short Arm (2.63 m)...................................................................... 2/3 20
LC Long Arm (4.04 m) ...................................................................... 3/3 21
Work Range.................................................................. 300-1-01-02-20
LC Standard Arm (3.25 m)................................................................ 1/3 22
LC Short Arm (2.63 m)...................................................................... 2/3 23
LC Long Arm (4.04 m) ...................................................................... 3/3 24
Specifications (SH350HD-3B) ...................................... 350-1-01-00-63 1/6 25
Complete Machine Dimensions .................................... 350-1-01-01-21
HD Standard Arm (3.25 m) ............................................................... 1/2 31
HD Short Arm (2.63 m) ..................................................................... 2/2 32
Work Range.................................................................. 350-1-01-02-21
HD Standard Arm (3.25 m) ............................................................... 1/2 33
HD Short Arm (2.63 m) ..................................................................... 2/2 34
Optional Components ................................................... 330-1-01-03-31
List of Optional Components............................................................. 1/1 35
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Page
Emission Control Regulation of 3rd-Stage ...... 330-1-01-06-04
Execution Time Emission Control Regulation ....................................... 1/12 36
Standard Amount of Exhaust Gas ......................................................... 2/12 37
Measures to be Taken for The Emission Control Regulation
........................................................................................................ 3/12 38
Engine Fuel and Maintenance of Fuel Filters ........................................ 4/12 39
Engine System Diagram ........................................................................ 7/12 42
Construction of Engine .......................................................................... 8/12 43
Common Rail Injection System ............................................................. 9/12 44
Suction and Exhaust System................................................................. 11/12 46
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Page
Major Equipment Specifications
Equipment Configuration .............................................. 300-2-01-00-05
Overall............................................................................................... 1/2 48
Operator's Cab.................................................................................. 2/2 49
Lower Mechanism ........................................................ 330-2-01-01-49
Assembly Drawing ............................................................................ 1/4 50
Travel Unit......................................................................................... 3/4 52
Take-up Roller .................................................................................. 3/4 52
Upper-Roller...................................................................................... 3/4 52
Lower Roller...................................................................................... 3/4 52
Recoil Spring..................................................................................... 4/4 53
Shoes................................................................................................ 4/4 53
Upper Mechanism ........................................................ 330-2-01-02-43
Swing Unit......................................................................................... 1/1 54
Engine and Related Areas............................................ 330-2-01-03-48
Engine............................................................................................... 1/3 55
Muffler ............................................................................................... 1/3 55
Air Cleaner ........................................................................................ 2/3 56
Radiator ............................................................................................ 2/3 56
Fuel Tank .......................................................................................... 3/3 57
Hydraulic System.......................................................... 330-2-01-04-49
Hydraulic Pump................................................................................. 1/3 58
Sump Tank........................................................................................ 2/3 59
Rotating Joint .................................................................................... 3/3 60
Solenoid Valve .................................................................................. 3/3 60
Controls ........................................................................ 330-2-01-05-47
Control Valve .................................................................................... 1/2 61
Remote Control Valve (Left / Right, Travel Operations) ................... 2/2 62
Backhoe Attachments................................................... 330-2-01-06-51
Cylinder............................................................................................. 1/2 63
Attachments ...................................................................................... 2/2 64
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Hydraulics Section

Page
Hydraulic Pump .......................................................... 330-1-02-01-19
Structure and Principle of the Function ................................................. 1/2 65
Control Valve ............................................................... 330-1-02-02-16
Operation ............................................................................................... 1/21 67
Single Operation.................................................................................... 4/21 70
Combined Operation ............................................................................. 16/21 82
Anti-drift Valve ....................................................................................... 17/21 83
Relief Valve ........................................................................................... 18/21 84
Swing Unit .................................................................... 330-1-02-03-13
Configuration of Components ................................................................ 1/5 88
Structure of Hydraulic Motor .................................................................. 1/5 88
Operational Description of Hydraulic Motor ........................................... 1/5 88
Operational Description of Mechanical Brake ....................................... 2/5 89
Operational Description of Make-up Valve ............................................ 2/5 89
Operational Description of Relief Valve ................................................. 3/5 90
Operational Description of Bypass Valve .............................................. 3/5 90
Internal Structural Drawing .................................................................... 4/5 91
Internal Structural Drawing of
Externally Adjusted Shockless Relief Valve .......................................... 5/5 92
Internal Structural Drawing of Bypass Valve ......................................... 5/5 92
Travel Unit .................................................................... 330-1-02-04-16
Structure ................................................................................................ 1/12 93
Brief Explanation of Structure ................................................................ 2/12 94
Function................................................................................................. 5/12 97
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Hydraulic Circuits Section

Page
Port Locations............................................................. 330-1-03-00-24
Hydraulic Pump ..................................................................................... 1/2 105
Control Valve ......................................................................................... 2/2 106
Pilot Hose Connection Diagrams ........................ 330-1-03-01-30
Pilot P&T Lines ...................................................................................... 1/4 107
Pilot Control Lines ................................................................................. 3/4 109
Functional Explanations ......................................... 330-1-03-02-26
Functional Table .................................................................................... 1/2 111
Travel Circuits ............................................................. 330-1-03-03-23
High Speed Travel Circuit...................................................................... 1/6 113
Low Speed Travel Circuit ...................................................................... 3/6 115
Straight Travel Circuit ............................................................................ 5/6 117
Swing Circuits ............................................................. 330-1-03-04-24
Swing Parking Circuit (Lever in Neutral / Swing Locked) ...................... 1/6 119
Swing Parking Circuit (Brake Released) ............................................... 3/6 121
Swing Push Digging .............................................................................. 5/6 123
Arm Circuits ................................................................. 330-1-03-06-23
Arm-Out Circuit ...................................................................................... 1/6 125
Arm-In Load Holding.............................................................................. 3/6 127
Arm-In Circuit......................................................................................... 5/6 129
Boom Circuits ............................................................. 330-1-03-07-23
Boom-Up Circuit (Single) ....................................................................... 1/8 131
Boom-Up Circuit (Combined) ................................................................ 3/8 133
Boom-Down Load Holding..................................................................... 5/8 135
Boom-Down Circuit................................................................................ 7/8 137
Backup Circuits .......................................................... 330-1-03-09-17
Combined Circuit (Breaker Circuit) ........................................................ 1/4 139
Combined Circuit (High Speed Confluence Circuit) .............................. 3/4 141
Circuit Diagrams (Located inside the pocket at back of back cover)
Hydraulic Circuit Diagram (A1)
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Electric Circuits Section

Page
Operation Explanation ............................................. 330-1-04-01-27
System Chart of Functions .................................................................... 1/46 143
Engine Control ....................................................................................... 4/46 146
Work Mode Selection ............................................................................ 11/46 153
1. H / S / L Modes ............................................................................. 13/46 155
2. Auto Modes................................................................................... 13/46 155
3. Load Prefetch Control ................................................................... 16/46 158
Throttle Control ...................................................................................... 17/46 159
Idling Control (Auto / One-touch) ........................................................... 20/46 162
Breaker Mode ........................................................................................ 22/46 164
Auto Preheat (Glow Control) ................................................................. 23/46 165
Auto Warm-up ....................................................................................... 26/46 168
Overheat Protection............................................................................... 27/46 169
Atmospheric Pressure Compensation ................................................... 28/46 170
Control When Starting Engine ............................................................... 29/46 171
Control When Stopping Engine ............................................................. 30/46 172
Emergency Stop of the Engine.............................................................. 30/46 172
Engine Protection Function (EPF) ......................................................... 31/46 173
Lever Lock ............................................................................................. 33/46 175
Auto Boost Control ................................................................................ 34/46 176
Swing Lock ............................................................................................ 35/46 177
Swing Brake Control .............................................................................. 35/46 177
Travel Speed Switch-over ..................................................................... 37/46 179
Travel Alarm .......................................................................................... 38/46 180
Power Shut-off Delay............................................................................. 39/46 181
Fuel Supply Pump Control (Automatic stop) Option .............................. 40/46 182
Power Transistor Protection .................................................................. 42/46 184
Monitor Display ...................................................................................... 43/46 185
1. Normal Display.............................................................................. 43/46 185
2. Message Display........................................................................... 46/46 188
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Service Support .......................................................... 800-1-04-04-08

Summary ............................................................................................... 1/20 189
Operating Instructions ........................................................................... 2/20 190
Measuring Electrical Device .................................. 330-1-04-02-18
Instruments to be Measured .................................................................. 1/14 209
Equipment for Measuring ...................................................................... 1/14 209
Measuring Methods ............................................................................... 10/14 218
Initial Controller Settings ........................................ 700-1-04-05-07
Verifying the Settings............................................................................. 1/3 223
Resetting Procedures ............................................................................ 1/3 223
Setting Procedures ................................................................................ 1/3 223
List of Settings ....................................................................................... 2/3 224
Error Display Functions ......................................................................... 3/3 225
Troubleshooting ......................................................... 330-1-04-06-12
Problem Symptoms ............................................................................... 1/12 226
Inspections Prior to Troubleshooting ..................................................... 2/12 227
Troubleshooting Procedures ................................................................. 3/12 228
Using the Flow Chart ............................................................................. 4/12 229
Diagnosis ............................................................................................... 5/12 230
1. Refuel............................................................................................ 5/12 230
2. Refilling Coolant............................................................................ 6/12 231
3. Low Engine Oil Pressure .............................................................. 7/12 232
4. Overheat ....................................................................................... 8/12 233
5. Battery Charging ........................................................................... 10/12 235
6. Faulty Electrical System................................................................ 11/12 236
Electric Wiring Diagrams ........................................ 330-1-04-07-21
Electrical Components and Wiring (Frame)........................................... 1/2 238
Electrical Components and Wiring (Cab) .............................................. 2/2 239
Harness Diagrams ..................................................... 330-1-04-08-21
Frame Main Harness ............................................................................. 1/2 240
Cab Main Harness ................................................................................. 2/2 241
Circuit Diagrams (Located inside the pocket at back of back cover)
Electric Circuits Diagram (A1)
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Maintenance Section

Page
New Machine Performance
Performance Evaluation Check Sheet.......................... 000-3-02-00-15 1/2 242
Reference Values ......................................................... 330-3-02-01-26 1/1 244
Instructions for Measuring and Adjusting Pressure
............................................................................... 330-1-05-00-29
Measuring Pressure .............................................................................. 1/14 245
1. Basic Conditions ........................................................................... 1/14 245
2. Set Values..................................................................................... 1/14 245
3. Pressure Measuring Port .............................................................. 2/14 246
4. Preparation for Measuring Pressure ............................................. 4/14 248
5. Measuring Pressure...................................................................... 6/14 250
6. Measuring Other Pressures .......................................................... 8/14 252
Adjusting Pressure ................................................................................ 9/14 253
1. Pressure Adjusting Points............................................................. 9/14 253
2. Instructions for Adjusting Pressure ............................................... 11/14 255
Maintenance of The Circumference of Engine
............................................................................... 330-1-05-07-04
Circumference Filter Arrangement of Engine ........................................ 1/3 259
Fuel Element System Diagram .............................................................. 2/3 260
Main Body Weight ..................................................... 330-3-01-00-51
Major Component Weight ...................................................................... 1/3 262
Individual Part Weight............................................................................ 2/3 263
Shoe Weight (One side) ........................................................................ 2/3 263
Arm Weight............................................................................................ 2/3 263
Bucket Weight ....................................................................................... 3/3 264
Attachments Dimensions ....................................... 330-1-05-04-19 1/1 265
Compatibility ............................................................... 330-1-05-05-27 1/2 266
Plastic Shim ................................................................. 000-1-05-08-02 1/1 268
Procedures for Changing Operation Type ....... 000-8-02-01-07
ISO Type ............................................................................................... 1/4 269
Old Sumitomo Type ............................................................................... 2/4 270
Old Mitsubishi Type ............................................................................... 3/4 271
Old Kobelco Type .................................................................................. 4/4 272
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PILOT HOSE CONNECTION DIAGRAMS First Edition ： 03/2006
Hydraulic Circuits SH330SH350
PILOT HOSE CONNECTION DIAGRAMS

PILOT HOSE CONNECTION DIAGRAMS

Pilot P&T Lines

KSJ3143Z-E04

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KSJ3143Z-E04

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Pilot Control Lines

KSJ11670-E00

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PILOT HOSE CONNECTION DIAGRAMS First Edition ： 03/2006

KSJ11670-E00

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FUNCTIONAL EXPLANATIONS First Edition ：03/2006
Hydraulic Circuits SH330SH350
FUNCTIONAL EXPLANATIONS

FUNCTIONAL EXPLANATIONS

Functional Table
Operation
Item Functional explanation
explanation
Travel Circuits: 330-1-03-03-23
High speed travel [1] High speeds can be achieved by setting the two-step inclinatory angle of the
circuit travel motor to the smaller angle side.
[2] Load pressure applied to the travel motor automatically changes the speed to Page 1/6
a lower one.
[3] Travel load pressure does not control the controller.
Low speed travel Low speeds can be achieved by setting the two-speed inclinatory angle of the
Page 3/6
circuit travel motor to the larger angle side.
Straight travel Maintains machine's straight travel even when attachment or swing operations
Page 5/6
circuit are performed during its travel.
Swing Circuits: 330-1-03-04-24
Swing parking [1] When the swing lever is in neutral, the swing parking is activated and the swing
circuit is fully held.
[2] When the swing lever is operated, the parking brake is released by signals
from the pressure switch.
[3] When the swing lever is in neutral, the parking brake is released by load pres-
Page 1/6
sure generated by attachment operation.
[4] The parking brake starts to operate 5 seconds after the swing lever comes in
neutral and after the load pressure has become lower than the specified val-
ues.
[5] When the swing lock switch is turned on, the parking brake starts to operate.
Swing push When swinging and arm operation are conducted simultaneously, swing pushing
digging function can be obtained by the swing override throttle valve integrated in the con- Page 5/6
trol valve.
Vibration The reversal prevention valve attached to the swing motor reduces backlashes
―
backlash that occur when the swing stops.
Arm Circuits: 330-1-03-06-23
Arm-out circuit Switching over arm (1) and (2) spools makes hydraulic oil flows merge, achieving
Page 1/6
faster speed.
Arm-in load [1] Load holding valve integrated in the control valve reduces natural drop on the
holding arm-in side.
Page 3/6
[2] Arm-in pilot pressure enables arm-in operation by releasing the load holding
valve.
Arm-in circuit The regenerative circuit and forced regenerative release valve in the arm (1)
Page 5/6
spool function achieves faster arm speed.

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FUNCTIONAL EXPLANATIONS First Edition ：03/2006

Operation
Item Functional explanation
explanation
Boom Circuits: 330-1-03-07-23
Boom-up circuit [1] Switching over boom (1) and (2) spools makes hydraulic oil flows merge,
achieving faster speed.
[2] When the arm is operated with the boom simultaneously, the restriction is Page 1/8
opened in the swing override variable restriction valve and flow volume to the
arm side secured.
Boom-down load [1] Load holding valve integrated in the control valve reduces natural drop of the
holding boom.
Page 5/8
[2] Boom-down pilot pressure enables boom-down operation by releasing the
load holding valve.
Boom-down [1] The regenerative circuit in the boom (1) spool serves to improve the boom's
circuit speed and prevent negative pressure from occurring.
[2] Boom (2) does not operate. Page 7/8
[3] The bleed-off circuit in the spool reduces extra vibrations when the boom is
lowerd.
Backup Circuits: 330-1-03-09-17
Combined circuit [1] Backup circuit section is provided at control valve.
Page 1/4
[2] Switching over the spool in the control valve creates external confluence.
Other
Cushion [1] A cushion valve with heat circuit is attached to the pilot line to reduce shocks
when the arm or boom movement stops. ―
[2] There is no soft/hard switch.
Auto power boost Through the engine load ratio and circuit pressure, the pressure of the main relief
―
will be raised from 34.3 MPa to 37.3 MPa.
Negative control This is designed to reduce power consumption by minimizing the flow of the dis-
―
charge from the hydraulic pump when operating with no load.

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TRAVEL CIRCUITS Second Edition：05/2006
Hydraulic Circuits SH330SH350
TRAVEL CIRCUITS

TRAVEL CIRCUITS

High Speed Travel Circuit

With high speed travel, high speeds can be achieved by setting the two-level inclinatory angle of the travel
motor to the smaller angle side. The circuit has a travel motor that automatically switches over to lower
speed by utilizing load pressure on the travel motor when traveling at high speed.
Discharged oil from the hydraulic pump A1 enters the port P1 of control valve while discharged oil from
the hydraulic pump A2 enters the port P2 of control valve. Each flow goes into the travel motor by switch-
ing between the right and left travel spools. By these flows, the machine travels forward and backward.
By operating the travel mode switch, electric signals are sent to the controller, and from the controller,
electric signals are sent to the solenoid valve for 2-speed (high speed) travel in the 6-way solenoid valve.
By the switchover of the solenoid valve, the original pilot pressure (3.9 MPa) from port C1 on the 6-way
solenoid valve enters port P of right and left travel motors via the rotating joint to set the inclinatory angle
of the travel motor to the smaller angle side, which enables high speeds.

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Boom cylinder

T2 T1

A8
B8

VA VB
VB VA

B6
A6 pb6
P P
Travel motor pa6
B1 Straight travel valve
A1
pb1
Switch panel pa1

TRAVEL
PP
P1 P2
Control valve
2-speed travel Lever lock

C1
Controller
P
Pressure line

Pilot pressure line A1 A2 A3

Drain line

Tank line

Pilot tank line

Electric line 6-way solenoid valve Hydraulic pump

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Low Speed Travel Circuit

The two-level inclinatory angle in the travel motor is set to the larger angle side. When the travel status is
set to high speed and the key switch is turned OFF and turned ON again, the speed setting will always
return to low speed.
Discharged oil from the hydraulic pump A1 enters the port P1 of control valve while discharged oil from
the hydraulic pump A2 enters the port P2 of control valve. Each flow goes into the travel motor by switch-
ing between the right and left travel spools. By these flows, the machine travels forward and backward.
The solenoid valve for high speed travel is turned OFF and the oil in port P of the travel motor enters the
tank line and establishes a connection. As a result, the inclinatory angle of the travel motor is set to the
larger angle side.

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Boom cylinder

T2 T1

A8
B8

VA VB

VB VA

B6
A6
pb6
P P pa6
Travel motor
B1 Straight travel valve
A1
pb1
Switch panel pa1

TRAVEL
PP
P1 P2
Control valve
2-speed travel Lever lock
T
C1
Controller
P
Pressure line

Pilot pressure line

A1 A2 A3
Drain line

Tank line

Pilot tank line

Electric line 6-way solenoid valve

Hydraulic pump

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Straight Travel Circuit

As an example, we describe the operation where travel and boom up are operated at the same time.
The pilot oil pressure enters from port PP of the control valve and communicates with the tank side via
passages of travel spool and spools for attachments (boom, arm, bucket and swing). When travel and
boom-up operations are performed simultaneously, all circuits, which have been communicating with the
tank, will be shut off by spools. This makes pilot pressure oil entered from the port PP to lose where to
flow and original pressure (3.9 MPa) switches over the straight travel selector valve. The pressure works
to the pilot chamber in straight travel valve allowing the valve to be switched over.
As the result of the switchover of the straight travel valve, the pressurized oil in the control valve P1 drives
the right and left travel motors and the pressurized oil in the control valve P2 drives the attachments. The
right and left pressures become equal because one pump drives both the right and left motors. This real-
izes straight travel. Additionally, extra hydraulic oil from P2 is supplied via the check with travel confluence
restriction to the travel side, and speed reduction is minimized. The same theory applies and the circuits
operate the same way when upper actuators other than boom and travel are operated at the same time.

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Boom cylinder

Dr T2 T1

A8
B8
pb8'
pb8
pa8'
pb4
VA VB pb4'
pa8

VB VA

B6
A6
Travel motor P pb6
P pa6
B1 Straight travel valve
A1
Switch panel pb1
pa1
TRAVEL

P1 PP P2
2-speed travel Lever lock Control valve
T
C1
Controller
Pressure line P

Pilot pressure line

A1 A2 A3
Drain line

Tank line

Pilot tank line

Electric line 6-way solenoid valve

Hydraulic pump

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SWING CIRCUITS Second Edition：05/2006
Hydraulic Circuits SH330SH350
SWING CIRCUITS

SWING CIRCUITS

Swing Parking Circuit (Lever in Neutral / Swing Locked)

When the engine is started and the swing lever is in neutral, the swing brake solenoid valve becomes
turned ON (24 V input) and the swing parking brake is activated.
When the swing lock switch is ON, even if the swing pressure switch or attachment pressure switch is
turned ON, the swing lock switch overrides and the parking brake remains unreleased. When the swing
lock switch is ON and the swing lever is shifted into operation, the swing spool in the main control valve
will be switched over.

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Swing motor

Pressure line

Pilot pressure line

A5
Drain line B5

Tank line Arm cylinder

Pilot tank line pc3'

pc3

Electric line

A B
B3
A3

pa3

Shuttle Remote control valve

valve

Swing
T pressure 3 1
switch
P1 PT PP PA P2
Pressure Control valve
sensor

Attachment
pressure
switch
C2
Switch panel
Swing brake swing lock G4 G5

A1 A2 A3

Hydraulic pump

6-way solenoid valve Controller

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Swing Parking Circuit (Brake Released)

When the swing pressure switch is turned ON by operating the lever, output to the swing brake solenoid
valve from the controller is turned OFF and the swing parking brake is released by pilot pressure.
Also, in order to prevent brake dragging caused by swing lateral force that is generated when digging at-
tachments are moved with the swing lever being in neutral, a mechanism which senses main pressure
and releases the parking brake is introduced. Signals from the pressure sensor on port G4 or port G5 of
the hydraulic pump enter the controller. When either pressure reaches 15 MPa, the output to swing brake
solenoid valve from the controller is turned OFF. This releases the swing parking brake.
When the pressure switch for attachments is kept OFF for more than 5 seconds, the swing pressure
switch will be turned OFF. Then 5 seconds after the pressure of the hydraulic pumps G4 or G5 becomes
15 MPa or less, the solenoid valve turns ON and the swing parking brake starts operating. When the pres-
sure on G4 or G5 becomes 15 MPa or more, the swing brake is released. However, if the attachment
switch was kept OFF for more than 5 seconds, the swing parking brake works. (When traveling)

Swing Pressure received on

Swing brake Swing motor
Key switch pressure G4 or G5
solenoid valve parking brake
switch pressure sensor
OFF OFF 0 OFF Operates
15 MPa or less ON Operates
OFF Released
OFF Turns on 5 seconds
15 MPa or more after attachment
ON Operates
pressure switch
is turned OFF.
15 MPa or less OFF Released
ON
15 MPa or more OFF Released

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Swing motor

Pressure line
T2
Pilot pressure line
A5
Drain line B5

Tank line Arm cylinder

Pilot tank line

pc3
Electric line pbu

A B
B3
A3
pb3
pa3

Remote control valve

2S
Shuttle
valve

S2 S3

Lever lock 3 1
Swing
pressure Pressure P1 PT PP PA P2
switch Control valve
sensor

P Attachment
pressure
switch
C2
Switch panel G4 G5
Swing brake swing lock

A1 A2 A3

Hydraulic pump

6-way solenoid valve Controller

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Swing Push Digging

The swing pilot pressure is supplied to port Pc3 via the shuttle valve and enables the swing priority vari-
able restriction to be held to the right-hand side. Putting restriction on the parallel circuit secures swing
force for enforced digging operation with raised swing pressure even when the arm and swing are oper-
ated at the same time.

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Swing motor

P
Arm cylinder
Pressure line
T2 T1
Pilot pressure line
A5
Drain line B5
pb5 pb5' pb9
Tank line
pa5' pa5 pa9
Pilot tank line pc3'
pc3
Electric line

A B
B3
A3
pb3

pa3

Shattle2S Remote control valve

valve 1S

S2 S3

Lever lock 2 4 3 1
Swing
pressure P1 PT PP PA
P2 Control valve
switch Pressure
sensor

P Attachment
pressure
switch
C2
Switch panel
G4 G5
Swing brake swing lock
A1 A2 A3

Hydraulic pump

6-way solenoid valve Controller

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Hydraulic Circuits SH330SH350
ARM CIRCUITS

ARM CIRCUITS

Arm-Out Circuit
Oil discharged from hydraulic pump A1 is supplied to the arm (1) spool through the center bypass oil pas-
sage in the control valve. Oil discharged from hydraulic pump A2 is also supplied to the arm (2) spool
through the parallel oil passage, and merges at the upstream of the arm (1) spool, then flows into the rod
side of the arm cylinder via the load holding valve. Oil returning from the bottom returns to the tank oil
passage via the arm (1) and (2) spools.

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Boom cylinder
T2 T1
pc1

A5
B5
pb5'
pb5 pb9
Arm
cylinder pa5' pa9
pa5 pc2

pc3' A8
pc3 B8
pb8'
pbu pb8

pb4 pa8'

pb4' pa8

B
Cushion valve

P1 P2
Control valve

Cushion valve

P
Pressure line

Pilot pressure line A1 A2 A3

Drain line T
2
4 B
Tank line
Remote control valve D
Pilot tank line
C Hydraulic pump
Electric line

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Arm-In Load Holding

When the arm is in neutral, oil on the arm cylinder rod side is sealed by the load holding valve check. This
mechanism reduces internal leakage from the main spool.
When the arm-in is operated, the pilot pressure enters port Pb5 of the control valve and moves arm (1)
spool to the arm-in side. Also, the pilot pressure separated from port Pb5 enters port Pc1 and moves the
load holding valve spool to the right. Through this mechanism, the oil in the spring chamber of the load
holding valve check is connected to the tank line passing the load holding valve spool. As a result, the
pressure on the spring chamber decreases and the load holding valve check is released. The hydraulic
oil in the rod of the arm cylinder is returned to the tank line, the arm cylinder extends and the arm moves in.

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Boom cylinder
Dr T2 T1
pc1
A5
B5
pb5' pb9
Arm pb5
cylinder pa5' pa9
pa5 pc2

pc3' A8

Detail pc3 B8
pb8'
pbu pb8

pb4 pa8'
Load holding pb4' pa8
valve spool
pc1 A

Load holding
valve check
A5
B Cushion valve

Arm(1)

PP
P1 P2
Control valve

Cushion valve

Remote control valve P

Pressure line

Pilot pressure line A1 A2 A3

Drain line T
4
Tank line 2
D
Pilot tank line
C
Electric line Hydraulic pump
A

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Arm-In Circuit
For arm-in operation, pilot pressure is supplied to port Pb5 and Pb9 of the control valve and the arm spool
moves to the arm-in side.
At the same time, the arm load holding valve is released by the pilot pressure, and the discharged oil on
the cylinder rod side is restricted by the forced regenerative release valve. This forces the returned oil to
be regenerated into the cylinder bottom side via the check within arm (1) spool, securing the arm speeds
required for floor digging work. When the load pressure rises on the cylinder bottom side, the forced re-
generative release valve switches over to the large diameter restriction side. As a result, the orifice for
return becomes large and returned oil on the rod side stops recycling.
When the reverse notching operation is performed for skeleton work (arm-out → quick arm-in), the arm
(2) spool line closes even though the pressure oil supplited to the cylinder remains the same as the vol-
ume of two pumps, and only the arm (1) spool return line stays open. This caused extensive shock. To
reduce this shock, a cushion valve (inline) is provided in the arm (2) spool out pilot line which softens the
switchover of the spool.

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Boom cylinder
Dr T2 T1
pc1
A5
B5
pb5 pb5' pb9
Arm pa5'
cylinder pa9
pa5 pc2

pc3' A8
pc3 B8
pb8'
Detail pbu
pb8

pb4 pa8'

pb4' pa8
A5 Load holding
H/V valve check
A
B5

pb5 B
Cushion valve

Forced recycle release valve

P1 PP P2
Control valve

Cushion valve

Remote control valve P

Pressure line

Pilot pressure line A1 A2 A3

Drain line T

Tank line 2 4
D
Pilot tank line
C Hydraulic pump
Electric line
A

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Hydraulic Circuits SH330SH350
BOOM CIRCUITS

BOOM CIRCUITS

Boom-Up Circuit (Single)

Oil discharged from hydraulic pump A1 is supplied to the boom (2) spool from the parallel oil passage via
the control valve and merges at the downstream of the boom (1) spool. Oil discharged from hydraulic
pump A2 merges with the discharged oil from the boom (2) via the boom (1) spool through the parallel oil
passage and flows into the bottom side of the boom cylinder via the holding valve.

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Boom cylinder
Dr T1
pc1

A5
B5
pb5'
pb5 pb9
Arm pa5' pa9
cylinder pa5
pc2

pc3' A8
pc3 B8
pb8'
pbu pb8
pb4 pa8'
pb4' pa8

Cushion valve

P1 PP P2
Control valve

E
Cushion
Remote control valve valve G
Pressure line
H
Pilot pressure line A1 A2 A3

Drain line T
2
Tank line 4

Pilot tank line

Electric line Hydraulic pump

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Boom-Up Circuit (Combined)

When floor digging opration is performed, the boom-up pilot pressure, which is supplied to port Pbu, re-
leases the restriction on flow to the arm by moving the swing priority variable restriction to the left. This
makes the arm move smoothly.

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Boom cylinder
T2 T1
pc1
A5
B5
pb5' pb9
Arm
cylinder pa5' pb5 pa9
pa5 pc2

pc3' A8
pc3 B8
pb8'
pbu pb8
pb4 pa8'
pb4' pa8

Cushion valve
B

P1 PP P2
Control valve

E
Cushion G
Remote control valve P valve
Pressure line
H
Pilot pressure line A1 A2 A3

Drain line T

Tank line
2 4
D

Pilot tank line

C
Electric line Hydraulic pump
A

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BOOM CIRCUITS First Edition ： 03/2006

Boom-Down Load Holding

When the boom is in neutral, oil on the boom cylinder bottom side is sealed by the load holding valve
check. This mechanism reduces internal leakage from the main spool. For boom-down operation, the pilot
pressure enters port Pb8 of the control valve and moves the spool of the control valve to the boom-down
side. Also, the pilot pressure enters port Pc2 and moves the load holding valve spool to the left. Through
this mechanism, the oil in the spring chamber of the load holding valve check passes the load holding
valve spool creating a connection to the tank. Consequently, the pressure on the spring chamber decreas-
es and the load holding valve check is released. The hydraulic oil at the bottom side of the boom cylinder
is returned to the tank line, the rod of the boom cylinder shrinks, and the boom is lowered.

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BOOM CIRCUITS First Edition ： 03/2006

Boom cylinder
Dr T1
pc1

A5
B5
pb5'
pb5 pb9
Arm pa5' pa9
cylinder pa5
pc2
pc3' A8
pc3 B8
pb8'
pbu pb8
pb4 pa8'
pb4' pa8

Cushion valve

Detail
Load holding
valve spool
pc2

Load holding
valve check
A8
P1 PP
P2 Boom(2)
Control valve Boom(1)

Cushion valve

Remote control valve G

P Pressure line
H
A1 A2 A3 Pilot pressure line
F
T Drain line

2 4 Tank line

Pilot tank line

Hydraulic pump Electric line

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BOOM CIRCUITS First Edition ： 03/2006

Boom-Down Circuit
For boom-down operation, pilot pressure is supplied at port pb8 of the control valve, and the boom spool
moves to the boom-down side. At the same time, the pilot pressure opens the boom load holding valve
and partially regenerates the discharged oil from the bottom side of boom cylinder at the rod side via the
check in the spool. (The lower the load pressure of the cylinder rod side, the more the regenerated volume
will be.)
When the boom is moved down as quickly as possible and the spool is at full stroke, negative pressure is
generated by bleed-off oil passage in the center bypass. High pressure generation is coutrolled, and vi-
bration of the body is reduced. Since the lack of oil is to be supplemented in the regenerative circuit, en-
gine output can be effectively used.

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Boom cylinder
Dr T1 ps2
pc1

A5
B5
pb5'
Arm pb5 pb9
pa5' pa9
cylinder pa5
pc2
pc3' A8
pc3 B8
pb8'
pb8
pb4 pa8'
pb4' pa8

Cushion
valve

Load holding
Detail valve check

H/V A8

B8

pb8

P1
PP P2
Control valve
T1

Bleed-off
P2

Cushion valve

Remote control valve G

P
Pressure line
H
A1 A2 A3 Pilot pressure line
F
T Drain line
4
2 Tank line

Pilot tank line

Hydraulic pump Electric line

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BACKUP CIRCUITS First Edition ： 11/2005
Hydraulic Circuits SH330SH350
BACKUP CIRCUITS

BACKUP CIRCUITS

Combined Circuit (Breaker Circuit)

Through remote control operation, the pilot pressure that is supplied to port Pa2 of the control valve
switches the backup spool. This allows the discharged oil from the hydraulic pump A1 to flow into the
breaker.
The pilot pressure operates the pressure switch at the same time. Through signals, the control gives an
instruction to the engine controller to adjust the engine speed to preset numbers.
Return oil from the breaker passes by way of 3-direction valve, and oil exceeding the set pressure flows
from the stop valve via the relief valve to return to the hydraulic oil tank.

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BACKUP CIRCUITS First Edition ： 11/2005

Shuttle valve

Filter

Stop valve
1
pb5'
2 pb5 pb9
pa5' pa9
pa5

B2

pb2 A2
pa2
P4

P T
1 2 D

A
Pressure P2 P3
switch A2 P1 PP
A1 S1 Control valve
P T B
Holding valve
Shuttle
valve
S2 A
B1 B2
Pressure line

Pilot pressure line

A1 A2 A3
Drain line Controllera
Tank line Hydraulic pump

Pilot tank line

Electric line

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BACKUP CIRCUITS First Edition ： 11/2005

Combined Circuit (High Speed Confluence Circuit)

Through remote control operation, the pilot pressure that is supplied to port Pa2 (or Pb2) of the control
valve switches the backup spool. This allows the discharged oil from the hydraulic pump A1 to flow into
the end attachment.
The pilot pressure operates the pressure switch at the same time, and its signals switch over the solenoid
valve. Through the switchover of the solenoid valve, the pilot pressure, which is supplied to port Pb9 of
the control valve, switches the arm (2) spool to block the center bypass. Through this process, discharged
oil from the hydraulic pump A2 is supplied to holding valve B via ports P2 and P3 of the control valve.
The pilot pressure from the solenoid valve acts on port P of the holding valve at the same time and moves
the release spool. As result, the oil in port B of the holding valve is descharged from port A and enters port
P4 on the control valve and merges with the discharged oil from the hydraulic pump A1 at the upstream
of the backup spool, achieving 2nd speed (high speed).

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BACKUP CIRCUITS First Edition ： 11/2005

Shuttle valve

Filter

T2

Stop valve

2 3 pb5'
pb5 pb9
pa5' pa9
pa5

B2
pb2 A2
pa2

T P4
D

1 T 2
P

Pressure A
switch P1 PP P2 P3
A1 S1 A2 Control valve
P T
B Holding valve
Shuttle
valve
B1 S2 B2 A

Pressure line

Pilot pressure line

A1 A2 A3
Drain line Controller

Tank line Hydraulic pump

Pilot tank line

Electric line

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OPERATION EXPLANATION First Edition ：03/2006
Electric Circuits SH330SH350
OPERATION EXPLANATION

OPERATION EXPLANATION

System Chart of Functions

Item Function Method

1) Engine control Electronic control (Common-rail)

a) H / S / L mode
Machine setting can be selected Maximum engine speed, pump
according to conditions such as of current, and pressurizing solenoid
2) Work mode selection
workload or fuel efficiency valve are controlled according to
preference, and lifting operation. the selected work mode.

b) Auto-mode Selection of auto-mode allows the

Suitable work mode is automatically load to be calculated with pressure
selected. of negative control P1 and P2 which
in turn work mode is switched.

c) Load prefetch control

Pump current and engine controller
Pump current is kept at 0 mA while
are controlled by signal from
machine is not being operated.
pressure switch.

Engine can be controlled

continuously from idling to high- Engine speed is adjusted by control
3) Throttle control
idling speed by operator's of throttle valve.
instruction.

Pushing knob of switch on the right

Engine speed can be switched to
allows the engine to run idle and
form idling by control of one-touch
pushing it again to return it as it
switch.
was.

