Vol. No.

KM-TL117E-02

TECHNICAL MANUAL

LX110-7
-7
Applicable S/No. :03101～
～
 FOREWORD
We offer a wide variety of wheel loaders which have been enthusiastically welcomed by users all over the
world. The Model LX110-7, an articulated type wheel loader, is the latest product developed from years of
research and experience. To get the most of the loader, it is required that you become familiar with its
features, construction, operating and maintenance procedures.

This Service Manual explains the structure of the LX110-7 wheel loader for service personnel and shop
workers. We hope it will be your reference guide during servicing jobs.

For standard service values and the procedure for inspection, see the Inspection Manual and for the procedure
for maintaining each component unit, see the Shop Manual of their respective components.

The descriptions and specifications described in this manual are subject to change without notice.

This Service Manual applies to the following loader:

LX110-7 : #03101 and after
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 TABLE OF CONTENTS
0. SPECIFICATIONS .................................................................................................................... 1
0.1 OUTER VIEWS ............................................................................................................................ 1
0.2 SPECIFICATIONS ........................................................................................................................ 2

1. ENGINE AND RELATED COMPONENTS .................................................................... 5

1.1 ENGINE ........................................................................................................................................ 5
1.2 LUBRICATING SYSTEM ............................................................................................................ 9
1.3 COOLING SYSTEM .................................................................................................................... 10
1.4 FUEL SYSTEM ............................................................................................................................ 12
1.5 INTAKE AND EXHAUST SYSTEM .......................................................................................... 14
1.6 ELECTRICAL SYSTEM .............................................................................................................. 16
1.7 ENGINE CONTROL UNIT .......................................................................................................... 18

2. POWER TRAIN .......................................................................................................................... 21

2.1 DRIVE UNIT ................................................................................................................................ 22
2.2 TORQUE CONVERTER .............................................................................................................. 27
2.3 TRANSMISSION ......................................................................................................................... 30
2.3.1 CLUTCH SHAFT .................................................................................................................... 30
2.3.2 POWER FLOW ........................................................................................................................ 33
2.3.3 TRANSMISSION CONTROL VALVE ................................................................................... 35
2.3.4 TRANSMISSION CONTROL ................................................................................................. 49
2.3.5 AUTOMATIC TRANSMISSION (ATM) [OPTION] .............................................................. 54
2.4 OIL CIRCULATION ROUTE ....................................................................................................... 63
2.5 PROPELLER SHAFTS ................................................................................................................. 65
2.6 DRIVE AXLES (FRONT AND REAR) ....................................................................................... 67
2.6.1 DRIVE AXLE .......................................................................................................................... 67
2.6.2 DIFFERENTIAL ...................................................................................................................... 71
2.6.3 FINAL REDUCTION GEAR ................................................................................................... 73
2.7 WHEEL ASSEMBLY (TIRE AND WHEEL) .............................................................................. 75
2.7.1 TIRE ......................................................................................................................................... 75
2.7.2 WHEEL .................................................................................................................................... 75

3. BRAKE SYSTEM ...................................................................................................................... 77

3.1 SERVICE BRAKE ........................................................................................................................ 78
3.1.1 GENERAL DESCRIPTION (BRAKE LINE) .......................................................................... 78
3.1.2 BRAKE VALVE ....................................................................................................................... 86
3.1.3 SPLIT CYLINDER .................................................................................................................. 90
 3.1.4 DISK BRAKE .......................................................................................................................... 92
3.1.5 OTHER COMPONENTS ......................................................................................................... 93
3.2 PARKING BRAKE ....................................................................................................................... 95
3.2.1 GENERAL DESCRIPTION (BRAKE LINE) .......................................................................... 96
3.2.2 PARKING BRAKE VALVE ..................................................................................................... 99
3.2.3 DISK BRAKE .......................................................................................................................... 100

4. STEERING SYSTEM .............................................................................................................. 101

4.1 GENERAL DESCRIPTION ......................................................................................................... 101
4.2 OIL CIRCULATION ROUTES .................................................................................................... 103
4.3 STEERING WHEEL UNIT .......................................................................................................... 104
4.4 STEERING VALVE (ORBITROL)............................................................................................... 105
4.5 PRIORITY VALVE ....................................................................................................................... 110
4.6 STEERING CYLINDER .............................................................................................................. 115

5. FRAME AND COCKPIT ........................................................................................................ 117

5.1 FRAME ......................................................................................................................................... 117
5.2 CENTER HINGE PIN ................................................................................................................... 119

6. HYDRAULIC SYSTEM ........................................................................................................... 121

6.1 OIL CIRCULATION ROUTES (HYDRAULIC CIRCUIT DIAGRAM) .................................... 121
6.2 PUMP ............................................................................................................................................ 123
6.2.1 MAIN PUMP ............................................................................................................................ 123
6.2.2 CHARGING PUMP (BRAKE PUMP) .................................................................................... 124
6.3 CONTROL VALVE ...................................................................................................................... 127
6.3.1 GENERAL DESCRIPTION ..................................................................................................... 127
6.3.2 OPERATION ............................................................................................................................ 130
6.3.3 RELIEF VALVE ....................................................................................................................... 134
6.4 VALVE CONTROLS .................................................................................................................... 137
6.5 OIL TANK..................................................................................................................................... 139

7. LOAD HANDLING SYSTEM ............................................................................................... 141

7.1 BOOM, BELLCRANK AND BUCKET ...................................................................................... 142
7.1.1 GENERAL DESCRIPTION ..................................................................................................... 142
7.1.2 BUCKET .................................................................................................................................. 145
7.1.3 BUCKET LEVELER ............................................................................................................... 146
7.1.4 BOOM KICKOUT (OPTION) ................................................................................................. 147
7.2 CYLINDER ................................................................................................................................... 148
7.2.1 BOOM CYLINDER ................................................................................................................. 148
 7.2.2 BUCKET CYLINDER ............................................................................................................. 142
7.3 ANTI-PITCHING SYSTEM (APS) [OPTION] .......................................................................... 151

8. ELECTRIC SYSTEM ............................................................................................................... 157

8.1 LIGHTING EQUIPMENT ........................................................................................................... 157
8.2 METERS AND SWITCHES ........................................................................................................ 158
8.2.1 MONITOR LAMPS (CLUSTER GAUGE UNIT)................................................................... 158
8.2.2 LIGHTING SWITCH ............................................................................................................... 161
8.2.3 TURN SIGNAL SWITCH ....................................................................................................... 161
8.3 RELAY MOUNTING LOCATION .............................................................................................. 162
8.4 ELECTRIC CIRCUIT DIAGRAM ............................................................................................... 163

9. AIR CONDITIONER (OPTION) .......................................................................................... 167

9.1 GENERAL DESCRIPTION ........................................................................................................ 168
9.1.1 OPERATING PRINCIPLE ....................................................................................................... 168
9.1.2 AIR CONDITIONER UNIT ..................................................................................................... 170
9.1.3 COMPRESSOR ........................................................................................................................ 171
9.1.4 RECEIVER TANK ................................................................................................................... 172
9.1.5 CONDENSER .......................................................................................................................... 173
9.1.6 AIR CONDITIONER PIPING ................................................................................................. 174
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 0. SPECIFICATIONS

0. SPECIFICATIONS
SPECIFICATIONS
0.1 OUTER VIEWS

Unit: mm [in.]
1960 [77.2]
2480 [97.6]

2410 [94.9]
1960 [77.2]
40°

4990 [1
96.5]
572
0 [2
25.2
]

45°
5015 [197.4]

1070 [42.1]
3715 [146.3]

3140 [123.6]
3050 [120.1]
2760 [108.7]

50°
1040 [40.9]

400 [15.8]

2900 [114.2]
6715 [264.4]
6750 [265.8]

Note: The ROPS cab shown in the above sketches is optional.

Fig. 0.1 Outer Views

-1-
0. SPECIFICATIONS

0.2 SPECIFICATIONS
SPECIFICATIONS
Loader Model L20-3, LX110-7
LX110
Type Front-end articulated loader with diesel engine

Bucket capacity, heaped m3 [y3] 2.0 [2.6]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Breakout force, bucket cylinder kN {kgf} [lbf] 98.0 {10000} [22050]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

SAE rated operating load, full turn kg [lbs] 3200 [7056]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Rising time, full load s 5.9

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Lowering time s 3.0

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Bucket dumping time s 1.4

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Travel speed, fwd 1st km/h [mph] 8.0 [4.97]

fwd 2nd km/h [mph] 13.5 [8.39]
Performance

fwd 3rd km/h [mph] 21.5 [13.36]

fwd 4th km/h [mph] 34.5 [21.44]

rev 1st km/h [mph] 8.5 [5.28]
rev 2nd km/h [mph] 14.5 [9.01]

rev 3rd km/h [mph] 23.0 [14.29]

rev 4th km/h [mph] 35.0 [21.75]
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Max. traction force kN {kgf} [lbf] 99.0 {10100} [73050]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Gradeability, fwd 1st 25° tilt

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Minimum turning radius outermost part of bucket mm [in.] 5720 [225.2]

center of outermost wheel mm [in.] 4990 [196.5]

Overall length, bucket on ground mm [in.] 6750 [265.7]

in carry position mm [in.] 6715 [264.4]
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Overall width, loader body mm [in.] 2410 [94.9]

bucket mm [in.] 2480 [97.6]

Dimensions

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Overall height, tail pipe mm [in.] 3050 [120.1]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Overall operating height, bucket fully raised mm [in.] 5015 [197.4]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Wheelbase mm [in.] 2900 [114.2]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Tread, front wheels mm [in.] 1960 [77.2]

rear wheels mm [in.] 1960 [77.2]

-2-
 0. SPECIFICATIONS

Rear overhang angle ° 12

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Min. ground clearance, center hinge pin mm [in.] 400 [15.7]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Bucket hinge pin height mm [in.] 3715 [146.3]

Dimensions

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Dumping height, at 45° discharge angle mm [in.] 2760 [108.7]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Reach, at 45° discharge angle mm [in.] 1070 [42.1]

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Bucket roll-back angle, in carry position ° 50

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Bucket dumping angle, bucket fully raised ° 48

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Towing pin height mm [in.] 1040 [40.9]

Weight

Weight of Loader kg [lbs] 9450 [20840]

with ROPS cab (option) 9940 [21920]

-3-
0. SPECIFICATIONS

NOTE

-4-
 1. ENGINE AND RELATED COMPONENTS

1. ENGINE AND RELATED COMPONENTS

RELATED
1.1 ENGINE
1. General Description
The engine mounted on this loader is a 4-cycle, water-cooled, overhead-valve, in-line direct-injection
type diesel engine. The engine is equipped with a turbocharger.
The engine is mounted at the rear of the loader and its power is transmitted through the flywheel and plate
into the torque converter.

-5-
1. ENGINE AND RELATED COMPONENTS

Name ISUZU “BB-6BG1T” Diesel Engine

Type 4-cycle, water-cooled, overhead-valve, in-line vertical, direct-
injection type with turbocharger
Number of cylinders – bore x stroke 6 – 105 mm [4.13 in.] x 125 mm [4.92 in.]
Total displacement 6.494 L [396.3 in.3]
Compression ratio 17.5
Engine performance
Rated speed 2200 rpm
Rated output 96 kW {130 PS}
Maximum torque 471 N-m {48 kgf-m} [347 lbf-ft] (at approx. 1600 rpm)
Full-load min. fuel consumption ratio 242 g/kWh {177 g/psh} (at 1800 rpm)
Dry weight About 533 kg [1180 lbs]
Dimensions (overall length x
overall width x overall height) 1185 mm x 732 mm x 1324.5 mm [46.65 in. x 28.82 in. x 52.15 in.]
Firing order 1–5–3–6–2–4
Rotational direction Clockwise when viewed from cooling fan
Starting aid Quick glow plug
Stopping system Key switch type
Unloaded max. speed
(when separately measured) 2470 rpm or less
Unloaded min. speed
(when separately measured) 800 +40
–0 rpm

Allowable tilting angle 30° in front and rear directions and 25° in right and left
directions when viewed from flywheel
Maintenance data
Valve opening and closing time Open Closed
Intake valve 19° before TDC 47° after BDC
Exhaust valve 57° before BDC 15° after TDC

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

Exhaust valve (cold): 0.4 mm [0.016 in.]
Injection timing 9° before TDC
Injection start pressure 18.1 MPa {185 kgf/cm2} [2631 psi]
Compression pressure 3.04 MPa {31 kgf/cm2} [441 psi] (at 200 rpm)

Note: For the maintenance of the engine proper, see the Work Shop Manual for Isuzu Industrial Diesel
Engines AA-4BG1T, AA-6BG1, BB-4BG1T, BB-6BG1T (IDE-2370) published by Isuzu Motors
Limited.

-6-
 1. ENGINE AND RELATED COMPONENTS

2. Outer Views
Views

1. THERMOSTAT HOUSING
7 2. OIL FILLER CAP
3. ALTERNATOR
1 8 4. OIL LEVEL GAUGE
5. OIL PAN
9
2 6. MUFFLER
7. TURBOCHARGER
8. AIR BREATHER
3 10 9. EXHAUST MANIFOLD
10. STARTER MOTOR
4 11. FLYWHEEL HOUSING
11
5

12

12. NOZZLE HOLDER

13 18
13. INLET MANIFOLD
14. OIL FILTER
15. OIL FILTER 19
(FOR DIVIDED FLOW)
16. OIL PRESSURE SWITCH 20
17. WATER DRAIN COCK 16
18. FUEL FILTER 21
19. WATER SEDIMENTER
20. INJECTION PUMP 17
21. COOLING FAN
15
14

Fig. 1.1 BB-6BG1T Diesel Engine

-7-
1. ENGINE AND RELATED COMPONENTS

3. Engine Mounting
The engine is connected to the drive unit and supported to the rear frame at 4 points on the right and left
sides, with mounting rubbers at both sides of the cylinder body.

1
2

3
4

7
8
10
9 3
11 6 5
2

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

131 to 196 N-m {13.4 to 20.0 kgf-m} [97 to 145 lbf-ft]

1. ENGINE 5. PLATE 9. EYE JOINT

2. BRACKET 6. ADAPTER 10. HOSE
3. CUSHION RUBBER 7. PACKING 11. PLUG
4. (REAR FRAME) 8. EYE BOLT

Fig. 1.2 Mounting of Engine

-8-
 1. ENGINE AND RELATED COMPONENTS

1.2 LUBRICATING SYSTEM

LUBRICATING
Lubrication Forced circulation by oil pump
Lubricating pump Gear pump, camshaft driven
Filtration Combination of full-flow paper filter type and divided-flow filter type
Cooling Internal water-cooling type
Oil pressure adjuster Piston spring
Lubricating oil capacity 13L [3.43 U.S. gal.]

The engine parts are lubricated by forced circulation method by the oil pump. The engine oil is picked up
from the oil pan by the oil pump and directed under pressure, through the oil filter and the oil cooler, to the oil
gallery from which the engine oil is delivered to each section for lubrication, before returning back into the
oil pan.
The occurrence of an abnormal engine oil pressure is monitored by the oil pressure switch and displayed
by way of the “engine oil pressure” warning light of the cluster meter on the dashboard.

FILTER ASSEMBLY
STARTER
SWITCH BATTERY
BY-PASS OIL PRESSURE
VALVE WARNING LAMP
OIL PRESSURE
SWITCH
CYLINDER BODY/OIL GALLERY
MAIN OIL
FILTER COOLER
PARTIAL
IDLER GEAR
CAMSHAFT

FILTER
BEARING

BEARING

OIL JET
TIMING
CRANK

OIL RELIEF
VALVE
CONNEC-TION
ROD BEARING

MECHA-NISM
HEAD VALVE
OIL RELIEF
INJECTION

OIL PUMP
VALVE
PUMP

OIL
STRAINER

Fig. 1.3 Schematic Diagram of Engine Lubricating System

-9-
1. ENGINE AND RELATED COMPONENTS

1.3 COOLING SYSTEM

Cooling Water-cooling type
Cooling fan
Type Pusher type, 550 mm [21.7 in.] dia., 7-bladed
Driving Belt driven
Water pump Belt driven, spiral type
Water thermostat
Type Wax pellet type
Temp. at which valve starts opening 82°C [180°F]
Temp. at which valve fully opens 95°C [203°F]
Radiator
for engine Corrugated fin (wavy) & tube
for torque converter oil Water-cooled multiple plate
Cap opening pressure 49 kPa {0.5 kgf/cm2} [7.1 psi]
Dry mass Approx. 65 kg [143 lbs]
Cooling water capacity (total capacity) 31 L [8.2 U.S. gal.]

RADIATOR RESERVOIR
OPEN THERMOSTAT CLOS- THERMOSTAT HOUSING
ED

CYLINDER HEAD
RADIATOR

CYLINDER BODY/OIL
COOLER CHAMBER

COOLING FAN

WATER PUMP

Fig. 1.4 Schematic Diagram of Engine Cooling System

- 10 -
 1. ENGINE AND RELATED COMPONENTS

The engine cooling system is a water-cooling forced-circulation type by means of the water pump.
The cooling water is drawn up from the radiator by the water pump and is sent to each part for cooling. As
the cooling water temperature rises enough to open the thermostat, the cooling water is sent into the radiator
for cooling before flowing into the water pump.
The thermosender unit installed in the thermostat housing always monitors the cooling water temperature
and the temperature is indicated by way of the “engine water temperature gauge” of the cluster meter on the
dashboard.
Z
11
5
2 1

10

7
1
6

2
8

Note: 34.3 N-m {3.5 kgf-m} [25.3 lbf-ft]

9 225 N-m {23 kgf-m} [166 lbf-ft]

1. RADIATOR 5. FAN GUIDE 9. RADIATOR LOWER HOSE

2. CAP 6. RADIATOR UPPER HOSE 10. RESERVOIR TANK
3. CUSHION RUBBER 7. FUN GUARD 11. BRACKET
4. (REAR FRAME) 8. HOSE

Fig. 1.5 Engine Cooling System

- 11 -
1. ENGINE AND RELATED COMPONENTS

1.4 FUEL SYSTEM

Injection pump Bosch type (line)
Injection nozzle Porous type
Fuel feed pump Plunger type (w/manual pump)
Fuel filter Paper type
Governor
Governing Centrifugal, all-speed control (RSV)
Lubrication Forced circulation type
Fuel tank capacity 170 L [44.9 U.S. gal.]

1. General Description
The feed pump draws fuel from the fuel tank through the water sedimenter and forces it under pressure
through the fuel filter into the injection pump.
The fuel is then distributed under pressure to the injection nozzle and injected into the combustion chamber.

Feed line

Return line

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

2. WATER SEDIMENTER 5. INJECTION PUMP 8. OVERFLOW VALVE
3. FEED PUMP 6. INJECTION NOZZLE

Fig. 1.6 Schematic Diagram of Engine Fuel System

- 12 -
 1. ENGINE AND RELATED COMPONENTS

2. Fuel T ank
Tank
The fuel tank is welded to the rear inside of the rear frame, with its fuel hoses (suction and return) connected
to the engine.
The fuel tank is equipped with a fuel level sender unit linked to the fuel meter on the dashboard.

2 3

B
A

8 13

12
11
10

14
9
1

From INJECTION PUMP

To WATER SEDIMENTER (FEED PUMP)

1. REAR FRAME 6. BREATHER HOSE 11. COCK

2. FUEL SENDER UNIT 7. CAP 12. NIPPLE
3. FUEL TANK 8. STRAINER 13. SPRING
4. FUEL HOSE, SUCTION 9. PLATE 14. COVER
5. FUEL HOSE, RETURN 10. PLUG

Fig. 1.7 Fuel Unit of Engine

- 13 -
1. ENGINE AND RELATED COMPONENTS

1.5 INTAKE AND EXHAUST SYSTEM

INTAKE
Air cleaner Cyclone paper type (10”)
Muffler Porous separators
Turbocharger
Name RHG6
Driving Exhaust-gas driven
Lubrication Forced lubrication

1. General Description
The intake system of the engine is designed so that the outside open air is drawn through the air cleaner
into the inlet manifold. The air cleaner is equipped with a dust indicator to inform the operator when the air
cleaner element should be cleaned.
The exhaust system is designed so that the exhaust gas from the exhaust manifold is discharged, passing
through the muffler where the pressure and temperature of the exhaust gas are lowered, and the tail pipe into
the atmosphere.