4) Idling control
Selection of auto-idle allows the
engine to run at idling speed
automatically in 5 minites after the
It makes engine to run idle while
lever is shifted to its neutral.
machine is not being operated.
Shifting lever makes the engine to
return to its normal speed
automatically.

Turning ON the pressure switch in

Pressing the breaker pedal allows breaker pilot line allows the engine
the engine to run at the set speed to run at previously set speed.
5) Breaker mode
automatically and boosting pressure Also, pump current will be set as
will be cut. that in S-mode and boosting
pressure is to be cut.

Depending on cooling water

temperature at the time when the
It helps the engine to start easily at key switch is turned ON, the glow
a low temperature. plug is energized for a period of
6) Auto preheat Also, it stabilizes engine speed time being set.
immediately after start of the engine It is to be energized for a certain
to reduce exhausting smoke. period of set time after the engine
has been started to reduce
exhausting smoke.

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OPERATION EXPLANATION First Edition ：03/2006

Item Function Method

In case where no operation of the

When coolant temperature is low, it machine after the engine has been
allows the engine to start warming- started is carried out when coolant
7) Auto warm-up
up automatically after it has been temperature is low, it automatically
started. increases engine speed gradually to
warm it up.

When coolant temperature goes

When engine coolant temperature over 108 , reduce fuel injection
8) Overheat protection has been increased, reduce quantity.
injection quantity to protect engine. Coolant temperature sensor to
ECM.

It prevents black smoke and engine

Fuel is to be restricted by an
9) Atmospheric pressure damage when intake air quantity is
atmospheric sensor when altitude is
compensation decreased such as operating in
over 2,000 meters.
highland.

It increases fuel injection

according to coolant temperature
to improve starting performance. It monitors coolant temperature
It improves starting performance when it is under 0 .
10) Control when starting
when sufficient fuel fails to be It watches a lapse of time after
engine
injected due to wear in the cranking has been started.
machine as it has been operated
for a long time.

It stops fuel injection from injector.

Engine controller (ECM) recognizes It instructs pressure control valve to
11) Control when stopping engine key OFF by turning key opened fully.
engine switch OFF. It makes EGR valve to be fully
open.

Signal of emergency stop switch is

Emergency stop switch is set up
transferred to engine controller
12) Emergency stop of the with no engine stop by key switch in
(ECM) to perform engine stop
engine mind.
control.

When the engine is operated with

water temperature, boost Water temperature, boost
temperature, and engine oil temperature, and engine oil
13) Engine protection function pressure exceeded the level pressure are supervised, and
respectively specified, it is to protect engine is protected.
by limitation of the engine output or
by stopping the engine.

It allows the machine not to be When the lever is raised by control

operated by control of levers while of the gate lever on the left console,
14) Lever lock cab is being moved Up/Down or the lever lock solenoid turns OFF
when the machine will not be which in turn pilot pressure is cut
needed for operation. off.

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OPERATION EXPLANATION First Edition ：03/2006

Item Function Method

Boost control Whether boost of pressure is

needed or not is judged by the input
It increases main relief pressure by
15) Auto boost control data on load factor of the engine
approx. 10%.
and on pump discharge pressure.
(Boosting for 8 seconds.)
Boost-cut control
It does not allow boosting according Boosting will not function when
to a certain condition to protect traveling and reserve pressure
machine and equipment. switches are turned OFF.

Turning ON the swing lock switch

It disables swing even when the allows the swing brake solenoid to
16) Swing lock
swing lever is mistakenly controlled. be energized to actuate mechanical
brake.

When swing lock is OFF, in order to It controls swing brake solenoid

protect swing device, it controls valve by the data obtained from
17) Swing brake control swing mechanical brake ON / OFF switches of swing, attachments, and
automatically according to operating travel pressure, and also from pump
conditions. discharge pressure.

It controls solenoid valve by the

18) Travel speed switching- It allows travel speed to switch to travel mode switch to switch over tilt
over either one of 2 levels. angle of swash plate in the traction
motor.

Alarm buzzer functions when Travel pressure switch controls the

19) Travel alarm
traveling. buzzer.

It allows a time-lag until main relay

This ensures power supply for
20) Power shut-off delay shuts off after key switch has been
engine stop function.
turned OFF.

(Option)
It makes an automatic stop when Enter signal of fuel sensor to turn
21) Fuel supply pump control
fuel tank becomes full on refueling. OFF switch.

It protects controller in case where

Over-current detection shuts off
22) Power transistor protection a circuit connected to transistor
transistor output.
output is short-circuited.

a) Normal display Temperature of hydraulic oil and of

coolant temperature, and fuel level
It displays current status of the
23) Monitor display are displayed in bar graphs on LCD
machine.
monitor and work/travel mode is
also displayed.
b) Massage display
Warning
Each information is to be displayed
Functioning operation
by letters on LCD monitor
When to service the machine

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OPERATION EXPLANATION First Edition ：03/2006

Engine Control
1. Fuel Injection Control (Common rail type)
Process to determine quantity of fuel injection
[1] System diagram

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OPERATION EXPLANATION First Edition ：03/2006

[2] Operation
Engine controller (ECM) gets information (signal from mounted sensors) such as engine speed
and engine load.
Based on the information, ECM sends electric signals to supply pump and to injector to make a
proper control of fuel injection quantity and injection timing for each cylinder.
1) Injection quantity control
Based mainly on engine speed and load given to actual machine, Injection rate control is car-
ried out for optimum injection by controlling fuel injector.
2) Injection pressure control
Injection pressure is controlled by control of fuel pressure in the common-rail.
The right pressure in the common-rail is calculated by using engine speed and fuel injection
quantity.
The supply pump and the suction control valve are controlled according to the calculated
pressure so that it can discharge proper quantity of fuel to pressure-feed into the common-
rail for control.
3) Injection timing control
The control substitutes timer function and an appropriate fuel injection timing is calculated by
mainly using engine speed and fuel injection quantity to control the injector.
4) Injection rate control
In order to improve fuel consumption in the cylinder, a small amount of fuel is injected (pre-
injection) for ignition at first, then 2nd time injection (main injection) into the ignited cylinder
is carried out.
In this control, the injection quantity control in section 1) and the injection timing control in
section 3) are carried out by controlling injector.

147
 Crank sensor
Cam position sensor
Fuel level sensor

Fuel temperature sensor

Electric Circuits
OPERATION EXPLANATION

Boost temperature sensor

Boost pressure sensor

Intake air Engine harness

temperature sensor connector is here

148
Vacuum sensor
2. Mouting postion of accessories related to engine

Water temperature
sensor

EST connector
Tech2 connector
ECM memory clear
First Edition
Page No.

Atmospheric pressure sensor

Engine controller (ECM)
330-1-04-01-27

*Crank sensor : Flywheel mounted engine speed sensor

*Cam position sensor : Cylinder head mounted sensor
：03/2006
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OPERATION EXPLANATION First Edition ：03/2006

3. Accessories related to the engine meeting emission control regulation of 3rd-Stage

Enginecontroller (ECM)
[1] Appearance

[2] Outline
• Controller for the engine meeting emission control regulation of 3rd-stage (hardware is com-
mon to the vehicle).
• Quantity of pin is 121 as against 104 for the engine meeting emission control regulation of
2nd-stage.
• Reliability is equivalent to the unit for current engine meeting emission control regulation of
2nd-stage (evaluation of single unit has been completed).
• In area indicated by an arrow, ISUZU part number and TRANSTRON part number, and serial
number are recorded.
Water temperature sensor
[1] Appearance

1: Power, positive (+)

2: Power, negative ( - )
3: For water temperature indicator (not in use)

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OPERATION EXPLANATION First Edition ：03/2006

Intake air temperature sensor, Boost temperature sensor

[1] Appearance

Fuel temperature sensor

[1] Appearance
<Fuel supply pump>

Atmospheric pressure sensor

[1] Appearance

1: Power, positive (+)

2: Power, negative ( - )
3: Output

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OPERATION EXPLANATION First Edition ：03/2006

Boost pressure sensor

[1] Appearance

Crank sensor
[1] Appearance

Cam position sensor

[1] Appearance

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OPERATION EXPLANATION First Edition ：03/2006

Vacuum sensor
[1] Appearance
* Reliability enhanced product against harness and connector used in type2.

[2] Operating negative pressure: 6.27 kPa

Fuel level sensor

[1] Appearance
This is identical to the fuel level sensor used in current type 3.

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OPERATION EXPLANATION First Edition ：03/2006

Work Mode Selection

[1] Circuit configuration

Hydraulic pump
Operation
mode switch
IN1
Auto-mode
switch
IN2

Buzzer Serial CAN

communication communication Sensor date

Monitor display Controller Engine controller Engine

[2] Time chart

Power

Work
Mode SW
IN1

Auto-mode SW
IN2

Work mode

[3] Switching modes

1) If the machine was in H / S / L mode and was turned OFF by the key switch, it will restart in S-
mode when it is turned ON through the key switch again. (Previous data is reset.)
2) By pressing the work mode switch, the modes alternate as follows: S → H → L → S → H.
3) No matter what mode is selected to start with, pushing the auto-mode switch once will switch the
mode to “auto”. Pushing the switch again will switch the auto-mode to S-mode, regardless of the
mode that was selected prior to auto-mode.
4) During the auto-mode operation, the work mode switch stays deactivated. The switch will not
work to change modes.
5) After the machine has been turned OFF with auto-mode selected, it will restart in the auto-mode
even when the key switch is turned ON. (Previous data is retained.)
[4] Operation
1) Pushing the mode switch on the monitor display will send a signal to the controller. The controller
then switches modes according to the signal it received.
2) The controller signals the currently selected mode to the monitor via serial communication. The
LCD screen switches according to the data sent.
3) The controller transmits the current mode to the engine controller via CAN communication. The
engine controller regulates the engine governor according to the data.
Also, the engine controller transmits via CAN communication the data on current mode and the
actual engine speed.

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OPERATION EXPLANATION First Edition ：03/2006

4) The controller determines the pump current based on the following data: current mode, actual
engine speed, target engine speed. The controller then transmits the result to the pump.
5) The LCD on the monitor switches, reflecting the transmission received from controller via serial
communication.
[5] Switches and LCD
Monitor display
Mode
LCD switch-over switch Switch panels Hour meter

Trip switch
LCD display during H-mode

LCD display during S-mode

LCD display during L-mode

LCD display during AUTO-mode

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OPERATION EXPLANATION First Edition ：03/2006

1. H / S / L Modes
2. Auto Modes
[1] Alteration
• The current value of “I min” in mode H is set up between mode S and mode L.
• The engine speed sensing control is carried out even in mode S and “I max” is set to the cur-
rent value equivalent in mode S and “I min” to the seme as “I min” of mode H.
• The engine speed sensing control is carried out even in auto mode and control it within the
range from “I max” to the current value “I min” to the seme as “I min” of mode H for both Sa
and La.
[2] Purpose
• It lowers pump output automatically to cope with drop of engine power due to use of poor
quality fuel and operation in highland.
• It applies optimum load with fuel cost and cycle time in mind when operated in automatic
mode.
[3] Circuit connfiguration

Hydraulic pump
Operation
mode switch
IN1
Auto-mode
switch
IN2

Buzzer Serial CAN

communication communication Sensor date

Monitor display Controller Engine controller Engine

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OPERATION EXPLANATION First Edition ：03/2006

Max. torque point = X engine speed

Torque
H mode
H mode
A

Engine horsepower
S mode S mode
Target speed (min-1)

A mode
B
L mode
L mode
C
Horsepower

900

0 0.5 4.5 5.0 900 C B A

Throttle volume (V) Engine speed (min-1)

Mode H: When engine speed is between A rotation and X

HImax ( mA) rotation at maximum torque point, it controls current
value range from HI max ( mA) to I min ( mA).
Mode S: When engine speed is between B rotation and X
rotation at maximum torque point, it controls
Quantity of flow (Q)

SImax ( mA) H mode current value range from SI max ( mA) to I min (
mA).
Mode L: When engine speed is C rotation, current value is of
S mode mode L ( mA).
Auto mode
Sa: When engine speed is between B rotation and X rotation at
maximum torque point, it controls current value range from
Imin=L mode ( mA)
HI max ( mA) to I min ( mA).
La: When engine speed is between C rotation and X rotation at
maximum torque point, it controls current value range from
HI max ( mA) to I min ( mA).
Pressure (P)
P-Q chart of pump

[4] Operation in mode H, S and L * Identical to current type 3.

1) When the target speed of the engine is lower than the speed at maximum torque, the pump
current comes to the current value in mode L even if it is operated in mode H or S. (To pre-
vent engine stop.)
2) When operating travel alone even it is operated in mode L, the current value in mode S is to
be taken (to prevent endless traveling).
3) When using a backup line (breaker, crusher etc.), the current value in mode S is to be taken.
4) Even if it applies to the section 2) or 3) above, the current value in mode L is to be taken in
the case of section 1). (To prevent engine stop.)
5) When in auto idling, put the idling engine speed at 1200 min-1. (For measures against black
smoke generated when restoring engine speed by manual control of lever.)
6) When temperature of engine cooling water is too low or when power-supply voltage applied
to the engine controller is too low, increase the idling speed to prevent over-cooling or run-
ning out of battery.

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OPERATION EXPLANATION First Edition ：03/2006

[5] Operation in auto mode * Identical to current type 3.

1) When auto mode has been selected, start the machine with mode La first then select mode
Sa according to working conditions.
In addition, the mode can be changed automatically from Sa to La.
2) When water temperature is less than 50 ℃ and oil temperature is less than 25 ℃, control in
auto mode will not be carried out even if the auto mode has been selected and the mode is
fixed to La selected on starting.
Once water temperature reaches more than 50 ℃ and oil temperature more than 25 ℃ how-
ever, control in auto mode starts and continues operating in this mode if water and / or oil
temperature is dropped again.
3) If travel pressure switch is turned ON during control in auto mode, work mode will not be
changed over while it is being turned ON.
(If travel pressure switch is turned ON during control in mode Sa, mode Sa is to be held, and
similarly if the switch is turned ON during control in mode La, this mode is to be held.)

<<Set value in each mode>>

Mode Designation Unit Set value

(MAX) min-1 1950
Engine speed -1
(When traveling) min 2050
H (I MAX) mA 470
Pump current (I MIN) mA 250
(When in no control) mA < 50
-1
Engine speed (MAX) min 1850
(I MAX) mA 410
S
Pump current (I MIN) mA 250
(When in no control) mA < 50
-1
Engine speed (MAX) min 1750
L (STD) mA < 50
Pump current
(When in no control) mA < 50
Engine speed (MAX) min-1 1850
Mode Sa (I MAX) mA 470
Pump current
(I MIN) mA 250
-1
Engine speed (MAX) min 1750
(I MAX) mA 470
Mode La
Pump current (I MIN) mA 250
(When in no control) mA < 50
-1
Engine speed in idling min 900
Engine speed in auto idling min-1 1200
-1
Engine speed at maximum torque min 1500

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OPERATION EXPLANATION First Edition ：03/2006

3. Load Prefetch Control

[1] Purpose
Pump current is controlled as measures against black smoke.
* Since engine response has been improved, control applied to current type 3 that increase of
target speed by 100 min-1 for 0.3 seconds from the moment when ON signal of pressure switch
is received will not be carried out any more.
[2] Circuit configuration

Hydraulic
pump

Pressure switch Sensor data

Attachment
Current:I

CAN
communication Sensor data

Pressure switch
Travel
Controller Engine controller Engine

[3] Operation
1) When no operation is carried out (attachment and travel pressure switches OFF), the pump
current is always 0 mA regardless of operation mode and engine speed.
2) When attachment or travel pressure switch is turned ON, the controller provides pump cur-
rent so that it can get to the set current for the work mode being selected after 0.8 second.
* No control for decreasing transient load has been employed for machines above current model of
SH300-3.
Control for decreasing transient load is illustrated below:
Since engine response (or returning property) has been improved (or no difference between target
speed and actual speed), if an abrupt engagement of the lever from inching operation is carried out,
and when difference between target speed and actual speed reaches within 150 min-1, pump current
of 0 mA is to be applied to ease the engine load.
This is for the purpose of taking measures against black smoke and of prevention from engine stop.

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OPERATION EXPLANATION First Edition ：03/2006

Throttle Control
[1] Alteration
• In current type 3, selected work mode is transferred to the engine controller (ECU) via CAN com-
munication circuit from the controller in the machine.
Target speed is calculated by using the engine output map according to the work mode and the
analog voltage signal from throttle potentiometer directly inputted to ECU, then the target rack
position is provided to the electronic governor to adjust quantity of fuel injection.
• In the next version of the machine, the analog voltage signal from throttle potentiometer is pro-
vided to the controller in the machine to transfer it to the engine controller (ECU) via CAN com-
munication circuit together with work mode.
• Engine controller for type 3 machine is called as ECU (engine control unit).
• Engine controller for next type of machine is called as ECM (engine control module).
[2] Purpose
Engine speed can be set by no dependence of the engine controllers on ISUZU side.
[3] Circuit configuration

Throttle volume Target speed

5V
SIG CAN-H
GND CAN-L

Engine speed
Engine
Controller Engine controller

H mode
5.0
A
S mode
A mode
Target speed (min-1)
Input voltage (V)

B
L mode
C

900

0 100 0 0.5 4.5 5.0

Throttle volume position (%) Input voltage (V)

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OPERATION EXPLANATION First Edition ：03/2006

[4] Operation
1) The controller determines the target speed from the position of throttle potentiometer and the
work mode currently being entered to transfer the data to the engine controller (ECM) via CAN
communication circuit.
2) ECM determines fuel injection quantity from the calculated target speed and the data obtained
from each sensor (such as actual engine speed, fuel temperature, and boost temperature) to
transfer it to the supply pump and to the injector for engine control.
3) When the engine is rotated at a speed less than that at the maximum torque by controlling throttle
potentiometer, the pump current becomes that of mode L even if work mode is selected either to
mode S or to mode H.
4) When CAN communication linking between the controller and the engine controller (ECM) is
stopped, the engine speed is fixed to a certain specified speed and the throttle potentiometer
specifying engine speed will not be functioning. (Specified speed: 1350 min-1)
The specified speed, for the purpose of emergency escape, has been set as the engine speed
which will not damage the breaker while the engine is running.

160
 ENGINE
EGR MOTOR
3LR GLOW PLUG
BATTERY RELAY U
KEY SWITCH V M
THROTTLE

CN.A6
B G1 G2 ACC M ST W
VOLUME
HEAT EGR POSITION
1.25LgR 0.75WB 8
OFF 0.75GB 7 SENSOR
ACC 1.25RW 1 1.25RW 0.75YB 6
WR
ON 0.75WG 4
U
1.25LgR 3 1.25LgR 0.75G 3
ST V
0.85GrR 4 0.85GrR 0.75YG 2
W
1
0.85LY 6 0.85LY 1.25LgR 2 1.25LgR

1
2
3
3
6
1

2
5
0.85L 7 0.85LG WR 3 WR SAFETY RELAY COMMONRAIL PRESS. SENSOR

CN.A4
0.85BL 8 0.85BL
CN.50 CN.52
0.85GrR 5 0.85GrR 0.85GrR 3

0.85L
0.85LY
0.85BL
1.25RW 4
CN.19

1.25LgR
0.85GrR
LgR
GrR
CN.22
CN.T3

0.85LgR
CRANK ANGLE (MPU) SENSOR
0.75R 12
0.75W 13
-
CONTROLLER MAIN RELAY GLOW RELAY 0.75G 14 +
Electric Circuits

0.75G 1
24VB 0.75L 2 CAM ANGLE SENSOR

CN.6
BW 3
OPERATION EXPLANATION

ENGINE STOP 21 WR 0.75L 5

BL 6
0.75WR 7
0.75WL 15 WATER TEMP. SENSOR
0.75RG 8

3
4

5
1
2

5
1
3
4
0.75GR 16

CN.1
0.75BR 17

BG
BrR
2LR

YR
LgR

2LR
2WR
0.75RY 9

1.25GR
0.75YB 10 BOOST TEMP. SENSOR
5V THROTTLE 11 0.85LY 0.75BY 11
SIG THROTTLE VOL. 4 0.85LG

WR
A GND 5 0.85BL

CN.A2
BOOST PRESS. SENSOR

161
CN.3
MONITOR SWITCH
[5] Throttle Control Relation Electric Circuit Diagram

ENGINE STOP 43 BrR ENGINE STOP

OIL PRESS. SENSOR

CAN H 29 0.85P
39 0.85PL 2LR 3 3LR
CAN L

1.25GR 5 1.25GR

FUEL LEAKAGE

CN.21
TEMP. SENSOR
AIR INTAKE
WR 16 WR TEMP. SENSOR

CN.A7
0.85LgR 17 0.85LgR 0.75Y 1
GrR 18 GrR 0.85BO 1 0.75P 2
BrR 19 BrR 0.75OL 2 0.75W 3 SCV
YR 20 YR 4
0.85P 21 P 5
0.85PL 22 PL 6
BARO SENSOR

CN.A8
CN.A5

CN.23
0.85Y 1
0.85YL 3
0.85BY 2
1.25RG 1
1.25RW 2
No.1 CYLINDER
0.75GW 5
0.75WL 6
No.6 CYLINDER
0.75GB 7
0.75G 8
0.75WB 9 No.5 CYLINDER
0.75WR 10
No.3 CYLINDER
First Edition

CN.A3

CN.A0 CN.A1 No.2 CYLINDER

0.75Y
0.75W
0.75G
0.75P
0.75WR
0.75G
1.25RG

0.75WR
0.75W
0.75RG
0.75W
0.75GR
0.75YG
0.75G
0.75WG
0.75R
0.75W
0.75L
0.75P
0.75G
0.75L
0.85BW
0.75BR
0.75YB
0.75WB
0.75WB
1.25RW
0.75WL
0.75GW
0.75GB

1.25B
0.85BG
0.85BG
BrR
YR
0.85LgR
0.75L

1.25B
1.25B
0.85BG
1.25GR
1.25GR
P
PL
YR
BL
GrR
WR
0.85BY
0.85Y
BL
BL
0.85YL
0.75OL

2
5

1
80 0.75YR

3
46
63
67

4
21
60
61
71
79 0.75BY
97

81
24
40
41
47
64
74 0.75WL
84
89
95
91
92
93
87
82
90
98

62
18
37
72
83
94

43
10
121

107
113
117

101
103 0.75GB
109
111
114

100 0.85BL
105
106
108
110
115
116
119
120

118

No.4 CYLINDER
330-1-04-01-27

ENGINE CONTROLLER (ECM)

：03/2006
Page No. 19 / 46
 330-1-04-01-27
Electric Circuits Page No. 20 / 46
OPERATION EXPLANATION First Edition ：03/2006

Idling Control (Auto / One-touch)

[1] Circuit configuration

Knob switch
(R) Pressure switch
(Attachments)
IN1 IN2

IN3
Sensor data
Buzzer
Pressure
LCD switch(Travel) Sensor data
Serial CAN communication
communication Breaker switch

Monitor display Controller Engine controller Engine

Swing switch

[2] Switching between auto idle and one-touch idle

1) Pushing the knob switch (IN1) down and holding it for 3 seconds will trigger the modes to toggle
between auto and one-touch.
When the mode switches, the ON / OFF display on the auto idle section of the LCD also switches,
and the buzzer buzzes for 3 seconds.
2) At the time of auto idle / one-touch idle selection, the previous setting will still prevail even after
the key switch was turned ON. (Previous data is retained.)
3) The LCD will display ON / OFF status of auto idle. ON on the display indicates the auto idle, OFF
indicates one-touch idle.
4) If there occurs no handling through the lever for 5 seconds with auto idle turned ON (both attach-
ment pressure switch and travel pressure switches are OFF), the engine speed automatically
goes back to the idling state.
(For 5 seconds, the initial setting prevails. Programming is possible through adjusting settings on
the back panel for the duration between 1 and 30 seconds.)
5) During auto idle, if operated via lever while engine is idling (either attachment pressure switch or
travel pressure switch is on), the engine speed automatically goes back to the previous rate.
6) Even during auto idle, idling / recovery operation is attained by pressing the knob switch (one-
touch switch).
7) When auto idle is OFF (i.e. during one-touch idle), idling / recovery is attained by simply operating
the knob switch (one-touch idle switch), whether or not the machine was maneuvered though the
lever.
8) LCD displays “IDLING” on the monitor during idling control.
[3] Operation
1) When setting idling revolutions based on conditions described in [2]. Switching between auto idle
and one-touch idle, the controller transmits an idling signal to the engine controller via CAN com-
munication.
Also, a signal is sent to the monitor display via serial communication to display “IDLING” on the
screen.
2) The engine controller, upon receiving the signal, selects idling mode and adjusts engine speed
to that of the idling state.
3) The monitor displays “IDLING” on the LCD according to the signal sent.

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OPERATION EXPLANATION First Edition ：03/2006

4) When recovering from idle control based on the conditions described in [2]. Circuit configuration,
the controller transmits a signal to the engine controller via CAN communication conveying the
previous engine mode selection.
Also, the serial transmission that has been sent to the monitor for displaying “IDLING” on the
screen will be terminated.
5) The engine controller, depending on the mode signal received, switches the idling mode back to
the previous mode and adjusts the engine speed.
6) The monitor recognizes the termination of the idling signal transmission and stops the “IDLING”
display on LCD.
[4] Time chart
1) Time chart for auto idle ON / OFF selection

Power 24V
0V

IN1 OFF (5V)

(Knob SW) ON (0V)

Auto idle

2) Time chart when auto idle is ON

IN1 OFF (5V)

(Knob SW) ON (0V)

IN3 OFF (5V)

Pressure SW (Travel) ON (0V)

Engine speed
idle
Idle Idle Idle Idle Idle

3) Time chart when auto idle is OFF

IN1 OFF (5V)

(Knob SW) ON (0V)

IN2 or IN3 OFF (5V)

ON (0V)

Engine speed
idle
Idle Idle Idle

163
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Electric Circuits Page No. 22 / 46
OPERATION EXPLANATION First Edition ：03/2006

Breaker Mode
[1] Alteration
Optimization of pump current in mode S and in mode L at the engine speed with the breaker being
used.
Pump current at engine speed of between 1200 and 1500 min-1 is applied from that in mode L to that
in mode S.
[2] Purpose
Although in the breaker mode up to now, pump current in mode S is to be applied at engine speed
of more than 1500 min-1, It spreads the speed range in mode S so that the machine can be operated
in less than that of the flow-rate.
[3] Circuit configuration

Breaker mode Hydraulic Throttle

switch pump volume

IN1

Sensor data
IN2

Pressure Sensor data

switch CAN communication
(Backup line)

Controller Engine controller Engine

[4] Operation
1) When the breaker mode switch is turned ON by locker switch on the console (left side) and the
pressure switch in backup line is turned ON, it controls to rotation of the breaker.
2) When the engine is rotated at a speed less than that set for the breaker by controlling the throttle
potentiometer, engine speed will not be increased to the speed set for the breaker even if the
breaker is operated.
3) If the pressure switch in backup line is turned ON regardless of breaker mode switch input, the
pump current is to be at the current value in mode S irrespective of operation of at that time.
(However, when the engine speed is less than 1200 min-1, pump current becomes that in mode
L.)

164
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Electric Circuits Page No. 23 / 46
OPERATION EXPLANATION First Edition ：03/2006

Auto Preheat (Glow Control)

[1] Alteration
Only the circuit structure and the pre-glow control are different. (Refer to time chart attached) It is the
same that the pre-glow starts, according to water temperature, at the same time when the key switch
is turned ON.
[2] Circuit configuration

Key switch
B M ST Glow plug
OFF
ON
ST

Engine start
Key on
To battery relay CAN-H Engine
To starter relay Glow relay CAN-L

Controller
Glow relay Engine controller

[3] Operation
1) When the key switch is turned ON, the engine controller (ECM) calculates pre-glow time from
engine cooling water by using the attached map.
2) ECM turns ON the glow relay output during calculated pre-glow time to transfer the glow lamp
signal through CAN communication circuit to the controller displaying “ENG PREHEAT” on the
monitor.
3) The glow relay output continues regardless of ON / OFF of the glow lamp signal.
4) After the engine has been started, it turns ON the glow relay output again only when cranking the
engine.
The glow lamp signal will not be transferred at this time.
5) When the key switch returns to ON from the “start” (when cranking is completed), it calculates
after-glow time by using the attached map.
The glow lamp signal will not free transferred at this time.
6) Since the control mentioned above starts immediately after the key switch has been turned ON,
“ENG PREHEAT” will not be displayed on the monitor unless the pre-glow time passes more than
3 seconds (below -5 ℃).
* The glow lamp time map is added from the engines meeting the emission control regulation of 3rd-
stage.
* Refer to attached sheets for the glow control time according to water temperature and for the time
chart.

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Electric Circuits Page No. 24 / 46
OPERATION EXPLANATION First Edition ：03/2006

[4] Water temperature control map

1) Glow lamp time (It transmits by CAN communication)
Glow lamp time (sec)

Engine coolant temperature ( )

2) Pre glow time

Pre glow time (sec)

Engine coolant temperature ( )

3) After glow time

After glow time (sec)

Engine coolant temperature ( )

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OPERATION EXPLANATION First Edition ：03/2006

[5] Time chart

1) When in normal operation

START
Key
ON
switch
OFF

Glow ON
lamp OFF

ON
Glow
relay OFF
Glow lamp time

Pre glow time After glow time

2) When the engine has been started after pre glow is completed
START
Key ON
switch
OFF

Glow ON
lamp OFF

Glow ON
relay OFF
Glow lamp time

Pre glow time Cranking After glow time

glow time

3) When the engine has been started before glow lamp gose off

START
Key
ON
switch
OFF

Glow ON
lamp OFF

Glow ON
relay OFF
Glow lamp time
pre glow time

Cranking After glow time

glow time

167
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Electric Circuits Page No. 26 / 46
OPERATION EXPLANATION First Edition ：03/2006

Auto Warm-up
[1] Circuit configuration

Pressure
Knob switch Throttle
switch (Attachements) volume
IN1 Coolant temp
sensor
IN2 Coolant
temp data
Buzzer
IN3 Pressure switch(Travel) Sensor data
Serial
LCD
communication CAN communication

Monitor display Controller Engine controller Engine

[2] Operation
1) A coolant temperature sensor is installed inside the engine. The signal from this sensor goes out
to the engine controller and is converted into a temperature value. The engine controller then
transmits the coolant temperature data to the controller via CAN communication.
2) If the coolant temperature is below 50 ℃ after engine starts, the controller transmits the auto
warm-up signal to the engine controller via CAN communication.
3) The engine controller executes the auto warm-up control upon receiving the signal transmission
from the controller.
4) The controller terminates the auto warm-up control on the following conditions.
The engine controller terminates the auto warm-up control once the command is cancelled.
• When one of the following switches turns ON: attachment pressure switch, travel pressure
switch and knob switch (one-touch idle switch).
• When throttle volume is changed.
• When engine speed stays above 1800 min-1 for 3 minutes.
5) Once auto warm-up control is cancelled, the controller does not initiate auto warm-up control
again unless key switch is turned from OFF to ON.
6) While controller is executing the auto warm-up control, an “AUTO WARM UP” message is dis-
played on the monitor's LCD.
[3] Auto warm-up control
Details of auto warm-up control are the same as those for model 2 machines. They are as follows:

Auto warm-up Auto warm-up

complete complete
Engine speed (min-1)

Engine speed (min-1)

Throttle
position

Throttle
position

Duration of operation Duration of operation

168
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Electric Circuits Page No. 27 / 46
OPERATION EXPLANATION First Edition ：03/2006

Overheat Protection
[1] Purpose
It is the function protecting the engine by restriction of fuel injection quantity which in turn reduces
engine output forcibly when water temperature has kept on rising.
The control starts functioning at the moment when water temperature exceeds 100 ℃.
* Warning “OVER HEAT” is to be displayed on the monitor in actual machine when temperature ex-
ceeds 105 ℃.
[2] Water temperature-Fuel injection quantity

Q restriction by overheat protection (6HK1)

120

100
Q restriction rate (%)

80

60

40

20

0
90 100 110 120 130 140

Engine coolant temperature ( C)

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Electric Circuits Page No. 28 / 46
OPERATION EXPLANATION First Edition ：03/2006

Atmospheric Pressure Compensation

[1] Purpose
Purpose is to prevent black smoke from increasing because an excessive fuel is fed in the combus-
tion chamber of the engine due to lack of intake air and to prevent the engine from being damaged
(prevention of over-revolution of turbo) due to temperature rise of exhaust gas.
[2] Map

Altitude-Torque
Output drop due to Output drop due to
change in environment fuel compensation
Torque (N m)

Altitude (m)

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Electric Circuits Page No. 29 / 46
OPERATION EXPLANATION First Edition ：03/2006

Control When Starting Engine

1. Starting control (by monitoring water temperature)
[1] Purpose
When water temperature is below 0 ℃, Purpose is to ensure starting performance of the engine
in cold temperature by making fuel injection according to water temperature.
2. Long cranking control
[1] Purpose
While aiming at reduction of black smoke when starting engine, the purpose is to improve starting
performance by increasing starting Q (fuel injection) by fixed quantity, as a backup when suffi-
cient starting Q (fuel injection) will not be injected in such case where an injector is worn out, after
the specified time has passed from the time when cranking was started.
[2] Time chart
START
Key ON
switch OFF 1.5 sec

Idling
Engine Cranking
speed
0

UP-Q
ST-Q
Starting Q
NL-Q
0
ST-Q: Standard starting Q, UP-Q: Starting Q after increase of quantity, NL-Q: Q in no lord

3. Starting control when number of effective cylinders is reduced

[1] Purpose
Purpose is to correct fuel injection quantity to assure starting performance of the engine with a
view to escaping in an emergency when a certain number of stopped injectors are detected by
trouble diagnosis.
[2] Operation
1) Fuel quantity to be injected by faulty injectors is allotted to other normal injectors (total quan-
tity is to be the same).
2) In case where number of faulty cylinders is over half of the total numbers, increase of fuel
injection quantity will not be performed (to prevent the engine from being damaged by forc-
ible starting).
[3] Number of cylinders- Correction factor
Number of effecive cylinders 6 5 4 3 2 1 0
Correction factor 1.0 1.2 1.5 2.0 1.0 1.0 1.0

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Electric Circuits Page No. 30 / 46
OPERATION EXPLANATION First Edition ：03/2006

Control When Stopping Engine

[1] Operation
1) Turn OFF the key switch.
2) When the engine controller recognizes that the key is turned OFF, steps 3) through 5) below are
carried out simultaneously.
3) Fuel injection quantity stops to be calculated.
4) Suction control valve (SCV) is instructed so that it is fully closed.
5) EGR valve is instructed so that it is fully closed and its initial point is corrected.
6) After steps 3) through 5) have been completed, information such as history of failure is written in
EEPROM in the ECM.
7) Turn OFF the main relay and turn OFF the power supplied to ECM.

Emergency Stop of the Engine

[1] Alteration
In current type 3 (engine meeting emission control regulation of 2nd-stage), depression of the emer-
gency stop switch allows the engine stop motor to rotate to the stop position by way of the relay and
allows the engine governor to control for stopping engine by the engine stop signal from the engine
controller (ECU).
In the next type (engine meeting emission control regulation of 3rd-stage), depression of the emer-
gency stop switch allows the controller to transfer engine stop signal to ECM controlling the engine
to be stopped.
[2] Circuit configuration

24V-output
Monitor display CN6-21(PNP)
WR501 Engine stop

BrR530
CN3-43
Engine
Switch
(Emergency stop)

Controller Engine controller

[3] Operation
1) Depression of emergency stop switch on the monitor display allows the output signal from tran-
sistor in the controller to be turned ON and at the same time, the engine stop signal is transferred
from the controller to the engine controller (ECM)
2) ECM performs stopping control for the engine.

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Engine Protection Function (EPF)

[1] Purpose
When the engine is operated with water temperature, boost temperature, and engine oil pressure ex-
ceeded the level respectively specified, it is to protect by limitation of the engine output or by stopping
the engine.
[2] Operation
1) Water temperature monitoring
Error Monitor
Setting Time Engine control Reset
codes message
100 ℃ ― ― ― ―
Indication in bar graph ECM: Decrease of fuel injection rate
105 ℃ for water temperature: Machine controller: Normal M00F0 Indication in bar graph
At 8th graduation for water temperature:
Below 8th graduation OVER
ECM: Decrease of fuel injection rate
110 ℃ 5 sec. M00F1 HEAT
Machine controller: Idling
ECM: Decrease of fuel injection rate Turn ON key after en-
120 ℃ 5 sec. M00F2
Machine controller: Engine stop gine has been stopped.
• Engine protection will not function if error codes, E0117 (water temperature sensor low volt-
age abnormality) and E0118 (water temperature sensor high voltage abnormality), are indi-
cated.
• Engine protection will not function if error codes, E2104 (CAN-bus abnormality), E2106 (CAN
time-out abnormality), and M0090 (CAN communication error), are indicated.
• Engine protection by water temperature will start functioning 1 minute after the engine has
been started (in order to detect water temperature in steady state).

2) Boost temperature monitoring

Error Monitor
Setting Time Engine control Reset
codes message
When temperature be-
ECM: Normal
80 ℃ 5 sec. M00F3 low 70 ℃ continues for
Machine controller: Idling OVER
30 sec.
HEAT
ECM: Normal Turn ON key after en-
90 ℃ 5 sec. M00F4
Machine controller: Engine stop gine has been stopped
• Engine protection will not function if error codes, E1112 (boost temperature sensor low volt-
age abnormality) and E1113 (boost temperature sensor high voltage abnormality), are indi-
cated.
• Engine protection will not function if error codes, E2104 (CAN-bus abnormality), E2106 (CAN
time-out abnormality), and M0090 (CAN communication error), are indicated.
• Engine protection by boost temperature will start functioning 1 minute after the engine has
been started (in order to detect boost temperature in steady state).

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3) Engine oil pressure monitoring

Error Monitor
Setting Time Engine control Reset
codes message
ECM: Normal Turn ON key after en- LOW OIL
40 kPa 5 sec. M00F5
Machine controller: Engine stop gine has been stopped PRESS
• Engine protection will not function if error codes, E0522 (engine oil pressure sensor low volt-
age abnormality) and E0523 (engine oil pressure sensor high voltage abnormality), are indi-
cated.
• Engine protection will not function if error codes, E2104 (CAN-bus abnormality), E2106 (CAN
time-out abnormality), and M0090 (CAN communication error), are indicated.
• Engine protection will not function if error code of E1633 (5 V power supply 3 voltage abnor-
mality) is indicated.
• Engine protection by engine oil pressure will start functioning 30 seconds after the engine has
been started (in order to detect engine oil pressure in steady state).
* Introduce failure codes of machine system for setting error codes.
* Pump output is always functioning according to “L” mode while idling.
* Turning key switch OFF allows function of engine protection to be reset. (Engine runs for 30
sec. even if something is wrong.)
* Error codes are to be recorded as well as recording other codes.
* The engine is to be stopped by means of emergency engine stop signal from PNP output.
* The engine is to be judged as started if it runs at a speed of more than 500 min-1.
4) Select for setting of engine protection function
Since engine protection function has been set as standard, the setting can also be cancelled.

RESET (RST1) Selection of engine

protection function

AU 0 0 1 0
Engine protection function
(0= ON, 1= OFF)

1. Every time the traveling mode switch turns ON, the setting at “AU” is to be shifted as in the
order of 0000 → 0001 → 0010 → 0011 → 0000 repeatedly.
2. Turn ON the operation mode switch for 10 seconds.
3. Buzzer sounds to indicate that the settings have been memorized.
4. Turn the OFF key switch.
* If “NO against engine protection function” is chosen, function of engine output limitation / en-
gine stop is cancelled but error codes are displayed and saved as records.
<Note>
At “AU” selection, auto boost control and engine protection function can be set at the same time.

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Lever Lock
[1] Circuit configuration
Battery
relay Fuse box

Fusible link
To remote
control valve

Battery

Limit switch(Gate lever) Lever lock

solenoid valve

[2] Time chart

Key switch

Power

Gate bar
position

Lever lock
solenoid valve

Operation

[3] Operation
1) By positioning the gate lever on cab console (left) toward operation (gate lever sticks out when
this is done) while the machine is powered ON, the limit switch will be turned ON (closed) and
the lever lock solenoid valve will be ON.
2) When the lever lock solenoid valve is ON, pressure can reach the pilot line, enabling the machine
to operate.
3) By positioning the gate lever toward entering / leaving cab (gate lever stays housed), the limit
switch will be turned OFF (open) and the lever lock solenoid valve turns OFF.
4) When the lever lock solenoid valve turns OFF, pressure cannot reach the pilot line. Thus the op-
eration of the machine will be disabled.

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Auto Boost Control

[1] Auto boost control during each operation mode

Mode The state of boost

H-Mode Auto boost
(Pressure setting) (34.3 / 37.3 MPa)
S-Mode
↑
(Pressure setting)
L-Mode
Constant boost
(Pressure setting)

Note: Boosting is cut when travel pressure switch or backup line pressure switch is ON.
[2] Auto boost control
1) Circuit configuration
IGN

Pressure sensor
(Pump P1)

Pressure sensor
(Pump P2)

Main relief valve

Pressure sensor
(Travel)

Pressure sensor
(Backup line)
Boosting
solenoid valve

CAN communication
Engine controller

Controller

2) Overview of auto boost control

During H / S modes, the controller calculates the operational load from the engine load data
transmitted from engine controller via CAN communication and the main pressure P1 / P2 data
obtained from pressure sensor installed in the main pump. If necessary, the controller turns ON
the boost solenoid valve to boost the main pressure.
The duration of the boost is limited to 8 seconds to prevent the boost from lasting too long.
The output to boost solenoid valve will immediately be terminated to stop boosting when the trav-
el pressure switch or the backup line pressure switch turns ON. This is to protect the actuators
(travel motor, crusher, etc.) which cannot run during boost.

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Swing Lock
Swing Brake Control
[1] Circuit configuration

Pressure switch
Swing lock (Swing)
switch

Pressure switch
Key (Attachments)
LED switch
Buzzer
Pressure switch
(Travel)

Pressure sensor
(Pump P1)

Swing motor
Pressure sensor
(Pump P2)

Swing brake
solenoid valve
Serial
communication

Monitor display Controller

[2] Operation of swing lock

1) Overview
1. Pressing the swing lock switch on monitor display will turn on the red LED, activating the
swing lock control. Pressing the swing lock switch again will turn off the LED, and the swing
lock is deactivated.
2. During swing lock control, controller's transistor output turns ON and the mechanical brake
that is built in the swing motor turns ON.
3. The ON / OFF state of the swing lock holds when turning the key switch from OFF to ON.

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2) Time chart

Key switch

Power

Swing lock
switch

OUT
(IN1)

Swing
pressure
switch(IN3)

Swing lock

LED

[3] Swing brake auto control

1) Overview
The auto control of the swing brake takes place when the swing lock is OFF.
The auto control also releases the mechanical brake automatically during a digging operation as
well as during swing operation. If the operation is halted, the auto control turns ON the mechan-
ical brake automatically.
The detailed conditioning for ON / OFF of the swing mechanical brake is shown below.
• The swing brake will be turned OFF based on the following conditions.
a) Pressure switch (swing) is ON
b) P1>15 MPa or P2>15 MPa
• The swing brake will be turned ON based on the following conditions.
a) Pressure switch (attachment) stays OFF for 5 seconds
b) Key switch is OFF
• The swing mechanical brake will be deactivated once when the pump delivery pressure
(P1 or P2) grows over 15 MPa during travel. However, it will take effect in 5 seconds.

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Travel Speed Switch-over

Low-speed travel function will be deactivated.

Travel The state of motor inclines

Inclines toward high-speed of the travel motor
Ⅱ High speed
(Switches automatically)
Ⅰ Low speed Inclines toward low-speed of the travel motor

[1] Circuit configuration

Pressure sensor
(Pump P1)

Pressure sensor
(Pump P2)

Pressure sensor
(Negative control)

Travel mode Pressure sensor

switch (Travel)
To travel motor

Buzzer

2-speed switch
Serial over solenoid
communication valve
Monitor display Controller

[2] Time chart

Power

Travel mode
switch

IN1

Travel mode Speed Speed Speed Speed Speed Speed Speed Speed Speed

[3] Switching travel modes

1) Regardless of the mode the machine was in when the key switch was OFF, the mode will always
be travel I (low speed) when the switch is turned ON. (The previous data will be reset.)
2) By pressing the travel mode switch, signal (IN1: 0 V) will be sent out to the controller, and the
modes will toggle between I and II (low and high).
3) The controller transmits to the monitor the necessary updates to be displayed.
4) The monitor display receives transmission and reflects the updated content on LCD.

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[4] Operation
1) When travel I (low speed) is selected
• The controller output (OUT) and the 2-speed travel switch-over solenoid valve stay OFF at
all times. Also the travel motor will always incline toward low-speed.
2) When travel II (high speed) is selected
• Even when the controller's output and the 2-speed travel switch-over solenoid valve is ON, if
the travel motor's drive pressure is high, the mode will be switched over to low-speed through
the function of the motor itself (auto 2-speed function).

Travel Alarm
[1] Circuit configuration

Pressure switch
(Travel)

Travel alarm

Controller

[2] Time chart

The pressure switch (travel) will be turned ON through the travel lever operation. The travel alarm will
sound for 10 seconds, then stop.

Power

IN

OUT

Travel
alarm

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Power Shut-off Delay

[1] Alteration
In current type 3, the battery relay is to be energized for 3 seconds by PNP output signal from the
controller after the key has been turned OFF.
In the next type, in compliance with the request of ISUZU, power being supplied to the engine con-
troller is shut off via main relay and at the same time, the battery relay stops to be energized shutting
off the power to the machine.
Delayed operation time is 4 seconds (immediately after 0 min-1 of engine speed) from the key is
turned ON to OFF, and approximately 7 seconds after starting to stopping the engine.
[2] Circuit configuration

Battery relay
Key
switch
Key switch
B M ST
Controller OFF - + - +
ON
ST
IS-IGKEY
IS-START

OS-MAINR
OS-MAINR

Main relay
PS-+B
PS-+B

Engine controller

[3] Time chart

START
Key switch ON
OFF

Engine
(IDLE)
speed
0

about 7 sec

ON
Main relay
OFF
4 sec 4 sec

Battery ON
relay OFF

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Fuel Supply Pump Control (Automatic stop) Option

[1] Control outline
The controller detects fuel quantity by fuel sensor allowing the fuel supply pump to make an automat-
ic stop when the fuel tank is filled up.
[2] Circuit configration

Battery
Fuse 20A relay
Fuel tank
Battery
Rf Fuel sensor
Controller

SIG
GND

Re

Main relay
(for fuel supply pump) (Manual) (Automatic)

3-position rocker
switch

(*1)
Fuel supply pump CN6-17(PNP)

Motor
P BZ Relay
(Automatic) GND

*2
Switch

(*1) Fuel supply pump: Made by JABSCO (Manufacturer in UK).

(*2) Buzzer: Same buzzer used as traveling alarm to MSR.

* All components other than controller, battery and fuel level sensor are stored in the tool box (In
house in front-right ).

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[3] Operation
1) Automatic stop
1. Assemble it with the switch built-in the fuel supply pump turned ON. (No control is required
for customers.)
2. Put the 3-position rocker switch to automatic side after the key switch has been turned ON.
(Center: OFF, Automatic alternate: ON, Manual Momentary: ON.)
3. This operation allows electric power to be supplied to the fuel supply pump by way of both
relays of “auto” and “main” so that fuel is pumped up into the fuel tank out of an fuel drum.
4. The controller is always monitoring quantity of fuel remained in the tank by using fuel sensor.
5. When the fuel sensor comes to the full level (Rf) position or above, the controller gives output
signal to the relay (auto). (NPN output.)
6. The relay (auto) is switched over by the output signal allowing the power supplied to the fuel
pump to be shut off.
7. At the same time, the buzzer sounds to inform that refueling has been made an automatic
stop.
8. When the 3-position rocker switch is turned OFF, the buzzer stops sounding and automatic
refueling mode is released.
9. Even if the automatic refueling mode has been released, the controller keeps on sending out-
put signal to the relay (auto) if the position of fuel sensor is at the full level (Rf) or above.
10. The controller stops giving the output signal to the relay (auto) when the fuel sensor comes
down below the full level (Rf) position.
2) Manual refueling
1. In case where automatic refueling fails functioning due to troubles such as in the fuel sensor,
the controller, and the relay (auto).
2. In case where a machine cannot fill up the fuel to its full by automatic refueling.
3. Supply fuel while monitoring fuel gauge with the 3-position rocker switch turned to manual
side (momentary).
4. Power is supplied to the fuel supply pump via the relay (main) from the manual switch so that
fuel can be supplied to the tank.

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Power Transistor Protection

Controller

24 V PNP

17 Fuel supply pump

18 Free swing (NA) Beacon (EU)

19 Travel alarm

21 Engine stop (Emergency stop)

22

27 Swing brake

28 2-speed travel

29 Cushion

30

31 Swing shut-off

32 Backup 1

20 Backup 2

In the event that a solenoid valve or a relay develops a short circuit, the power transistor output will be
shut off in order to protect the controller. A “ELEC PROBLEM” message will be displayed during the fail-
ure. Perform the service support check to have the location of failure pinpointed and displayed.
Then follow the display result and inspect the wire or the equipment that seems to be experiencing the
failure.

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Monitor Display

Fuel gauge
Hydraulic oil temperature gauge
Radiator coolant temperature gauge

1. Normal Display
(1) Radiator coolant temperature
[1] Circuit configuration

Vtw

Coolant
temperature
sensor
Serial CAN
LCD communication communication

Monitor display Controller Engine Engine

controller

Scale

Coolant temperature( C)
[2] Operation
1) Coolant temperature sensor is installed inside the engine. The signal from this sensor
(Vtw) will be transmitted to engine controller as an analog signal (voltage).
2) The engine controller converts the transmitted signal into a temperature value. It then
transmits this coolant temperature data to the controller via CAN communication.
3) When the controller receives the signal, it uses to the graph shown above to determine
the bar graph display level for the signal level. The controller then transmits the data to
monitor display via serial communication.
4) When the monitor display receives transmission, it reflects the data received as a bar
graph on the display.
5) “OVER HEAT” will be displayed when level 8 lights up on the scale.
(The engine does not stop.)
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(2) Hydraulic oil temperature

[1] Circuit configuration

Oiltemprature
sensor
Vto

Serial communication
LCD

Monitor display Controller

Scale

Oil temperature( C)

[2] Operation
1) Hydraulic oil temperature sensor is installed inside the suction piping. The signal from
this sensor (Vto) will be transmitted to controller as an analog signal (voltage).
2) When the controller receives the signal, it first converts it into a temperature value. The
controller then uses to the graph shown above to determine the bar graph display level
for the signal level. The controller then transmits the data to monitor display via serial
communication.
3) When the monitor display receives transmission, it reflects the data received as a bar
graph on the display.
4) “OVER HEAT” will be displayed when level 8 lights up on the scale.

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(3) Fuel level

[1] Circuit comfigration

Fuel sensor

Vf1

Serial communication
LCD

Monitor display Controller

Fuel sensor Input voltage

Remaining fuel (L) Bar graph
resistance (W) Vf1 (V)
437 < 10 to 18 0.283 to 0.802 8
379 to 436 18 to 24 0.802 to 1.321 7
325 to 378 24 to 30 1.321 to 1.698 6
266 to 324 30 to 37 1.698 to 2.123 5
192 to 265 37 to 46 2.123 to 2.594 4
106 to 191 46 to 61 2.594 to 3.208 3
53 to 105 61 to 75 3.208 to 3.774 2
< 52 75 to 80 3.774 < 1 (Refill fuel)

[2] Operation
1) Fuel sensor is installed inside the fuel tank. The signal from this sensor (Vf1) will be
transmitted to the controller as an analog signal (voltage).
2) When the controller receives the signal, it uses to the graph shown above to determine
the bar graph display level for the signal level. The controller then transmits the data to
monitor display via serial communication.
3) When the monitor display receives transmission, it reflects the data received as a bar
graph on the display.

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2. Message Display

Messages displayed
START
Key switch ON Key switch ON and Engine running

ELEC PROGLEM
LOW FUEL ALTERNATOR
LOW COOLANT LOW OIL PRESS
YES AIR FILTER
WARNING OVER HEAT

ENG IDLING
NO ENG PRE HEAT
AUTO WARMUP
SERVICE DUE
POWER UP

Mode displays Travel mode displays

H Super heavy mode : Low-speed travel
S Regular mode High-speed travel
L : Finishing mode Auto idle displays
AUTO Auto mode ON : Auto idle
OFF : One-touch idle

Buzzer Message Display Meaning and Measures to be Taken

ENG PRE HEAT Engine warm up (glow) is indicated.
Indicates automatic warming of the engine. The automatic warming is released
AUTO WARM UP
by moving the throttle volume or operation levers.
ENG IDLING Indicates the engine is running at low idling.
POWER UP Indicates the system is in automatic digging power up.
At the time of every 500 hours service intervals, one minute indication appearts
SERVICE DUE
for 5 times when the engine starts.
Sounds LOW FUEL Indicates the fuel level is very low. Add fuel.
Sounds LOW COOLANT Indicates the coolant water level is low. Add coolant water.
Indicates the engine oil pressure is abnormally low. Stop the engine, check en-
Sounds LOW OIL PRESS
gine oil level and add oil.
Indicates the engine coolant temperature or hydraulic oil temperature abnor-
Sounds OVER HEAT mally rises. Put the engine in low idling and reduce water or oil temperatures.
Check the radiator & oil cooler.
Sounds ALTERNATOR Indicates problems in battery charging system. Check the electric circuit.
Indicates electric problems (short circuit or disconnection) in the electric system.
Sounds ELEC PROBLEM
Check the electric circuit.
Indicates the air filter clogged.
Sounds AIR FILTER
Air filter are cleaned or exchanged promptly.

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Electric Circuits SH800SH700SH330SH350
SERVICE SUPPORT

Summary
[1] Machine status display : Displays the current operating status of the machine.
: Displays current trouble code and the time when trouble codes have been
[2] Trouble diagnosis display
recorded in the past.
[3] Usage history display : Displays history of each operation of the machine.
: Displays the current function setting to change it according to cus-
[4] Reset display
tomer request.
: Displays information such as the machine model being set and the serial
[5] Machine information display
number of software installed.
[6] Resetting of engine information : Enters QR code when injector has been replaced.

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Operating Instructions
A Bar graph : Hydraulic oil temperature, coolant temperature, fuel level
Normal Service support
Mode : Travel, Work, Auto, Idle
display display
B
H
B B B
Machine Status Trouble Usage
Reset
I information display diagnosis history
D E
B
C
B
CHK7 CHK1 DIAG1 HR 12 HR 1 RST 1

C C C C
F
CHK5 CHK2 DIAG2 D HR 11 HR 2 RST 2

G C C C C J

CHK6 CHK3 DIAG3 D HR 10 HR 3 RST 11

C C C C C

CHK4 DIAG4 HR 9 HR 4 RST 12

C C C C C

CHK5 DIAG5 D HR 8 HR 5 RST 13

C C C C C

DIAG6 D HR 7 HR 6 RST 14

C C C

RST 15

RST 16

C
Operating Switches
A : To be switched after the travel & work mode switch has been turned ON for more than 3 seconds.
B : To be switched when the auto mode switch is turned ON.
C: To be switched when the buzzer stop switch is turned ON.
D: Data is to be cleared after the work mode switch has been turned ON for more than 10 seconds
(buzzer sounds when the data have been cleared).
E : Reset function is to be selected when the buzzer stop switch is turned ON, the selected function is
to be reset when the travel mode switch is turned ON, and the data are to be reset after the work
mode switch has been turned ON for more than 10 seconds (buzzer sounds when the data have
been reset).
F : Output with the protection circuit actuated is to be checked when the travel mode switch is turned
ON.
G: Automatic detection of short circuit is to be indicated after the travel mode switch has been turned
ON for more than 10 seconds.
H: To be switched after the auto mode switch has been turned ON for more than 10 seconds.
I : Selected machine model is be cleared after the auto mode switch has been turned ON for further 10
seconds (buzzer sounds when it has been cleared).
J : To be switched after the one-touch idle switch has been turned ON for more than 10 seconds at any-
time while the service support screen is being displayed.
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1. Machine status display (CHK1 to 6)

[1] Status display (CHK1)
MODE : Travel mode, work mode
P1 : Main pump (P1) pressure
P2 : Main pump (P2) pressure
N : Negative control (N) pressure
ENG : Engine speed
I : Pump control current value
: Fan motor current value (when Travel Mode switch
ON)
WT : Radiator coolant temperature
OT : Hydraulic oil temperature
: Intake air temperature (only when Travel Mode switch
ON)

[2] Status display (CHK2)

R : Engine load ratio
FT : Fuel temperature
: Boost temperature (only when Travel Mode switch
ON)
TV : Throttle volume degree of opening
TR1 : Controller transistor output
TR2 : Controller transistor output
TR3 : Controller transistor output
TR4 : Controller transistor output

(Transistor output “0” = OFF; “1” = ON)

Swing brake ***** Free swing (NA) Fuel supply pump

2-speed travel Soft/hard (EU,NA) Engine stop (EU)
Travel alarm Swing shutoff Hyd Fan reverse *****
Boosting High dump (SH400 to 800) *****
(SH700/800) LIFT (LBX-MH) DROP (LBX-MH)

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[3] Status display (CHK3)

SW1 : Controller switch input (sensor switch)
SW2 : Controller switch input (sensor switch)
SW3 : Controller switch input (sensor switch)
SW4 : Controller switch input (operation switch)
SW5 : Controller switch input (operation switch)
SW6 : Controller switch input (operation switch)
SW7 : Controller switch input (operation switch)

(Switch input “0” = OFF; “1” = ON)

Attachment press. SW Air cleaner Battery charge Soft/hard (EU, NA)

Travel press. SW Coolant SW Engine stop Free swing (NA)
Swing press. SW 2nd auxiliary press. SW DROP (LBX-MH) High dump (SH700/800)
Auxiliary pressure SW Boom up press. SW LIFT (LBX-MH) One-touch idle

Swing lock Windshield washer Anti-theft protection

Emergency stop Alarm change Key switch
Working lamp (EU, NA) Fan reverse
Wiper Breaker mode (SH400 to 800)
L/M mode *****

[4] Status display (CHK4)

FS : Fuel sensor resistance
AC : Air conditioning temperature information
TR5 : Engine oil pressure
TG : Target engine speed
BP : Boom bottom pressure (EU)
: Overload alarm pressure display
(only when beacon switch ON)
SP1 : Atmospheric pressure
SP2 : Boost pressure

The following is displayed only for the rightmost column.

<Setting of unit for each shipping territory> <Note>

TR5, SP1, SP2 Below a decimal point is not displayed
but it is as follows.
Default When switched
Japan kPa kgf/cm2 . kPa
Export kgf/cm2 kPa . kgf/cm2
North America psi kPa
. psi
Europe kPa

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[5] Status display (CHK5)

R : Engine load ratio
FT : Fuel temperature
TV : Throttle volume degree of opening
TR1 : Transistor output status when over-current detected
TR2 : Transistor output status when over-current detected
TR3 : Transistor output status when over-current detected
TR4 : Transistor output status when over-current detected

1) While the travel mode switch is ON on the “CHK2” screen, the output status when over-cur-
rent has been detected in the past is displayed.
2) Data is cleared by resetting the trouble code on the trouble diagnosis screen.
3) The example in the figure above shows that a travel alarm, swing braking, and battery relay
output were being carried out when over-current was detected.

[6] Status display (CHK6)

R : Engine load ratio
FT : Fuel temperature
TV : Throttle volume degree of opening
TR1 : Results of automatic short detection
TR2 : Results of automatic short detection
TR3 : Results of automatic short detection
TR4 : Results of automatic short detection

1) Shorts are automatically detected if the key switch is turned ON while the one-touch idle
switch is ON.
(* The engine must not be running.)
2) If you switch to the “CHK2” screen and turn ON the travel mode switch for 10 seconds, the
automatic detection results are displayed.
3) The example in the figure above shows that the 2-speed travel line is currently shorted.
4) This data is cleared when the key switch is turned OFF.
* For CHK1 to 6, the units can be switched with the work lamp switch. Status held as is when
key OFF

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2. Trouble diagnosis display (DIAG 1 to 6)

[1] Trouble diagnosis (DIAG1), Engine system current trouble status (trouble code)
E : Engine system trouble code
For the engine error code list, refer to Page 8

Example : Water temperature sensor abnormality

[2] Trouble diagnosis (DIAG2), Engine system past trouble status (trouble code)
E : Engine system trouble code

Example : CAN time-out abnormality

[3] Trouble diagnosis (DIAG3), Engine system past trouble status

(time of trouble: controller hour meter value)
E : Engine system trouble code truble code.

Example : CAN time-out abnormality: Abnormality occurred at

200 hours

1) Switching the work mode switch ON for longer than 10 seconds clears the data on past trou-
ble codes and their times of occurrence.
2) The time displayed with “DIAG3” is the time at which the first trouble code occurred after the
data was cleared. (The times for the second and subsequent trouble codes are not record-
ed.)
3) When the data is cleared, the “DIAG2” and “DIAG3” data is stored into EEPROM.

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[4] Trouble diagnosis (DIAG4), Machine main unit system Current trouble status (trouble code)
M : Machine main unit system truble code

Example : Oil temperature sensor abnormality

M0000: No abnormality M00A0: Controller reset

M0010: Transistor output short M00B0: Engine controller mismatch
M0020: Oil temperature sensor M00C0: Boom pressure sensor (Europe)
M0030: Fuel sensor M00F0: Overheat (at cooling water temperature of over 105℃)
M0040: Pressure sensor (P1) M00F1: Overheat (at cooling water temperature of over 110℃)
M0050: Pressure sensor (P2) M00F2: Overheat (at cooling water temperature of over 120℃)
M0060: Pressure sensor (N) M00F3: Overheat (at cooling water temperature of over 80 ℃ )
M0070: Key switch M00F4: Overheat (at cooling water temperature of over 90 ℃ )
M0080: Pressure switch (attachments or travel) M00F5: Engine oil pressure drop (at pressure of below 40 kPa)
M0090: CAN communications error

[5] Trouble diagnosis (DIAG5), Machine main unit system Past trouble status (trouble code)
M : Machine main unit ststem trouble code

Example : Oil temperature sensor abnormality, fuel sensor ab-

normality

[6] Trouble diagnosis (DIAG6), Machine main unit system Past trouble status
(time of trouble: controller hour meter value)
M : Machine main unit ststem trouble code

Example : Oil temperature sensor abnormality : Abnormality oc-

curred at 2000 hours
Fuel sensor abnormality: Abnormality occurred at
1000 hours
1) Switching the work mode switch ON for longer than 10 seconds clears the data on past trou-
ble codes and their times of occurrence.
2) The time displayed with “DIAG6” is the time at which the first trouble code occurred after the
data was cleared. (The times for the second and subsequent trouble codes are not record-
ed.)
3) When the data is cleared, the “DIAG5” and “DIAG6” data is stored into EEPROM.

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[7] Engine error code list

Trouble Restoration
Trouble contents 4H 6H 6U / 6W Monitor display
code from troubles
0087 No pump pressure send (fuel leak) ○ ○ ○ ELEC PROBLEM 1
Common rail pressure abnormality
0088 ○ ○ ○ ELEC PROBLEM 1
(1st stage. 2nd stage)
Common rail pressure abnormality
0089 ○ ○ ○ ELEC PROBLEM 1
(Pump overpressure send)
SCV drive system cut line, +B short, ground short
0090 ○ ○ ○ ELEC PROBLEM 2
PCV1 drive system cut line or ground short
0092 PCV1 drive system +B short ― ― ○ ELEC PROBLEM 1
Atmospheric pressure sensor abnormality
0107 ○ ○ ○ ELEC PROBLEM 2
(Low voltage abnormality)
Atmospheric pressure sensor abnormality
0108 ○ ○ ○ ELEC PROBLEM 2
(High voltage abnormality)
Intake air temperature sensor abnormality
* 0112 ○ ○ ○ ELEC PROBLEM 2
(Low voltage abnormality)
Intake air temperature sensor abnormality
* 0113 ○ ○ ○ ELEC PROBLEM 2
(High voltage abnormality)
Water temperature sensor abnormality
* 0117 ○ ○ ○ ELEC PROBLEM 2
(Low voltage abnormality)
Water temperature sensor abnormality
* 0118 ○ ○ ○ ELEC PROBLEM 2
(High voltage abnormality)
Fuel temperature sensor abnormality
* 0182 ○ ○ ○ ― 2
(Low voltage abnormality)
Fuel temperature sensor abnormality
* 0183 ○ ○ ○ ― 2
(High voltage abnormality)
Common rail pressure sensor abnormality
0192 ○ ○ ○ ELEC PROBLEM 2
(Low voltage abnormality)
Common rail sensor abnormality
0193 ○ ○ ○ ELEC PROBLEM 2
(High voltage abnormality)
0201 Injection nozzle #1 drive system open line ○ ○ ○ ELEC PROBLEM 1
0202 Injection nozzle #2 drive system open line ○ ○ ○ ELEC PROBLEM 1
0203 Injection nozzle #3 drive system open line ○ ○ ○ ELEC PROBLEM 1
0204 Injection nozzle #4 drive system open line ○ ○ ○ ELEC PROBLEM 1
0205 Injection nozzle #5 drive system open line ― ○ ○ ELEC PROBLEM 1
0206 Injection nozzle #6 drive system open line ― ○ ○ ELEC PROBLEM 1
0219 Overrun ○ ○ ○ ELEC PROBLEM 2
Boost pressure sensor abnormality
0237 ○ ○ ○ ELEC PROBLEM 2
(Low voltage abnormality)
Boost pressure sensor abnormality
0238 ○ ○ ○ ELEC PROBLEM 2
(High voltage abnormality)
0335 / Crank sensor abnormality
○ ○ ○ ELEC PROBLEM 1
0336 (No signal, abnormal signal)
0340 / Cam (G) sensor abnormality
○ ○ ○ ELEC PROBLEM 1
0341 (No signal, abnormal signal)
0380 Glow relay abnormality ○ ○ ○ ELEC PROBLEM 1
0487 EGR position sensor abnormality ○ ○ ○ ELEC PROBLEM 1
0488 EGR valve control abnormality ○ ○ ○ ELEC PROBLEM 2
Engine oil pressure sensor abnormality
0522 ○ ○ ○ ELEC PROBLEM 1
(Low voltage abnormality)

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Trouble Restoration
Trouble contents 4H 6H 6U / 6W Monitor display
code from troubles
Engine oil pressure sensor abnormality
0523 ○ ○ ○ ELEC PROBLEM 2
(High voltage abnormality)
0601 ROM abnormality ○ ○ ○ ELEC PROBLEM 2
0603 EEPROM abnormality ○ ○ ○ ELEC PROBLEM 2
0606 CPU abnormality ○ ○ ○ ELEC PROBLEM 2
0611 Charge circuit 1 abnormality ○ ○ ○ ELEC PROBLEM 2
0612 Charge circuit 2 abnormality ○ ○ ○ ELEC PROBLEM 2
1093 No pump pressure send (2nd stage) ― ― ○ ELEC PROBLEM 1
1095 Pressure limiter open ○ ○ ○ ELEC PROBLEM 1
Boost temperature sensor abnormality
* 1112 ○ ○ ○ ― 2
(Low voltage abnormality)
Boost temperature sensor abnormality
* 1113 ○ ○ ○ ― 2
(High voltage abnormality)
1173 Overheating ○ ○ ○ ― 2
Injection nozzle common 1 drive system abnormal-
1261 ○ ○ ○ ELEC PROBLEM 1
ity
Injection nozzle common 2 drive system abnormal-
1262 ○ ○ ○ ELEC PROBLEM 1
ity
1291 PCV2 drive system cut line or ground short ― ― ○ ELEC PROBLEM 2
1292 PCV2 drive system +B short ― ― ○ ELEC PROBLEM 1
1345 Cam (G) sensor out of phase ○ ○ ○ ELEC PROBLEM 1
1625 Main relay system abnormality ○ ○ ○ ELEC PROBLEM 2
1630 A/D conversion abnormality ○ ○ ○ ELEC PROBLEM 2
1631 5V power supply 1 voltage abnormality ○ ○ ○ ― 2
1632 5V power supply 2 voltage abnormality ○ ○ ○ ELEC PROBLEM 2
1633 5V power supply 3 voltage abnormality ○ ○ ○ ELEC PROBLEM 2
1634 5V power supply 4 voltage abnormality ○ ○ ○ ELEC PROBLEM 2
1635 5V power supply 5 voltage abnormality ○ ○ ○ ELEC PROBLEM 2
2104 CAN bus abnormality ○ ○ ○ ELEC PROBLEM 2
2106 CAN timeout abnormality ○ ○ ○ ELEC PROBLEM 2
Note :
1) Item marked with “○” in the table means that it can be applied.
2) Restoration from troubles.
There are 2 ways as illustrated below to restore it from troubles.
In order to clear an error code depending on circumstances, control of main switch is neces-
sary as follows:
1. Turn ON the key switch to start the engine, hold the switch for 10 seconds as it is turned
ON, and then turn it OFF to restore it to be normal.
2. Turn ON the key switch, hold the switch for 10 seconds as it is, and then turn it OFF to
restore it to be normal.
For temperature sensors marked with “*” in the table however, hold　the key switch for 3 minutes
after it has been turned ON, then turned it OFF.

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3. Usage history display (HR1 to 12)

[1] Usage history (HR1)
ENG : Hour meter (alternator generation time)
WRK : Machine operation time (attachment ON or travel ON)
U : Attachment operation time
T : Travel operation time
S : Swing operation time
PU : Boost time
BRK : Breaker usage time

[2] Usage history (HR2)

H : H mode usage time
S : S mode usage time
L : L mode usage time
A : A mode usage time
WT : Maximum coolant temperature
OT : Maximum hydraulic oil temperature
FT : Maximum fuel temperature

[3] Usage history (HR3)

1 : Controller power supply ON time
2 : 1-speed mode usage time
3 : 2-speed mode usage time
4 : Travel hydraulic only time
5 : Maintenance time
6 : *****
7 : *****

[4] Usage history (HR4)

[P1 pressure distribution]
1 : Time P1 10 MPa or less
2 : Time P1 10 to 15 MPa
3 : Time P1 15 to 20 MPa
4 : Time P1 20 to 25 MPa
5 : Time P1 25 to 30 MPa
6 : Time P1 30 to 25 MPa
7 : Time P1 35 MPa

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[5] Usage history (HR5)

[P2 pressure distribution]
1 : Time P2 10 MPa or less
2 : Time P2 10 to 15 MPa
3 : Time P2 15 to 20 MPa
4 : Time P2 20 to 25 MPa
5 : Time P2 25 to 30 MPa
6 : Time P2 30 to 35 MPa
7 : Time P2 35 MPa

[6] Usage history (HR6)

[Engine speed distribution]
1 : Time N 1175 min-1 or less
2 : Time N 1175 to 1375 min-1
3 : Time N 1375 to 1575 min-1
4 : Time N 1575 to 1775 min-1
5 : Time N 1775 to 1975 min-1
6 : Time N 1975 to 2175 min-1
7 : Time N 2175 min-1 or more

[7] Usage history (HR7)

[Coolant temperature distribution]
1 : Time TW 77 ℃ or less (Marks 1 and 2 on the bar graph)
2 : Time TW 77 to 82 ℃ (Mark 3 on the bar graph)
3 : Time TW 82 to 97 ℃ (Mark 4 on the bar graph)
4 : Time TW 97 to 100 ℃ (Mark 5 on the bar graph)
5 : Time TW 100 to 103 ℃ (Mark 6 on the bar graph)
6 : Time TW 103 to 105 ℃ (Mark 7 on the bar graph)
7 : Time TW 105 ℃ or more (Mark 8 on the bar graph)

[8] Usage history (HR8)

[Hydraulic oil temperature distribution]
1 : Time TO 45 ℃ or less (Marks 1 and 2 on the bar graph)
2 : Time TO 45 to 60 ℃ (Mark 3 on the bar graph)
3 : Time TO 60 to 80 ℃ (Mark 4 on the bar graph)
4 : Time TO 80 to 88 ℃ (Mark 5 on the bar graph)
5 : Time TO 88 to 95 ℃ (Mark 6 on the bar graph)
6 : Time TO 95 to 98 ℃ (Mark 7 on the bar graph)
7 : Time TO 98 ℃ or more (Mark 8 on the bar graph)

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[9] Usage history (HR9)

[Fuel temperature distribution]
1 : Time TF 30 ℃ or less
2 : Time TF 30 to 40 ℃
3 : Time TF 40 to 50 ℃
4 : Time TF 50 to 60 ℃
5 : Time TF 60 to 70 ℃
6 : Time TF 70 to 80 ℃
7 : Time TF 80 ℃ or more

[10] Usage history (HR10)

[Load ratio distribution]
1 : Time R 30% or less
2 : Time R 30 to 40%
3 : Time R 40 to 50%
4 : Time R 50 to 60%
5 : Time R 60 to 70%
6 : Time R 70 to 80%
7 : Time R 80% or more

[11] Usage history (HR11)

[H mode high idle load ratio distribution]
1 : Time R 30% or less
2 : Time R 30 to 40%
3 : Time R 40 to 50%
4 : Time R 50 to 60%
5 : Time R 60 to 70%
6 : Time R 70 to 80%
7 : Time R 80% or more

[12] Usage history (HR12)

[S mode high idle load ratio distribution]
1 : Time R 30% or less
2 : Time R 30 to 40%
3 : Time R 40 to 50%
4 : Time R 50 to 60%
5 : Time R 60 to 70%
6 : Time R 70 to 80%
7 : Time R 80% or more
Switching any of the work mode switches for the HR1 to 12 display ON for longer than 10 sec-
onds clears all the usage history data.