Be careful not to touch the muf fler or exhaust manifold since they are hot when the engine is
muffler
running and for a while after it is shut off; otherwise, you might burn your hand.

Turbochar
urbochargerger
It is possible to attain high engine output by sending highly compressed air into the cylinders on the intake
stroke to increase air supply, thus increasing the quantity of fuel to be injected. To achieve this purpose, the
loader is equipped with an exhaust-gas-driven turbocharger.
The turbocharger’s exhaust gas inlet is connected to the exhaust manifold. The exhaust gas rotates the
turbine wheel at a high speed, before being routed through the exhaust gas outlet into the muffler.
Therefore, the impeller, mounted on the opposite end of the same shaft as the turbine, also rotates at a high
speed to compress the air drawn through the air cleaner and send it to the intake manifold.

- 14 -
 1. ENGINE AND RELATED COMPONENTS

3
6
5

1 2

1. AIR CLEANER HOSE 4. AIR CLEANER 7. (MUFFLER)

2. EXTENSION TUBE 5. BAND 8. (ENGINE)
3. RAIN CAP 6. TAIL PIPE

Fig. 1.8 Intake and Exhaust System

- 15 -
1. ENGINE AND RELATED COMPONENTS

1.6 ELECTRICAL SYSTEM

Battery
Voltage and capacity 12 V, 80 Ah (5-hour rate)
Quantity 2
Weight (per case) 25.5 kg [56.2 lbs]
Starter motor
Type Engage magnet type
Voltage and output 24 V, 4.5 kW
Alternator
Type A/C type
Voltage and output 24 V, 50 A
Driving Belt-drive
Automatic charging regulator
Type IC type (built in alternator)
Cold start aid Glow plug, standard type
Stopping device Fuel shut-off, motor type

1. Battery
Two batteries are installed inside the battery box at the rear part of the rear frame. When inspection of the
battery unit is needed, open the battery box cover.

Danger! Use due caution when handling the battery unit.

(1) No fire. No spark. Never smoke or use fire or naked flame near the battery unit since flammable
gas is always released from the battery
battery..
(2) The battery electrolyte is dilute sulfuric acid. It will cause painful and serious burns if it gets on
offf with
the skin. It can cause blindness if it gets into eyes. If electrolyte gets onto your skin, flush of
a copious amount of water and get medical help. If electrolyte gets into your eyes, flush your eyes
out with a copious amount of water and get to a doctor
doctor..

- 16 -
 1. ENGINE AND RELATED COMPONENTS

2. Electric Circuit
For the electric circuit diagram of the engine, refer to “8.4 Electric Circuit Diagram.”

(1) General description

The engine’s cold start aid is a glow plug. If a cold engine won’t start, turn the starter switch to the
GLOW position to energize the glow plug, thus preheating the engine. Then, turn the starter switch to
the START position to crank the engine.
The engine shut-off device is a fuel shut-off type. Turning the starter switch to OFF will shut off the
engine. (Engine Shut-off Device)
For more information on the engine shut-off device, refer to “1.7 ENGINE CONTROL UNIT.”

(2) Starter switch

The starter switch has 4 positions: GLOW, OFF, ON and START.

Engine Neutral Start

Unless the transmission control switch (shift lever) is in neutral, the engine won’t start. (Refer to “2.3.4
TRANSMISSION CONTROL.”)
This prevents the loader from moving unexpectedly when the starter switch is turned on.

TERMINAL
OFF
GLOW ON
POSITION
START
GLOW

OFF

ON

(REAR) (FRONT) START

Fig. 1.9 Starter Switch

- 17 -
1. ENGINE AND RELATED COMPONENTS

1.7 ENGINE CONTROL UNIT

1. Accelerator Pedal
The engine speed is controlled by operating the accelerator pedal.
When the accelerator pedal is pressed, the governor control lever of the engine is actuated through the
control cable so that an engine speed most suited to the working condition is obtained.

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

2. CABLE 6. PEDAL 10. ROD
3. BRACKET 7. PIN 11. BELLCRANK
4. (ENGINE) 8. BRACKET 12. SPRING

Fig. 1.10 Accelerator Pedal

- 18 -
 1. ENGINE AND RELATED COMPONENTS

2. Engine Shut-off Device

A diesel engine does not have any electric ignition device like a gasoline engine, so it cannot usually be
shut off simply by turning the main switch (starter switch) off. For this reason, the wheel loader has an
engine shut-off device using a stop motor.
When the starter switch is turned OFF, engine stop motor actuates the governor stop lever. This reduces
the quantity of fuel injected from the injection pump to the injection nozzle to zero, thus shutting off the
engine.

- 19 -
1. ENGINE AND RELATED COMPONENTS

NOTE

- 20 -
 2. POWER TRAIN

2. POWER TRAIN
The power train consists of the drive unit (torque converter and transmission), propeller shafts, front and
rear axles, and tires.
Power from the engine is transmitted to the drive unit where it is converted in both rotational speed and
direction and distributed through the propeller shafts to the front and rear axles. The power transmitted to
each axle is further sent through the wheel to the tire so that the loader moves.
The schematic diagram of the power transmission of the loader is given below.

Front axle Front tires

Torque
Engine Transmission
converter
Rear axle Rear tires

PROPELLER SHAFT

TIRE AND WHEEL

ASSEMBLY

TORQUE
CONVERTER
PROPELLER SHAFT
REAR AXLE

TRANSMISSION
FRONT AXLE

Note: The tires shown in the sketch are L-2 type.

Fig. 2.1 Power Train

- 21 -
2. POWER TRAIN

2.1 DRIVE UNIT

Torque converter
Name TCM642-25 (Niigata converter 12.5”)
Type 3-element, 1-stage, single-phase type
Oil cooler Water-cooling, multiple plate type1)
Pressure setting (reference value) 0.39 MPa {4.0 kgf/cm2} [56.9 psi]
Charging pump2)
Name SDY1A36·16
Transmission
Name TCM648-25
Type Solenoid type full power shift, constant-mesh type
Speeds 4 fwd./4 rev.
Clutch (transmission)
Type Wet multi-disk type
Operation Hydraulic
Pressure setting 1.96 to 2.35 MPa {20.0 to 24.0 kgf/cm2} [284 to 341 psi]
Oil capacity 20 L [5.3 U.S. gal.]
Weight (drive unit) 532 kg [1173 lbs]

Note: 1) The oil cooler is installed in the radiator lower tank. For its specifications and construction, refer
to “1.3 COOLING SYSTEM.”
2) For the specifications and construction of the charging pump, refer to “6.2 PUMP.”

1. General Description
The drive unit consists of a combination of a torque converter and a transmission, forming a compact one-
piece body, with the converter housing connected to the transmission case.
Power from the engine is transmitted through the flywheel and torque converter to the transmission.
The engine and the drive unit are connected to each other by linking the engine flywheel to the converter’s
front cover with a dry type input plate.

- 22 -
 2. POWER TRAIN

[0.59 in.]
15 mm Detail of area A

Note: 42.1 to 48.0 N-m {4.3 to 4.9 kgf-m} [31.1 to 35.4 lbf-ft]
Threaded area: LOCTITE #262
178 to 269 N-m {18.2 to 27.4 kgf-m} [132 to 198 lbf-ft]

1. (ENGINE) 4. MOUNT RUBBER (UPPER) 7. STOPPER BOLT

2. DRIVE UNIT 5. MOUNT RUBBER (LOWER) (DOWNWARD)
3. MOUNT BRACKET 6. WASHER

Fig. 2.2 Drive Unit Mount

- 23 -
2. POWER TRAIN

(Empty page)

- 24 -
 2. POWER TRAIN
1. from BRAKE VALVE 18. OIL TEMPERATURE Note: Threaded area: LOCTITE#572
Clutch oil pressure: 1.96 to 2.35 MPa {20 to 24 kgf/cm2} 2. from OIL COOLER GAUGE FITTING PORT
[284 to 341 psi] Outer diameter: LOCTITE#572
3. OIL FILL PORT 19. CONVERTER OUT
Safety valve relief pressure: 0.71 MPa {7.2 kgf/cm2} [102 psi] 4. PARKING BRAKE RELEASE PRESSURE PRESSURE CHECK PORT Control valve solenoid operation table
5. to OIL COOLER 20. CONVERTER IN PRESSURE
6. from FILTER CHECK PORT
11. REV. CLUTCH PRESSURE CHECK PORT 31. CHARGING PUMP
12. FWD. CLUTCH PRESSURE CHECK PORT 32. SUCTION TUBE
13. 1ST CLUTCH PRESSURE CHECK PORT 33. STRAINER
14. 2ND CLUTCH PRESSURE CHECK PORT 34. CONTROL VALVE
15. 3RD CLUTCH PRESSURE CHECK PORT 35. OIL GAUGE
16. 4TH CLUTCH PRESSURE CHECK PORT 36. PLUG
17. PRESSURE SWITCH FITTING PORT 37. BREATHER
Section A-A
38. SPRING
39. PLUNGER (SAFETY VALVE)
Detail of area H
Note: Threaded areas of plug:
LOCTITE#572
View looking from F
Note: For the sections B-B, C-C, E-E and G-G refer to the next page.
Fig. 2.3 Drive Unit (1)
- 25 -
2. POWER TRAIN
1. CHARGING PUMP 14. BACK GEAR 28. OIL BAFFLE
2. PUMP SLEEVE 15. BALL 29. TRANSMISSION CASE
3. GEAR 16. SHAFT 30. BRAKE HOUSING
4. BEARING SUPPORT 17. FWD/REV SHAFT 31. CAP
5. CONVERTER WHEEL 18. DISTRIBUTOR CAP 32. SPRING
6. CONVERTER HOUSING 19. GEAR 33. PISTON
7. PLUG 20. GEAR 34. END PLATE
8. BOLT (FOR RELEASING 21. IDLER SHAFT 35. DISK
PARKING BRAKE) 22. 1ST/2ND SPEED SHAFT 36. PLATE
9. PLUG 23. DISTRIBUTOR CAP 37. 3RD/4TH SPEED SHAFT
10. FLANGE 24. GEAR 38. DISTRIBUTOR CAP
11. OIL SEAL 25. GEAR 39. ROTARY SENSOR (FOR
12. BEARING CAP 26. FLANGE SPEEDOMETER)
13. DRAIN PLUG 27. OUTPUT SHAFT 40. GEAR
Note: Mating area with converter housing: LOCTITE FMD-127
Threaded area: LOCTITE#262
Threaded area: LOCTITE#572
Outer diameter: LOCTITE#572
Procedure for adjusting gap D: After the sensor touches the gear, back it off by 2 turns.
Measure the difference in height X between flange and shaft without shims, and select and
install appropriate shims so that the difference in height is X -0.1
-0.05
mm. (Make clearance.)
Green Black
Section G-G
Section E-E
Note: Oil seal assembling procedure
Oil seal outer diameter (metal): LOCTITE#262
Area between lips of lip type oil seal: Grease
Section B-B Section C-C Chamfered area and sliding area of companion flange: Grease
Fig. 2.4 Drive Unit (2)
- 26 -
 2. POWER TRAIN