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4. Reset (RST1, 2)
MODE : Travel mode, work mode
BRK : Breaker engine speed set
L/M : Lifting magnet engine speed set
AI : Auto idle time set (1 to 30 sec.)
PA : Pump output adjustment
AU : Automatic boost rise
Engine protection function
HLD : Previous data hold set
OUT : Oil pressure drive fan inspection mode

[1] Breaker speed set

1) Select the breaker speed set (BRK) with the Buzzer Stop switch. (The selected item switches
from light-on-dark display to dark-on-light display.)
2) Now, set the breaker speed (BRK) to 1800 min-1. While watching the monitor, adjust the en-
gine speed with the throttle volume. When the adjustment is complete, turn ON the work
mode switch for 10 seconds. Buzzer sounds to indicate that the settings have been memo-
rized.
3) Turn OFF the key switch.
4) To check, see the “CHK1” engine speed.

[2] Lifting magnet speed set

1) Select the lifting magnet speed set (L/M) with the buzzer stop switch. (The selected item
switches from light-on-dark display to dark-on-light display.)
2) Now, set the lifting magnet speed (BRK) to 2000 min-1. While watching the monitor, adjust
the engine speed with the throttle volume. When the adjustment is complete, turn ON the
work mode switch for 10 seconds. Buzzer sounds to indicate that the settings have been
memorized.
3) Turn OFF the key switch.
4) To check, see the “CHK1” engine speed.

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[3] Auto idle time change

1) Select the auto idle time change (AI) with the buzzer stop switch. (The selected item switches
from light-on-dark display to dark-on-light display.)
2) Now, set the auto idle time to 10 seconds. Turn ON the travel mode switch until the number
reaches 10. The number increases each time the switch is switched ON and can be set from
1 to 30. When the setting is complete, turn ON the work mode switch for 10 seconds. Buzzer
sounds to indicate that the settings have been memorized.
3) Turn OFF the key switch.
[4] Pump output change
PA=0000 : Normal output mode
PA=0001 : Low output mode (-100 mA)
PA=0002 : Low output mode (-150 mA)
PA=0003 : Low output mode (-200 mA)

1) Select the pump output adjustment (PA) with the buzzer stop switch. (The selected item
switches from light-on-dark display to dark-on-light display.)
2) Now, set the pump output to low-output mode. Turn ON the travel mode switch so that the
number reaches 1, 2, or 3. Each time the switch is switched ON, the number displayed
moves to the next step in the sequence 0, 1, 2, 3, …… When the setting is complete, turn
ON the work mode switch for 10 seconds. Buzzer sounds to indicate that the settings have
been memorized.
3) Turn OFF the Key switch.
[5] Automatic boost rise release and engine protection function release setting

AU 0 0 0 0
Automabic boost rise (0=ON, 1=OFF)
Engine protection function (0=ON, 1=OFF)
*****
*****

1) Select the automatic boost rise release and engine protection function release (AU) with the
buzzer stop switch. (The selected item switches from light-on-dark display to dark-on-light
display.)
2) Now, set the automatic boost rise engine protection fanction to none. Turn ON the travel
mode switch so that the number reaches 1. Each time the switch is switched ON, the number
displayed moves to the next step in the sequence: 0000→0001→0010→0011→0000. When
the setting is complete, turn ON the work mode switch for 10 seconds. Buzzuer sounds to
indicate that the setteings have been memorized.
3) Turn OFF the key switch.

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[6] Previous data hold condition change

Auto mode (0 = default setting, 1 = previous data held)

Work mode (0 = default setting, 1 = previous data held)
Travel mode (0 = default setting, 1 = previous data held)
*****

1) Select the previous data hold (HLD) with the buzzer stop switch. (The selected item switches
from light-on-dark display to dark-on-light display.)
2) Now, set the work mode to previous data hold. Turn ON the travel mode switch so that the
number reaches 1. Each time the switch is turned ON, the number displayed moves to the
next step in the sequence:
0000 0001 0010 0011 0100 0101 0110 0111 1000 1001 1010 1011 1100 1101 1110 1111

When the setting is complete, turn ON the work mode switch for 10 seconds. Buzzuer
sounds to indicate that the settings have been memorized.
3) Turn OFF the key switch.

[7] Hydraulic drive fan inspection mode (only for specifications with hydraulic drive fan)

1) Select the previous data hold (OUT) with the buzzer stop switch. (The selected item switches
from light-on-dark display to dark-on-light display.)
2) The number displayed shows the command current value. The display immediately after the
selection is the command current value. When the travel mode switch is turned ON once, the
display becomes “0100” and each time the switch is turned ON, the value displayed moves
to the next step in the sequence:
0100 0110 0120 0130 0140 0150 0160 0170

Current value 0600 0590 0580 0190 0180

3) For the hydraulic drive fan inspection mode, the previous time's data is reset. In other words,
even if the key switch is switched OFF with some current value set, the next time the key
switch is turned ON, the mode is normal mode.

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[8] Maintenance time setting

1) Move to RST2 with the buzzer stop switch and select (2). (The selected item switches from
light-on-dark display to dark-on-light display.)
2) The number displayed shows the time for displaying “Maintenance time”. The display imme-
diately after the selection is the default maintenance time. Each time the travel mode switch
is turned ON, the number displayed moves one step through the cycle “0050 → 0250 → 0500
→ 1000 → 2000 → 5000 → 0050 → 0250…”.
When the setting is complete, turn ON the work mode switch for 10 seconds. Buzzuer
sounds to indicate that the settings have been memorized.
3) Turn OFF the key switch.
* If the buzzer stop switch is held ON for 20 seconds, the time until maintenance display (1) is
reset.

[9] Injector test mode

1) Move to RST2 with the buzzer stop switch and select (3). (The selected item switches from
light-on-dark display to dark-on-light display.)
2) Now, after the engine has been started, injector test mode is to be set here. Turn ON the
travel mode switch so that the number reaches 1. The number toggles between 0 and 1 each
time you switch ON the switch.
When the number reaches 1, the engine speed is fixed at 500 min-1.
3) For the injector test mode, the previous time's data is reset. In other words, even if the key
switch is turned OFF with a value set, the next time the key switch is turned ON, the mode
is normal mode.

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5. Machine information
[1] Setting of machine model
MACHINE : Machine model
TERRITORY : Shipping territory
MACHINE : SH300-4
LANGUAGE : Language
TERRITORY : 0 LANGUAGE : 1 CONT. P/N : Controller part number

CONT. P/N KHR2689

[2] Display of engine information

CHK MODE ,S 4 0060

7
1 0089 5 4005
2 8008 6 0000
3 9543 7 0A79

Example)
Engine controller (ECM) number : 898008-9543
Engine serial number : 604005
Q adjustment number : A79

Engine controller (ECM) number: A to J

* 2 places of figure on the left at the 1st line are fixed to 0.
1 00AB
2 CDEF
3 GHIJ

Engine serial number: K to P

* 2 places of figure on the left at the 4th line are fixed to 0.
4 00KL
5 MNOP

Q adjustment number: Q to S
* 1 place of figure on the left at the 7th line is fixed to 0.
7 0QRS

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6. Re-setting of engine information

RST : Injector number
RST MODE Hi ,S 4 6B18 MODE : Selection places when entering ID code
11
1 553A 5 3017 4 e f g h
1 abcd 5 mnop
2 361F 6 5200 2 i j k l 6 u v 0 0
3 1944 7 4F00 3 q r s t 7 w x 0 0
ab : Engine code
c to x : QR code
Example) * 2 places of figure on the right both at the 6th and
the 7th lines are fixed to 0.
IDcode IDcode

553A 6B18
361F 3017
1944 5200 <List of engine codes machine models applied>
0000 4F Engine codes Machine models
ab 4
55 6HK1 5 SH330
5B 6UZ1 6 SH400
Injector 63 6WG1 7 SH700/800

1st line 4th line

553A 6B18
2nd line 5th line
361F 3017
3rd line 6th line
1944 5200
7th line
0000 4F

[1] Selection of injector (for checking ID code entered)

RST11 : Injector number 1
RST MODE Hi ,S 4 6B18 RST12 : Injector number 2
11 RST13 : Injector number 3
1 553A 5 3017 RST14 : Injector number 4
2 361F 6 5200 RST15 : Injector number 5
RST16 : Injector number 6
3 1944 7 4F00

1) Select an injector number (RST11 → RST12 . . . → RST116) intending to check or enter with
the buzzer stop switch.
2) The injector number on the fan side is assigned as 1 and the one on the pump side as 6 (refer
to the figure below).
FAN
ENGINE
123456 PUMP

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<Remarks>
1. Engine information re-setting screen will appear from any service support screen by turn-
ing the one-touch idle switch ON for more than 10 seconds.
2. Once you have entered the engine information re-setting screen, you cannot exit the
screen until the key switch is turned OFF.
3. While the engine is running, you cannot access the engine information re-setting screen
even if the remarks “1” above has been carried out.
4. Although the engine can be started while the engine information re-setting screen is be-
ing displayed, the ID code cannot be entered.

[2] Entering injector ID code (after injector has been replaced)

MODE Hi : Upper 2 places of figure on each line
MODE Lo : Lower 2 places of figure on each line
RST MODE Lo,S 4 6B18
11 Injector ID code
1 553A 5 3017
553A 6B18
2 361F 6 5200 361F 3017
1944 5200
3 1944 7 4F00
0000 4F

1) Select the replaced injector number 1 (RST11) with the buzzer stop switch.
2) Each time the auto mode switch is turned ON, 2 places of figure to be selected will shift in
the order of “1Hi → 1Lo → 2Hi → 2Low → 3Hi → 3Lo → 4Hi → 4Lo → 5Hi → 5Lo → 6Hi →
7Hi → 1Hi . . .” .
(Selected line will change from “light-on-dark” to “dark-on-light” indication.)
3) Keep on entering the ID code and enter lower 2 places of figure on 2nd line here.
(At this time, the 2nd line is indicated “light-on-dark” and the mode shows “Lo”.)
For setting the upper place of 2 places, since the figure shifts in the order of “0 → 1 → 2 . . .
9 → A → B → C → D → E → F → 0 . . .” each time the travel mode switch is turned ON, select
“1” here.
For setting the lower place of 2 places, since the figure shifts in the order of “0 → 1 → 2 . . .
9 → A → B → C → D → E → F → 0 . . .” each time the travel mode switch is turned ON,
select “F” here.
4) Check that any line does not indicate “light-on-dark” after completion of entering all ID codes
by repeating steps 2) and 3) above, then turn the work mode switch ON for more than 10
seconds to allow data communication with the engine controller (ECM).
The buzzer sounds when the data have been written correctly.
Note : The buzzer will not sound in case where any one of figures has been mistakenly en-
tered.
: When the key is turned OFF without sounding the buzzer, the ID codes already mem-
orized remain unchanged.
5) Turn OFF the key switch.
6) Access the engine information setting screen again to check that the data have been rewrit-
ten correctly .

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[3] Entering sheet of ID code of injector

Example)

IDcode IDcode
Injector ID code
553A 6B18 abcd e f g h
361F 3017
i j k l mnop
1944 5200
qrst uv00
0000 4F
0000 wx

Injector

Injector No.

RST 4 e f g h

1 abcd 5 mnop
FAN
ENGINE 2 i j k l 6 u v 0 0
123456 PUMP
3 q r s t 7 w x 0 0

Injector No. 1 Injector No. 2

RST 4 RST 4
11 12
1 5 1 5
2 6 0 0 2 6 0 0
3 7 0 0 3 7 0 0

IInjector No. 3 Injector No. 4

RST 4 RST 4
13 14
1 5 1 5
2 6 0 0 2 6 0 0
3 7 0 0 3 7 0 0

Injector No. 5 Injector No. 6

RST 4 RST 4
15 16
1 5 1 5
2 6 0 0 2 6 0 0
3 7 0 0 3 7 0 0

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Electric Circuits SH330SH350
MEASURING ELECTRICAL DEVICE

MEASURING ELECTRICAL DEVICE

Instruments to be Measured
[1] Electromagnetic proportional valve of hy- [7] Intake air temperature sensor
draulic pump
[2] Solenoid valve [8] Glow
[3] Oil temperature sensor [9] Fuel pump
[4] Pressure sensor [10] EGR
[5] Fuel sensor [11] Injector
[6] Atmosphenic pressure sensor [12] In addition, a sensor with engine

Equipment for Measuring

[1] Tester
[2] Service connector Kit
Common kit Part No. for 1 to 3 type: KG0HP202-00
No. Part No. Old Part No. QTY Description -1 / -2 -3 -3B
series series series
1 KHP11810 WDB0055-1 1 for throttole motor (12 pins) z ― ―
2 KHP11820 WDB0055-2 1 for throttole motor (12 pins) <Main harness side> z ― ―
3 KHP11830 WDB0055-3 1 for stop motor (6 pins) z z ―
4 KHP11840 WDB0055-4 1 for stop motor (6 pins) <Main harness side> z z ―
5 KHP11850 WDB0055-5 1 for solenoid valve (2 pins) z z z
for electromagnetic proportional valve of hydrau-
6 KHP11860 WDB0055-6 1 z z z
lic pump (2 pins) <Main harness side>
for electromagnetic proportional valve of hydrau-
7 KHP11870 WDB0055-7 1 z z z
lic pump (2 pins)
8 KHP11880 WDB0055-8 1 for pressure switch (2 pins) z z z
9 KHP11890 WDB0055-9 1 for pressure switch (2 pins) <Main harness side> z z z
10 KHP11900 WDB0055-10 1 for receiver dryer (2 pins) z z z
11 KHP11910 WDB0055-11 1 for oil filter switch (1 pin) z ― ―
12 KHP11920 WDB0055-12 1 for oil filter switch (1 pin) <Main harness side> z ― ―
13 KHP1576 ― 1 for back up sensor (2 pins) 130 to 290 ― z ―
14 KHP1732 ― 1 for back up sensor (2 pins) 330 to 460 ― z ―
15 KHP11930 ― 1 for back up sensor (3 pins) 800 ― z ―
16 KHP1578 ― 1 for GT model -Governor A (only for SCMM) ― ― ―
17 KHP1579 ― 1 for GT model -Governor B (only for SCMM) ― ― ―
18 KHP1580 ― 1 for GT model -Governor C (only for SCMM) ― ― ―
19 KHP1575 ― 1 for oil/coolant temperature sensors (2 pins) ― z z
20 KHP1577 ― 1 for pressure sensor (3 pins) ― z z
21 KHP11020 ― 1 for atmosphenic pressure sensor (3 pins) ― ― z
22 KHP11030 ― 1 for intake air temperature sensor (2 pins) ― ― z
23 KHP11060 ― 1 for glow (1 pin) ― ― z
24 KHP11070 ― 1 for fuel pump (6 pins) ― ― z
25 KHP11080 ― 1 for EGR (8 pins) ― ― z
26 KHP11090 ― 1 for injector (12 pins) ― ― z
27 KHP11100 ― 1 for sensor (20 pins) ― ― z
28 KHP11970 ― 1 for breaker from ECM to main harness Assy ― ― z
for electromagnetic proportional valve of controlling
29 KHP11040 ― 1 ― ― z
fan speed (2 pins) 460 to 800
30 KHP11050 ― 1 for fan reversing solenoid valve (2 pins) 460 to 800 ― ― z

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Kit Part No. for 3B addition: KG0HP203-00

-1 / -2 -3 -3B
No. Part No. QTY Description series series series
1 KHP11020 1 for atmosphenic pressure sensor (3 pins) ― ― z
2 KHP11030 1 for intake air temperature sensor (2 pins) ― ― z
3 KHP11060 1 for glow (1 pin) ― ― z
4 KHP11070 1 for fuel pump (6 pins) ― ― z
5 KHP11080 1 for EGR (8 pins) ― ― z
6 KHP11090 1 for injector (12 pins) ― ― z
7 KHP11100 1 for sensor (20 pins) ― ― z
8 KHP11970 1 for breaker from ECM to main harness Assy ― ― z
for electromagnetic proportional valve of controlling
9 KHP11040 1 ― ― z
fan speed (2 pins) 460 to 800
10 KHP11050 1 for fan reversing solenoid valve (2 pins) 460 to 800 ― ― z

[3] Service connector

1) For solenoide valve
Part No. : KHP11850
Old Part No. : WDB0055-5
• Solenoid valve
• Fuel sensor
BrG
100
BrG BrB
100 150
50
100 101
150 BrB
101

2) For electromagnetic proportional valve of hydraulic pump (Main harness side)

Part No. : KHP11860
Old Part No. : WDB0055-6
BrB
102
BrB BrG
100 150
50
102 103
150 BrG
103

3) For electromagnetic proportional valve of hydraulic pump

Part No. : KHP11870
Old Part No. : WDB0055-7
BrG
104
BrG BrB
100 150
50
104 105
150 BrB
105

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4) For pressure switch

Part No. : KHP11880
Old Part No. : WDB0055-8
L
106
L BY
100 150
50
106 107
150 BY
107

5) For the pressure switch (Main harness side)

Part No. : KHP11890
Old Part No. : WDB0055-9
BY
108
BY L
100 150
50
108 109
150 L
109

6) For receiver dryer

Part No. : KHP11900
Old Part No. : WDB0055-10
G
814
G G
100 150
50
814 850
150 G
850

7) For oil temperature sensor

Part No. : KHP1575

0.85BP
01A
0.85PL 0.85BP 50
50 150
02A 01A
50
02A
0.85PL

8) For pressure sensor

Part No. : KHP1577

0.85 0.85
02A 01A 200 0.85BW
WY BW 50 50
01A
0.85
WL 03A 50
50

0.85WY
50

02A
0.85 0.85
BW WY 01B 02B
0.85
WL 03B 03A
0.85WL

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9) For atmosphenic pressure sensor

Part No. : KHP11020

200 0.85YL
50 50
01A 02A 03A 01A
50

0.85 0.85 0.85

50
50

YL BY Y
0.85BY
02A

03B 02B 01B

0.85 0.85 0.85 03A

Y BY YL 0.85Y

10) For intake air temperature sensor

Part No. : KHP11030
0.85BO
01A

50
300
50
01A 02A
50
0.85BO 0.85OL

02A
0.85OL

11) For glow

Part No. : KHP11060
3B
01A
6
50
50 200
3B 01A
50
50

6
02A
3LR 02A 3LR

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12) For fuel pump

Part No. : KHP11070

13) For EGR

Part No. : KHP11080

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14) For injector

Part No. : KHP11090

15) For sensor

Part No. : KHP11100

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16) For breaker from ECM to main harness ASSY

Part No. : KHP11970
This kit consists of the following parts.
Part No. Part Name QTY
KHP11980 For ECM-terminal 1
KHP11990 For Main-terminal 1
KHP12000 For Joint-terminal 3

1. For ECM-terminal
Part No. : KHP11980

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2. For Main-terminal
Part No. : KHP11990

3. For Joint-terminal
Part No. : KHP12000
1.250 1.250
150
50 50
001 001
50

1.250
002

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17) For electromagnetic proportional valve of controlling fan speed

Part No. : KHP11040
1.25YG
01A

50
50 600
1.25 1.25
YG BY 01A 02A
50
50

01B
1.25 1.25 02A 01B
BY Y 1.25Y

18) For fan reversing solenoid valve

Part No. : KHP11050
1.25RW
01A

50
50 800
01A 02A
50
1.25RW 1.25B

02A
1.25B

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Measuring Methods
1. Electromagnetic Proportional Valve of Hydraulic pump
• Remove the connector on the electromagnetic pro-
Connector portional valve that is attached to the hydraulic
pump.

• Connect service connector 2P on the connector that

was just removed.
• Do not let the plug terminals cross at this point.

• Ensure the Brown / Black harness from the cab side

is selected (the service connector side has the same
colors).
Connect tester's red terminal to the cab side, and the
black terminal to the hydraulic pump side.
• When connected properly, start the engine and
check the current value of each mode at maximum
speed.

Carrent value for each mode Unit: mA

H S Auto
Mode L
MAX MIN MAX MIN S L
Current value 470 250 410 250 50 or below 470 470

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2. Solenoid Valve (6-way)

• Remove a connector that is attached to the solenoid
valve.
(The procedures here are given for lever lock solenoid.)

Connector

• There are six solenoid valves. Refer to the illustration on

(Green) (Yellow)
For swing lock For boosting
(Red)
For 2-speed
the left for intended use for each valve (viewed from the
travel front).
Connectors have strips with different colors on them.
Be aware of the color-coded functions when measuring
the device.

No use For swing brake For lever lock

(Light green) (Pink) (Blue)

• Connect service connector 2P on the connector that

was just removed (solenoid valve side only).

• Connect the red and black terminals to the plug terminal

of service connector.
• When connected properly, check the resistance.
Resistance 45 Ω (at 20 ℃)
Note: There will be slight variations in resistance de-
pending on the temperature.

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3. Oil Temperature Sensor

Oil temperature sensor

• Connect service connector 2P on the sensor that was

just uninstalled.
• Connect the red and black terminals to the plug terminal
of service connector.
• When connected properly, gradually increase the tem-
perature and check the resistance.

Temprature versus resistance Unit: kΩ

Oil temperature Oil temperature sensor
20 ℃ 2.45
30 ℃ 1.66
40 ℃ 1.15
50 ℃ 0.81
60 ℃ 0.58
70 ℃ 0.43
80 ℃ 0.32

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4. Pressure Sensor
• Remove the connector on pressure sensor that is attached to the hydraulic pump.

Pressure sensor: P1 Pressure sensor: P2

Pressure sensor: N1

• Connect service connector 3P on the connector that was

just removed.
• Connect the red terminal to the plug terminal YL (Yellow /
Blue) of service connector. Ground the black terminal.
• When connected properly, turn the key switch ON and
check the voltage.

Refer to the engine troubleshooting manual for the quality judging of the sensor by the engine side.

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Voltage of pressure sensor

Pressure and Voltage
(1) Pressure sensor for P1, P2
Formula for converting pressure:
1MPa = 1.019 x 10 kgf/cm2 Pressure MPa Voltage (V)
Example: 30 MPa = 30 x 1.019 x 10 50 4.5
= 305.7 kgf/cm2
2 MPa = 2 x 1.019 x 10 43.7 4
= 20.38 kgf/cm2 37.5 3
25.0 2
17.5 1
0 0.5

(2) Pressure sensor for negative control

Pressure MPa Voltage (V)
5.0 4.5
4.37 4
3.75 3
2.5 2
1.25 1
0 0.5

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Main Body SH330
SPECIFICATIONS

SPECIFICATIONS

Specifications
SH330-3B
1. Main data
Model name SH330-3B Hydraulic Excavator
Operating weight 33200 kg
Engine output 202 kW / 2000 min-1
Bucket capacity Heaped 1.40 m3
Leveled 1.04 m3

2. Performance
Standard weight 18.0 kN
Swing speed 9.6 min-1
Travel speed Low Speed 3.2 km/h
High Speed 5.5 km/h
Maximum drawbar pull 278 kN
Grade ability 70 % (35°
)
Ground pressure 67 kPa (600 mm grouser shoe)
50 kPa (800 mm grouser shoe)

3. Complete machine dimensions

Standard arm Short arm Long arm
(3.25 m) (2.63 m) (4.04 m)
Length 11050 mm 11130 mm 11090 mm
Width 3200 mm 3200 mm 3200 mm
Height 3290 mm 3530 mm 3510 mm

4. Main body dimensions

Main body length 5750 mm
Main body width 3200 mm
Upper swing body width 3040 mm
Cab width 1000 mm
Main body height 3120 mm
Tail swing radius 3450 mm
Distance of rear swing body 3420 mm
Ground clearance for upperstructure 1210 mm
Center-to-center of wheels 3720 mm
Overall track length 4650 mm

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SH330-3B
Maximum track width 3200 mm
Center-to-center for track 2600 mm
Width of track shoe 600 mm (Optional: 800 mm)
Minimum ground clearance 480 mm (To bottom of lower frame)

5. Engine
Name ISUZU, 6HK1
Type Water-cooled, 4-cycle diesel, 6-cylinder in line, direct injection (electric
control), turbocharger with air cooled intercooler
No. of cylinders - bore x stroke 6-dia. 115 mm x 125 mm
Cylinder capacity 7.79 L
Maximum torque 1080 N･m / 1500 min-1
Starter 24 V 5 kW Reduction type
Alternator 24 V 50 A AC type
Battery 12 V 128 Ah/5 Hr (2)

6. Hydraulic system
Hydraulic pump drive system Directly-coupled to motor (no transmission)
Hydraulic pump
Model Double variable displacement piston pump (1)
Gear pump (1)
Discharge Piston pump: 2 x 284 L/min
Gear pump: 26 L/min
Pump control method Simultaneous total output horsepower control
Set pressure of main relief valve 34.3 MPa (power boost 37.3 MPa)
Set pressure of overload relief 27.4 MPa (when boom down)
valve 39.2 MPa (other)

7. Control valve
Model 4-spool section: integrated (1) or 5-spool section: integrated (1)
Operation method Hydraulic pilot method: travel, swing and operating machine

8. Cooling system
Fan type Diameter 850 mm, 6 blades, air intake
Radiator capacity 96.0 kW
Fin type Wavy
Fin space 2.0 mm

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SH330-3B
Oil cooler capacity 66.6 kW
Fin type Wavy
Fin space 1.75 mm
Inter-cooler capacity 29.9 kW
Fin type Triangular straight
Fin space 2.0 mm
Fuel cooler capacity 1.7 kW
Fin type Wavy
Fin space 2.0 mm

9. Operating devices
Operator's seat
Location Left side
Structure Cloth upholstered type seat with suspension
Reclining and sliding seat
Cab Smooth and round shape design cab, fabricated by press work Safety
glass for all windows
Levers and pedals
For travel use Levers and pedals (hydraulic pilot type) (2)
For operating machine use Levers (hydraulic pilot type) (2)
Instruments and switches
Work mode switchover 4 modes (heavy digging, standard, finishing and auto)
Travel speed switchover Low Speed / High Speed panel switch
One-touch idle Knob switch type
Monitor device
Machine status display
(full-dot liquid crystal)
Travel speed selection status Low Speed / High Speed
Work mode selection status H/S/L/A
Auto idle selection status ON / OFF
Instruments (full-dot liquid crystal,
except for hour meter)
Fuel gauge Bar graph indicator
Engine coolant temperature gauge Bar graph indicator
Hydraulic oil temperature gauge Bar graph indicator
Hour meter Digital type

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SH330-3B
Machine Status and Warning Alarms (full-dot liquid crystal and warning tone)
*Items have a warning alarm
Over heat* Battery charge* Faulty electrical system*
Refill fuel* Engine oil pressure* Refill coolant*
Engine preheat Auto warm-up Air cleaner*
Idling Service interval
Lighting
Working light Upper: 24 V 70 W (1)
Boom: 24 V 70 W (1)
Interior light 24 V 10 W (1)
Horn Electric horn (2)
Other Wiper with intermittent function (1)
Window washer fluid (1)
Rear view mirror (right-hand side) (1)
DC-DC converter (optional) (1)

10. Swing unit

Swing circle Swing bearing type (with internal gears)
Swing hydraulic motor Fixed displacement piston motor (1)
Reduction gears Planetary gear 2-stage reduction system
Swing parking brake Mechanical lock (operational lever linkage type)
Swing lock Mechanical lock (swing lock switch linkage type)

11. Travel lower body

Travel hydraulic motor Variable displacement piston motor (2)
Reduction gears Planetary gear 2-stage reduction system
Travel brake Hydraulic lock
Parking brake Mechanical lock (travel lever linkage type)
Track shoe
Model Assembly-type triple grouser shoe
Number of shoes (per side) 45
Shoe width 600 mm (optional: 800 mm)
Grouser height 36 mm
Link pitch 216 mm
Roller
Number of upper rollers (per side) 2
Number of lower rollers (per side) 7
Track belt tension adjuster Grease cylinder type (with cushion spring)

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SH330-3B
12. Work Unit
Model Backhoe attachment
Capacity / Dimensions / Working
dimensions:
Bucket capacity Heaped 1.40 m3 (leveled 1.04 m3)
Bucket width 1300 mm
Width of bucket with side cutter 1440 mm
Weight of bucket with side cutter 1150 kg
Boom length 6450 mm
Standard arm Short arm Long arm
(3.25 m) (2.63 m) (4.04 m)
Arm length 3250 mm 2630 mm 4040 mm
Bucket radius 1680 mm 1680 mm 1680 mm
Bucket wrist angle 173° 173° 173°
Maximum digging radius 11170 mm 10670 mm 11900 mm
Maximum digging radius at 10980 mm 10470 mm 11720 mm
groundline
Maximum digging depth 7340 mm 6730 mm 8140 mm
Maximum vertical straight wall 6350 mm 5970 mm 7150 mm
digging depth
Maximum reach height 10370 mm 10320 mm 10670 mm
Maximum dump height 7230 mm 7140 mm 7540 mm
Minimum swing radius at front 4500 mm 4630 mm 4560 mm
Overall height with minimum 8480 mm 8540 mm 8490 mm
swing radius at front

13. Hydraulic Cylinder Inner Rod

Quantity x diameter - diameter - Stroke
of tube
Boom cylinder 2 x dia. 145 mm - dia. 100 mm - 1495 mm
Arm cylinder 1 x dia. 170 mm - dia. 120 mm - 1748 mm
Bucket cylinder 1 x dia. 150 mm - dia. 105 mm - 1210 mm

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SH330-3B
14. Digging force(New JIS) Standard arm Short arm Long arm
(3.25 m) (2.63 m) (4.04 m)
Bucket digging force 229 kN / 248 kN 229 kN / 248 kN 229 kN / 248 kN
(Standard / Power boost)
Arm digging force 164 kN / 178 kN 195 kN / 211 kN 140 kN / 153 kN
(Standard / Power boost)

15. Capacity of coolant and lubricants

Coolant 30 L
Fuel 580 L
Lubricant for engine 38 L
Lubricant for travel reduction gear 9.5 L
(per side)
Lubricant for swing reduction gear 6L
Hydraulic oil 350 L
Capacity of hydraulic oil tank 175 L

16. Hydraulic oil filter

Suction filter (inside tank) 150 mesh
Return filter (inside tank) 10 μm
Nephron filter (inside housing) 1 μm
Pilot line filter (inside housing) 10 μm

17. Fuel filter

Pre-filter 10 μm
Main filter 4 μm

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Main Body SH300SH330
SPECIFICATIONS

SPECIFICATIONS

Complete Machine Dimensions

Standard Arm (3.25 m)
Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Short Arm (2.63 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Long Arm (4.04 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Main Body SH300SH330
SPECIFICATIONS

SPECIFICATIONS

Work Range
Standard Arm (3.25 m)
Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Short Arm (2.63 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Long Arm (4.04 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Main Body SH330
SPECIFICATIONS

SPECIFICATIONS

Specifications
SH330LC-3B
1. Main data
Model name SH330LC-3B Hydraulic Excavator
Operating weight 33800 kg
Engine output 202 kW / 2000 min-1
Bucket capacity Heaped 1.40 m3
Leveled 1.04 m3

2. Performance
Standard weight 18.0 kN
Swing speed 9.6 min-1
Travel speed Low Speed 3.2 km/h
High Speed 5.5 km/h
Maximum drawbar pull 278 kN
Grade ability 70 % (35°
)
Ground pressure 63 kPa (600 mm grouser shoe)
48 kPa (800 mm grouser shoe)

3. Complete machine dimensions

Standard arm Short arm Long arm
(3.25 m) (2.63 m) (4.04 m)
Length 11050 mm 11130 mm 11090 mm
Width 3200 mm 3200 mm 3200 mm
Height 3290 mm 3530 mm 3510 mm

4. Main body dimensions

Main body length 5910 mm
Main body width 3200 mm
Upper swing body width 3040 mm
Cab width 1000 mm
Main body height 3120 mm
Tail swing radius 3450 mm
Distance of rear swing body 3420 mm
Ground clearance for upperstructure 1210 mm
Center-to-center of wheels 4040 mm
Overall track length 4980 mm

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SH330LC-3B
Maximum track width 3200 mm
Center-to-center for track 2600 mm
Width of track shoe 600 mm (Optional: 800 mm)
Minimum ground clearance 480 mm (To bottom of lower frame)

5. Engine
Name ISUZU, 6HK1
Type Water-cooled, 4-cycle diesel, 6-cylinder in line, direct injection (electric
control), turbocharger with air cooled intercooler
No. of cylinders - bore x stroke 6-dia. 115 mm x 125 mm
Cylinder capacity 7.79 L
Maximum torque 1080 N･m / 1500 min-1
Starter 24 V 5 kW Reduction type
Alternator 24 V 50 A AC type
Battery 12 V 128 Ah/5 Hr (2)

6. Hydraulic system
Hydraulic pump drive system Directly-coupled to motor (no transmission)
Hydraulic pump
Model Double variable displacement piston pump (1)
Gear pump (1)
Discharge Piston pump: 2 x 284 L/min
Gear pump: 26 L/min
Pump control method Simultaneous total output horsepower control
Set pressure of main relief valve 34.3 MPa (power boost 37.3 MPa)
Set pressure of overload relief 27.4 MPa (when boom down)
valve 39.2 MPa (other)

7. Control valve
Model 4-spool section: integrated (1) or 5-spool section: integrated (1)
Operation method Hydraulic pilot method: travel, swing and operating machine

8. Cooling system
Fan type Diameter 850 mm, 6 blades, air intake
Radiator capacity 96.0 kW
Fin type Wavy
Fin space 2.0 mm

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SH330LC-3B
Oil cooler capacity 66.6 kW
Fin type Wavy
Fin space 1.75 mm
Inter-cooler capacity 29.9 kW
Fin type Triangular straight
Fin space 2.0 mm
Fuel cooler capacity 1.7 kW
Fin type Wavy
Fin space 2.0 mm

9.Operating devices
Operator's seat
Location Left side
Structure Cloth upholstered type seat with suspension
Recling and sliding seat
Cab Smooth and round shape design cab, fabricated by press work Safety
glass for all windows
Levers and pedals
For travel use Levers and pedals (hydraulic pilot type) (2)
For operating machine use Levers (hydraulic pilot type) (2)
Instruments and switches
Work mode switchover 4 modes (heavy digging, standard, finishing and auto)
Travel speed switchover Low Speed / High Speed panel switch
One-touch idle Knob switch type
Monitor device
Machine status display
(full-dot liquid crystal)
Travel speed selection status Low Speed / High Speed
Work mode selection status H/S/L/A
Auto idle selection status ON / OFF
Instruments (full-dot liquid crystal,
except for hour meter)
Fuel gauge Bar graph indicator
Engine coolant temperature Bar graph indicator
gauge
Hydraulic oil temperature gauge Bar graph indicator
Hour meter Digital type

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SH330LC-3B
Machine Status and Warning Alarms (full-dot liquid crystal and warning tone)
*Items have a warning alarm
Over heat* Battery charge* Faulty electrical system*
Refill fuel* Engine oil pressure* Refill coolant*
Engine preheat Auto warm-up Air cleaner*
Idling Service interval
Lighting
Working light Upper: 24 V 70 W (1)
Boom: 24 V 70 W (1)
Interior light 24 V 10 W (1)
Horn Electric horn (2)
Other Wiper with intermittent function (1)
Window washer fluid (1)
Rear view mirror (right-hand side) (1)
DC-DC converter (optional) (1)

10. Swing unit

Swing circle Swing bearing type (with internal gears)
Swing hydraulic motor Fixed displacement piston motor (1)
Reduction gears Planetary gear 2-stage reduction system
Swing parking brake Mechanical lock (operational lever linkage type)
Swing lock Mechanical lock (swing lock switch linkage type)

11. Travel lower body

Travel hydraulic motor Variable displacement piston motor (2)
Reduction gears Planetary gear 2-stage reduction system
Travel brake Hydraulic lock
Parking brake Mechanical lock (travel lever linkage type)
Track shoe
Model Assembly-type triple grouser shoe
Number of shoes (per side) 48
Shoe width 600 mm (optional: 800 mm)
Grouser height 36 mm
Link pitch 216 mm
Roller
Number of upper rollers (per side) 2
Number of lower rollers (per side) 8
Track belt tension adjuster Grease cylinder type (with cushion spring)

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SH330LC-3B
12. Work Unit
Model Backhoe attachment
Capacity / Dimensions / Working
dimensions:
Bucket capacity Heaped 1.40 m3 (leveled 1.04 m3)
Bucket width 1300 mm
Width of bucket with side cutter 1440 mm
Weight of bucket with side cutter 1150 kg
Boom length 6450 mm
Standard arm Short arm Long arm
(3.25 m) (2.63 m) (4.04 m)
Arm length 3250 mm 2630 mm 4040 mm
Bucket radius 1680 mm 1680 mm 1680 mm
Bucket wrist angle 173° 173° 173°
Maximum digging radius 11170 mm 10670 mm 11900 mm
Maximum digging radius at 10980 mm 10470 mm 11720 mm
groundline
Maximum digging depth 7340 mm 6730 mm 8140 mm
Maximum vertical straight wall 6350 mm 5970 mm 7150 mm
digging depth
Maximum reach height 10370 mm 10320 mm 10670 mm
Maximum dump height 7230 mm 7140 mm 7540 mm
Minimum swing radius at front 4500 mm 4630 mm 4560 mm
Overall height with minimum 8480 mm 8540 mm 8490 mm
swing radius at front

13. Hydraulic Cylinder Inner Rod

Quantity x diameter - diameter - Stroke
of tube
Boom cylinder 2 x dia. 145 mm - dia. 100 mm - 1495 mm
Arm cylinder 1 x dia. 170 mm - dia. 120 mm - 1748 mm
Bucket cylinder 1 x dia. 150 mm - dia. 105 mm - 1210 mm

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SH330LC-3B
14. Digging force(New JIS) Standard arm Short arm Long arm
(3.25 m) (2.63 m) (4.04 m)
Bucket digging force 229 kN / 248 kN 229 kN / 248 kN 229 kN / 248 kN
(Standard / Power boost)
Arm digging force 164 kN / 178 kN 195 kN / 211 kN 140 kN / 153 kN
(Standard / Power boost)

15. Capacity of coolant and lubricants

Coolant 30 L
Fuel 580 L
Lubricant for engine 38 L
Lubricant for travel reduction gear 9.5 L
(per side)
Lubricant for swing reduction gear 6L
Hydraulic oil 350 L
Capacity of hydraulic oil tank 175 L

16. Hydraulic oil filter

Suction filter (inside tank) 150 mesh
Return filter (inside tank) 10 μm
Nephron filter (inside housing) 1 μm
Pilot line filter (inside housing) 10 μm

17. Fuel filter

Pre-filter 10 μm
Main filter 4 μm

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Main Body SH300SH330
SPECIFICATIONS

SPECIFICATIONS

Complete Machine Dimensions

LC Standard Arm (3.25 m)
Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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LC Short Arm (2.63 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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LC Long Arm (4.04 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Main Body SH330SH300
SPECIFICATIONS

SPECIFICATIONS

Work Range
LC Standard Arm (3.25 m)
Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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LC Short Arm (2.63 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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LC Long Arm (4.04 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Main Body SH350
SPECIFICATIONS

SPECIFICATIONS

Specifications
SH350HD-3B
1. Main data
Model name SH350HD-3B Hydraulic Excavator
Operating weight 35400 kg
Engine output 202 kW / 2000 min-1
Bucket capacity Heaped 1.40 m3
Leveled 1.04 m3

2. Performance
Standard weight 18.0 kN
Swing speed 9.6 min-1
Travel speed Low Speed 3.2 km/h
High Speed 5.5 km/h
Maximum drawbar pull 278 kN
Grade ability 70 % (35°
)
Ground pressure 72 kPa (600 mm grouser shoe)
54 kPa (800 mm grouser shoe)

3. Complete machine dimensions

HD Standard arm HD Short arm
(3.25 m) (2.63 m)
Length 11050 mm 11130 mm
Width 3200 mm 3200 mm
Height 3290 mm 3530 mm

4. Main body dimensions

Main body length 5750 mm
Main body width 3200 mm
Upper swing body width 3110 mm
Cab width 1000 mm
Main body height 3120 mm
Tail swing radius 3450 mm
Distance of rear swing body 3420 mm
Ground clearance for upperstructure 1210 mm
Center-to-center of wheels 3720 mm
Overall track length 4650 mm

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SH350HD-3B
Maximum track width 3200 mm
Center-to-center for track 2600 mm
Width of track shoe 600 mm (Optional: 800 mm)
Minimum ground clearance 480 mm (To bottom of lower frame)

5. Engine
Name ISUZU, 6HK1
Type Water-cooled, 4-cycle diesel, 6-cylinder in line, direct injection (electric
control), turbocharger with air cooled intercooler
No. of cylinders - bore x stroke 6-dia. 115 mm x 125 mm
Cylinder capacity 7.79 L
Maximum torque 1080 N･m / 1500 min-1
Starter 24 V 5 kW Reduction type
Alternator 24 V 50 A AC type
Battery 12 V 128 Ah/5 Hr (2)

6. Hydraulic system
Hydraulic pump drive system Directly-coupled to motor (no transmission)
Hydraulic pump
Model Double variable displacement piston pump (1)
Gear pump (1)
Discharge Piston pump: 2 x 284 L/min
Gear pump: 26 L/min
Pump control method Simultaneous total output horsepower control
Set pressure of main relief valve 34.3 MPa (power boost 37.3 MPa)
Set pressure of overload relief 27.4 MPa (when boom down)
valve 39.2 MPa (other)

7. Control valve
Model 4-spool section: integrated (1) or 5-spool section: integrated (1)
Operation method Hydraulic pilot method: travel, swing and operating machine

8. Cooling system
Fan type Diameter 850 mm, 6 blades, air intake
Radiator capacity 96.0 kW
Fin type Wavy
Fin space 2.0 mm

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SH350HD-3B
Oil cooler capacity 66.6 kW
Fin type Wavy
Fin space 1.75 mm
Inter-cooler capacity 29.9 kW
Fin type Triangular straight
Fin space 2.0 mm
Fuel cooler capacity 1.7 kW
Fin type Wavy
Fin space 2.0 mm

9. Operating devices
Operator's seat
Location Left side
Structure Cloth upholstered type seat with suspension
Recling and sliding seat
Cab Smooth and round shape design cab, fabricated by press work Safety
glass for all windows
Levers and pedals
For travel use Levers and pedals (hydraulic pilot type) (2)
For operating machine use Levers (hydraulic pilot type) (2)
Instruments and switches
Work mode switchover 4 modes (heavy digging, standard, finishing and auto)
Travel speed switchover Low Speed / High Speed panel switch
One-touch idle Knob switch type
Monitor device
Machine status display
(full-dot liquid crystal)
Travel speed selection status Low Speed / High Speed
Work mode selection status H/S/L/A
Auto idle selection status ON / OFF
Instruments (full-dot liquid crystal,
except for hour meter)
Fuel gauge Bar graph indicator
Engine coolant temperature Bar graph indicator
gauge
Hydraulic oil temperature gauge Bar graph indicator
Hour meter Digital type

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SH350HD-3B
Machine Status and Warning Alarms (full-dot liquid crystal and warning tone)
*Items have a warning alarm
Over heat* Battery charge* Faulty electrical system*
Refill fuel* Engine oil pressure* Refill coolant*
Engine preheat Auto warm-up Air cleaner*
Idling Service interval
Lighting
Working light Upper: 24 V 70 W (1)
Boom: 24 V 70 W (1)
Interior light 24 V 10 W (1)
Horn Electric horn (2)
Other Wiper with intermittent function (1)
Window washer fluid (1)
Rear view mirror (right-hand side) (1)
DC-DC converter (optional) (1)

10. Swing unit

Swing circle Swing bearing type (with internal gears)
Swing hydraulic motor Fixed displacement piston motor (1)
Reduction gears Planetary gear 2-stage reduction system
Swing parking brake Mechanical lock (operational lever linkage type)
Swing lock Mechanical lock (swing lock switch linkage type)

11. Travel lower body

Travel hydraulic motor Variable displacement piston motor (2)
Reduction gears Planetary gear 2-stage reduction system
Travel brake Hydraulic lock
Parking brake Mechanical lock (travel lever linkage type)
Track shoe
Model Assembly-type triple grouser shoe
Number of shoes (per side) 45
Shoe width 600 mm (optional: 800 mm)
Grouser height 36 mm
Link pitch 216 mm
Roller
Number of upper rollers (per side) 2
Number of lower rollers (per side) 7
Track belt tension adjuster Grease cylinder type (with cushion spring)

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SH350HD-3B
12. Work Unit
Model Backhoe attachment
Capacity / Dimensions / Working
dimensions:
Bucket capacity Heaped 1.40 m3 (leveled 1.04 m3)
Bucket width 1310 mm
Width of bucket with side cutter 1420 mm
Weight of bucket with side cutter 1480 kg
Boom length 6450 mm
HD Standard arm HD Short arm
(3.25 m) (2.63 m)
Arm length 3250 mm 2630 mm
Bucket radius 1680 mm 1680 mm
Bucket wrist angle 173° 173°
Maximum digging radius 11170 mm 10670 mm
Maximum digging radius at 10980 mm 10470 mm
groundline
Maximum digging depth 7340 mm 6730 mm
Maximum vertical straight wall 6350 mm 5970 mm
digging depth
Maximum reach height 10370 mm 10320 mm
Maximum dump height 7230 mm 7140 mm
Minimum swing radius at front 4500 mm 4630 mm
Overall height with minimum 8480 mm 8540 mm
swing radius at front

13. Hydraulic Cylinder Inner Rod

Quantity x diameter - diameter - Stroke
of tube
Boom cylinder 2 x dia. 145 mm - dia. 100 mm - 1495 mm
Arm cylinder 1 x dia. 170 mm - dia. 120 mm - 1748 mm
Bucket cylinder 1 x dia. 150 mm - dia. 105 mm - 1210 mm

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SH350HD-3B
14. Digging force(New JIS) HD Standard arm HD Short arm
(3.25 m) (2.63 m)
Bucket digging force 229 kN / 248 kN 229 kN / 248 kN
(Standard / Power boost)
Arm digging force 164 kN / 178 kN 195 kN / 211 kN
(Standard / Power boost)

15. Capacity of coolant and lubricants

Coolant 30 L
Fuel 580 L
Lubricant for engine 38 L
Lubricant for travel reduction gear 9.5 L
(per side)
Lubricant for swing reduction gear 6L
Hydraulic oil 350 L
Capacity of hydraulic oil tank 175 L

16. Hydraulic oil filter

Suction filter (inside tank) 150 mesh
Return filter (inside tank) 10 μm
Nephron filter (inside housing) 1 μm
Pilot line filter (inside housing) 10 μm

17. Fuel filter

Pre-filter 10 μm
Main filter 4 μm

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Main Body SH350
SPECIFICATIONS

SPECIFICATIONS

Complete Machine Dimensions

HD Standard Arm (3.25 m)
Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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HD Short Arm (2.63 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Main Body SH350
SPECIFICATIONS

SPECIFICATIONS

Work Range
HD Standard Arm (3.25 m)
Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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HD Short Arm (2.63 m)

Note: 1 Numerical values may be changed without notice due to design alterations or other reasons.
Note: 2 The values in the diagram include the lug height of shoe (36 mm).

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Main Body SH330SH350
SPECIFICATIONS

SPECIFICATIONS

Optional Components
List of Optional Components

◎ : Standard ● : Optional

Specifications SH330-3B SH330LC-3B SH350HD-3B

600 G shoe ◎ ◎ ◎
800 G shoe ● ● ●
Lower under cover ◎ ◎ ◎
Track guard (single) ◎ ― ―
Track guard (double) ― ◎ ◎
Full track guard ― ― ●
Breaker circuit ● ● ●
Compatible circuit ● ● ●
Shuttle circuit ● ● ●
2-Speed confluence circuit ● ● ●
Nephron filter ◎ ◎ ◎
Air conditioner ● ● ●
Heater ● ● ●
KAB seat ● ● ●
Vinyl operator’s seat cover ● ● ●
Sun visor ● ● ●
12 V power supply ● ● ●
Rear-view mirror (right front) ◎ ◎ ◎
Rear-view mirror (cab) ● ● ●
Fuel supply pump ● ● ●
Lubricating device ● ● ●
Cab front guard (lower) ― ― ●
Cab front guard (upper) ― ― ●

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INITIAL CONTROLLER SETTINGS Second Edition：02/2006
Electric Circuits SH700SH800SH330SH350
INITIAL CONTROLLER SETTINGS

INITIAL CONTROLLER SETTINGS

Verifying the Settings

When the machine is started for the first time after having the settings reset (the resetting procedures will
be described later), the machine model, the operational locale and the specific language needs to be set
again.
[1] Verifying controller settings / Resetting
The current settings will be displayed by pressing down the auto mode switch for 10 seconds. (This
is just for verifying the settings and not for resetting them.)

Resetting Procedures
[1] If the auto mode switch is pressed down for another 10 seconds after the verifying state described in
Verifying the Settings, a buzzer will sound continuously.
Because the starter switch is turned OFF, the settings are all cleared. Now the controller is ready for
resetting. (By pressing the auto mode switch for a shorter period of time (less than10 seconds) while
settings are displayed, display will switch to normal.)

Setting Procedures
[1] When the starter switch is turned ON after resetting the controller, the following will be displayed on
the LCD screen on the monitor.

[2] By utilizing the travel mode switch, work mode switch and the auto mode switch on the monitor, select
the MACHINE, the TERRITORY and the LANGUAGE

To select setting items

To change setting values
To complete setting (to display settings or for resetting)

1) Each time the work mode switch is pressed, the items alternate between MACHINE, TERRITO-
RY and LANGUAGE. (The selected item will be highlighted.)
2) Each time the travel mode switch is pressed, the individual setting in each item switches.
If MACHINE is selected, for example, the display will change as follows: SH300-4 → SH400-4 →
SH700-4 → SH800-4 → SH300-4...
When TERRITORY is selected, the display will switch as follows: 0→1→2→3→4→0... (0: for use
inside Japan)
When LANGUAGE is selected, the display will switch as follows: 0 → 1 → 2 → ...13 → 14 → 0 → 1...
(0: Japanese).

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3) As the auto mode switch is pressed after the three items are reset, the settings are saved. Now
the resetting is complete and the display goes back to normal. (If set for domestic use in Japan,
for example, the display shows bar graphs after displaying PAX logo for 3 seconds.)
Once the MACHINE setting is complete, the machine does not display the screen for this setting
any more. The machine will start in normal display screen from the next time it is turned on.

List of Settings
MACHINE : SH300-4
: SH400-4
: SH700-4
: SH800-4
TERRITORY : 0........ SUMITOMO
: 1........ LBX
: 2........ CASE (North America)
: 3........ CASE (Europe)
: 4........ No Brand
LANGUAGE : 0........ Japanese
: 1........ English
: 2........ Thai
: 3........ Chinese
: 4........ German
: 5........ French
: 6........ Italian
: 7........ Spanish
: 8........ Portuguese
: 9........ Dutch
: 10...... Danish
: 11...... Norwegian
: 12...... Swedish
: 13...... Finnish
: 14...... Pictographs only

*How to change setting only language.

[1] When depression of the auto mode switch for more than 10 seconds after the key switch has been
turned ON, “function selection screen” appears.

[2] In this screen, depression of travel mode switch allows “LANGUAGE” only to be switched in the order
of such as 1 → 2 → 3...
[3] Select the required language and depress the work mode switch to complete the setting.
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Standard switch setting according to destination of machine

Destination Work Mode Travel Mode Idling Start

SUMITOMO S or Auto (*1) Lo (*2) ON
LBX H Lo ON
CASE (North America) H Lo ON
CASE (Europe) Auto Lo (*2) ON
No Brand Auto Lo (*2) ON

(*1): When key is turned OFF with auto mode selected, the next starts in “AUTO” mode.
When key is turned OFF with HSL selected, the next starts in “S” mode.
(*2): “I” is displayed on the monitor.
Note: For auto idling and one-touch idling, previous data are to be held.

Error Display Functions

While setting the controller, the part number of the controller installed on the machine will be displayed on
LCD screen of the monitor.
When the wrong model is selected and an attempt is made to save this by pressing the auto mode switch,
a buzzer sounds continuously and an error massage will be displayed.
If this happens, the starter switch must be turned OFF once for further inputs to be accepted. Do this first,
then check the part number of the engine controller. Turn the starter switch ON again and start the setting
procedures.

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TROUBLESHOOTING Second Edition：03/2006
Electric Circuits SH330SH350
TROUBLESHOOTING

TROUBLESHOOTING

Problem Symptoms
[1] This section is on troubleshooting. If a warning message continues to be displayed even after taking
the appropriate measures suggested for the problem, refer to the procedures in this section.

Messages displayed Problem symptoms Problem No.

LOW FUEL Message still showing after refilling fuel. 1
LOW COOLANT Message still showing after adding coolant. 2
LOW OIL PRESS Message still showing after oil pressure is corrected. 3
OVER HEAT Message still showing when the hydraulic oil temperature is 4
84 ℃ or below, or the engine coolant temperature is 92 ℃ or
below.
ALTERNATOR Message still showing. 5
ELEC PROBLEM Message still showing. 6

[2] The following is for troubleshooting a problem that does not get displayed on the monitor screen.
1) Engine controls

Problem symptoms Problem No.

YES
Engine does not start Monitor indicates faulty electrical system. Refer to Problem No. 6

NO
Problem No. 7

[3] When a failure code related to engine system is appeared in the service support screen, refer to the
engine troubleshooting manual.

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Inspections Prior to Troubleshooting

Item Criterion Remedies

GENERAL CHECKLIST
1. Check fuel level. ⎯ Add fuel
2. Make sure fuel is not contaminated. ⎯ Clean / Drain
3. Check hydraulic oil level. ⎯ Add oil
Lubricants / Coolant 4. Check hydraulic oil strainer. ⎯ Clean / Drain
5. Check lubrication of each reduction gear. ⎯ Lubricate
6. Check engine oil level (oil level in pan). ⎯ Add oil
7. Check coolant level. ⎯ Add coolant
8. Make sure battery terminal wiring is not Tighten or replace
⎯
loose or corroded.
9. Make sure alternator terminal wiring is not Tighten or replace
Electrical devices loose or corroded. ⎯

10. Make sure starter terminal wiring is not Tighten or replace

⎯
loose or corroded.
Other items to be checked
11. Check for abnormal noise and odor. ⎯ Repair
Hydraulics /
12. Make sure there is no oil leakage. ⎯ Repair
Mechanical devices
13. Bleed air. ⎯ Bleed air
14. Check battery voltage (with engine Replace
23 to 36 V
stopped).
15. Check battery electrolyte level. Add electrolyte or
⎯
replace
16. Check wires for discoloration or burning. Replace
⎯
Also check sheath for damage.
17. Check for disconnected wire clamps and Repair
hanging wires. ⎯

Electrical system 18. Make sure there is no water leakage onto Disconnect to dry
or devices wiring. (Pay particular attention to water on ⎯ in case there was
connectors and terminals.) water on
connectors
19. Check fuse for breakage or corrosion. ⎯ Replace
20. Check alternator voltage (with engine Replace
running at 1 / 2 throttle or higher). (When
27.5 to 29.5 V
battery is low, voltage may start around
25 V upon start-up.)
21. Check sound from battery relay (with starter Replace
⎯
switch both ON and OFF).

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Troubleshooting Procedures
1. When a user contacts for repairs or problems, be sure to
get the following information.
a. User name
b. Machine type, Model No., Hour meter
c. Work site
2. Get an understanding of the problem while you are speak-
ing with the user.
a. Status of the problem
b. Specific type of task / operation being performed
when the problem occurred
Faulty display on monitor? Faulty operation? c. Work environment
1. Warning messages 1. Engine
2. Bar graphs 2. Operability d. History of past repairs and maintenance

3. Get the required tools:

Crimp pliers (for plug terminals, for round-shaped termi-
nals)
※ Nipper
Plug terminals (for connection)
( ※ AJ wires including pins for connectors)

4. Go to the work site, re-enact the incident and perform the

self-tests to check diagnosis on display.
a. Try operating each function / task on the machine to
verify the problem.
b. Check the self-test display.

5. Follow the “Inspections Prior to Troubleshooting” to deter-

mine the problems beforehand where possible and to con-
duct simple repairs. Refer to:
a. General checklist
b. Other items to be checked

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Using the Flow Chart

[1] Problem number and symptoms
The problem number and problem symptoms are provided above each flow chart.

Problem No. Problem Symptoms

1 Message still showing after refuel.
2 Message still showing after refilling coolant.

[2] About Inspection Prior to Troubleshooting

Check the items in the “Inspections Prior to Troubleshooting” list before trying to determine the cause
of the problem.
[3] Procedure
• Follow what the appropriate box says and perform inspection or take measurements. According
to the result, choose YES or NO to move on to the next part in the flow chart.
• If, as a result of checking or measuring, the YES or NO leads directly to the CAUSE column, refer
to the description under CAUSE and perform the troubleshooting procedures shown to the right.
• Inspection / measurement methods are described in the boxes.
• Choose YES if the situation matches the criteria or if the answer to the question is yes; NO if not.
• Required preparatory work, operational methods or criteria are provided below the boxes. Skip-
ping the preparatory procedures or not following the actual procedures properly may result in
damage to the machine. Thoroughly read all the related procedures before starting work. Also
start with the first procedure and follow the rest in the exact order of the book.
[4] Wire colors
Refer to the table below for the wire colors of measuring locations. (The connector numbers will start
on the following page.)
Wire color chart

Symbol B W Br P V G O
Color Black White Brown Pink Violet Green Orange
Symbol R Y Lg Sb L Gr
Color Red Yellow Light green Sky blue Blue Gray

Note: Two letters combined (ex. AB) indicates a stripe color B on a wire color A.
Example: BR indicates red stripe on black wire.
[5] Always turn OFF the key switch before connecting or disconnecting connectors.

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Diagnosis
1. Refuel
Problem symptom
• Message still shows after refuel.

CN1 CN23 CNB3 Fuel sensor

Controller
14 GL413 9 GL413

BG660

Key switch OFF

Troubleshooting Cause Remedy

Key switch ON

Run service support

CHK 4 to measure YES Replace
resistance on sensor. Defective controller controller
(Refer to the following
table for resistance.)
Key switch OFF

NO Disconnect CNB3
connector from sensor
to measure resistance NO Defective fuel Replace or
on the sensor side. sensor check sensor
(Refer to the following
table for resistance.)

Disconnect CN23
YES connector to measure
resistance between NO Loose connection Clean connector
female terminal GL terminal
and GND (ground). on fuel sensor
(Refer to the following
table for resistance.)

Disconnect CN1
YES connector to measure
resistance between NO Clean CN23
Loose connection connector
female terminal GL on CN23
and GND (ground). terminal
(Refer to the following
table for resistance.)

Replace
YES Defective controller controller or
or loose connection clean CN1
on CN1 connector
Note: Bar indicator lights will all be off when there is a break in wiring. terminal

Resistance between GL and BG

Monitor 1 Refill fuel 2 3 4 5 6 7 8

Resistance (OHM) 80 < 68 to 80 55 to 68 45 to 55 36 to 45 28 to 36 17 to 28 6 to 17

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2. Refilling Coolant
Problem symptom
• Message still shows after refilling coolant.
Reservoir 2
CNB8 level switch
GrG438

BG642

Reservoir 1
CN4 CN23 CNB8 level switch
Controller 57 GrG437 6 GrG437

BG641

Troubleshooting Cause Remedy

Key switch ON

Disconnect connector CNB8 on

reservoir level switch to see if YES Defective reservoir Replace
message turns off. level switch reservoir

Disconnect CN23 connector to Short circuit on

NO YES wire between
see if message turns off. Repair wire
reservoir level
switch and CN23

Disconnect CN4 connector to YES Short circuit on

NO wire between Repair wire
see if message turns off.
CN23 and CN4

NO Defective controller Replace

controller

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3. Low Engine Oil Pressure

Problem symptom
• Message still shows after correcting engine oil pressure.

Oil pressure
CNA0 CNA2 sensor
Engine 80 RY478 9
controller 67 YB488 10
79 BY498 11

Troubleshooting Cause Remedy

Check 12 sec. after engine starts.

Disconnect connector on oil YES Defective oil

pressure sensor to see if Replace
pressure sensor
message turns off.

NO

Disconnect CNA0 connector YES Short circuit on

to see if message turns off. wire between CNA0 Repair wire
and CNA2

NO
Defective engin Replace
controller engine
controller

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4. Overheat
Problem symptom
• Message still shows when the hydraulic oil temperature is 98 ℃ or below and engine coolant tem-
perature is 105 ℃ or below.
Prior point to be checked
• Make sure that the bar indicator for coolant temperature or oil temperature is at 8.
Engine controller

CNA1
84

CNA0
79

Thermo-sensor
CNA2 (Coolant)
WR484 7
Controller BY498 11

CN1 Thermo-sensor
CN23 CND3 (Oil)
6 10 OL415
13 11 BO425

Troubleshooting Cause Remedy

1) Bar indicator for coolant temperature is at 8.

Key Switch ON
Service support CHK 1 detects abnormal
indication of temperature (coolant) by
thermo-sensor (actual temperature
versus indicated temperature)

YES
* Run CHK 1 WT
to display coolant
temperature. Verify that error code for coolant
temperature sensor is displayed
* Measure actual on service support error diagnosis
temperature. (DIAG 1).

YES

Disconnect connector CNA2 on

thermo-sensor (coolant) to NO Defective
measure resistance of connector thermo-sensor Replace sensor
on the sensor side. (Refer to the (coolant)
next table for resistance.)

YES Disconnect connectors CNA0 and Loose connection Clean connector

CNA1 to measure resistance be- NO on connector of
tween male terminals. (Refer to the terminal on
thermo-sensor sensor
next table for resistance.) (coolant)

YES Replace contro-

Defective controller ller, or clean
or loose connection CNA0, CNA1
on CNA0, CNA1 connector
terminal
Note: Bar indicator lights will all be off when there is a break in wiring.

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Troubleshooting Cause Remedy

2) Bar indicator for hydraulic oil temperature is at 8.

Service support CHK 1 detects

abnormal indication of tempera-
ture (oil) by thermo-sensor.
(Actual temperature versus
indicated temperature)

* Run CHK 1 YES

OT to display
coolant
temperature. Verify that error code M0020
for oil temperature sensor is
* Measure actual displayed on service support
temperature. error diagnosis (DIAG 4).

YES

Disconnect connector CND3 on

thermo-sensor (oil) to measure NO Defective
resistance on the sensor side. thermo-sensor (oil) Replace sensor
(Refer to the following table for
resistance.)

YES Disconnect connector CN23 to

measure resistance between NO Loose connection Clean connector
male terminals OL and BO. on connector for terminal on
(Refer to the following table for thermo-sensor (oil) sensor
resistance.)

YES Disconnect connector CN1 to

measure resistance between NO Loose connection Clean CN23
female terminals OL and BO. on CN23 connector
(Refer to the following table for terminal
resistance.)

YES Replace
Defective controller controller or
or loose connection clean CN1
on CN1 connector
Note: Bar indicator lights will all be off when there is a break in wiring. terminal

Sensor resistance
Note: Resistance may vary slightly depending on the temperature.

Unit: kΩ
Coolant (Oil) temperature Coolant temperature sensor Oil temperature sensor
20 ℃ 2.50 2.45
30 ℃ 1.73 1.66
40 ℃ 1.20 1.15
50 ℃ 0.84 0.81
60 ℃ 0.61 0.58
70 ℃ 0.45 0.43
80 ℃ 0.31 0.32

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5. Battery Charging
Problem symptom
• Message still shows
CN13

19
Key switch
Battery relay Alternator
E

LgR540
LgR540
Hour meter
B
CN22 CNC9
2 LgR540 G020 R SG
L
CN26
CN1 1 BrR544 4
7 LgR542 Engine
Controller
controller 2 BrW545

BrR030

BrR543 Starter

Troubleshooting Cause Remedy

Disconnect connector
NO CN1 to measure voltage NO Break in wire
Hour meter is not between female terminal between CN1 Repair wire
functioning. WR and Ground. and CN22
10 V or above
Clean CN1
YES Loose connection connector
YES on CN1 or defective terminal or
controller replace
controller

Disconnect connector
CNC9 on alternator R
terminal to measure NO Replace
Defective alternator alternator
voltage between alterna-
tor side and Ground.
10 V or above
Break in wire
YES Disconnect connector between CN22 Repair wire
CN22 to measure vo- NO and alternator, between CN22
ltage between male te- or loose connection and alternator,
rminal LgR and Ground. on alternator or clean the
10 V or above connector terminal connector
of alternator
YES

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6. Faulty Electrical System

Problem symptom
• Massage still shows.
Prior point to be checked
• Check the error code and if it is related to engine system, refer to the engine troubleshooting
manual.

BEACON RELAY
TRAVEL ARARM

W 2
0.85B 1
1

4
5

2
3
PW

GrR
LR

LIMIT SWITCH
CONTROLLER (GATE) BEACON
GrR
CN.5

1 VR 1 VR B GW 1 FREE SWING
2 YR B 2 SOLENOID
CN.19

2 STAGE RELIEF 8 YW
CN22
24VB SOLENOID VALVE
PW

YR 6 0.85GR 0.85GR 1 LEVER LOCK

REFUEL PUMP 17 OW OW 8 OW 0.85B 2
FREE SWING BEACON 18 GW VW 9 0.85VW (BLUE TAPE)
WARNING BUZZER 19 W W 7 W
ENGINE STOP 21 WR 0.85VW 1 SWING BRAKE
0.85B 2
SWING BRAKE 27 VW (PINK TAPE)
2 SPEED TRAVEL 28 LW LW 1 0.85LW
CUSHION 29 LgW LgW 3 0.85LgW 0.85LW 1 2 SPEED TRAVEL
0.85B 2
SWING SHUT-OFF 31 BrW BrW 4 0.85BrW (RED TAPE)
SPARE 1 (PNP) 32 WL GW 5 GW
SPARE 2 (PNP) 20 WV YW 2 0.85YW 0.85YW 1
2 STAGE RELEF
VARIABLE ISC 23 0.85B 2
1 (YELLOW TAPE)
2
CN24
CN.6

0.85LgW 1
0.85B 2 SOFT HARD SELECT
WR

CN.23
(LIGHT GREEN TAPE)
16

0.85BrW 1
CONNECTOR SWING SHUT-OFF
0.85B 2
(OPTION)
(GREEN TAPE)
WR

CN.A0
47
STOP SWITCH
IS-ENGINE

ENGINE CONTROLLER (ECM)

OPTION (REFUEL PUMP)

REFUEL PUMP PUMP STOP
RELAY RELAY
AUTO MANUAL
SELECT SWITCH
VR 1
GW 2
L 3
1

5
3
4

5
3

2
1
2
2GrR

VR
0.85BrR
2LR
VR

OW
B

B
L

AUTO STOP
ALARM
0.85BrR
0.85B

REFUEL PUMP

1 2GrR
OW 3 OW 2LR 1 2R
2 2B 2B 2 2B M

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Troubleshooting Cause Remedy

Confirm the trouble by service replacement trouble diagnosis.

Key switch ON
YES Refer to the engine
Find troubled location by DIAG1 troubleshooting manual
NO

Find troubled location by DIAG4

YES M0020 appears

To CHK2

With automatic detection for shortcircuit

YES

Message disappears when connector of solenoid valve in shortcircuit is YES Replace

Defective solenoid
disconnected. solenoid valve

NO

Message disappears when either one of connectors CN21, CN22, CN23 YES Short circuit Repair wire
in shortcircuit line is disconnected. on wire

NO
YES
Message disappears when connector CN6 of controller is disconnected.

NO
Replace
Defective controller controller

239
 Electric Circuits SH330SH350
ELECTRIC WIRING DIAGRAMS

330-1-04-07-21 ELECTRIC WIRING DIAGRAMS

Electrical Components and Wiring (Frame)

Electric Circuits Page No. 1/ 2
ELECTRIC WIRING DIAGRAMS Second Edition：05/2006

KSR1086Z-E02

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Electric Circuits Page No. 2/ 2
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KHR4307Z-E10

241
 Electric Circuits

HARNESS DIAGRAMS

330-1-04-08-21 HARNESS DIAGRAMS

SH330SH350

Frame Main Harness

Electric Circuits Page No. 1/ 2
HARNESS DIAGRAMS Second Edition：03/2006

KSR10530-E02

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Electric Circuits Page No. 2/ 2
HARNESS DIAGRAMS Second Edition：03/2006

KHR4299X-E06

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NEW MACHINE PERFORMANCE First Edition ：10/2005
Maintenance SH700SH330SH350SH225
NEW MACHINE PERFORMANCE

NEW MACHINE PERFORMANCE

Performance Evaluation Check Sheet

= Confirmation, S = Measurement, A = Adjustment
Inspection Item Confirm Remarks Inspection Item Confirm Remarks
Fluid / Oil Level Inspection Engine inspection
1. Radiator fluid level 1. Engine speed
Idling min-1
2. Engine oil level Maximum with no load min-1
3. Hydraulic oil level 2. Conditions of engine rotation
(1) When idling (As
Brake-in Operation Inspection (2) Without load
required)
1. Engine start / stop 3. Engine exhaust hue
2. Air bleeding 4. Engine sound and vibration
3. Individual operation 5. Engine stop
(1) Turning off the key switch
4. Oil leakage (2) Emergency stop switch
Hydraulic Oil Contamination Hydraulic Equipment Inspection
Inspection
1. Pressure of each component
Electrical System Inspection (refer to separate sheet)
1. Machine type choice 2. Abnormal sounds of each part
2. Indicator lights 3. Natural lowering level of each
cylinder (refer to separate sheet)
3. Monitor display (1)
4. Operation speed of each cylinder
4. Monitor display (2) (refer to separate sheet)
5. Mode change functions 5. Swing speed (As
(refer to separate sheet) required)
6. One-touch / Auto idle function
6. Swing brake performance
7. Lever lock function (refer to separate sheet)
8. Swing brake function 7. Condition and sound of swing
motions
9. 2-speed travel function
8. Travel speed
10.Swing lock function (refer to separate sheet)
11.Travel alarm function 9. Turns
12.Auto glow (GT) 10.Condition and sound of travelling
13.Power shut-off delay function Operation Inspection
14.Accessories operation 1. Operation condition of each lever
(1) Radio
(2) Air conditioning Shoe Tension
(3) Windshield wiperblades
(4) Vehicle horn Others
(5) Working light
(6) Interior lights 1. Oil leaks at each part
(7) Clock
(8) Hour meter 2. Oil leaks at rubber hoses or
(9) Backup lights piping
3. Looseness or fall off of bolts
and nuts
4. Cab inspection
5. Cylinder inspection
6. Nephron filter inspection

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NEW MACHINE PERFORMANCE First Edition ：10/2005

Performance Evaluation Recording Sheet

Evaluation Date
Model of Machine: Model Number: Evaluated by
(mm / dd / yy)
Attachment
Hour Meter: Remarks
Arm m3 Bucket
Idling speed min-1
1 Engine speed
Maximum engine speed without load min-1
Relief Name Operation Measured pressure
Standard MPa
Pressure check of Main relief
each component Boosting MPa
2 (Evaluate as required)
Swing relief Left / Right MPa
Pilot relief ― MPa
For measurement and adjustment methods, refer to procedures for hydraulic oil pressure measurement and
adjustment in Service Manual.
Boom cylinder mm

Drift for each cylinder Arm cylinder mm

3
(10 minutes) Bucket cylinder (when open) mm
Overall (10 minutes) mm
1st 2nd 3rd Total Average
Reading Reading Reading
Up
Boom
Operation speed Down
4 for each cylinder
Out
(sec) Arm
In
Open
Bucket
Closed
1st 2nd 3rd
Total Average
Reading Reading Reading
5 Swing speed
(sec/1 revolution) Swing Left
Swing Right
1st 2nd 3rd Total Average
Swing angle 180×, neutral brake flow angle Reading Reading Reading
6
(degrees)

1st 2nd 3rd

Reading Reading Reading Total Average
Travel speed
7
(sec/6 m) Forward
Reverse
1st 2nd 3rd
Total Average
Reading Reading Reading
Number of drive Front low
8 sprocket revolutions Back low
(sec/10 revolutions)
Front high
Back high
Horizontal mm
9 Degree of turntable bearing shift
Vertical mm
Amount of shoe tension ranging from the bottom side frame to
10 shoe surface mm

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NEW MACHINE PERFORMANCE First Edition ：03/2006
Maintenance SH330SH350
NEW MACHINE PERFORMANCE

NEW MACHINE PERFORMANCE

Reference Values
Numerical values for performance may change without notice due to product improvement.