2.2 TORQUE CONVER

TORQUE TER
CONVERTER
The torque converter consists of a converter wheel assembly, a pump drive, and a turbine shaft. The
converter wheel assembly consists of an impeller and a turbine located opposite to each other, with a stator
wheel in between, and housed in the torque converter case filled with oil.
The pump drive drives the charging pump and the main pump through the pump drive gear installed onto
the impeller hub.

- 27 -
2. POWER TRAIN

Note: 42 to 47 N-m {4.3 to 4.8 kgf-m} [31 to 35 lbf-ft]

21 to 23 N-m {2.1 to 2.3 kgf-m} [15 to 17 lbf-ft]
51 to 58 N-m {5.2 to 5.9 kgf-m} [38 to 43 lbf-ft]
The converter wheel assembly should be installed with the ball mounting groove pointed
toward output side.

1. COVER WHEEL 8. KEY 14. OIL SEAL

2. INPUT PLATE 9. TAPER PLUG 15. PUMP DRIVE SLEEVE
3. TURBINE WHEEL 10. IMPELLER WHEEL 16. GUIDE CARRIER
4. STATOR WHEEL 11. SEAL CARRIER (STATOR SUPPORT)
5. INPUT GUIDE (OIL BAFFLE) 17. TURBINE SHAFT
6. BUSHING 12. IMPELLER HUB
7. STATOR HUB 13. PUMP DRIVE GEAR

Fig. 2.5 Converter Wheel Assembly

- 28 -
 2. POWER TRAIN

Power transmission
Power from the engine is transmitted through the flywheel, input plate, front cover, impeller, turbine,
turbine shaft, and to the transmission.

Oil flow route

The torque converter oil delivered from the transmission control valve passes through the oil passage in
the stator support into the converter wheel.
As the engine is started and the impeller rotates, the oil between the vanes of the impeller is thrown out by
centrifugal force, flowing into the vanes of the turbine. It hits the vanes of the turbine at an angle which in
turn rotate the turbine shaft. The reaction torque or the oil produced by the oil flow hitting the vanes of the
turbine becomes the output torque of the turbine shaft.
The stator controls the oil flow leaving the vanes of the turbine in a certain direction, directing it into the
impeller, thus increasing the torque.
Part of the oil inside the converter wheel passes through the oil passage in the stator support to the oil
cooler. A safety valve is installed at the torque converter oil inlet port, to release excess oil into the converter
housing.

PLUNGER
(SAFETY VALVE)

from TRANSMISSION
CONTROL VALVE

to OIL COOLER

Fig. 2.6 Oil Flow Inside Torque Converter

- 29 -
2. POWER TRAIN

2.3 TRANSMISSION
The transmission converts the speed and direction of power transmitted from the torque converter.
The transmission consists of three clutch shaft assemblies, a back gear, an output shaft, a parking brake,
and a control valve.

2.3.1 CLUTCH SHAFT

The clutch shaft assembly has clutch disks for each speed, and turns power transmission on and off.

Note: Sliding surfaces: Grease

(Pay attention to the direction of assembly.
See the enlarged views on the right.)
Detail of area A

1. SHAFT & DRUM 8. SPACER

2. GEAR 9. SEAL RING (OUTER)
3. END PLATE 10. BLEED VALVE Detail of area B

4. DISK 11. SEAL RING (INNER)

5. RETURN SPRING 12. GEAR
6. PLATE 13. SEAL RING
7. PISTON 14. PLUG

Fig. 2.7 Clutch Shaft Structure

- 30 -
 2. POWER TRAIN

(Fwd/Rev shaft)

(1st/2nd speed shaft)

DISK HUB

ORIFICE

(3rd/4th speed shaft)

Fig. 2.8 Clutch Shaft

- 31 -
2. POWER TRAIN

Operation
The clutch is operated by pressurized oil from the transmission control valve. The pressurized oil from
the control valve flows, passing through the distributor cap and the oil passages in the clutch shaft, to the
back of the clutch piston to move the clutch piston. The clutch piston then locks up the clutch disks and
clutch plates, thus engaging the clutch shaft and clutch hub together to transmit the power to the drive shaft.

Pressurized oil

1. CLUTCH SHAFT
2. CLUTCH PISTON
Detail of area A 3. CLUTCH DISK
4. CLUTCH PLATE
5. CLUTCH HUB
from CONTROL
VALVE

Fig. 2.9 Clutch in Engagement

With no pressurized oil delivered from the control valve, the oil in the piston is discharged from the bleed
valve so that the clutch piston is pushed back by the return spring between the clutch plates. This unlocks the
clutch disks and clutch plates to allow the clutch shaft and clutch hub to rotate independently, so that no
power is transmitted to the drive shaft.

1. BLEED VALVE
2. CLUTCH SHAFT
3. CLUTCH PISTON
4. CLUTCH DISK
Detail of area B
5. RETURN SPRING
6. CLUTCH PLATE
from CONTROL 7. CLUTCH HUB
VALVE

Fig. 2.10 Clutch in Disengagement

- 32 -
 2. POWER TRAIN

2.3.2 POWER FLOW

(1) Shift lever in neutral
With neither the forward nor the reverse clutch engaged, the power from the torque converter rotates the
forward and reverse shaft, but is not transmitted any further.

(2) Shift lever in forward

When the shift lever is put into one of the four forward speeds, the power from the torque converter is
transmitted through the forward clutch and the selected speed clutch to the output shaft.

1st speed forward

2nd speed forward
3rd speed forward
4th speed forward

Fig. 2.11 Power Flow in Forward

2.11

- 33 -
2. POWER TRAIN

(3) Shift lever in reverse

When the shift lever is put into one of the four reverse speeds, the power from the torque converter is
transmitted through the reverse clutch, the back gear and the selected speed clutch to the output shaft.

1st speed reverse

2nd speed reverse
3rd speed reverse
4th speed reverse

Fig. 2.12 Power Flow in Reverse

- 34 -
 2. POWER TRAIN

2.3.3 TRANSMISSION CONTROL V AL

VAL
ALVEVE
The transmission control valve selectively sends oil to each clutch so as to change over the traveling
directions and speeds of the loader.
The control valve consists of a valve body and 4 solenoid valves. The solenoid valves are engaged and
disengaged by the transmission control switch (shift lever), to shift the spool in the valve to control the clutch
lock-up oil.
The control valve also has a modulation mechanism which operates differently according to the speed
ranges. It is possible to operate the control valve manually if the electric system fails to operate normally.

1. PLATE (FOR MANUAL 11. SPOOL A 21. SPRING

OPERATION) 12. SELECTOR SPRING 22. FLOW SENSING SPOOL
2. COVER 13. SPOOL B 23. SPRING
3. COVER 14. SELECTOR SPRING 24. PIN
4. COVER 15. ORIFICE, 0.8 mm [0.031 in.] dia. 25. ROD
5. SOLENOID VALVE (FOR SOLENOID VALVE) 26. SPRING, INNER
6. ADAPTER 16. ORIFICE (W) 27. SPRING, CENTER
7. VALVE BODY (LOWER) 17. ORIFICE (Z) See Note 28. SPRING, OUTER
8. F/R SELECTOR SPOOL 18. ORIFICE (Y) next page. 29. LOAD PISTON H
9. ADAPTER 19. ORIFICE (X) 30. REGULATOR SPOOL
10. SPRING 20. VALVE BODY (UPPER) 31. PISTON

Fig. 2.13 Transmission Control Valve (1)

- 35 -
2. POWER TRAIN

Section A-A View looking from B-B

Section D-D

Section C-C

Note: Orifice diameter, mm [in.]