Reference values
Items Conditions
SH330-3B SH350HD-3B
Idling 900 ± 20 900 ± 20
1 Engine speed (min-1) Mode: H
Maximum without load 1950 ± 10 1950 ± 10
Standard 34.3 ± 2.0 34.3 ± 2.0
Main relief
Pressure of each part Boosting 37.3 ± 2.0 37.3 ± 2.0
2 Mode: S
(MPa) Swing relief Vertical 31.5 ± 2.0 31.5 ± 2.0
Pilot relief 3.9 ± 0.1 3.9 ± 0.1
Boom cylinder 10 or below 10 or below
No load for
Arm cylinder 15 or below 15 or below
Natural lowering level of 10 minutes
3 Bucket cylinder (when open) 20 or below 20 or below
each cylinder (mm)
No load for
Overall 250 or below 250 or below
10 minutes
Up 4.5 ± 0.6 4.8 ± 0.6
Boom
Down 3.3 ± 0.6 3.1 ± 0.6

Operational speed of Out 3.8 ± 0.6 3.9 ± 0.6

4 Arm Mode: S
each cylinder (sec) In 4.9 ± 0.8 4.8 ± 0.8
Open 3.1 ± 0.6 3.1 ± 0.6
Bucket
Close 5.3 ± 0.8 5.4 ± 0.8
5 Swing speed (sec/1 revolution) 6.8 ± 0.6 6.8 ± 0.6 Mode: S
6 Swing angle 180°, neutral brake flow angle (degrees) 40°or below 40°or below No load
7 Travel speed (sec/6 m) High 4.3 ± 0.6 4.3 ± 0.6 Mode: S

Number of drive sprocket revolutions High 16.5 ± 1.5 16.5 ± 1.5

8 Mode: S
(sec/10 revolutions) Low 27.6 ± 1.8 27.6 ± 1.8
Horizontal 6.5 or below 6.5 or below
9 Amount of turntable bearing shift (mm)
Vertical 2.0 or below 2.0 or below
Amount of shoe tension ranging from the side frame bottom
10 340 to 360 340 to 360
to shoe surface (mm)

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006
Maintenance ADJUSTING PRESSURE
INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE

INSTRUCTIONS FOR MEASURING ANDSH330SH350

Measuring Pressure
1. Basic Conditions

Work mode S Mode

Oil temperature 45 to 55 ℃
No load engine speed 1850 ± 10 min-1
2. Set Values
The values below are measured on an actual machine and are not standard values.
Relief valve set pressure Values measured on Measuring
(as single component) actual machine methods

Main Standard 34.3 ± 0.3 MPa at 190 L/min 34.5 MPa Arm relief
relief pressure Power boost 37.3 ± 0.5 MPa at 165 L/min 37.5 MPa Arm relief
Fastening main
Up 39.2 ± 0.5 MPa at 20 L/min 40.0 MPa relief 180°+
Boom Boom up relief
overload relief Fastening main
Down 27.4 ± 0.5 MPa at 20 L/min 29.0 MPa relief 180°+
Boom down relief
Fastening main
Arm Out / In overload relief 39.2 ± 0.5 MPa at 20 L/min 40.0 MPa relief 180°+
Arm relief
Fasteming main
Bucket Open / Close
39.2 ± 0.5 MPa at 20 L/min 40.5 MPa relief 180°+
overload relief
Bucket relief
Swing relief 29.3 ± 0.4 MPa at 100 L/min 29.0 MPa Swing relief
+0.2
Pilot relief 3.9 0 MPa 3.7 MPa Lever neutral

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3. Pressure Measuring Port

(1) Main pressure
A pressure sensor is mounted on the control valve and the circuit pressure can be displayed on
the monitor (except for pilot pressure).

Pressure sensor P1 Pressure sensor P2

Pressure sensor N1
Pressure on each relief valve (except for pilot pressure) can be confirmed on the monitor display.
[1] How to display the pressure on the monitor display
Use the mode-changing switch on the monitor display to display the pressure.

Monitor and switch panels

Monitor display Mode changing Switch panel Hour meter

switches
How to operate
Operating button Monitor display

TRAVEL WORK

T W
Travel and work mode
Press the switch for at least 3 seconds.
P1 indicates the front pump pressure and P2
the rear pump pressure.
Units are MPa (mega pascal).

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(2) Pilot pressure

Measure the pressure at port a3 (G1/4) on the pilot pump.

Port a3 G1/4

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4. Preparation for Measuring Pressure

[1] Items to prepare
1) Pressure gauge : For 9.8 MPa use
2) Tools : Spanner (closed wrench) 17 mm
: Hexagon wrench 6 mm
3) Other : Cloth, Cleaning solution

[2] Monitor check

• In the service check, check the engine maximum
speed with no load and the input current value of
the pump in S mode.

Maximum engine S Mode

speed current value

410 mA
ENG = Engine speed 1850 10 min-1
I = Electric current values (When operating)

[3] Machine positioning

• Position the machine on solid level ground, lower
the boom allowing the arm end to touch the
ground with the bucket cylinder OUT at stroke end
and the arm cylinder OUT at stroke end.

[4] Pressure relief in circuit

• Turn OFF the ignition key and confirm the engine
has stopped. Turn ON the key again.
Note: Do not start the engine.
• Operate each lever more than 10 times and make
sure that the attachments do not move. Then, turn
OFF the key.

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[5] Pressure relief in hydraulic oil tank

• Press the air breather button, located on the hy-
draulic oil tank, to release the pressure in the tank.

[6] Install pressure gauge

• Install a pressure gauge to the pilot pressure
Port a3 measuring port.
(G1/4) Pressure gauge : For 9.8 MPa use
Port size : G1/4

[7] Check oil temperature

• Following the service check, confirm hydraulic oil
temperatures.

Oil temperature 45 to 55

• If the oil temperature is low, follow the instructions

for warming up in the Operator's Manual to in-
crease the oil temperature.
OT = Hydraulic oil temperature
Now, the preparation is completed.

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006

5. Measuring Pressure
[1] Pilot relief pressure
Lever operation : Neutral
Port a3 Pressure gauge : For 9.8 MPa use
(G1/4) Set pressure : 3.9 +0.2
0 MPa

[2] Main relief pressure

Lever operation : Arm IN relief
The value is displayed on the monitor display.
See 3.-[1]. Pressure Measuring Port
Check P1 and P2 on the monitor display.
• Standard set pressure 34.3 ± 0.3 MPa
After relieving arm in, the power boost is dis-
played for 8 seconds and then the pressure goes
This value is standard
pressure down to standard. Read the value.
Power
boost • Power boost set pressure 37.3 ± 0.5 MPa
Standard About 2 seconds after starting relieving, the pow-
pressure er boost set pressure is displayed for 8 seconds.
Read the value.
Approx.
2 Sec 8 Sec

Relieving
starts

[3] Swing relief pressure

Lever operation : Swing relief
The pressure on the swing motor The value is displayed on the monitor display.
is displayed in P1 section on the
• Set pressure 29.3 ± 0.4 MPa
monitor display.
When measuring pressures while swinging, the
measurement should be carried out after activat-
ing the mechanical brake by pushing the swing
lock switch to lock the swing.
Note: Press the swing lock switch and decrease
the engine speed to about 1000 min-1 when
first operating the swing lever. After making
sure that the swing does not move, in-
crease the engine speed to the maximum.

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[4] Other overload relief pressure

Lever operation put the attachments to be measured in a relieved condition.
The value is displayed on the monitor display.
Temporary adjustments are required because the overload relief pressure of the attachment is
higher than the pressure for the main relief. (Excluding boom down)
Refer to adjusting pressure.

Boom Boom Arm Arm Bucket Bucket

up down out in open closed
Measured pressure 39.2 ± 0.5 MPa 27.4 ± 0.5 MPa 39.2 ± 0.5 MPa
Where displayed P2 P2 P1 P1 P2 P2

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6. Measuring Other Pressures

Secondary pressure on the electromagnetic proportional pressure reduction valve of the hydraulic
pump

Port a4 (G1/4)

Mode
Secondary pressure (kgf/cm2)

Current (mA) Max. 470

Secondary pressure (MPa)

H Secondary
pressure 1.48
(MPa)
Current (mA) 410
S Secondary
pressure 1.92
(MPa)

Measuring conditions:
No load engine maximum speed
Input current (mA)
Controlled line graph

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006

Adjusting Pressure
1. Pressure Adjusting Points
(1) Control valve

5
3
4 2

7 6
1

Tool used Adjusting screw

Item Set pressure
Lock nut Adjusting screw per turn

a Main standard 27 mm 27 mm 34.3 ± 0.3 MPa 21.3 MPa

1
b Main power boost 32 mm 27 mm 37.3 ± 0.5 MPa 28.4 MPa
2 Boom-up 39.2 ± 0.5 MPa
3 Boom-down 27.4 ± 0.5 MPa
4 Arm-out Hexagon wrench
17 mm 21.2 MPa
5 Arm-in 6 mm
39.2 ± 0.5 MPa
6 Bucket-open
7 Bucket-close

b a

1 Main relief valve 2 7 Overload relief valve

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006

(2) Hydraulic pump

(3) Swing motor

Tool used Adjusting screw

Item Set pressure
Lock nut Adjusting screw per turn

Hexagon wrench
8 Pilot 24 mm 3.9 +0.2
0 MPa 2.0 MPa
6 mm
Hexagon wrench
9 Swing motor 41 mm 29.3 ± 0.4 MPa 4.8 MPa
14 mm

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006

2. Instructions for Adjusting Pressure

(1) Pilot pressure

Engine speed S Mode maximum speed

Port a3
Lever operation Neutral
(G1/4)
Oil temperature 45 to 55 ℃
Spanner 24 mm
Tools
Hexagon wrench 6 mm
Measuring port Pilot pump a3 port
Pressure gauge used For 9.8 MPa use
Pilot relief valve Set pressure 3.9 +0.2
MPa
0

Instructions for adjusting pressure:

a) Loosen the lock nut on the pilot relief.
b) Adjust to the set pressure by fastening the adjust-
ing screw.
c) Secure the adjusting screw with wrench and fas-
ten the lock nut.
d) After locking, check the pressure once again.

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006

(2) Main relief pressure

Engine speed S Mode maximum speed

Lever operation Arm-in relief
Oil temperature 45 to 55 ℃
Tools Spanner 27 x 2, 32 mm
Measuring port Monitor P1
Standard
34.3 ± 0.3 MPa
Set pressure
Power boost
adjusting screw pressure Power
37.3 ± 0.5 MPa
boost

Power boost Pressure adjusting instructions

lock nut
Before adjusting, install main relief valve.
Remove power boost signal pilot hose and plug the
hose side.
Power boost
a) Loosen the standard lock nut 27, tighten adjusting
screw 27. Fasten it with spanner 27 mm so that the
power boost adjusting screw does not turn.
b) After tightening the adjusting screw until it will no
longer turn, tighten the lock nut.
c) Start the engine and run it at the maximum speed.
d) Put the arm lever into IN to bring it to relief condi-
tion and hold it.
Standard e) Loosen the power boost lock nut 32 and adjust it
adjusting at a set pressure with adjusting screw 27.
screw • If it is lower than the set pressure, tighten it.
Standard • If it is higher than the set pressure, lower it once
lock nut
and adjust by tightening it.
f) After adjusting pressure, secure the adjusting
screw with spanner 27 mm and fasten the lock nut.
g) After locking it, check the pressure at the power
boost side.
If a desired value has not been achieved, repeat
steps e) and f).

Standard Rechecking
h) Loosen the standard lock nut. m) Start the engine, press the right lever power boost
i) Loosen the adjusting screw to lower the pres- switch with the engine at maximum speed and ver-
sure below the set pressure and adjust it by ify no oil leakage at the adjusting area.
tightening it. n) Set the arm in relief condition at the arm IN side
j) After adjusting pressure, secure the adjusting and check standard pressure. Then press the
screw with a spanner and fasten the lock nut. power boost switch and check the power boost.
k) After locking it, check the pressure. o) If a desired pressure has not been achieved, re-
If a desired value has not been achieved, re- peat the steps starting at a).
peat steps h), i) and j).
l) Stop the engine.

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006

(3) Overload relief pressure

Engine speed S Mode maximum speed

Oil temperature 45 to 55 ℃
Hexagon wrench 6 mm
Tools
Spanner 17, 27, 32 mm
Measuring port Monitor P1
Boom
Adjusting Set 27.4 ± 0.5 MPa
screw 6 mm
down
pressure
Lock nut other 39.2 ± 0.5 MPa
17 mm
Note: It is necessary to temporarily set the main
relief pressure higher than the overload
Overload relief pressure because the overload relief pres-
sure is set higher than the main relief pres-
sure.
Main relief pressure temporary setting
a) Loosen the power boost lock nut, and fasten
the power boost adjusting screw 180 °and
tighten the lock nut.
b) After adjusting overload relief pressure, loos-
en power boost lock nut and also loosen pow-
er boost adjusting screw 180 °or greater to
lower the pressure below the standard set
pressure. Then adjust by tightening it.
Power boost Standard Note: Standard adjusting screw cannot be
adjusting adjusting used for adjustment.
screw screw
Power boost Standard
Note: Power boost adjusting screw should be
lock nut lock nut used for adjustment. However, the set
pressure is measured at the standard
Main relief pressure side.
Pressure adjustment
The overload relief pressure for the boom, arm
and bucket should be adjusted referring to the
previous section (1). Control valve in the 1.
Pressure adjusting points.
After the adjustment is completed, the main re-
lief pressure should be set at a standard pres-
sure.
For set pressure of each port, refer to set pres-
sures in the previous section.

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INSTRUCTIONS FOR MEASURING AND ADJUSTING PRESSURE Second Edition：05/2006

(4) Swing motor relief pressure

Disconnect the connector for swing lock (green) in
6-way solenoid valve.
For swing lock (green)

Swing lock instructions

Press the swing lock switch located on the right-
hand switch panel in the cab and confirm that the
lamp next to the switch is turned on.
When the swing lever is first put in place, the en-
gine speed should be reduced to about 1000 min-1.
After making sure that the swing does not move,
increase the engine speed to the maximum.

Engine speed S Mode maximum speed

Lock nut
Oil temperature 45 to 55 ℃
Hexagon wrench 14 mm
Tools
Spanner 41 mm
Set pressure 29.3 ± 0.4 MPa

a) Check the current set pressure.

b) If the set pressure is different from the current
pressure, adjust the adjusting screw.
Adjusting screw
Swing relief

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MAINTENANCE OF THE CIRCUMFERENCE OF ENGINE Second Edition：03/2006
Maintenance ENCE OF ENGINE
MAINTENANCE OF THE CIRCUMFERENCE OF ENGINE

MAINTENANCE OF THE CIRCUMFER-SH330SH350

Circumference Filter Arrangement of Engine

Engine room

Engine oil supply port

Engine oil level gauge

Pump room

Fuel pre-filter

Fuel main filter

Electromagnetic pump

Engine oil filter

Engine oil drain couple
(with oil pan)

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MAINTENANCE OF THE CIRCUMFERENCE OF ENGINE Second Edition：03/2006

Fuel Element System Diagram

Fuel Themo
cooler valve

Fuel tank

Standard Engine
Fuel pre-filter Electromagnetic Fuel main filter
(with water separator pump Injector Common Supply
rail pump
function) KHH0534
Coarse
Degree of filter
Degree of filtration filtration Degree of filtration
10 m 20 m 4 m

The fuel pump and the injector are precision component, therefore, when moisture or dust are got mixed
in the fuel, the injector is seized up causing engine damage leading to an accident.
Be sure to use genuine filters and perform periodic check and maintenance.

Standard specifications
With fuel pre-filter (for measures against poor quality fuel) Replacement interval: 250 Hr
Fuel main filter Replacement interval: 500 Hr

Replacement intervals

Every 250 Hr Every 500 Hr

Fuel pre-filter ○
Fuel main filter ○

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MAINTENANCE OF THE CIRCUMFERENCE OF ENGINE Second Edition：03/2006

Bleeding Air from the Fuel System

When the fuel filter is replaced or when the fuel tank is

emptied, air enters the lines and stops the fuel flow.
Therefore, air bleeding is necessary.
[1] Loosen the air bleeding plug on fuel filter.
[2] Insert the key into the starter switch and turn the
key to the “ON” position. Electromagnet feed
pump operates by this.
[3] Turn the handle of the feed pump to the left and it
will spring up due to the spring inside the handle. Air bleeding plug
[4] Move this handle and expel from the discharge 10 mm spanner
hose the fuel with which air bubbles were mixed.
This action is the back-up of electromagnet feed
pump. Move this handle until air bubbles are lose
in fuel.
[5] Next, tighten the air bleeding plug which had been
loosened in step 1 and continue to move the feed
pump handle. When the handle becomes difficult
to move, air bleeding is completed.
[6] Set the feed pump handle to the original position.
[7] Completely wipe off any spilled fuel, start the en-
gine and check for any fuel leakage.
Feed pump Discharge hose
(Caution)
Since common-rail engine is operated under high
pressure, the fuel pump and the injector have been
made up precisely. Be sure to use light oil as they
extremely dislike dust from being entered.
Even if light oil is used in addition, replace filters
ahead of time if much contaminant is mixed in the
oil.

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MAIN BODY WEIGHT First Edition ：03/2006
Maintenance SH330SH350
MAIN BODY WEIGHT

MAIN BODY WEIGHT

Major Component Weight

B

A
C

F
G
H

Weight* (kg)
Symbol Component Name SH330-3B SH330LC-3B SH350HD-3B
A Operating weight 33200 33800 35400
Upper structure (including counterweight and
B 14700 14700 15780
turntable bearings)
C Counterweight 6400 6400 7400
D Bottom structure (with grouser shoe) 11700 12300 12000
E Machine weight 26400 27000 27780
F Attachments 6800 6800 7620
G Boom (including cylinder) 3850 3850 4140
H Arm (including cylinder and linkage) 1790 1790 1980
* The weight information is approximate.

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MAIN BODY WEIGHT First Edition ：03/2006

Individual Part Weight

Dry weight for each part is shown in the table below.
Weight (kg)
Part Name SH330-3B SH330LC-3B SH350HD-3B
1 Travel unit 399 399 399
2 Take-up roller 165 165 165
3 Upper roller 43 43 43
4 Lower roller 60 60 60
5 Swing unit 435 435 435
6 Turntable bearing 541 541 541
7 Engine 640 640 640
8 Radiator 140 140 140
9 Hydraulic pump 130 130 130
10 Fuel tank 235 235 235
11 Sump tank 196 196 196
12 Control valve 192 192 192
13 Rotating joint 56 56 56
14 Boom 2400 2400 2691

Shoe Weight (One side)

Weight (kg)
Part Name SH330-3B SH330LC-3B SH350HD-3B
1 600 mm grouser shoe 2098 2217 2098
2 800 mm grouser shoe 2455 2619 2455

Arm Weight
Weight (kg)
Part Name SH330-3B SH330LC-3B SH350HD-3B
1 Standard arm (3.25 m) 1096 1096 1290
2 Short arm (2.63 m) 1033 1033 1071
3 Long arm (4.04 m) 1426 1426 ―

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MAIN BODY WEIGHT First Edition ：03/2006

Bucket Weight
SH330-3B / SH330LC-3B

Bucket capacity (m3) Weight (kg) L1 (mm) L2 (mm)

1 1.15 1046 1100 1233
2 1.4 1169 1302 1435
3 1.4 HD 1498 1310 1424
4 1.6 1239 1442 1575
5 1.8 1316 1600 1733

SH350HD-3B

Bucket capacity (m3) Weight (kg) L1 (mm) L2 (mm)

1 1.4 HD 1498 1310 1424
2 1.6 HD 1573 1450 1564

Bucket configuration

Hoe bucket

L1
L2

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 Maintenance SH330SH350
ATTACHMENTS DIMENSIONS

330-1-05-04-19 ATTACHMENTS DIMENSIONS

Maintenance Page No. 1/ 1

ATTACHMENTS DIMENSIONS First Edition ：11/2005

H I
Q
C O
Max. retracted length D
stroke
Q
O
K1

K2

M1

M2

T
L2
L1
G
P

F
J1 J2
C N N
U1 U2
A B
Boss of arm point Bucket link

Arm
Standard arm Bucket Bucket link
Item link
A B C D E F G H I J1 J2 K1 K2 L1 L2 M1 M2 N O P Q R S T U1 U2
Dimension(mm) 3240 952 535 286 265 270 895 210 170 90 90 400 375 611 632 401 401 90 535 710 675 400 121 375 90 105

Y
W

Bucket pin

Bucket pin Bucket cylinder

Item Bucket and arm mounting section Bucket and bucket link mounting section Max. retract- width at top
stroke
V W X Y V W X Y ed length section

Dimension(mm) 90 90 638 25 90 90 591 25 1870 1210 120

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COMPATIBILITY First Edition ：03/2006
Maintenance SH330SH350
COMPATIBILITY

COMPATIBILITY

List of Compatibility of Main Parts (SH330-3B)

Region Part Name SH330-3 Compatibility SH330-3B Notes
A Travel motor KSA10110 ←×→ KSA10220 Piping scramble part change
Shoe (600 mm) KSA1120 ←○ KSA10370 M-sealing type
Lower roller KSA1068 ←○→ KSA1068
Lower Upper roller KBA1141 ←○→ KBA1141
related Take-up roller KSA1307 ←○→ KSA1307
Recoil spring KSA1297 ←×→ KSA1310 Load change
Drive sprocket KSA1061 ←○→ KSA1061
Rotating joint KSA1305 ←○→ KSA1305
B Counterweight KSB0850 ←○→ KSB0850
Turntable bearing KSB10070 ←○→ KSB10070
C Swing motor KSC0247 ←○→ KSC0247
Swing reduction gear KSC0252 ←○→ KSC0252
H Engine KSH1010 ←×→ KSH1027 New engine of tier 3
Radiator / Oil cooler KSH0893 ←×→ KSH1028 With fuel cooler
Air cleaner KSH0895 ←○→ KSH0895
Muffler KSH0948 ←○→ KSH0948
J Hydraulic pump KSJ2851 ←○→ KSJ2851
Upper Control valve KSJ3106 ←○→ KSJ3106
related
Remote control valve
(Attahchment)
KRJ5804 ←○→ KRJ5804

Remote control valve

(Travel)
KNJ2557 ←○→ KNJ2557

N Cab KHN10020 ←×→ KHN11660

Operator seat KHN3470 ←○→ KHN3470
Console box KHN3237 ←○→ KHN3237
R Controller KHR2680 ←×→ KHR2689
Monitor display KHR3826 ←○→ KHR15750
Air conditioner / Heater ― ←○→ ―
V Boom (EMS) KSV14120 ←×→ KSV13810 Plastic shim correspondence
Arm (EMS) KSV1506 ←×→ KSV1934 Plastic shim correspondence
Bucket (1.4 m3) KSV1327 ←○→ KSV1327
Bucket link KSV1410 ←×→ KSV1936 EMS
KSV1319 KSV1319
Attachments
Arm link
KSV1320 ←○→ KSV1320
KSV1393 KSV1925 EMS
Boom cylinder
KSV1394 ←○→ KSV1926
Arm cylinder KSV1395 ←○→ KSV1927 EMS
Bucket cylinder KSV1396 ←○→ KSV1928 EMS
Pin and bushing ― ←×→ ―

Part numbers are for reference only.

When you place a parts order, please consult and confirm with your parts manual.

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COMPATIBILITY First Edition ：03/2006

List of Compatibility of Main Parts (SH350HD-3B)

Region Part Name SH350-3 Compatibility SH350HD-3B Notes
A Travel motor KSA10110 ←×→ KSA10220 Piping scramble part change
Shoe (600 mm) KSA1120 ←○ KSA10370 M-sealing type
Lower roller KSA1068 ←○→ KSA1068
Lower Upper roller KBA1141 ←○→ KBA1141
related Take-up roller KSA1307 ←○→ KSA1307
Recoil spring KSA1297 ←○→ KSA1310 Load change
Drive sprocket KSA1061 ←○→ KSA1061
Rotating joint KSA1305 ←○→ KSA1305
B Counterweight KSB0861 ←○→ KSB0861
Turntable bearing KSB10070 ←○→ KSB10070
C Swing motor KSC0247 ←○→ KSC0247
Swing reduction gear KSC0252 ←○→ KSC0252
H Engine KSH1010 ←×→ KSH1027 New engine of tier 3
Radiator / Oil cooler KSH0893 ←×→ KSH1028 With fuel cooler
Air cleaner KSH0895 ←○→ KSH0895
Muffler KSH0948 ←○→ KSH0948
J Hydraulic pump KSJ2851 ←○→ KSJ2851
Upper Control valve KSJ3106 ←○→ KSJ3106
related
Remote control valve
(Attahchment)
KRJ5804 ←○→ KRJ5804

Remote control valve

(Travel)
KNJ2557 ←○→ KNJ2557

N Cab KHN10040 ←×→ KHN11660

Operator seat KHN3470 ←○→ KHN3470
Console box KHN3237 ←○→ KHN3237
R Controller KHR2680 ←×→ KHR2689
Monitor display KHR3826 ←○→ KHR15750
Air conditioner / Heater ― ←○→ ―
V Boom (EMS) KSV14180 ←×→ KSV13860 Plastic shim correspondence
Arm (EMS) KSV13180 ←×→ KSV13310 Plastic shim correspondence
Bucket (1.4 m3) KSV1328 ←○→ KSV1328
Bucket link KSV1410 ←×→ KSV1936 EMS
KSV1319 KSV1319
Attachments
Arm link
KSV1320 ←○→ KSV1320
KSV1393 KSV1925
Boom cylinder
KSV1394 ←○→ KSV1926
EMS

Arm cylinder KSV1395 ←○→ KSV1927 EMS

Bucket cylinder KSV1396 ←○→ KSV1928 EMS
Pin and bushing ― ←×→ ―

Part numbers are for reference only.

When you place a parts order, please consult and confirm with your parts manual.

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EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006
Main Body 3RD-STAGE
EMISSION CONTROL REGULATION OF 3RD-STAGE

EMISSION CONTROL REGULATION OFSH300SH330

Execution Time Emission Control Regulation

Output
classification Intended
Regions models
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
(kW)

450 kW 560

225 kW 450 SH400 ~800

North
130 kW 225 SH290 ~350
America
(EPA)
75 kW 130 SH160 ~240

37 kW 75 SH75 ~125

130 kW 560 SH290 ~800

Europe 75 kW 130 SH160 ~240
(EU)
37 kW 75 SH75 ~125

130 kW 560 SH290 ~800

Japan 75 kW 130 SH160 ~240
(Environment
Agency) 37 kW 75 SH75 ~125

130 kW SH290 ~800

Beijing
China 75 kW 130 SH160 ~240

75 kW 130 SH75 ~125 Except for Beijing

Tier 1 (Emission control regulation of 1st-stage)

Tier 2 (Emission control regulation of 2nd-stage)
Tier 3 (Emission control regulation of 3rd-stage)

At present, the emission control regulation of 3rd-stage has been started execution both in North America
and in Europe.
In Japan, execution time has not been decided but it will be executed about one year behind.
In addition, execution of production control is expected after the emission control regulation of 3rd-stage.

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EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Standard Amount of Exhaust Gas

(g/kWh)
Output Controlled exhaust gas Controlled exhaust gas
Engine models in 2nd-stage in 3rd-stage
Region classification
(ISUZU)
(kW) NOx + HC CO PM NOx + HC CO PM
450≦kW＜560 6.4 3.5 0.20 4.0 3.5 0.20
225≦kW＜450 6W, 6U 6.4 3.5 0.20 4.0 3.5 0.20
North 130≦kW＜225 6H 6.6 3.5 0.20 4.0 3.5 0.20
America
(EPA) 75 ≦ kW ＜ 130 4H 6.6 5.0 0.30 4.0 5.0 0.30
37 ≦ kW ＜ 75 4J, 4JE 7.5 5.0 0.40 ― ― ―
19 ≦ kW ＜ 37 3L 7.5 5.5 0.60 ― ― ―

Output Controlled exhaust gas Controlled exhaust gas

Engine models in 2nd-stage in 3rd-stage
Region classification
(ISUZU)
(kW) NOx HC CO PM NOx + HC CO PM
130≦kW＜560 6W, 6U, 6H 6.0 1.0 5.0 0.30 4.0 3.5 0.20

Europe 75 ≦ kW ＜ 130 4H 6.0 1.0 5.0 0.30 4.0 5.0 0.30

(EU) 37 ≦ kW ＜ 75 4J, 4JE 7.0 1.3 5.0 0.40 4.7 5.0 0.40
19 ≦ kW ＜ 37 3L 8.0 1.5 5.5 0.80 7.5 5.5 0.60

Controlled exhaust gas Controlled exhaust gas

Output in 2nd-stage in 3rd-stage
Engine models
Region classification
(ISUZU) SM SM
(kW) NOx HC CO PM NOx HC CO PM
(%) (%)
130≦kW＜560 6W, 6U, 6H 6.0 1.0 3.5 0.20 40 3.6 0.4 3.5 0.17 25
Japan 75 ≦ kW ＜ 130 4H 6.0 1.0 5.0 0.30 40 3.6 0.4 5.0 0.20 25
(Environment
Agency) 37 ≦ kW ＜ 75 4J, 4JE 7.0 1.3 5.0 0.40 40 4.0 0.7 5.0 0.25 30
19 ≦ kW ＜ 37 3L 8.0 1.5 5.0 0.80 40 4.0 0.7 5.0 0.30 35

To be decided.

NOx : Nitrogen oxide

HC : Hydrocarbon
CO : Carbon monoxide
PM : Particulate matter
SM : Black smoke

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EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Measures to be Taken for The Emission Control Regulation

1. Measures to be taken for the emission control regulation of 2nd-stage
Reduction of combustion temperature
Reduction of NOx
Delaying fuel injection timing

Deterioration of combustion efficiency

Inprovement of combustion Increase of PM
is required Drop of output power
Increase of fuel consumption

Pressurization of fuel injection Reduction of PM

Alteration of shape of combustion chamber Reduction of PM
Increase of compression Reduction of HC, Deterioration of NOx
Alteration of injection rate Deterioration of HC, Reduction of NOx

2. Example of measures taken ageinst the emission control regulation of 3rd-stage

In order to reduce NOx and PM simultaneously which are in “trade-of” relationship, more complicated
fuel injection is required.
Therefore, electronic control is to be introduced in all the fuel injection. (Combination of pressurized
injection, multiple injection and injection rate control.)

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EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Engine Fuel and Maintenance of Fuel Filters

In order to meet the emission control regulation of 3rd-stage, the engine components have been made
precisely and they are to be used under high-pressure conditions.
Therefore, the specified fuel must be used for the engine.
As a matter of course, not only the guarantee will not be given for the use of a fuel other than the specified
but also it may invite a serious breakdown.
In addition, since suitable specifications for the fuel filter elements have been established for this engine,
use of the genuine filter is essential.
The following describes the specifications and the requirements of the fuel to be applied, and mainte-
nance of the fuel and the fuel elements.
1. Fuel to be applied
(1) Selection of fuel
Following conditions must be met for the diesel engines, that is the one;
[1] In which no dust even fine one is mixed
[2] With proper viscosity
[3] With high cetane rating
[4] With good flow properties in lower temperature
[5] With not much sulfur content
[6] With less content of carbon residue.

(2) Applicable standards for diesel fuel

Applicable Standard Recommendation

JIS (Japanese Industrial Standard) NO.2
DIN (Deutsche Industrie Normen) DIN 51601
SAE (Society of Automotive Engineers)
Based on SAE-J-313C NO. 2-D
BS (British Standard)
Based on BS / 2869-1970 Class A-1

If a standard applied to the fuel for the diesel engine is stipulated in your country, check the stan-
dard for details.

(3) Requirements for diesel fuel

Although conditions required for the diesel fuel are illustrated above, there are other require-
ments exerting a big influence on its service durability and service life.
Be sure to observe the following requirements for selecting fuel.
Sulfur content 2500 ppm or less
HFRR* 460 μm or less
Water content 0.05 wt% or less
* HFRR (High-Frequency Reciprocating Rig.): An index showing lubricating properties of the fuel.

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EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Sulfur content reacts to moisture to change into sulfuric acid after combustion.
Use of a fuel containing much sulfur content allows it to accelerate internal corrosion and wear.
In addition, much sulfur content quickens deterioration of engine oil allowing its cleaning disper-
sive property to be worse which results in acceleration of wear of sliding portions.
HFRR is an index that indicates lubricating property of a fuel.
Large value of the index means poor lubrication so that seizure of the machine components may
result if such a fuel is used.
Since a fuel with high HFRR value also has lower viscosity, it can easily be leaked out.
If the fuel is mixed with the engine oil, the oil is diluted to deteriorate its lubricating property re-
sulting in acceleration of wear.
Water content allows inside of the fuel tank to rust which in turn blocking the fuel line and the fuel
filter.
This may also cause wear and seizure of the machine components.
If atmospheric temperature goes below the freezing point, moisture content in the fuel forms fine
particle of ice allowing the fuel line to be clogged.
Obtain table of analysis for the fuel you are using from the fuel supplier to confirm that it meets
the criteria described above.

Important
If a fuel which does not meet the specifications and the requirements for the diesel engine, func-
tion and performance of the engine will not be delivered.
In addition, never use such a fuel because a breakdown of the engine or an accident may be
invited.
Guarantee will not be given to a breakdown caused by the use of a improper fuel.
Some fuels are used with engine oil or additives mixed together with diesel engine fuel.
In this case, do not use these fuels because damage to the engine may result as the fuel has
been contaminated.
It is natural that the emission control regulation of 3rd-stage will not be cleared in case where a
fuel that does not meet the specifications and the requirements is used.
Use the specified fuel for compliance of the exhaust gas control.

Important
It you use diesel fuel which contains much sulfur content more than 2500 ppm, be sure to follow
the items below for the engine oil selection and maintenance of engine parts.
Guarantee will not be given to breakdowns caused by not to follow these items.
[1] Selection of engine oil
Use API grade CF-4 or JASO grade DH-1.
[2] Exchange the engine oil and engine oil filter element by periodical interval below.
Engine oil Every 250 hours of use
Engine oil filter element Every 250 hours of use
[3] Inspect and exchange the EGR parts and fuel injector parts of engine by periodical interval
below.
EGR (*) parts Every 3000 hours of use
Fuel injector parts Every 3000 hours of use
* EGR: Exhaust Gas Recircultion
For the detail of inspection and replacement for the above engine parts, please contact
your nearest SUMITOMO outlet.
[4] In addition above if the value of HFRR or water content in the fuel you use is more then lim-
itation in above table of this manual, please also contact your nearest SUMITIMO outlet.

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EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

2. Maintenance of fuel filters

(1) Be sure to use the genuine fuel filters.
The fuel injection system is precisely constructed and the genuine filter employs finer mesh than
conventional filters to improve protection of machine equipment.
If a filter with coarse mesh is used, foreign object passing through the filter enters into the engine
so that machine equipment can wear out in a short period of time.

Important
If a fuel filter other than the genuine filter is used, guaranty will not be applied to a fault caused
by the use of a wrong filter.
(2) Two kinds of fuel filter, the pre-filter and the main filter, are mounted on the machine.
Be sure to use the genuine fuel filters and replace them at a periodic intervals.
Replacement criteria
Every 250 Hr of use Every 500 Hr of use
Pre-filter ○
Main filter ○
Since the pre-filter also has a function of water separation, discharge water and sediment when
the float reaches lower part of the filter elements.
(3) Time to replace filters may be advanced according to properties of the fuel being sup-
plied.
Running the engine with the fuel filter blocked may cause the engine to be stopped due to estab-
lishment of engine error code.
If much foreign objects are found in the fuel, carry out earlier inspection and regular replacement
of the filters.
(4) If dust or water get mixed with the fuel, It may cause the engine trouble and an accident.
Therefore, take measures to prevent dust or water from being entered in the fuel tank when sup-
plying fuel.
When supplying fuel directly from a fuel drum can, leave the drum as it stands for a long period
of time to supply clean fuel standing above a precipitate.
If it is hard to leave the drum for a long period of time, install a fuel strainer and a water separator
before the fuel tank of the machine to supply clean fuel.
(5) Water drain cock is provided on the bottom side of the fuel tank.
Drain water before starting the engine every morning.
In addition, remove the cover under the tank once a year to clean up inside of the tank.

41
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Main Body Page No. 7 / 12
EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Engine System Diagram

Flow of air & combustion gas

Flow of fuel
Flow of cooling water
Air cleaner

Com Turbocharger

Engine
Injector

EGR cooler

Muffler
Inter cooler
Fuel cooler

Radiator

Common rail

Supply pump

Main filter

In

Electromagnetic
pump

Pre-filter
Thermo valve

Fuel tank

Refer to maintenance section for maintenance of filter

42
 330-1-01-06-04
Main Body Page No. 8 / 12
EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Construction of Engine (ISUZU 6HK1)

Air breather EGR valve EGR cooler

Common rail Supply pump

Turbo charger Oil supply port

Alternator

Starter

43
 330-1-01-06-04
Main Body Page No. 9 / 12
EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Common Rail Injection System (High Pressure Injection)

High pressure
Common rail
pump

Injector

Electronic
control Open / Close
system signal

Fuel tank

Electronic
control system It stores high pressure fuel for all cylinders
to supply it to each injector uniformly.

Engine speed
Engine load
Boost pressure These are
Common rail pressure detected by
Atmospheric pressure sensors.
Cooling water temperature

Fuel injection pressure, injection

timing, and injection quantity are
controlled electronically to realize
optimum combustion.

44
 330-1-01-06-04
Main Body Page No. 10 / 12
EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Common Rail Injection System (Multiple Injection)

Measures for the emission control
regulation of 3rd-stage

Main injection
(high pressure injection rate)

Measures for the emission control

regulation of 3rd-stage
Pilot injection
(noise reduction)

High-pressure injection: Reduction of PM, Improvement of fuel consumption.

Initial injection rate control: Reduction of NOx, Noise reduction.

45
 330-1-01-06-04
Main Body Page No. 11 / 12
EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Suction and Exhaust System (Inter Cooler)

<For models above SH290, this has been introduced in the engines meeting
the emission control regulation of 2nd-stage.>
Radiator
Cooled high-density air (to engine)
Inter coller

Open air Engine

Suction air Exhaust gas

Turbo charger
Hot air being compressed

Density of air is increased by cooling suction air which has been

heated up to a high temperature by turbo-charging so that raised
suction efficiency can result.
This raises combustion efficiency of the engine to realize improve-
ment of fuel consumption (also reduction of CO and CO2).

Turbo charger
From air cleaner
Muffler

Inter cooler EGR valve

Exhaust gas

Suction air Exhaust

Suction Computer
gas valve
air valve
Exhaust cam
Suction and exhaust system

46
 330-1-01-06-04
Main Body Page No. 12 / 12
EMISSION CONTROL REGULATION OF 3RD-STAGE Second Edition：03/2006

Suction and Exhaust System (EGR)

Turbo charger
From air cleaner
Muffler

Inter cooler EGR valve

Exhaust gas

Suction air Exhaust

Suction Computer
gas valve
air valve
Suction and exhaust system
Exhaust cam

<Exhaust Gas Recirculation>

Engine speed
Control unit Injection quantity Q
EGR cooler
Cooling water OUT Cooling water IN
Electronic controlled EGR valve

a part of exhaust
gas is utilized
Suction air

Decrease of NOx is to be realized by

Piston lowering combustion temperature by
mixing once exhausted gas with fresh
Exhaust gas suction air again.
Cooled EGR (a cooling device is sup-
posed to be equipped in the passage)
cools down the hot EGR gas and lower
Connecting rod the combustion temperature further to
reduce NOx.

47
 000-1-05-08-02
Maintenance Page No. 1/ 1
PLASTIC SHIM First Edition ：10/2005
Maintenance SH800SH700SH330SH350
PLASTIC SHIM

PLASTIC SHIM

Plastic shims have been introduced in the joint of attachment.

They are assembled in 2 places, boom foot and joint of boom with arm.
Plastic shim is made of material for use in sliding part belonging to fiber reinforced polyurethane resin fam-
ily having special features as follows:
[1] No biting and unusual noise will occur because it is made of plastic.
[2] It is effective on resistance to shock, sound deadening, and vibration absorption because it has a
special feature of polyurethane family resin (having elastic properties of rubber).
Refer to the following for test result of plastic shim and steel shim.
In case of steel shim, friction coefficient is gradually increasing even if frequent lubrication is applied.
In case of plastic shim to the contrary, it will not be increased so much even if less frequencies of lubrica-
tion is applied.
<Test result on condition that lubrication on assembly applied>

For steel shim, biting occurred at 0.25 hours after start of test.
Friction coefficient

Plastic shim
Steel shim

Durable time hr

<For steel shim material, test result on condition that periodic lubrication is applied>

Biting occurred at 33.7 hours after start of test.

Friction coefficient

Durable time hr

Shape of shim

271
 000-8-02-01-07
Maintenance Page No. 1/ 4
PROCEDURES FOR CHANGING OPERATOIN TYPE First Edition ：10/2005
Maintenance ATOIN TYPE
PROCEDURES FOR CHANGING OPERATOIN TYPE

PROCEDURES FOR CHANGING OPER-SH800SH700SH330SH350

Select operation type by changing hoses located under the bulkhead joint behind the cab.
After it has been changed, replace the instraction sticker for operation and take off ISO approved label.

ISO Type
Adopted manufacturs: KATO, IHI, YUTANI, CAT, LBCE
1. Operation Levers

Arm out Boom down

Swing L Swing Bucket R Bucket

left right close open

Arm in Boom up

2. Illustration of changing hose

V1 B1
Boom down Bucket open

A1
Arm out

S1 Swing left

S2 Swing right

A2
Arm in

V2 B2
Boom up Bucket close

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Maintenance Page No. 2/ 4
PROCEDURES FOR CHANGING OPERATOIN TYPE First Edition ：10/2005

Old SumitomoType
Adopted manufacturs: SUMITOMO, KOMATSU, HITACHI
1. Operation Levers

Swing right Boom down

Arm out L Arm in Bucket R Bucket

close open

Swing left Boom up

2. Illustration of changing hose

V1 B1
Boom down Bucket open

A1
Arm out

S1 Swing left

S2 Swing right

A2
Arm in

V2 B2
Boom up Bucket close

273
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Maintenance Page No. 3/ 4
PROCEDURES FOR CHANGING OPERATOIN TYPE First Edition ：10/2005

Old Mitsubishi Type

Adopted manufacturs: MITSUBISHI, NIKO
1. Operation Levers

Boom down Arm in

Bucket L Bucket Swing R Swing

open close left right

Boom up Arm out

2. Illustration of changing hose

V1 B1
Boom down Bucket open

A1
Arm out

S1 Swing left

S2 Swing right

A2
Arm in

V2 B2
Boom up Bucket close

274
 000-8-02-01-07
Maintenance Page No. 4/ 4
PROCEDURES FOR CHANGING OPERATOIN TYPE First Edition ：10/2005

Old Kobelco Type

Adopted manufacturs: KOBELCO, FURUKAWA
1. Operation Levers

Boom down Arm out

Bucket L Bucket Swing R Swing

open close left right

Boom up Arm in

2. Illustration of changing hose

V1 B1
Boom down Bucket open

A1
Arm out

S1 Swing left

S2 Swing right

A2
Arm in

V2 B2
Boom up Bucket close

275
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Main Body Page No. 1/ 2
MAJOR EQUIPMENT SPECIFICATIONS First Edition ：07/2001
Main Body SH300SH330SH350SH450
MAJOR EQUIPMENT SPECIFICATIONS

MAJOR EQUIPMENT SPECIFICATIONS

Equipment Configuration
Overall

Solenoid valves
Hydraulic pump
Hydraulic oil tank Engine
Radiator
Fuel tank

Air cleaner

Control valve

Swing motor

Remote control valve

(For operation)

Remote control valve

(For travel)

48
 300-2-01-00-05
Main Body Page No. 2/ 2
MAJOR EQUIPMENT SPECIFICATIONS First Edition ：07/2001

Operator’s Cab

Interior light
Air conditioner switch Radio
Tilt lever
Seat
Monitor / Switch panel
Tilt open rear
Control lever right
window
(With idle switch)
(Emergency exit)

Travel lever

Defroster

Air conditioner vent

Console box

Gate lock lever

Travel pedal
Tilt lever
Foot rest
Control lever left
(With horn switch)
Gate lock lever

49
 Main Body SH330SH350
MAJOR EQUIPMENT SPECIFICATIONS

330-2-01-01-49 MAJOR EQUIPMENT SPECIFICATIONS

Lower Mechanism
Main Body Page No. 1/ 4
Assembly Drawing SH330-3B / SH350HD-3B
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

KSA10510-D01

50
 330-2-01-01-49
Assembly Drawing SH330LC-3B
Main Body Page No. 2/ 4
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

KSA10520-D01

51
 330-2-01-01-49
Main Body Page No. 3/ 4
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

Travel Unit
Sumitomo Part No. KSA10220
Traction motor
Manufacturer Nabtesco Corporation
Variable displacement piston motor
Motor type
automatic 2-speed switch-over with parking brake
Displacement 290.7 / 170.1 cm3/rev
Operating pressure 34.3 MPa
Operating flow 284.2 L/min
Brake torque 4738 N･m or over (with reduction gear)
Relief set pressure 35.8 to 37.8 MPa (at 5 L/min)
2-speed control pressure 26.5 MPa
Traction reduction gears
Reduction gear type Planetary gear 2-stage reduction system
Reduction ratio 40.467
Dry weight 399 kg

Take-up Roller
Sumitomo Part No. KSA1307
Weight 165 kg

Upper-Roller
Sumitomo Part No. KBA1141
Weight 43 kg

Lower-Roller
Sumitomo Part No. KSA1068
Weight 60 kg

52
 330-2-01-01-49
Main Body Page No. 4/ 4
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

Recoil Spring
Part Name Sumitomo Part No.
Yoke KSA1065 39.8 kg
Sems bolt M16 x 50 105R016Y050R 0.5 kg
Threaded rod KSA1066 50.3 kg
Castle nut M64 165R064HSN 1.9 kg
Spring pin 10 x 100 338W100Z100B 0.1 kg
Recoil spring KSA1310 119.4 kg
Grease cylinder assembly KSA0832 41.3 kg
Sems bolt M16 x 65 105R016Y065R 0.3 kg
Assembly Total weight 254.0 kg
Mounting length of spring: 779 mm

Shoes

SH330-3B / SH350HD-3B SH330LC-3B

Part Name
Sumitomo Part No. Sumitomo Part No.
600 Grouser KSA10370 2098 kg KSA10450 2217 kg
Link KSA10380 One set KSA10460 One set
Shoe KSA1121 45 pcs. KSA1106 48 pcs.
Bolt KSA1122 180 pcs. KSA1107 192 pcs.
Nut KSA1123 180 pcs. KSA1108 192 pcs.

SH330-3B / SH350HD-3B SH330LC-3B

Part Name
Sumitomo Part No. Sumitomo Part No.
800 Grouser KSA10410 2455 kg KSA10480 2619 kg
Link KSA10420 One set KSA10460 One set
Shoe KSA1167 45 pcs. KSA1167 48 pcs.
Bolt KSA1107 180 pcs. KSA1107 192 pcs.
Nut KSA1108 180 pcs. KSA1108 192 pcs.

53
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Main Body Page No. 1/ 1
MAJOR EQUIPMENT SPECIFICATIONS First Edition ：11/2005
Main Body SH330SH350
MAJOR EQUIPMENT SPECIFICATIONS

MAJOR EQUIPMENT SPECIFICATIONS

Upper Mechanism
Swing Unit
Swing moter
Sumitomo Part No. KSC0247
Manufacturer TOSHIBA MACHINE CO., LTD
Motor type Fixed displacement piston motor with parking brake
and reversal prevention valve
Displacement 186.7 cm3/rev
Operating pressure 29.4 MPa
Operating flow 284 L/min
Brake torque 961.6 N･m or over
Brake off pressure 2.9 MPa less than
Relief set pressure 29.3 MPa (at 100 L/min)
Swing reduction gears
Sumitomo Part No. KSC0252
Reduction gear type Planetary gear 2-stage reduction system
Reduction ratio 27.143
Dry weight 435 kg

54
 330-2-01-03-48
Main Body Page No. 1/ 3
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006
Main Body SH330SH350
MAJOR EQUIPMENT SPECIFICATIONS

MAJOR EQUIPMENT SPECIFICATIONS

Engine and Related Areas

Engine
Sumitomo Part No. KSH1027
Engine model name ISUZU 6HK1 Diesel Engine
Engine type Water-cooled, 4-cycle diesel, 6-cylinder in line, direct
injection (electric control), turbocharger with air
cooled intercooler.
Number of cylinders - Bore x Stroke 6 - dia. 115 mm x 125 mm
Displacement 7.79 L
Compression ratio 17.5
Rated output 202 kW / 2000 min-1
Maximum torque 1080 N･m / apprex. 1500 min-1
Dry weight Approximately 640 kg
Engine dimensions L 1357 x W 995.4 x H 1141 mm
Oil pan All direction 35°, inclinable
Cooling fan Diameter 850 mm suction type-6blades resin & steel
Pulley ratio 0.80 (reduction)
Alternator 24 V　50 A　AC type
Starter-generator 24 V　5 kW　reduction type
Coolant capacity 14.5 L (engine only)
Oil pan capacity Max. : 38 L Min. : 28 L (excluding oil filter)
Direction of rotation Right (viewed from fan side) ; compliant with

Muffler
Sumitomo Part No. KSH0948
Manufacturer SANKEI GIKEN KOGYO CO., LTD
External dimensions dia. 283.2 x 780 mm
Weight 20.0 kg

55
 330-2-01-03-48
Main Body Page No. 2/ 3
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

Air Cleaner
Sumitomo Part No. KSH0895
Manufacturer Nippon Donaldson, Ltd
Element (outer) KSH0933
Element (inner) KSH0932
Weight 13.6 kg

Radiator
Sumitomo Part No. KSH1028
Manufacturer T. RAD Co., Ltd
Oil cooler Weight 34.0 kg
Oil capacity 16.0 L
Radiator Weight 21.1 kg
Water capacity 9.4 L
Air cooler Weight 19.9 kg
Capacity ―
Fuel cooler Weight 1.2 kg
Capacity 0.44 L
Total weight 137 kg

56
 330-2-01-03-48
Fuel Tank
Main Body Page No. 3/ 3
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

KSH0904Z-D03

57
 330-2-01-04-49
Main Body Page No. 1/ 3
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006
Main Body SH330SH350
MAJOR EQUIPMENT SPECIFICATIONS

MAJOR EQUIPMENT SPECIFICATIONS

Hydraulic System
Hydraulic Pump
Sumitomo Parts No. KSJ2851
Manufacturer Kawasaki Precision Machinery Ltd.
Main pump
Pump type Double variable displacement piston pump
Displacement 140 x 2 cm3/rev
Rated operating pressure 34.3 MPa
Meximum operating pressure 37.3 MPa
Input revolution speed 2030 min-1
Maximum flow 284 x 2 L/min (at 2030 min-1)
Input horsepower 171.7 kW
Shaft input horsepower 174.7 kW (at 2030 min-1)
Shaft input torque 821.8 N･m (at 2030 min-1)
Pilot pump
Pump type Gear pump
Displacement 15 cm3/rev
Operating pressure 3.9 MPa
Maximum flow 30.5 L/min (at 2030 min-1)
Input horsepower 3.0 kW
Control characteristics Simultaneous output control of overall
Negative control
Electric horse power control
Dry weight 130 kg

58
 330-2-01-04-49
Sump Tank
Main Body Page No. 2/ 3
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

KSJ11140-D00

59
 330-2-01-04-49
Main Body Page No. 3/ 3
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

Rotating Joint
Sumitomo Part No. KSA1305
Operating pressure High pressure passage (ABCD) 34.3 MPa
Drain port (T) 1.0 MPa
Pilot port (P) 3.9 MPa
Hydrostatic test pressure High pressure passage (ABCD) 51.5 MPa
Drain port (T) 2.0 MPa
Pilot port (P) 5.9 MPa
Flow High pressure passage (ABCD) 360 L/min
Drain port (T) 40 L/min
Pilot port (P) 31 L/min
Number of revolutions 15 min-1
Torque When pressurizing 2 ports 196 N･m
Port A Forward right G1
Port B Forward left G1
Port C Backward right G1
Port D Backward left G1
Port E Drain port G1/2
Port F Pilot port G1/4
Weight 56 kg

Solenoid Valve
Sumitomo Part No. KHJ15460
Manufacturer YUKEN KOGYO CO., LTD.
Valve specifications
Maximum flow P → B : 20 L/min Other : 5 L/min
Rated pressure 4.5 MPa
Solenoid specifications
Operating voltage DC 20 to 32 V
Current 17.0 W or less
Weight 7.0 kg

60
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MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006
Main Body SH330SH350
MAJOR EQUIPMENT SPECIFICATIONS

MAJOR EQUIPMENT SPECIFICATIONS

Controls
Control Valve
Sumitomo Part No. KSJ3106
Manufacturer KYB Corporation
Maximum flow 284 L/min
Pressure setting for overload 27.4 MPa (at 20 L/min) when boom down
39.2 MPa (at 20 L/min) other
Pressure setting for main relief 34.3 MPa (at 190 L/min)
37.3 MPa (at 165 L/min) at boosting
Pressure setting for foot relief 2.89 MPa (at 53 L/min)
Functions Straight travel circuit
Boom up / 2-speed internal confluence for arm
Boom / Arm load holding circuit
Boom down regenerative circuit
Arm in forced regenerative circuit
Variable throttle valve in the parallel circuit arm
Swing priority variable throttle valve
Backup 2-speed confluence
Weight 192 kg

61
 330-2-01-05-47
Main Body Page No. 2/ 2
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

Remote Control Valve (Left / Right, Travel Operations)

Valve for Left / Right Operations

Sumitomo Part No. KRJ5804
Manufacturer Kawasaki Precision Machinery Ltd.
Operating pressure 3.92 MPa
Secondary pressure 0.64 to 2.45 MPa: Primary short type
Operating angle Ports 1, 3 19°
Ports 2, 4 25°
Operating torque Port 1 1.18 to 2.67 N･m
Port 3 0.94 to 2.38 N･m
Ports 2, 4 1.37 to 3.19 N･m
Weight 1.8 kg

Valve for Travel Operation

Sumitomo Part No. KNJ2557
Manufacturer Nishina Industrial Co., Ltd
Oparating pressure 3.92 MPa
Secondary pressure 0.64 to 2.45 MPa: Primary short type
Operating angle 12.4°
Operating torque Valve 4.16 to 10.6 N･m
Damper 4.90 N･m (at 0.0275 m/s)
Weight 10.5 kg

62
 330-2-01-06-51
Main Body Page No. 1/ 2
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006
Main Body SH330SH350
MAJOR EQUIPMENT SPECIFICATIONS

MAJOR EQUIPMENT SPECIFICATIONS

Backhoe Attachments
Cylinder
Boom cylinder (R.H / L.H)
Sumitomo Part No. KSV1925 / KSV1926
Manufacturer ZENOAH
Cylinder bore dia. 145 mm
Rod diameter dia. 100 mm
Max. retracted length 2090 mm
Stroke 1495 mm
Dry weight 279 kg

Arm cylinder
Sumitomo Part No. KSV1927
Manufacturer ZENOAH
Cylinder bore dia. 170 mm
Rod diameter dia. 120 mm
Max. retracted length 2445 mm
Stroke 1748 mm
Dry weight 462 kg

Bucket cylinder
Sumitomo Part No. KSV1928
Manufacturer ZENOAH
Cylinder bore dia. 150 mm
Rod diameter dia. 105 mm
Max. retracted length 1870 mm
Stroke 1210 mm
Dry weight 276 kg

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 330-2-01-06-51
Main Body Page No. 2/ 2
MAJOR EQUIPMENT SPECIFICATIONS Second Edition：05/2006

Attachments
SH330-3B / SH330LC-3B Bucket Types
● ： Standard bucket
◎ ： For general digging (Specific gravity: 2.0 ton/m3 or less)
○ ： For light digging (Specific gravity: 1.6 ton/m3 or less)
△ ： For loading only (Specific gravity: 1.2 ton/m3 or less)
× ： Do not use

Bucket capacity (m3) 1.15 STD 1.4 STD 1.4 HD 1.6 STD 1.8 STD
Number of teeth 4 5 5 5 5
1233 1435 1424 1575 1733
Width (mm)
(1100) (1302) (1310) (1442) (1600)
Long arm
● ○ ○ × ×
(4.04 m)
Type of arm Standard arm
◎ ● ◎ ○ ×
specified (3.25 m)
Short arm
◎ ◎ ◎ ● ○
(2.63 m)

※ The side-cutter is not in the size in ( ) of the width of the bucket.

SH350HD-3B Bucket Types

● ： Standard bucket
◎ ： For general digging (Specific gravity: 2.0 ton/m3 or less)
○ ： For light digging (Specific gravity: 1.6 ton/m3 or less)
△ ： For loading only (Specific gravity: 1.2 ton/m3 or less)
× ： Do not use

Bucket capacity (m3) 1.4 HD 1.6 HD

Number of teeth 5 5
Width (mm) 1424 (1310) 1564 (1450)
Standard arm
● ○
(3.25 m HD)
Type of arm specified
Short arm
◎ ●
(2.63 m)

※ The side-cutter is not inthe size in ( ) of the width of the bucket.

64
 330-1-02-01-19
Hydraulics Page No. 1/ 2
HYDRAULIC PUMP Second Edition：05/2006
Hydraulics SH330SH350
HYDRAULIC PUMP

HYDRAULIC PUMP

Structure and Principle of the Function

This pump is structured to couple two pumps with the spline connection. By transmitting the rotational
force from the engine to the front side drive shaft [111], the two pumps are forced to be driven. The ports
for adjusting and discharging oil are located in valve block; the hitch of two pumps, and the port for ad-
justing oil is used for both front and rear pumps. As front and rear pumps have the same configuration
and the same principle of the function, the following explanation is for front pump.
This pump broadly consists of the rotary group which is the main part of the pump governing the rotational
motion, the swash plate group which adjusts the discharge rate, and the valve block group which switched
the intake and discharge of oil.
The rotary group consists of the drive shaft F [111], cylinder block [141], piston・shoe [151, 152], retainer
[153], spherical bush [156], and cylinder spring [157]. The drive shaft's ends are supported by the bearing
[123, 124].
The shoe forms a spherical joint caulked by the piston. It contains a pocket area in order to reduce the
thrust force, which is generated by the loading pressure, and slide lightly on the shoe plate [211]. The sub
group of the piston shoe is pressed on the shoe plate by the cylinder spring via the retainer and spherical
bush in order to move smoothly on the shoe plate. The cylinder block is also pressed on the valve plate
[313] by the cylinder spring.
The swash plate group consists of the swash plate [212], shoe plate [211], swash plate support [251], tilt-
ing bush [214], tilting pin [531], and servo piston [532]. The swash plate is supported on the swash plate
support by the cylindrical part formed on the opposite side of the shoe sliding side.
When the service piston moves to the right and left due to the regulator controlling hydraulic force being
led to the hydraulic compartment, the swash plate is able to swing the swash plate support and change
the leaning angle (a) via the spherical part of the leaning pin. The hydraulic compartment is located on the
both sides of the servo piston.
The valve block group consists of the valve block [312], valve plate [313], and valve plate pin [885]. The
valve plate which has two claw shaped ports installed on the valve block. If feeds and collects oil from the
cylinder block. Oil which is switched by the valve plate flows to the external pipe through the valve block.
When the drive shaft is driven by the motor (electric motor, engine, or others), the cylinder block rotates
simultaneously via the spline connection. If the swash plate is leaned, the piston located inside the cylin-
der block rotates with the cylinder block and exerts the reciprocal motions in relation to the cylinder cor-
respondingly. Therefore, when focusing on one specific piston. In one full rotation, the piston moves
toward the direction which is leaving apart from the valve plate (process of intake oil) during the first 180
degrees, and moves toward the direction which is coming to the valve plate (process of discharging oil)
during the remaining 180 degrees. When the swash plate's angle is 0 degrees, the piston does not stroke,
and therefore, oil will not be discharged.

65
 330-1-02-01-19
Hydraulics
No. PART NAME QTY
Page No. 2/ 2 111 DRIVE SHAFT (F) 1

HYDRAULIC PUMP Second Edition：05/2006 113 DRIVE SHAFT (R) 1

116 GEAR 1ST 1
123 ROLLER BEARING 2
124 NEEDLE BEARING 2
127 BEARING SPACER 3
141 CYLINDER BLOCK 2
953 535 789 732 532 214 548 531 724 702 792 534 808 901 954 717
151 PISTON 18
151 152 211 113
A 152 SHOE 18
806 153 RETAINER 2
156 SPHARICAL BUSH 2
886
157 CYLINDER SPRING 18
717 211 SHOE PLATE 2
212 SWASH PLATE 2
406 214 TILTING BUSH 2
261 251 SWASH PLATE SUPPORT 2
261 SEAL COVER (F) 1
271 PUMP CASING 2
04
312 VALVE BLOCK 1
774 313 VALVE PLATE (R) 1
314 VALVE PLATE (L) 1
111 326 COVER 1
401 HEX SOCKET HEAD BOLT 8
406 HEX SOCKET HEAD BOLT 4
414 HEX SOCKET HEAD BOLT 4
B B 466 PLUG 2
467 PLUG 2
468 PLUG 4
490 PLUG 32
127 531 TILTING PIN 2
532 SERVO PISTON 2
123 534 STOPPER (L) 2
535 STOPPER (S) 2
710 541 SEAT 4
543 STOPPER 1 2
544 STOPPER 2 2
824 251 490 212 153 156 468 157 710 885 314 981 141 271 401 545 STEAL BALL 4
728 983 548 FEED BACK PIN 2
313 124 312 116 466 Valve plate for c.clockwise rotation
Valve plate for clockwise rotation 702 O-RING 2
725
467 710 O-RING 2
726 717 O-RING 4
724 O-RING 16
725 O-RING 4
544 726 O-RING 2
543 728 O-RING 4
545 414 326 732 O-RING 2
541 774 OIL SEAL 1
No. PART NAME QTY COUNSTITUENT PART (QTY)
789 BACKUP RING 2
04 GEAR PUMP 1set ZX15LGRZ2
792 BACKUP RING 2
011 PISTON ASSY 2set 151 (9PC), 152 (9PC)
806 NUT 2
013 CYLINDER (R) ASSY 1set 141 (1PC), 313 (1PC)
808 NUT 2
014 CYLINDER (L) ASSY 2set 141 (1PC), 314 (1PC)
079 824 STOP RING 2
030 SWASH PLATE ASSY 2set 212 (1PC), 214 (1PC)
885 VALVE PLATE PIN 2
041 CHECK VALVE 1 ASSY 2set 541 (1PC), 543 (1PC), 545 (1PC)
886 SPRING PIN 4
042 CHECK VALVE 2 ASSY 2set 541 (1PC), 544 (1PC), 545 (1PC)
901 EYE BOLT 2
079 PROPORTINAL REDUCING VALVE ASSY 1set KDRDE5KR-V3-V
953 SET SCREW 2
530 TILTING PIN ASSY 2set 531 (1PC), 548 (1PC)
954 SET SCREW 2
981 NAME PLATE 1
VIEW A SECTION B-B
983 PIN 2

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Hydraulics SH330SH350SH225
CONTROL VALVE

CONTROL VALVE

Operation
1. Operation with all spools in neutral position
(1) Neutral passage [Fig.1] [Fig.2]
Oil supplied from port P1 enters the tank passage [Ta] from neutral passage [L1], passing the
restriction [Lc1] on the low pressure relief, and returns to ports T1, T2, T3, T4 and T5.
Oil supplied from port P2 passes the tank passage [Ta] through neutral passage [R1], passing
the restriction [Rc1] on the low pressure relief, and returns to ports T1, T2, T3, T4 and T5.
Pressures in the pressure chambers [L2] and [R2] located in the upstream of the low pressure
relief valve are directed to the pump through ports Ps1 and Ps2 and control the delivery volumes
of pumps P1 and P2.
In addition, if a large amount of extra oil flows into the neutral passage, the low pressure relief
mechanism functions to prevent pressures on ports Ps1 and Ps2 from increasing abnormally.

Low pressure Low pressure

relief valve (L) relief valve (R)

ARM 1 ARM 2
(Section 5) (Section 9)

BOOM 2 BOOM 1
(Section 4) (Section 8)

SWING BUCKET
(Section 3) (Section 7)

BUCKUP TRAVEL
(Section 2) (Section 6)

STRAIGHT
TRAVEL TRAVEL
(Section 1) (Section ST)

[Fig. 1]

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Pbu Arm variable

regenerative throttle

T4 Ta T3
Pc3 Ta
L5 8
7 DR

Pb5
ARM1 Pa5 Pa9 Pb9 ARM2
(Section 5) (Section 9)
R4
Pb4
BOOM2 Pa4 Pa8 Pb8 BOOM1
(Section 4) (Section 8)
6

SWING Pb3 Pa3 Pa7 Pb7 BUCKET

(Section 3) (Section 7)
Rc4 Rc3
Ta Ta Ta Ta

BACKUP Pb2 Pa2 Pa6 Pb6 TRAVEL

Z
(Section 2) (Section 6)
L4 Rc5 R1

STRAIGHT
TRAVEL Pb1 Pa1 TRAVEL
(Section 1)
(Section ST)
Lc7

L1 P2
Ta P1
PH
5
L4
4

Ta
3
PA
PT 2
PP
Lc6 1
Lc3
Ta
Lc7 Lc5
Lc4

DETAIL OF Z CROSS-SECTION L-L CROSS-SECTION R-R [Fig.2]

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(2) Signal passage [Fig.2] [Fig.3]

Oil supplied from port PP goes into port PT through restriction (Lc3). At the same time, it flows
into the drain passage (DR) through the land (Rc3), Passage [6] passing the land (Lc4) and pas-
sage [5].
Part of the oil supplied from port PP goes into port PA through the restriction (Lc5). It also flows
into the drain passage (DR) through the bucket spool land (Rc4), passing the passages (L4), [8]
and (R4).
The oil that passes through the restriction (Lc6) flows into the tank passage (Ta) through the land
(Lc7). It also passes the passage [4] and flows into the tank passage (Ta) through the travel spool
land (Rc5).

Pb2 Pa2 BUCKUP

(Section 2)

Pb6 Pa6 TRAVEL

(Section 6)

Pb1 Pa1 TRAVEL

(Section 1)

STRAIGHT
TRAVEL
(Section ST)

[Fig. 3]

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Single Operation
1. Travel spool switching [Fig.4]
When switching the travel spool by adding pressure through pilot port Pb1 [Pa1] in travel (Section 1),
the oil supplied from port P1 flows into port B1 [A1] passing the neck part of the spool via neutral
passage (L1). The return oil passes the neck part of the spool via port A1 [B1] and returns to the tank
passage (Ta).
When switching the travel spool by adding pressure through pilot port Pb6 [Pa6] in travel (Section 6),
the oil supplied from port P2 flows into port B6 (A6) passing the neck part of the spool or passage
(S6-1) via neutral passage (R1). At this moment, because pressures on parallel passage (R3) and
passage (S6-1) are equal, the poppet (S6-2) does not open. The return oil passes the neck part of
the spool via port A6 [B6] and returns to the tank passage (Ta).
When switching only one side of the spool in travel (Section 1 or 6), land (Lc4) or (Rc3) closes. Since
the flow of oil supplied from port PP to the tank passage is shut off, the pressure on port PT increases.
P4
S2-1 S2-2

B2 A2

Switched L3
position

Pb2 Pa2 BACKUP

(Section 2)
Neutral
position Ta

Pb6 Pa6 TRAVEL

Switched (Section 6)
position R3

Rc3

B6 S6-1 S6-2 A6 Rc5

5

B1 A1 PT

PP
Switched L1
Ta L3 Ta
position

Pb1 Pa1
TRAVEL
Neutral
position Ta Ta
(Section 1)
R1

STRAIGHT
TRAVEL
(Section ST)
Lc4

Lc7

[Fig.4]

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2. Backup spool switching [Fig.4]

When switching the swing spool by adding pressure through pilot port Pb2 [Pa2] in backup (Section
2), the neutral passage (L1) closes. Oil supplied from port P1 passes the load check valve (S2-2),
the passage (S2-1) and the neck part of the spool through the parallel passage (L3) and flows into
port B2 [A2].
The return oil passes the neck part of the spool via port A2 [B2] and returns to the tank passage Ta.
If oil is supplied from port P4, it passes the load check valve (S2-2) and merges at the passage (S2-1).
P4
S2-1 S2-2

B2 A2

Switched L3
position

Pb2 Pa2 BACKUP

(Section 2)
Neutral
position Ta

Pb6 Pa6 TRAVEL

Switched (Section 6)
position R3

Rc3

B6 S6-1 S6-2 A6 Rc5

5

B1 A1 PT

PP
Switched L1
Ta L3 Ta
position

Pb1 Pa1
TRAVEL
Neutral
position Ta Ta
(Section 1)
R1

STRAIGHT
TRAVEL
(Section ST)
Lc4

Lc7

[Fig.4]

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3. Swing spool switching [Fig.5]

When switching the swing spool by adding pressure through pilot port Pb3 [Pa3] in swing (Section
3), the neutral passage (L1) closes. Oil supplied from port P1 passes the load check valve (S3-2),
the passage (S3-1) and the neck part of the spool through the parallel passage (L3) and flows into
port B3 [A3]. The return oil passes the neck part of the spool via port A3 [B3] and returns to the tank
passage (Ta).
4. Bucket spool switching [Fig.5]
When switching the bucket spool by adding pressure through pilot port Pb7 [Pa7] in bucket (Section
7), the neutral passage (R1) closes. Oil supplied from port P2 passes the load check valve (S7-2),
the passage (S7-1) and the neck part of the spool through the parallel passage (R3) and flows into
port B7 [A7]. The return oil passes the neck part of the spool via port A7 [B7] and returns to the tank
passage (Ta).

Switched
position

SWING
(Section 3)

Neutral
position

BUCKET
Switched (Section 7)
position

[Fig. 5]

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5. Boom spool switching

(1) Neutral position [Fig.6]
This valve has an anti-drift valve installed on the cylinder bottom side of the boom 1. When in
neutral position, the poppet (AD1) is firmly seated by the pressure on port (A8) that is directed to
the spring chamber (AD4) through the passage (AD2) and spool (AD3).

NEUTRAL

BOOM 2
(Section 4)

BOOM 1
(Section 8)

[Fig. 6]

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(2) Boom-up (2-pump confluence) [Fig.7]

When switching the boom 1 spool by adding pressure through pilot port Pa8 in boom 1 (Section
8), neutral passage (R1) closes. Oil supplied from port P2 passes the parallel passage (R3), the
load check valve (S8-2), and the neck part of the spool and flows into port A8. When switching
the boom 2 spool by adding pressure through pilot port Pb4 also in boom 2 (Section 4), the neu-
tral passage (L1) closes. Oil supplied from port P1 passes the parallel passage (L3), the load
check valve (S4-2), the neck part of the spool and passage [6], and merges and flows into port
A8. The return oil passes the neck part of the spool via port B8 and returns to the tank passage (Ta).