Orifice (W) Orifice (X) Orifice (Y) Orifice (Z)

for main for 1st/2nd gears for 2nd gear for 3rd/4th gears

6.0 [0.24] 0.9 [0.035] 0.9 [0.035] 1.5 [0.059]

32. SPRING 35. SPRING, INNER 38. LOAD PISTON L

33. MODULATION SPOOL 36. SPRING, CENTER 39. MANUAL SPOOL (FOR
34. ROD 37. SPRING, OUTER EMERGENCY TRAVEL SPOOL)

Fig. 2.14 Transmission Control Valve (2)

- 36 -
 2. POWER TRAIN

CLUTCH

F/R SELECTOR
SPOOL

SPOOL B
to T/C
MANUAL
SPOOL

SPOOL A

REGULATOR

FLOW SENSING
SPOOL
MODULATION
SPOOL
from PUMP

Hydraulic Circuit Diagram

ACCUMULATOR
(LOAD PISTON)

Fig. 2.15 Transmission Control Valve (3)

Operation
GEARSHIFT
The modulation mechanism of this control valve
changes the time the clutch lock-up oil takes to build
OIL PRESSURE

2ND
up, or the clutch oil pressure waveform, according to SPEED
the speed ranges, thus making gear shifting smoother. 3RD/4TH
The operation of the modulation mechanism is SPEED

explained on points A – E. In addition, the operation of 1ST SPEED

the solenoid valves and manual spool (emergency travel

spool) is also explained in pages that follow.
TIME

Fig. 2.16 Clutch Oil Pressure Waveform

- 37 -
2. POWER TRAIN

(1) Neutral, 3rd speed in Neutral (Point A in Fig. 2.16)

The oil which has entered the inlet port (1) of the control valve, flows through the small hole “a” in the
regulator spool into the chamber (2) at the back of the spool, to shift the spool to the left in the figure.
The oil whose pressure has been regulated for the clutch lock-up pressure, flows through the circuit (3)
into the modulation spool circuit (5). Excess oil flows, passing through the circuit (4), to the torque
converter.
The oil which has reached the circuit (5) flows through the tapered oil passage into the modulation spool
circuit (6), which leads through the main orifice (W) to the circuits (8, 9, 12).
The oil which has been delivered to the circuit (8) flows through (8), (16), (17), (18) and to the 3rd speed
clutch chamber. The clutch ports other than that of the 3rd speed clutch are connected to the drain.
The oil which has reached the circuit (8) flows through the drilled hole in the spool A to the circuit (19).
The oil then passes through the throttle (Z) to the load piston chamber (20). There are two load pistons:
low-pressure and high-pressure ones. After the low-pressure load piston moves to the stopper, the high-
pressure load piston starts moving.
The oil which has flowed into the circuit (12) is stopped by the F/R selector spool. Both the forward and
the reverse clutches are disengaged (neutral).
The solenoid valves are in the “OFF” state so that the oil which has reached through the orifice to each
solenoid valve is drained.

- 38 -
 CLUTCH CLUTCH

TRANSMISSION CONTROL VALVE

F/R
SELECTION
SPOOL B

MANUAL SPOOL SPOOL A

MODULATION

- 39 -
to TRANSMISSION
LUBRICATION
TORQUE
CONVERTER

COOLER

SAFETY

Fig. 2.17 Neutral (3rd Speed in Neutral)

VALVE

FLOW SENSING

FILTER

REGULATOR
PUMP
“HI” “LO”
PRESSURE PRESSURE
ACCUMULATOR
2. POWER TRAIN
2. POWER TRAIN

(2) Shifting into 1st forward (Point B in Fig. 2.16)

Solenoid valves F and A are turned “ON.”
With the solenoid F turned ON, the oil flow is stopped by the solenoid valve F so that the oil sent from
the oil passage (1) flows to the circuit (26) where the F/R selector spool is then shifted due to the oil
pressure to the right in the figure.
On the other hand, as the solenoid A is turned ON, the spool A moves to the right in the figure.
As the F/R selector spool moves, the oil in the circuit (12) flows to the circuit (21) where the fwd clutch
is located. As the empty fwd clutch chamber is filled with oil, a difference in pressure between the
preceding circuits (6, 22) and the subsequent circuits (8, 9, 12) of the main orifice (W) is created. (The
preceding circuits have a higher oil pressure.)
The pressure differential between the circuit (9) and the circuit (22) moves the flow sensing spool to the
right in the figure, with the oil in the circuit (20) being drained.
The modulation spool moves to the right in the figure because the oil pressure in the circuit (25) drops,
to control the oil flow from the circuit (5) to the circuit (6), thus delivering only the necessary amount of
oil.

- 40 -
 CLUTCH CLUTCH

TRANSMISSION CONTROL VALVE

F/R SPOOL B
SELECTION

MANUAL SPOOL SPOOL A

MODULATION

- 41 -
to TRANSMISSION
LUBRICATION
TORQUE
CONVERTER

COOLER

Fig. 2.18 Shifting into 1st Forward

SAFETY
VALVE

FLOW SENSING

FILTER

REGULATOR
PUMP
“HI” “LO”
PRESSURE PRESSURE
ACCUMULATOR
2. POWER TRAIN
2. POWER TRAIN

(3) Clutch in engagement (Point C in Fig. 2.16)

When the selected clutches are filled with oil, the pressure differential across the main orifice (W) drops
so that the flow sensing spool is moved to the left in the figure by spring force, thus closing the drain
circuit.
The oil in the circuit (23) flows through the drilled holes in the spool A to the circuit (24), then passing
through the orifice (X), to the load piston chamber (20).
On the other hand, the oil flows from the modulation spool, passing through the oil passages (5,6) and
the drilled holes in the spool, to the chamber (7) at the back of the spool. Therefore, the modulation
spool moves due to the oil pressure in the chambers (7) and (25) or that in the load piston chamber (20),
gradually increasing the clutch oil pressure.
When the clutch oil pressure reaches the specified value, the load piston stops at the stopper position.

(4) After clutch engagement (Point D in Fig. 2.16)

As soon as both the fwd clutch and 1st speed clutch are locked up, the load piston moves to the stopper
to increase the oil pressure in the load piston chamber (20) rapidly up to the regulator pressure.
The modulation spool circuits (7) and (25) have the same oil pressure, but the circuit (25) has a spring.
For this reason, the modulation spool moves to the left in the figure.

- 42 -
 CLUTCH CLUTCH

TRANSMISSION CONTROL VALVE

F/R
SELECTION
SPOOL B

MANUAL SPOOL SPOOL A

MODULATION

- 43 -
to TRANSMISSION
LUBRICATION
TORQUE
CONVERTER

COOLER

SAFETY
VALVE

FLOW SENSING

Fig. 2.19 Clutches in Engagement (1st Speed Forward)

FILTER

REGULATOR
PUMP
“HI” “LO”
PRESSURE PRESSURE
ACCUMULATOR
2. POWER TRAIN
 CLUTCH CLUTCH
2. POWER TRAIN

TRANSMISSION CONTROL VALVE

F/R
SELECTION
SPOOL B

MANUAL SPOOL SPOOL A

MODULATION

- 44 -
to TRANSMISSION
LUBRICATION
TORQUE
CONVERTER

COOLER

SAFETY
VALVE

FLOW SENSING

Fig. 2.20 After Clutch Engagement (1st Speed Forward)

FILTER

REGULATOR
PUMP
“HI” “LO”
PRESSURE PRESSURE
ACCUMULATOR
 2. POWER TRAIN

(5) Fwd and 2nd speed clutches in engagement (Point E in Fig. 2.16)
Since the solenoids A and B are in the ON state, the speed spools A and B move to the right in the figure.
The oil which entered circuit (8) flows into circuit (23). It then passes through the drilled holes in the
spool, to circuit (24) , from which some of the oil passes orifice (X) into the load piston chamber (20).
At the same time, the other flows from circuit (24) into circuit (27) of the spool B. The oil leaving the
circuit (27) flows through the circuit (28) and orifice (Y) of circuit (29), into the load piston chamber
(20).
In other words, when the shift lever is put in 2nd speed, the oil flows through orifices (X, Y), so that the
time needed for the clutch oil pressure to build up is shorter than when the 1st speed clutch which lets
the oil pass through the orifice (X) alone is selected.

- 45 -
 CLUTCH CLUTCH
2. POWER TRAIN

TRANSMISSION CONTROL VALVE

F/R
SELECTION
SPOOL B

MANUAL SPOOL SPOOL A

MODULATION

- 46 -
to TRANSMISSION
LUBRICATION
TORQUE
CONVERTER

COOLER

SAFETY
VALVE

FLOW SENSING

Fig. 2.21 Clutches in Engagement (2nd Speed Forward)

FILTER

REGULATOR
PUMP
“LO”
“HI” PRESSURE
PRESSURE
ACCUMULATOR
 2. POWER TRAIN

(6) Solenoid valve operation F sol R sol A sol B sol

Four solenoid valves are installed on the lower valve
4th
body.
The solenoid valves are operated by shifting the shift 3rd
lever in the operator’s compartment, to control the F/R Fwd
2nd
selector spool and speed spools A and B.
1st
The table on the right shows the relationships in
operation between each speed range and the solenoids. Neutral
( : solenoid in ON.) 1st
2nd
Rev
3rd
4th

a. Solenoid in OFF state

The oil whose pressure has been controlled by the
regulator is always flowing through the orifice into the
solenoid valve. When the solenoid is in the OFF state,
the oil passes through inside the solenoid valve and is
drained. The oil pressure at the point P is 0 MPa {0 kgf/
cm2} [0 psi].

ORIFICE

REGULATOR PRESSURE

Fig. 2.22

b. Solenoid in ON state
When the solenoid is excited, the inside of the valve
is blocked to oil flow. The oil is no longer drained. The
oil pressure at the point P becomes equal to the regulator
pressure. The transmission speed is switched over by
the F/R selector spool and the speed spools A and B
using this oil pressure.

REGULATOR PRESSURE

Fig. 2.23

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2. POWER TRAIN

(7) Manual (emergency travel) spool operation

If the solenoid valves fail to operate properly due to a broken wire or any other electrical failure, it is
possible to mechanically switch the control valve to 3rd forward or reverse with this spool. It is advisable to
use this spool when the loader needs to be moved to an out-of-traffic area for repair.

Make sure the engine is shut of

offf before trying to use the manual spool. If the manual spool is
operated with the engine running, the loader can jerk, causing an accident.

a. Switching to 3rd fwd.

To switch to 3rd fwd, pull out the manual spool about 10 mm [0.39 in.].
The oil whose pressure has been controlled by the regulator flows through the orifice into the manual
spool circuits (31, 32). Since the circuit (31) is blocked by the spool, the oil is routed from the circuit
(33) to the F/R selector spool circuit (26), thus shifting the spool to the right in the figure so that the fwd
clutch oil pressure increases.
The oil in the circuit (32) flows through the spool and the R solenoid valve to drain.
Since both the solenoids A and B of the speed spools are OFF, the 3rd clutch pressure increases, (See
Fig. 2.17) thus making it possible to travel in forward 3rd speed.

CLUTCH

F/R SELECTOR
SPOOL
MANUAL SPOOL

from MODULATION VALVE

from REGULATOR VALVE

Fig. 2.24 Manual Spool Operation (Fwd)

b. Switching to 3rd rev

rev..
To switch to 3rd reverse, push in the manual spool about 10 mm [0.39 in.].
The operating principle is the same as in the case of 3rd forward.

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 2. POWER TRAIN

2.3.4 TRANSMISSION CONTROL

The transmission control system is an electric type which turns on and off the solenoid valve of the
transmission control valve by the operation of the shift lever (transmission control switch), to switch over the
passages of the clutch oil, thus controlling the traveling speed of the loader.
The transmission control system consists of a shift lever, downshift switch (DSS), DSS relays and neutral
relay.

DSS RELAY 1

DSS RELAY 2 DSS SWITCH

TRANSMISSION
CONTROL SWITCH
SOLENOID

FUSE NEUTRAL RELAY

(ENGINE NEUTRAL START)

11 : from PARKING RELAY (POWER SOURCE) 9 : to BACK-UP LAMP RELAY

1 : from STARTER SWITCH “C” 15 : to SAFETY RELAY “S”

Fig. 2.25 Electric Circuit Diagram of Transmission Control

- 49 -
2. POWER TRAIN

The transmission control system has an engine neutral-start safety system and a DSS (downshift switch).
Note: For the inching mechanism and transmission clutch cut-off, refer to “3. BRAKE SYSTEM”, “3.1.1
GENERAL DESCRIPTION”, and “3.2.1 GENERAL DESCRIPTION.”

1. Shift Lever (Transmission Control Switch)

(Transmission

NEUTRAL LOCK

4 (RED) F (BLUE)
2 (GREEN) COM (RED)

N (BLACK)

3 (WHITE) R (BROWN)
1 (GRAY)

Fig. 2.26 Shift Lever

- 50 -
 2. POWER TRAIN

2. Engine Neutral-Start Safety System

The neutral-start safety system prevents the engine from being started unless the shift lever is in
neutral. This prevents the loader from moving unexpectedly when the starter switch is turned to
ST AR
STAR
ARTT.
Make sure the shift lever is neutral before cranking the engine.
The engine neutral-start safety system (neutral relay) is incorporated in the engine starting circuit.

Operation (See Fig. 2.25)

When the starter switch is turned to START with the shift lever in neutral, the neutral relay is closed to
allow an electric current to flow through the safety relay, thus starting the starter motor (engine).
When the starter switch is turned to START with the shift lever not in neutral, the neutral relay remains
open, so that no current flows through the safety relay. Consequently, the engine won’t start.

3. DSS (Down Shift Switch) Mechanism

With the downshift switch pressed, the DSS SWITCH

mechanism provides speedier, more efficient load

COVER
handling without having to operate the shift lever.
The DSS mechanism consists of a downshift switch 2.5 mm
[0.098 in.]
built in the boom lever knob and two downshift relays.

BODY

Fig. 2.27 Down Shift Switch

DSS Operation
When the DSS is pressed in 2nd gear forward, the transmission is automatically shifted into the 1st gear
position by the operation of the downshift relays, allowing more horse power to be concentrated on loading
operation.
When the shift lever is placed in the reverse gear after scooping or digging, the speed range is automatically
shifted into 2nd gear for quicker driving back.
That is, using the DSS, it is possible to control both the bucket thrusting force and the travel speed of the
loader by operating the boom lever (downshift switch) alone, with the shift lever kept in 2nd gear, during
scooping or digging operation.

- 51 -
2. POWER TRAIN

Operation of DSS electric circuit

(1) When the transmission control switch is in fwd
RELAY 1
2nd speed gear position
When the transmission control switch is moved to
the fwd 2nd speed gear position, the solenoid F is RELAY 2
excited by the electric flow “a.” And the relay “1”
is operated by the electric flow “b.”
The solenoid A is excited by the electric flow “c”
and the solenoid B is excited by the electric flow
“d.” Then, the transmission control switch shifts
into the fwd 2nd speed gear.

Fig. 2.28

(2) When the DSS switch is turned on

When the DSS switch is turned on, the relay 2 is RELAY 1
operated by the electric flow “e.” Then , the electric
flow “d” to the solenoid B is eliminated and the
solenoid B is demagnetized. RELAY 2
The transmission shifts into the fwd 1st speed gear.

Fig. 2.29

- 52 -
 2. POWER TRAIN

The electric flow “f” generates in the relay 2 so that

the relay 2 remains excited even if the DSS switch RELAY 1
is turned off.
The transmission remains in the forward first speed
gear. RELAY 2

Fig. 2.30

(3) When the transmission control switch is moved

to rev
rev.. position
RELAY 1
When the transmission control switch is moved to
rev. position, the electric flow “b” is eliminated and
the operation of relay “1” is released. RELAY 2
Then, the electric flow “f” to the relay “2” is
eliminated and the relay 2 is also released.
The electric flow “d” is revived and the solenoid
“B” is excited. Then the transmission is returned
to the 2nd speed gear.
Meanwhile, the solenoid R is excited by the electric
flow “g” and the transmission shifts into the rev
2nd speed gear.

Fig. 2.31

- 53 -
2. POWER TRAIN

2.3.5 AUT OMA

AUTOMA
OMATICTIC TRANSMISSION (A TM) [OPTION]
(ATM)
The automatic transmission system detects traveling speed and engine rpm using the ATC unit and
automatically shifts the transmission according to the speed range selected.

Z AUTO/MANU MODE
ATC UNIT
SELECTION SWITCH

VALVE CONTROL BOX

Z
BUZZER

SENSOR

ROPS CAB

Fig. 2.32 ATM (Option)

- 54 -
 2. POWER TRAIN

1. ATC functions
ATC
The ATC (Automatic Transmission Controller) unit has the following functions:

• Automatic speed-range change of the transmission according to the traveling speed of the loader (switching
of automatic and manual transmission modes)
• Speed-range change by switches
• Output of the signal to the speedometer and tachometer
• Sensing of errors and output of warning about the transmission solenoid

Figure 2.33 shows the relationship between the ATC unit and other devices.

1st-speed indicator lamp (LAMP 1ST)

2nd-speed indicator lamp (LAMP 2ND)
3rd-speed indicator lamp (LAMP 3RD)
4th-speed indicator lamp (LAMP 4TH)

Auto/manual selection switch (AT/MT SW) Warning buzzer (BUZZER)

Down-shift switch (DSS) Speedometer (SPEED METER)

Tachometer (TACHO METER)

Shift lever 1st-speed switch (C/L 1ST SW) Transmission A solenoid (T/M A SOL)
Shift lever 2nd-speed switch (C/L 2ND SW) Transmission B solenoid (T/M B SOL)
Shift lever 3rd-speed switch (C/L 3RD SW) Transmission C solenoid (T/M C SOL)
Shift lever 4th-speed switch (C/L 4TH SW) Transmission D solenoid (T/M D SOL)

Shift lever fwd switch (C/L F SW) APS solenoid (APS SOL)
Shift lever rev switch (C/L R SW)

Option
Traveling speed sensor
Engine speed sensor

Fig. 2.33 I/O Relationship of ATC

- 55 -
2. POWER TRAIN

2. Relationship between shift lever positions and gearshift patterns

The ATC (Automatic Transmission Control) unit automatically controls the speed range of the transmission
based on the truck’s traveling speed and engine rpm. The ATC functions as follows:
(1) Gearshift patterns
A. Relationship with the shift lever positions
Usually, the 2nd-speed gear is selected for digging and scooping, 3rd-speed gear for load & carry operation,
and 4th-speed gear for traveling and moving. The automatic speed-range is changed according to the shift
lever positions. (See Fig. 2.34.)

Speed range
Applicable work
1st 2nd 3rd 4th
Work using 1st-speed range

Shift lever Digging and scooping

position Load & carry work
Traveling
: Speed range in manual mode.

Fig. 2.34 Relationship between shift lever position and gearshift patterns

B. DSS (Downshift switch) operation (both for AT and MT)

When the DSS is pressed with the gears in the 4th speed, the transmission shifts from 4th speed to 3rd
speed (Press DSS once).
When the DSS is pressed with the gears in the 3rd speed, the transmission shifts from 3rd speed to 2nd
speed (Press DSS once).
When the DSS is pressed with the gears in the 2nd speed, the transmission shifts from 2nd speed to 1st
speed (Press DSS once).
When the DSS is pressed and held down with the gears in the 4th speed, the transmission shifts from 4th
speed to 3rd and then to 2nd. For the 1st speed, release the DSS switch and then press it once.)

When the transmission has been shifted into the 1st speed by the DSS, you can release the DSS 1st speed
using either of the following two methods:
• Use the shift lever.
• More than 3 seconds after the transmission is shifted into the 1st speed by pressing the DSS switch, the
transmission automatically shifts up to the 2nd speed when the traveling speed exceeds 6 km/h [3.7
mph] (common to all models).

- 56 -
 2. POWER TRAIN

(2) Relationship between engine speed and gearshift patterns

Shifting down is quickened when engine speed is high in climbing a slope (kickdown function). In addition,
the transmission is designed not to shift up when descending a downhill to allow the use of engine braking.
Figure 2.35 shows the relationship between engine speed, traveling speed and gearshift patterns. The
engine speed is detected by the engine speed sensor when the engine runs at high rpm and it is detected by a
switch attached to the accelerator pedal when the loader descends a downhill. (The transmission won’t shift
up when this switch is not turned on or when the pedal is not pressed.)