UP (2-PUMP CONFLUENCE)

BOOM 2
(Section 4)

BOOM 1
(Section 8)

[Fig. 7]

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(3) Boom-down (regeneration) [Fig.8]

When switching the boom 1 spool by adding pressure through pilot port Pb8 in boom 1 (Section
8), the neutral passage (R1) closes. Oil supplied from port P2 passes the parallel passage (R3),
the load check valve (S8-2) and the neck part of the spool and flows into port B8. When switching
the spool (AD3) in the anti-drift valve by adding pressure to port Pc2 and reducing the pressure
in spring chamber (AD4) at the same time, the poppet (AD1) opens and the return oil from port
A8 returns to tank passage (Ta). Part of the return oil pushes open the poppet (S8-3) in boom 1
spool, passing the passage (S8-1) and merging into port B8 to prevent cavitation on the cylinder
rod side.

DOWN (REGENERATION)

BOOM 2
(Section 4)

BOOM 1
(Section 8)

[Fig. 8]

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6. Arm spool switching

(1) Neutral position [Fig.9]
This valve has an anti-drift valve installed on the cylinder rod side of arm 1.
When in neutral position, the poppet (AD1) is firmly seated by the pressure on port (A5) that is
directed to the spring chamber (AD4) through the passage (AD2) and spool (AD3).

NEUTRAL

ARM 1
(Section 5)

ARM 2
(Section 9)

[Fig. 9]

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(2) Arm-in (2-pump confluence) [Fig.10]

When switching the arm 1 spool by adding pressure through pilot port Pb5 in arm 1 (Section 5),
the oil supplied from port P1 flows into port B5 passing the load check valve (S5-2), the passage
(S5-1) and the neck part of the spool via the neutral passage (L1). When switching the arm 2
spool by adding pressure through pilot port Pb9 also in arm 2 (Section 9), the oil supplied from
port P2 passes the load check valve (S9-2), the passage (S9-1), the neck part of the spool, and
the passage [9] from the neutral passage (R1) and flows into port B5 to merge.
The return oil from port A5 passes the regenerative check in the spool, and is then divided into
two flows: one goes through the regeneration process at port B5 and the other passes the regen-
erative relief valve and returns to the tank passage (Ta).

ARM-IN (2-PUMP CONFLUENCE)

ARM 1
(Section 5)

To regenerative relief valve

ARM 2
(Section 9)

[Fig. 10]

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(3) Arm-in (variable regeneration) [Fig.11]

For arm-in operation, return oil from port A5 is divided into the following two flows after passing
the notch [a]:
[1] One flow returns to the tank passage (Ta), after passing the fixed restriction [d] in the regen-
erative relief valve, passage [e] and variable restriction [f].
[2] The other flow merges at the bridge passage (S5-1) after passing the fixed restriction [b] in
the arm 1 spool, regenerative check [c], and fixed restriction [i].
At this time, if the load pressure rises at port B5, the regenerative relief valve spool [h] is pushed
through the regenerative relief valve piston [g]. This increases the open area in the variable re-
striction [f] section. As a result, the oil volume of return oil to the tank passage (Ta) increases.
On the other hand, the oil volume regenerating at port B5 decreases.

ARM-IN (VARIABLE REGENERATION)

ARM 1
(Section 5)

Regenerative relief
valve (variable)

[Fig. 11]

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(4) Arm-out (2-pump confluence) [Fig.12]

When switching the arm 1 spool by adding pressure through pilot port Pa5 in arm 1 (Section 5),
the oil supplied from port P1 flows into port A5 passing the load check valve (S5-2), the passage
(S5-1) and the neck part of the spool via the neutral passage (L1). When switching the arm 2
spool by adding pressure through pilot port Pa9 also in arm 2 (Section 9), the oil supplied from
port P2 passes the load check valve (S9-2), the passage (S9-1) and the neck part of the spool
from neutral passage (R1) and flows into port A5 to merge.
The return oil from port B5 passes the neck of the spool and returns to the tank passage (Ta).

ARM-OUT (2-PUMP CONFLUENCE)

ARM 1
(Section 5)

ARM 2
(Section 9)

[Fig. 12]

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7. Parallel restriction for arm [Fig.13]

A restriction is installed in the parallel passage for the arm 1 use, which controls the arm speed while
performing a complex operation.
Oil supplied from the parallel passage (L3) in arm 1 (Section 5) pushes the poppet (S5-3) open and
communicates with passage (L4) [Fig.2] after passing the spool (Lc8) in the variable restriction spool.
At this time, the volume on the restriction can be changed by applying pressure to the pilot (Pbu).

Ps1

Boom-up position
(Pbu is pressurized)
Pc3'

Pc3
Normal

Signal passage
[Fig. 13]

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8. Relief valve
(1) Main relief valve [Fig.14]
Oil supplied from port P1 passes the poppet (LP) while oil supplied from port P2 passes the pop-
pet (RP), passage [3] and they are introduced into the main relief valve. When the main relief
valve is activated, the maximum pressure of the pump on both P1 and P2 sides is controlled.
(2) Overload relief valve
An overload relief valve is installed on each cylinder port of boom 1, arm 1 and bucket, which
prevents abnormal increases in pressure on the actuator due to the external force.
In addition, this relief valve also has a function to prevent cavitation by sucking oil from the tank
when the pressure in the cylinder port becomes negative (suction feature).

[Fig. 14]

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Combined Operation
1. Travel combined operation [Fig.15]
If operation other than travel is carried out at the same time while performing simultaneous travel left /
right operation (at the time of forward or backward movement or pivot turn), or if simultaneous travel
left / right is carried out while performing operation other than travel, oil supplied from port PP is shut
off from tank passage (Ta) at the signal land other than the travel section which has switched (Lc4),
(Lc7), (Rc3) and (Rc5). As a result, the pressure in the signal passage rises to the set relief pressure
for the oil pressure source used for signals.
Due to rising signal pressure, the straight travel spool is switched over. The pressures on port PT and
PA also increase.
When the straight travel spool is switched over, oil supplied from port P1 flows into travel (Section 1)
from the neutral passage (L1), and at the same time it passes the passage [2], the neck of straight
travel spool, and the neutral passage (R1) and flows into travel (Section 6). Oil supplied from port 2
passes through the neck of the straight travel spool and passage [1] and flows into the parallel pas-
sage (L3).
If the load pressure on sections other than travel is higher than the load pressure on travel (Section
6), part of the oil supplied from port P2 pushes open poppet (S6-2) and passes the restriction at the
tip of the poppet to merge at passage (S6-1).
Because travels (Section 1 and 6) operate with oil supplied from port P1 while operational devices
other than travels operate with oil from port P2, even when the machine is in combined operations of
simultaneous travel left / right and other operations, curved travel is prevented.

Pb6 Pa6 TRAVEL

(Section 6)

Pb1 Pa1 TRAVEL

(Section 1)

STRAIGHT TRAVEL
(Section ST)

[Fig. 15]

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Anti-drift Valve
Anti-drift valves are attached on the arm [boom] cylinder side at the side of the arm rod [boom bottom] in
order to prevent the arm [boom] cylinder from its natural drop. (As a typical example, an arm side (A5) is
shown below.)
1. Neutral state (Port A5 - holding state)
[1] The holding pressure at port A5 passes
through passage [a], passage [b] and
passage [c] in this order and communi-
cates with the spring chamber [d] of the
poppet [1].
Pc1 [2] Due to this mechanism, the pressure
oil in the port A5 is firmly locked by the
seat sections [S1] and [S2].

Main
spool

2. Shut-off of continuity between Port A5 and spring chamber

[1] When adding pressure to the port pc1,
the piston [2] moves and the spool [3]
operates.
[2] The spool [3] activates the poppet [4].
Pc1 [3] Through the activation of the poppet
[4], the continuity between port A5 and
spring chamber [d] is shut off by sec-
tion [T1].
Main
spool

3. Main poppet activated

[1] When the piston [2] operates, the
spring chamber [d] communicates with
the drain chamber (DR) through the
passage [c] and passage [e] by section
[T2].
Pc1
[2] The pressure in the spring chamber [d]
Drain becomes equal to drain pressure and
chamber the main poppet [1] becomes activat-
ed.
Main
spool

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Relief Valve
1. Operation of the main relief valve
[1] This relief valve is integrated between
the neutral passage “HP” and low pres-
sure passage “LP”, and oil passes the
orifice in the poppet [C] and fills the in-
ternal space [D].
The sleeve [E] and main poppet [C] act
on different areas (A) and (B). They are
firmly seated.
[2] If the pressure in the neutral passage
HP reaches the set spring force of the
pilot poppet, the pilot poppet [F] opens.
The oil flows around the poppet and
drilled hole [G] and is directed into the
low pressure passage “LP”.

[3] Since the pilot poppet has been

opened, the pressure in [D] reduces
and the main poppet [C] opens. As a
result, the oil flows directly into the pas-
sage “LP”.

Boost operation
When applying pressure to the pilot
port PH, the piston [H] moves to the set
position by plug [I]. Due to this, the pilot
spring force rises and the pressure in
“HP” rises.

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2. Operation of the overload relief valve

[1] This relief valve is integrated between
the cylinder port “HP” and low pressure
passage “LP”, and oil passes the ori-
fice in the piston [C] and fills the inter-
nal space [G].
The sleeve [K] and main poppet [D] act
on the different areas (A) and (B). They
are firmly seated.

[2] When the pressure in the cylinder port

“HP” reaches the set spring force of the
pilot poppet, the pilot poppet [E] opens.
The oil flows around the poppet and
drilled hole [H] and is directed into the
low pressure passage “LP”.

[3] Since the pilot poppet [E] has been

opened, a flow passing orifice [I] in the
piston [C] is generated. This flow pro-
duces a differential pressure between
the passage “HP” and the backside of
the piston [C]. This moves the piston
[C] until it seats on the poppet [E].

[4] The oil flow from the passage “HP” to

the backside of the poppet [D] is only
through the poppet [D], annular space
in the piston [C] and the orifice [F]. As
a result, the differential pressure in-
creases. Due to this, the poppet [D]
opens, and the oil flows directly into the
passage “LP”.
F

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3. Draw-in-oil feature of the overload relief valve

[1] This relief valve has an anti-void unit
K incorporated. This unit supplies oil to
the cylinder port “HP” when cavitation
B

takes place.
When the pressure in the cylinder port
“HP” is lower than the low pressure
A

side “LP”, the differential pressure be-

tween (A) and (B) opens the sleeve
[K]. As a result, oil enters the cylinder
port “HP” through the low pressure
side “LP” and this prevents cavitation.

4. Function of low-pressure relief valve

(1) Generation of signal pressure
Hydraulic oil supplied from the pump port (P1 [P2]) passes through the neutral passage (L1 [R1]),
the low-pressure passage (L2 [R2]) and the orifice (Lc1 [Rc1]) to flow out to the tank passage
(Ta).
At this time, the pressure generated in the passage (L2 [R2]) by the orifice (Lc1 [Rc1]) is directed
to the low-pressure relief signal port (Ps1 [Ps2]).
When the main spool in upper course of the passage (L2 [R2]) is actuated, hydraulic oil flowing
through the passage (L2 [R2]) reduces which in turn signal pressure in the signal port (Ps1 [Ps2])
decreases.

Poppet

Ps1
Ps2

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(2) Relief function

When excessive oil flows through the passage (L2 [R2]), the pressure generated in the passage
(L2 [R2]) by the orifice (Lc1 [Rc1]) is introduced in the back-chamber of the poppet and as a re-
sult, the poppet is actuated by difference in pressure receiving area between the passage and
teh back-chamber.
The actuation of the poppet allows the oil to flow from the passage through the drilled hole in the
plug flowing out to the tank passage (Ta).
This prevents an excessive pressure from being generated in the low-pressure relief signal port.

Poppet

Ps1
Ps2

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Hydraulics SH330SH350
SWING UNIT

SWING UNIT

Configuration of Components

Swash plate type axial piston motor

Mechanical brake
Makeup valve

Relief valve
Bypass valve

NOTE: Numbers in parentheses in the following text correspond to the circled numbers in the Internal
structural drawings.

Structure of Hydraulic Motor

The rotary component group is composed of a drive shaft integrated type cylinder [27] and nine piston
assembly [8] arranged in the cylinder [27]. Additionally, both ends of the cylinder [27] are supported with
bearings [4] and [25]. Piston assembly [8] are guided by return plates [6] and spring bearings [7] so that
they can slide on the cam plates [5] smoothly.
The balance plate [24] is pressed against the end face of cylinder [27] by the force of coned disc spring
[17] and hydraulic pressure acting on the bushing [15].
Mechanical brakes [9], [10], [11] and [14] that are used as parking brakes are installed between the cir-
cumference of cylinder [27] and the housing [28].
Also, a relief valve [31] as cushion and makeup valves [35], [36] and [39] for preventing cavitation are built
in the cover section [29]. In order to prevent swinging-back when swing operation is stopped, a bypass
valve [43] is integrated into the cover [29].

Operational Description of Hydraulic Motor

Hydraulic oil supplied from the pump via the control and other valves enters from port A (or port B) on the
cover [29] and is discharged from port B (or port A). Oil leaked from gaps in each sliding part is returned
to the tank through the drain port “a” on the cover [29].
The pressurized oil supplied to port A is supplied to the piston hole “f” in the cylinder [27], passing the
following components in order: passage “b” in the cover [29], passage “c” on the bushing [15] section on
the cover [29], passage “d” on the balance plate [24] which has a crescent-shaped port switching between
supply and discharge every 180°per one motor turn, as well as, passage “e” on the cylinder [27].
The oil pressure acts on piston assembly [8], resulting in piston assembly [8] being pressed to the cam
plate [5] via the shoe section. Because the sliding face of the shoe on cam plate [5] is inclined at a given
angle, the pressing force on the piston assembly [8] to which the oil pressure pushes, is transformed into
a force that slides the shoe on the swash plate. Because the spherical shoe section of piston assembly
[8] is connected so that it works as a universal joint, the shoe's sliding force on the swash plate is trans-
ferred to the motor output shaft as a turning force via the piston assembly [8] and cylinder assembly [27].

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As mentioned above, each piston assembly [8] receives the pressurized oil while it travels the stroke from
the top dead center to the bottom dead center of the incline plane and transforms it into a turning force to
revolve cylinder assembly [27] and discharges oil while it travels the stroke from the bottom dead center
to the top dead center. The discharge route is the reverse of the supply route described above and the oil
is discharged from port B.
The hydraulic motor operates in the manner as described above. Its output torque and the number of rev-
olutions are determined according to the hydraulic force and the volume of oil supplied respectively.

Operational Description of Mechanical Brake

Friction plate [9] is connected to the circumference of cylinder assembly [27] via spline. Also, the counter-
part plate [10] is connected to the housing [28]. When the pressure in the mechanical brake release cham-
ber is zero, the cylinder assembly [27] (output shaft) is locked and will not turn as a result of the brake
piston [11] pressing the counterpart plate [10] and friction plate [9] through the spring force [14].
In the opposite manner, when the oil pressure of 2.9 to 4.9 MPa is reached on the brake release chamber,
the brake piston [11] overcomes the force and moves until it hits the end face of the cover [29], creating
space between friction plate [9] and counterpart plate [10]. As a result, the mechanical brake turns to a
released status.

Operational Description of Make-up Valve

1. Half-braking condition (a state where relief valve [31] is not in operation)
When decelerating the swing body through the control valve using the half-lever function after accel-
erating the swing body, the supply volume to port A from the pump decreases but it is necessary to
supplement oil when the swing body is rotating at a relatively high speed because the pressure ap-
plied to the “c” section tends to become negative due to motor's pumping action.
However, because the whole volume of oil which flows into “c” section from port A is discharged into
control valve via port B when the pressure on port B is lower than the working pressure of relief valve
[31], the absolutely necessary oil volume at the “c” section is not met with the oil volume from the
control valve alone (as the valve is in the half-lever position, the oil volume is still restricted). To pre-
vent this, makeup check [39] is provided to supplement “c” section to make up for a lack of oil through
the makeup port.
2. Full braking condition (a state where relief valve [31] is in operation)
When changing to the neutral position from condition A by quick lever operation, the swing body is
turned by inertial force even though the oil supply volume from the pump to port A becomes zero. In
this case, relief valve [31] on the port B side operates, and the oil, which blew off the relief, passes
oil passages “g” and “h”, presses open the makeup check [39] on port A and is supplemented to the
passages “b” and “c”. However, the oil lacks by its volume that which has leaked into the case drain
of the motor. To prevent this, the makeup check [39] is opened from the makeup port and the oil flows
into the passages “b” and “c” in order to prevent cavitation.

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Operational Description of Relief Valve

(Internal structural drawing of relief valve)
1. When starting
The hydraulic oil supplied from port A by operating the control valve does not immediately reach the
constant revolution level due to the large inertial force of the swing body. Part of the oil passes oil
passages “g” and “h” via relief valve [31] that works as a safety valve, presses open the check [39]
on port B side and flows into port B.
Oil in port A presses open the poppet [47] by counteracting the force of spring [48], passes passage
“g” via a space between seat [46] and poppet [47] and flows into passage “h”.
2. When braking (at time of cushioning)
When the control valve is returned to the neutral position, the return passage for the motor's drain oil
closes. Immediately after this operation, the motor is turned by large inertial force and attempts to
suck oil through port A by pumping action and to discharge it to port B. As a result, the pressure on
port B increases because the return passage in the control valve is closed.
As the increased pressure on port B presses open poppet [47] by counteracting the force of spring
[48], the oil flows into passage “c” by pressing open the makeup check [39] via oil passages “g” and
“h” through port B. In this process, the inertial force of the swing body is absorbed and the swing body
comes to a stop.
Also, in the pressure increasing process above mentioned, the highly pressurized oil that flowed into
the front chamber of poppet [47] enters the piston chamber passing the small hole passage on the
central section of piston [52] via circumferential orifice “j” of poppet [47] and moves piston [52] until it
hits the end face of sleeve [51]. Meanwhile, since poppet [47] is already forcedly opened, the cushion
relief begins to work at relatively low pressure, and then increases to a specified pressure in minimal
time. This dual-step action decreases the impact of motor starts and stops.

Operational Description of Bypass Valve

(Internal structural drawing of bypass valve)
When attempting to stop the swing body after operating the control valve to drive the swing body, braking
pressure is generated on one side of the port as the hydraulic motor, which keeps rotating due to its inertial
force, continues its pumping action.
Suppose that this is port A: This pressurized oil for braking flows into the back chamber of check [60] on
the side A via small holes [a3] and [a2]. As a result, the check [60] on side A moves until it contacts and
presses seat [58] on side A to shut off the bypass passage by pushing check [60] on side B, which is ar-
ranged as a counterpart, to the left in the process of decelerating the swing body. In due course, the swing
body stops once but reverses due to braking pressure. Therefore, the pressure on side B increases and
check [60] on side B attempts to move to the right by pushing check [60] on side A, which is arranged as
a counterpart. However, this movement of check [60] is a little delayed because the oil flow of the back
chamber in check [60] on side A is gently controlled through the action of the flow control valve comprised
of poppet [61] on side A and spring [62] on side A. In the meantime, the pressurized oil of port B flows into
the intermediate chamber via small hole “b1” and bypasses port A side via small hole “a1”. Subsequently,
check [60] on side B contacts and presses seat [58] on side B and moves to the position where it can shut
off the bypass passage. As described above, the reverse motion will be prevented without any trapping
of the oil because the pressure is bypassed to port A side in the process of generating reverse pressure
on the port B side.

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Relief on port A side Relief on port B side
4
15 30
SWING UNIT
33
Hydraulics
Bottom
3 dead center 34

16 29

2 Internal Structural Drawing

17
a g
1 i
Drain port
18 h
f e c
d Makeup port

91
19 45 35
b
b
20 44 36
34

43 Top dead 37
Port A center Port B

28 27 26 25 24 23 22 21 42 41 40 39 38
First Edition
Page No.

Mechanical brake release chamber

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Internal Structural Drawing of Externally Adjusted Shockless Relief Valve

46 47 48 49 50 51 52 53

j
57 56 55 54

Internal Structural Drawing of Bypass Valve

58 59 60 61 62
Port B Port A

b3 b2 b1 a1 a2 a3

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Hydraulics SH330SH350
TRAVEL UNIT

TRAVEL UNIT

Structure

Fig.1. Structure drawing of travel motor

SYM PART NAME SYM PART NAME SYM PART NAME

1 Casing 21 Brake piston 41 Restrictor spring (brake valve)
2 NPT1/16 plug 22 D-ring (small dia.) 42 G1/8 Plug
3 Oil seal 23 D-ring (big dia.) 43 O-ring 1B P8
4 Retaining ring IRTW68 24 Rear cover 44 Check valve
5 Expander plug 25 NPT1/16 plug (MEC) 45 Check valve spring
6 Shifter piston 26 Spool ASSY 46 M6 restrictor (φ0.6)
7 Piston seal 27 Spring holder 47 O-ring 1B P12.5
8 Steel ball 28 Sprinng 48 M6 restnctor (φ0.8)
9 Shaft 29 M42 plug 49 O-ring 1B P15
10 Bearing HR33209J 30 O-ring 1B G40 50 O-ring 215.57 x 2.62
11 Pivot 31 Pilot valve spool 51 Bearing HR32207C
12 Swash plate 32 Pin 52 Shim
13 Cylinder block 33 Spring holder 53 Parallel pin
14 Cylinder spring 34 Spring 54 Valve plate
15 Spring holder 35 G3/8 pilot valve plug 55 Brake spring
16 Ball joint 36 O-ring 1B P14 56 HEX. socket head bolt M18 x 50
17 Shoe retainer 37 Connector 57 Overload relief valve
18 Piston ASSY 38 G1/4 plug 58 Coupling
19 Separating plate 39 O-ring 1B P11 59 Retaining ring C-type 40
20 Friction plate 40 Restrictor (brake valve) 60 G1/2 plug
61 O-ring 1B P18

Table 1. Parts list of travel motor

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Brief Explanation of Structure

The motor mainly consists of the following parts:
• Rotary group producing turning force to drive shaft
• Parking brake preventing host machine from self-running during its rest
• Capacity control parts that changes the motor capacity consequently rotating speed
• Overload relief valve that is attached to the rear cover
• Brake valve (counter balance valve) portion that control the hydraulic circuit

1. Rotary Group
The cylinder block [13] is inserted into the spline of shaft [9], both ends of which are supported by
bearings [10], [51]. This cylinder block [13] is pushed toward the rear cover [24] together with valve
plate [54] by cylinder spring [14].
Nine pieces of piston ASSY [18] slide inside the cylinder block [13] along the surface of swash plate
[12]. Hydrostatic bearings are provided on the end surface of piston ASSY [18] to reduce the sliding
resistance, and the ends of piston ass'y [18] are pushed toward swash plate [12] by cylinder spring
[14] through spring holder [15], ball joint [16] and shoe retainer [17].

2. Parking brake
Seven pieces of separating plates [19] and six pieces of friction plates [20] are alternately set on the
spline of cylinder block [13] and pushed together by 14 brake springs [55] through brake piston [21].

3. Capacity control portion

They consist of: pivots [11] that support swash plate [12] and slide in two half-spherical recesses in
swash plate [12]: shifter piston [6] that change the angle of swash plate [12] on the pivots [11]: stop-
per [1-1] of casing that limits the angle of swash plate [12]: pilot valve portion that leads the oil to
shifter piston [6] by external pilot signal: three check valves [44] that select the maximum pressure
from the external pilot pressure, inlet pressure and outlet pressure of the motor and send it to pilot
valve portion.

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4. Overload relief valve

This valve is screwed in the motor rear cover [24] and consists of: socket [57-1] that is screwed and
fixed in the rear cover [24] and supports the valve seat [57-3] which metallically seated in the hole of
rear cover [24]: valve [57-2] that contact with valve seat [57-3] by adjusting spring [57-9] and fitted in
the hole of socket [57-1]: coupling piston [57-4] that fitted in the hole of the valve [57-2] and functions
also as an oil passage: piston [57-7] that is inserted in the pilot body [57-6] and: shim [57-8] that ad-
just the spring force.

Fig.2. Structure drawing of overload relief valve

SYM PART NAME SYM PART NAME

57-1 Socket 57-8 Shim
57-2 Valve 57-9 Adjusting spring
57-3 Valve seat 57-10 O-ring 1B P7
57-4 Coupling piston 57-11 Back-up ring T2 P7
57-5 Cap 57-12 O-ring 1B G25
57-6 Pilot body 57-13 Back-up ring T2 G25
57-7 Piston

Table 2. Parts list of overload relief valve

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5. Brake valve portion

Spool control pressure: 0.59 to 0.95 MPa
Check valve cracking pressure: 0.015 MPa

Check valve

Fig.3. Brake valve portion

The brake valve portion mainly consists of the following parts:

[1] Spool
By shifting the spool [26], the discharged oil from hydraulic motor is automatically shut off or re-
stricted according to the condition and give the effect of holding, accelerating, stopping and coun-
terbalance operations.
[2] Check valve (Built in the spool)
This valve is located in the oil supplying passage to hydraulic motor, and at the same time func-
tions to lock oil displacement. Therefore, this valve serves as not only a suction valve but also a
holding valve for hydraulic motor.

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Function

Inlet Outlet Direction of rotation

port port (Viewing from rear cover)
VB VA Right (Clockwise)
VA VB Left (Counterclockwise)

Table 3. Direction of rotation

Fig.4. Lacation parts

1. Operation of motor
High pressure oil delivered from hydraulic pump is led to inlet port(VA,VB) that is provided in the
brake valve portion and, through the rear cover [24] and valve plate [54], led to cylinder block [13].
The oil flow and direction of shaft rotation are indicated in Table 3.

Fig.5. (a) Fig.5. (b)

As shown in Fig.5. (a), high pressure oil is supplied to the pistons which are on one side of the line
Y-Y that connects upper and lower dead points and produces force F1
F1 = P x A (P: pressure, A: area of piston section)
The swash plate [12] with inclined angle of a divides this force F1 into thrust force F2 and radial force
F31-F34 (or F35). (Fig.5. (b)) This radial force is applied to axis Y-Y as turning force and generate
drive torque of T
T=r1 ･ F31 + r2 ･ F32 + r3 ･ F33 + r4 ･ F34
(In case high pressure oil is applied to five pieces of pistons, r5 ･ F35 should be added.)
This drive torque is transmitted via cylinder block [13] to driving shaft [9].

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2. Operation of parking brake

Parking brake is released when high pressure oil, selected by the brake valve portion that is connect-
ed directly to the rear cover [24], is applied to the brake piston [21].
Otherwise the braking torque is always applied.
This braking torque is generated by the friction between the separating plates [19], inserted into the
casing [1], and friction plates [20], coupled to cylinder block [13] by the outer splines.
When no pressure is activated on the brake piston [21], it is pushed by the brake springs [55] and it
pushes friction plates [20] and separating plates [19] towards casing [1] and generates the friction
force which brakes the rotation of cylinder block [13] and hence the shaft [9].

Fig.6. Parking brake portion

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3. Operation of capacity variable mechanism

To brake valve

High speed travel

command line
(External pilot)

Load
application point

Fig.7. Operation of capacity variable mechanism

Fig.7. typically shows the capacity variable mechanism.

When high speed pilot line is charged with the pressure PA that overcome the spring [34], the spring
[34] is compressed and spool [31] shifts to the right to connect the port P and port C.
Then, the highest pressure is selected by the check valve [44] from inlet and outlet pressure of the
motor and high speed pilot line pressure and pushes shifter piston [6]. As a result, swash plate [12]
turns around the line L which connect the two pivots [11] as shown by dotted lines. The turn stops at
the stopper [1-1] of casing and swash plate [12] keeps the position.
In this case, the piston stroke become shorter and motor capacity become smaller and motor rotates
faster, around 1.71 times, by the same volume of oil.
When no pressure is in the high speed pilot line PA, spool [31] is pushed back by the spring [34] and
pressure that pressed the shifter piston [6] is released to the hydraulic tank through restrictor [46].
Here, nine pistons are there and they equally spaced on the swash plate [12]. The force that summed
up those of pistons comes to almost the center of the swash plate [12] as shown. Since the pivots
[11] are off-set by S from the center, the rotating force of product S and the force moves swash plate
[12] to the former position and the speed returns to low.
When the power demand exceeds the engine power, such as in steep slope climbing or turning at
high speed mode, the system step down to the low speed automatically. The mechanism is that:
pump pressure (VA or VB) is led to the port PB Fig.7. and this pressure activate on pin [32]. When
the pressure at PB exceeds predetermined value, spool [31] returns to the left by the counter-pres-
sure against pin [32] and the pressure on the shifter piston [6] through port C is released to the tank
and the motor comes to low speed.
When PB goes down, the spool [31] moves to the right and the speed become high.

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4. Operation of overload relief valve

Two pieces of overload valves are located at cross-over position in the counterbalance circuit of
brake valve and have the following functions:
[1] When hydraulic motor starts, keep the driving pressure below predetermined value and while ac-
celerating, bypasses surplus oil to return line.
[2] When stopping the motor, keep the brake pressure, that develops on the outlet side of motor,
under the predetermined value to stop the inertial force.
[3] To accelerate sharply while starting, and to mitigate the braking shock while stopping. For these
purposes, the developed pressure is kept comparatively low for a short period, then keep the line
pressure as normal value. While the pressure is low, meshing of reduction gears, crawler and
sprocket etc. can be smoothly done and the shock are absorbed.
When starting, “A” port pressure of overload valve increases, this pressure is applied to the effective
diameter of valve [57-2] which seats on the valve seat [57-3] and, at the same time, is delivered, via
small hole, to the connecting piston [57-4] located inside the valve [57-2] and the piston bore pressure
increases up to “A” port pressure. The valve [57-2] opposes to adjusting spring [57-9] by the force of
the pressure exerted on the area difference between valve seat's effective diameter and piston bore
and keep the predetermined pressure.
When hydraulically braking, the piston [57-7] is at the left position by the driving pressure, and when
“A” port pressure increases, the pressure is applied also to the piston [57-7] through the small hole
in the valve [57-2] and connecting piston [57-4] moves rightward until it touches the cap [57-5]. In this
while, the valve [57-2] maintains “A” port pressure at comparatively low against the adjusting spring
[57-9] force and exhaust oil to “B” port side. After the piston reached to the plug, the valve acts the
same as at starting.

Valve seat Connecting piston Cap

Port B

Port A

Small hole
Valve Adjusting spring Piston

Fig.8. Operation of overload relief valve

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5. Operation of brake valve

(1) Holding status (see Fig.9.)
When the control valve is at neutral position, VA and VB ports are connected to the tank, and the
spring [28] located on both spool ends holds the spool [26] at central position.
Therefore, the passages from VA to MA and VB to MB are closed, which result in closing MA and
MB ports connected to hydraulic motor.
Since the passage to parking brake is connected to the tank line, the brake cylinder pressure is
equal to the tank pressure and the brake is applied by the springs. Thus, the rotation of the motor
is mechanically prevented.
If external torque is exerted on the motor shaft, the motor would not rotate as usual by this neg-
ative parking brake.
In case the brake should be released for some reason, pressure is built on MA or MB port. But,
due to oil leakage inside hydraulic motor or so, high-pressure oil escapes from the closed circuit
and motor rotates a bit. So, the cavitation tends to occur in the lower pressure side of the closed
circuit. Then, the check valve, built in the spool [26], operates to avoid the cavitation and opens
the passage from VA to MA or from VB to MB. Then the oil equivalent to the leakage is sucked
from the tank line to the closed circuit.

Spring Spring

Fig.9. Holding status

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(2) Accelerating operation (see Fig.10.)

When VA and VB ports are connected respectively to pump and tank by operating the control
valve, hydraulic oil from pump is forwarded through VA port to push open the check valve pro-
vided inside spool [26], and oil flows to motor via MA port to rotate the motor.
Therefore, the pressure increases and negative brake is released by the pressure supplied from
pump. At the same time, the pressure of pilot chamber increases to push and move the spool
[26] leftwards, overcoming the spring [28] force. Thus, the return line from MB to VB opens to
rotate the motor.
In case inertia load is too big to start rotation, accelerating pressure reaches the set pressure of
relief valve and high pressure oil is being relieved while the motor gains the rotational speed. As
the rotational speed goes up. the relieved volume decreases, and finally the motor rotates at a
fixed speed.

Pilot chamber Pilot chamber

Spring
Spring

Fig.10. Accelerating operation

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(3) Stopping operation (see Fig.11.)

Returning the control valve to neutral position while running the motor, the oil supply is cut off
and VA and VB ports are connected to the tank line. Then the pressure of the pilot chamber lo-
cated on both spool ends become equal, and the spool [26] returns to the neutral position by
spring [28] force. Thus, the passage from MA to VA is closed.
Owing to the inertia force of the load, the hydraulic motor tends to continue the rotation. Here,
the motor functions as a pump and forwards the oil to MB port but the passage is blocked and
MB port pressure increases. Then the relief valve opens to relieve the pressure and rotational
speed decelerates and at last the motor stops.
Negative brake release pressure is gradually lowered due to the restrictor and finally the brake
works and the motor is mechanically stopped.

Pilot chamber Pilot chamber

Spring
Spring

Fig.11. Stopping operation

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(4) Counterbalance operation (see Fig.12.)

Counterbalance operation is required to decelerate slowly the hydraulic motor while absorbing
inertia force.
In case the hydraulic oil is gradually decreased from pump to VB port, the drive shaft of hydraulic
motor tends to rotate faster than that matched to the volume of oil supply.
Consequently, the pilot chamber pressure on MB to VB side decreases and the spring [28] force
moves the spool [26] leftwards towards neutral position.
Therefore, the area of passage from MA to VA becomes smaller and the pressure on MA side
rises due to increased resistance in the passage and the motor receives hydraulic braking effect.
If the motor rotates slower than that matched to the volume of supplied oil, the pilot chamber
pressure on VB port increases, and spool [26] moves rightwards to enlarge the area of passage
from MA to VA. Therefore the braking effect becomes smaller and the rotational speed of motor
is controlled to correspond to the volume of supplied oil.
In order to give stable counterbalance operation, the restrictors [40] are set in the pilot chamber
to damp the spool [26] movement.
The parking brake is released during pressure adjusting action of the spool [26].

Check valve Check valve

with restrictor with restrictor

Pilot chamber Pilot chamber

Spring
Spring

Fig.12. Counterbalance operation

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Hydraulic Circuits SH330SH350
PORT LOCATIONS

PORT LOCATIONS

Hydraulic Pump

Port name Port size

A 1, 2 Delivery port SAE6000 psi 1"
B1 Suction port SAE2500 psi 2 1/2"
Dr1 Drain port G3/4 - 20
PH1, H2 Pressure sensor port G3/8 - 17
PSV Servo assist port G1/4 - 15
Pi1, i2 Negative control port G1/4 - 15
a 1, 2, 4 Gauge port G1/4 - 15
a3 Gauge port G1/4 - 14
A3 Gear pump delivery port G1/2 - 19
B3 Gear pump suction port G3/4 - 20.5
Dr3 Gear pump drain port G3/8 - 15

Air drain port

Delivery port

Suction port

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Control Valve
Line name Main port Line name Main port
Bucket-open line B7 Backup confluence line P3, P4
Bucket-close line A7 Return line T1, T2
Boom-down line B8 Negative control signal ps1, ps2
Boom-up line A8 Travel signal pressure measurement PT
Travel forward left line A6 Power boost PH
Travel backward left line B6 Attachment signal pressure measurement PP, PA
Arm-out line A5 Drain DR
Arm-in line B5 Load holding at arm pc1
Swing right line B3 Load holding at boom pc2
Swing left line A3 Bypass filter T4
Backup line A2 Heat circuit T5
Backup line B2 Swing motor make up line T3
Travel forward right line A1 Swing priority (arm) pc3, pc3'
Travel backward right line B1 Swing priority release pbu
Pressure line P1, P2

ARM 2 OUT ARM 2 IN ARM 1 IN ARM 1 OUT

BOOM 1 UP BOOM 1 DOWN BOOM 2 UP

BUCKET CLOSED BUCKET OPEN SWING RIGHT SWING LEFT

TRAVEL LEFT TRAVEL LEFT BACKUP BACKUP

FORWARD BACKWARD
TRAVEL RIGHT TRAVEL RIGHT
BACKWARD FORWARD

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