Hi idle Hi idle Hi idle

2nd 3rd 3rd 4th
Engine speed (rpm)

2nd 3rd 3rd 4th

2nd 3rd 3rd 4th

Traveling speed (km/h)

Fig. 2.35 Relationship Between Engine Speed, Traveling Speed and Gearshift Patterns

- 57 -
2. POWER TRAIN

(3) Gearshift patterns from F to R or vice versa

When the operator tries to reverse the direction of travel while the loading is running at 3rd speed or 4th
speed, the warning buzzer sounds and 4th-speed indicator comes on. The direction of travel cannot be reversed
when the loader is running at 4th or 3rd speed. It is not until the transmission automatically shifts down to
2nd speed and the loader slows down to a speed which makes it possible to switch over the direction of travel
that the direction of travel of the loader can be performed.
If the direction of travel is tried when the loader is running in forward at 4th speed with the shift lever
in the 4th speed position:
Direction of
travel is
Slows down Slows down reversed Accelera-
Fwd 4th Fwd 3rd Fwd 2nd Rev 2nd tion
Rev 3rd, 4th
speed speed speed speed

When traveling When traveling When traveling speed is less

speed is less speed is less than FR2
than SD43. than SD32 (Less than FR2 when
reversing from rev to fwd)

(km/h) [mph]
86.9 [54.0]
28.0 [17.4]
13.5 [8.4]
14.6 [9.1]

Table 2.1 Gearshift point in reversing direction of travel

(4) APS (Anti-pitching system) operation (option)

APS in action

APS released

Traveling speed (km/h)

APSH (Traveling speed at which APS is activated): 7 km/h [4.3 mph]

APSL (Traveling speed at which APS is released): 5 km/h [3.1 mph]

Fig. 2.36 Traveling Speeds at which APS is Activated and Released

- 58 -
 2. POWER TRAIN

(Outer Views)
Views)

Part No.

Sight glass

Connector Connector

(Board)

Fig. 2.37 ATC Unit

- 59 -
2. POWER TRAIN

NEUTRAL LOCK

4 (RED) F (BLUE)
2 (GREEN) COM (RED)

N (BLACK)

3 (WHITE) R (BROWN)
1 (GRAY)

Fig. 2.38 Shift Lever (ATM specification)

- 60 -
 2. POWER TRAIN

Fig. 2.39 Cluster Gauge Unit (ATM specification)

- 61 -
2. POWER TRAIN

Meter circuit diagram CONN. No. Connected to

1 Brake oil pressure
2 Engine oil pressure
3 Water temperature sensor
FUNCTION
DECODER
4 Shift indicator 1
5 Turn signal (L)
6 Shift indicator 2
7 Main lamp
8 Shift indicator 3
CN1 9 Ground
10 Fuel sensor
11 Parking brake
12 Charge
13 Air cleaner
14 Not connected
15 Shift indicator 4
16 Turn signal (R)
17 Speed sensor
18 Emergency steering
19 Power source (24 V DC)
20 Instrument lamp
21 Oil temperature sensor
CN2 22 Brake oil level
23 Transmission cut-off
24 Power source (24 V DC)
EXTERNAL
CONNECT
EXTERNAL 25 OPT-1
CONNECT

26 Working light
SENSOR
27 Hour meter GND
CN3
28 Hour meter power source
ILLUMINATION

Connector

(Connector at cluster (Connector at cluster (Connector at

gauge unit side) gauge unit side) loader side)

Fig. 2.40 Cluster Gauge Unit (ATM specification)

- 62 -
 2. POWER TRAIN

2.4 OIL CIRCULATION ROUTE

CIRCULATION
1. General Description
The oil used for the drive unit is supplied from the transmission sump tank.
As the engine starts, the charging pump picks up oil from the transmission sump tank through the strainer
and sends it under pressure to the transmission control valve. The oil discharged from the charging pump
passes through the inline filter to the transmission control valve. The control valve divides the oil into one
for torque converter operation and one for transmission clutch operation.
The oil sent into the converter, after leaving the converter, flows into the oil cooler to get cooled down.
After leaving the oil cooler, it lubricates and cools each clutch shaft assembly, before returning into the
transmission sump tank.
The oil cooler is incorporated in the lower tank of the radiator. Refer to “1.3 COOLING SYSTEM” for
the oil cooler.

to BRAKE VALVE

from BRAKE
VALVE

SUCTION

SUPPLY LINE

LUBRICATION LINE

BRAKE LINE

1. OIL COOLER 4. TRANSMISSION 7. STRAINER

2. TORQUE CONVERTER 5. CHARGING PUMP 8. INLINE FILTER
3. DISTRIBUTOR CAP 6. TRANSMISSION 9. DISTRIBUTOR CAP
(FOR FWD/REV SHAFT) CONTROL VALVE (1ST/2ND SHAFT)
Fig. 2.41 Oil Circulation Route

- 63 -
2. POWER TRAIN

2. Inline Filter
The inline filter is provided in the supply line of the drive unit oil circulation route. The oil flows through
the filter element from outside to inside and the filtered oil is directed to the transmission control valve.
When the oil filter element becomes clogged, the pressure at the inlet port side increases so that the oil
bypasses the clogged filter element and forces open the bypass valve to flow directly to the outlet port side.

Bypass valve operating pressure:

0.172 MPa {1.75 kgf/cm2} [24.9 psi]

Section A-A
1. HEAD ASSEMBLY
2. ELBOW
3. ELEMENT ASSEMBLY
4. BYPASS VALVE

Fig. 2.42 Inline Filter

- 64 -
 2. POWER TRAIN

2.5 PROPELLER SHAFTS

Universal joint type Cross joint
Length (inter-pin length)
Front 710 mm [28 in.]
Center 612 mm [24.1 in.]
Rear 229 mm [9.0 in.]
Weight
Front + Center 38 kg [84 lbs]
Rear 8.7 kg [19.2 lbs]

The propeller shafts, located between the transmission and the front axle and between the transmission
and the rear axle, transmit the power from the transmission to the front and rear axles.
The propeller shaft at the front axle side is equipped with a center bearing which is attached to the front
frame to serve as a stopper when the loader is articulated.
The propeller shafts absorb the change in drive angle and the change in length when the loader travels,
ensuring smooth flow of power from the transmission to the axles.

TRANS-
MISSION

FRONT REAR
AXLE
AXLE

Note: 70.6 to 77.4 N-m {7.2 to 7.9 kgf-

1. PROPELLER SHAFT (FRONT) m} [52.1 to 57.1 lbf-ft] (16 points)
2. PROPELLER SHAFT (CENTER) Threaded area: LOCTITE#262
3. PROPELLER SHAFT (REAR) 223 N-m {22.8 kgf-m} [165 lbf-ft]

Fig. 2.43 Propeller Shaft Assembly

- 65 -
2. POWER TRAIN

(Front and Center)

1. UNIVERSAL JOINT ASSEMBLY 5. UNIVERSAL JOINT ASSEMBLY

2. H-YOKE 6. SLEEVE YOKE ASSEMBLY
3. GREASE FITTING 7. SHAFT YOKE
4. PILLOW BLOCK 8. BOLT

(Rear)

1. UNIVERSAL JOINT ASSEMBLY

2. H-YOKE
3. BOLT

Fig. 2.44 Propeller Shaft

- 66 -
 2. POWER TRAIN

2.6 DRIVE AXLES (FRONT AND REAR)

Driving 4-wheel drive
Front axle Frame-fixed, semi-floating type
Rear axle Trunnion, semi-floating type
Reduction gear and differential
Model TCM648-30
Type Ordinary, 2-stage reduction type
Differential gear box One-piece type
Differential limiter Torque proportional differential
Final reduction gear assembly
Model TCM648-30
Type Planetary gear
Weight
Front 642 kg [1416 lbs]
Rear 628 kg [1385 lbs]

2.6.1 DRIVE AXLE

The drive axle consists of the differential, final reduction gear assembly, wet type hydraulic disk brake
unit, and axle shafts.
The power from the drive unit is transmitted through the propeller shafts to the front and rear drive axles.
The power is then transmitted to the differential where it is divided into the right and left axle shafts to the
final reduction gear assembly on each shaft end, thus driving the wheels.
The wet type hydraulic disk brake is installed in front of the final reduction gear assembly and serves as a
service brake. For the operation of the service brake, refer to “3. BRAKE SYSTEM.”

Axle Mount
The front axle is bolted directly to the front frame.
The rear axle is supported by the trunnion method in which axle supports are installed across the rear axle
and bolted to the rear frame. Consequently, the rear axle is cradled up and down around the center line of the
differential according to the ground condition the loader travels.
The trunnion-mounted drive axle helps improve operator comfort because loaders with a trunnion-mounted
drive axle jolt less than those with the conventional cradle-supported drive axle, when they travel on a bad
ground condition.

- 67 -
2. POWER TRAIN

3 4

5 5
A B

4 6
Details of area A

2
1
Note: 100.9 ± 19.6 N-m {10.3 ± 2.0 kgf-m}
[74.5 ± 14.5 lbf-ft] 4 6 7
7
Threaded area: LOCTITE#262
890 ± 178 N-m {90.8 ± 18.2 kgf-m}
[657 ± 132 lbf-ft] 8

784 ± 98 N-m {80 ± 10 kgf-m}

5 5 9 6
[579 ± 72 lbf-ft]
Inner surface: Grease
(Assemble with chamfer pointed to the axle side.) Details of area B

Assemble with lip pointing outward.

Assemble with groove pointing toward part (7).
Assemble after filling grease.

1. FRONT AXLE 4. AXLE SUPPORT (REAR) 7. THRUST PLATE

2. REAR AXLE 5. PACKING 8. THRUST CAP
3. AXLE SUPPORT (FRONT) 6. BUSHING 9. THRUST WASHER
Fig. 2.45 Drive Axle Assembled

- 68 -
 2. POWER TRAIN

BRAKE PIPING PORT

(2 points)

Note: 98 N-m {10 kgf-m} [72 lbf-ft], Threaded area: LOCTITE#262

225 N-m {23 kgf-m} [166 lbf-ft], Threaded area: LOCTITE#262
Threaded area: LOCTITE#572
Lip: Grease
Mating surface: LOCTITE FMD-127
29 N-m {3 kgf-m} [22 lbf-ft], Threaded area: LOCTITE#262

1. OIL SEAL 6. FINAL ASSEMBLY 11. BREATHER

2. AXLE SHAFT 7. AXLE TUBE 12. BLEEDER
3. DIFFERENTIAL BODY 8. LEVEL GAUGE 13. COVER
4. DIFFERENTIAL 9. RING GEAR 14. DRAIN
5. PLUG (CHECKING PORT) 10. PIN

Fig. 2.46 Front Axle

- 69 -
2. POWER TRAIN

BRAKE PIPING PORT

(2 points)

Note: 98 N-m {10 kgf-m} [72 lbf-ft], Threaded area: LOCTITE#262

225 N-m {23 kgf-m} [166 lbf-ft], Threaded area: LOCTITE#262
Threaded area: LOCTITE#572
Lip: Grease
Mating surface: LOCTITE FMD-127
29 N-m {3 kgf-m} [22 lbf-ft], Threaded area: LOCTITE#262

1. OIL SEAL 6. AXLE TUBE 11. COVER

2. AXLE SHAFT 7. RING GEAR 12. LEVEL GAUGE
3. DIFFERENTIAL BODY 8. PIN 13. PLUG (CHECKING PORT)
4. DIFFERENTIAL 9. BREATHER 14. DRAIN PLUG
5. FINAL ASSEMBLY 10. BLEEDER

Fig. 2.47 Rear Axle

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 2. POWER TRAIN

2.6.2 DIFFERENTIAL
The differential is integral with the reduction gear.
The power from the propeller shaft is transmitted through the drive pinion and the ring gear to the differential
gear case. It is then sent through the right and left side gears to the final reduction gear assembly. The speed
reduction of the power is accomplished by the drive pinion and the ring gear.

The dif ferential operates as follows:

differential
While the loader travels straight, the ring gear, differential gear case, and side gears rotate together, with
the pinion gears inside the differential gear case not rotating. The power of the same speed is thus transmitted
from the right and left side gears through the axle shafts to the wheels. When the loader makes a turn, the
right and left wheels rotate at different speeds; the pinion gears in the differential gear case rotate around their
own axes according to the difference in speed between the right and left side gears.
While traveling straight While making turns

1. PINION GEAR
2. SIDE GEAR
3. AXLE SHAFT
High speed Low Speed
4. DIFFERENTIAL
CASE
5. SPIDER
6. DRIVE PINION
7. RING GEAR

Fig. 2.48 Differential Gear Operation

Torque proportional dif ferential

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

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2. POWER TRAIN

Note: 98 N-m {10 kgf-m} [72 lbf-ft], Threaded area: LOCTITE#262

147 N-m {15 kgf-m} [108 lbf-ft], Threaded area: LOCTITE#262
540 N-m {55 kgf-m} [398 lbf-ft], Threaded area: LOCTITE#262
Outer diameter: LOCTITE#262, Lip: Grease
Backlash between ring gear and pinion gear: 0.25 to 0.36 mm [0.0098 to 0.0142 in.]
Adjust shims in a range of 0.55 to 1.55 mm [0.0217 to 0.0610 in.] at both sides.
After assembly, machine spacers to obtain a torque of 1.47 to 2.55 N-m {0.15 to 0.26 kgf-m}
[1.08 to 1.88 lbf-ft] (without oil seal).

1. OIL SEAL 8. THRUST WASHER 15. SPACER

2. BEARING RETAINER 9. PINION GEAR 16. SHIM
3. CASE B 10. BEARING CAGE 17. SPIDER
4. RING GEAR 11. SPACER 18. PINION GEAR
5. CASE A 12. FLANGE 19. SIDE GEAR
6. SHIM 13. COVER
7. THRUST WASHER 14. OIL SEAL

Fig. 2.49 Differential

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 2. POWER TRAIN

2.6.3 FINAL REDUCTION GEAR

The final reduction gear assembly is a planetary type and provides final speed reduction of the power from
the engine in the power transmission line.
The power from the differential gear rotates the shaft and the three planet gears inside the ring gear. The
rotation of the planet gear is transmitted to the planet carrier and the axle shaft.

Power flow

Section A-A
(Planet gear operation)

1. DRIVE PINION 4. PLANET SHAFT 7. PLANET CARRIER

2. DIFFERENTIAL 5. PLANET GEAR 8. AXLE SHAFT
3. GEAR & SHAFT 6. RING GEAR (Fixed)

Fig. 2.50 Power Flow

- 73 -
2. POWER TRAIN

Note: Stamped surface should be pointed to the piston side.

Shim adjustment procedure
1) Tighten the bolt (12) to the tightening torque of 49 N-m {5 kgf-m} [36 lbf-ft] and push in
axle shaft bearing cone, turning axle shaft.
2) Measure spacing between retainer plate (11) and axle shaft. Measured value = Y.
3) Choose shims whose thickness is 0.03 to 0.10 mm [0.0012 to 0.0039 in.] greater than the
value Y.
4) Install shims and install retainer plate and bolt.
644 N-m {65.7 kgf-m} [475 lbf-ft], Threaded area: LOCTITE#262
The bearing’s rotational resistance torque is 19.6 to 39.2 N {2 to 4 kgf} [4.4 to 8.8 lbf] on
the tube fitting volt pitch circle.

1. PLANET CARRIER 7. END PLATE 13. GEAR & SHAFT

2. SHAFT 8. BRAKE DISK 14. PIN
3. BALL 9. BRAKE RING 15. D-RING
4. PLANET GEAR 10. SHIM 16. PISTON
5. RING GEAR 11. RETAINER PLATE 17. D-RING
6. NEEDLE ROLLER 12. BOLT

Fig. 2.51 Final Reduction Gear Assembly

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 2. POWER TRAIN

2.7 WHEEL ASSEMBLY (TIRE AND WHEEL)

ASSEMBLY

Tire 17.5-25-12PR, Tubeless, L-3

Wheel (rim) 13.00 x 25DC
Weight (per piece) 174 kg [384 lbs]
Tire 102 kg [225 lbs]
Rim 72 kg [159 lbs]
Inflation pressure 343 kPa {3.50 kgf/cm2} [49.8 psi]

2.7.1 TIRE
The standard model is provided with lock-type L-3 tires which feature damage resistance and abrasion
resistance. Select appropriate tires since there are a variety of tires available according to the application and
purpose of work.
The tire size is expressed in inches. The strength of tires are expressed in ply rating (PR): for example,
10PR means a strength corresponding to that of 10 pieces of cotton cords. (PR does not necessarily stand for
the number of cord plies in tire.)

Example: 17.5 − 25 − 12PR

Tire width (in.) Rim diameter (in.) Tire strength

2.7.2 WHEEL
The wheel consists of the rim and disk. The disk is bolted to the axle shaft.
The tire is installed on the rim and both serve as one piece. It is thus very important to use an appropriate
rim when installing a tire on the rim. The use of an inappropriate rim may result in a short life of the tire and
in the worst case might lead to a serious accident. The rim size is also expressed in inches. The first number
stands for the rim diameter and the next one the rim width.

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2. POWER TRAIN

(Tire)
(Tire)

1. TIRE
2. RIM
3. VALVE

(Tread Pattern)
(Tread

(Rim)

1. RIM
2. VALVE GUARD
3. DISK

Note: Wheel bolt: 862 N-m {88 kgf-m} [637 lbf-ft]

Fig. 2.52 Tire and Rim

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 3. BRAKE SYSTEM

3. BRAKE SYSTEM
Service brake
Type Front and rear wheel independent braking, wet disk hydraulic,
full-power brake
Number of fluid lines 2 lines
Brake valve Single brake valve
Disk brake 4-wheel wet type disk brake
Brake pump Rear pump of charging pump1)
Oil tank 0.28 L [0.074 U.S. gal.]
Brake oil pressure setting 2.94 MPa {30 kgf/cm2} [427 psi]
Alarm system Warning lamp and buzzer
Safety system w/ accumulator
Parking brake
Type Transmission intermediate-shaft braking, wet disk mechanical
(spring) brake
Installation Inside transmission

Note: 1) For the brake pump specifications and construction, see “6.2 PUMP.”

If the engine stalls while the loader is running, the brake may become inoperative. Do not shut off
the engine while the loader is running.

Except in an emergency situation, do not apply the parking brake while the loader is moving.
Abusing emergency braking function might cause malfunction of the parking brake.

Caution to be taken when servicing accumulator and its piping.

• The accumulator is filled with high-pressure nitrogen gas. Use due caution when servicing the
accumulator
accumulator..
• Servicing of the accumulator such as filling of nitrogen gas, should be performed only by qualified
personnel.
• Do not try to machine or weld the accumulator directly
directly..
• The accumulator piping has pressurized hydraulic oil inside it. Before working on the accumulator
piping, release any residual pressure from the piping.
• When releasing residual pressure from the accumulator piping, park the loader ona level surface,
shut of
offf the engine and lower the booms and bucket on the ground.

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3. BRAKE SYSTEM

3.1 SERVICE BRAKE

SERVICE
3.1.1 GENERAL DESCRIPTION (BRAKE LINE)
(1) Service brake line
The service brake is a 4-wheel wet type disk brake and uses the full power brake system.
The hydraulic brake line after the split cylinder has an independent 2-line system for the front and rear
wheels. If one of the two lines is damaged, another line will operate properly to brake the loader.

(2) Safety system and alarm system

• An accumulator is installed as a safety device for the service brake line.
If the brake pump has any failure or the engine stops for some reason, the disk brake can be operated by
using the pressurized oil in the accumulator.
In addition, the accumulator is provided with a pressure switch which informs the operator by way of the
buzzer and the “brake oil pressure” warning lamp on the dashboard, when the accumulator pressure drops.
• The brake oil tank has a level switch. If the brake oil is less than the specified amount, the operator will
notice it immediately by way of the “brake oil level “warning lamp on the dashboard.

Note: Specifications and applications of switches (Fig.3.2)

Position Name Application Specification

OFF when push rod is pushed

A Stop lamp switch Stop lamp ON when push rod is released

OFF: 1.47 MPa {15 kgf/cm2} [213 psi],

B Pressure switch “Brake oil pressure” ON: 1.18 MPa {12 kgf/cm2} [171 psi]
warning lamp and buzzer (Turns ON at atmospheric pressure)

Level switch “Brake oil level”

C (Built in oil tank) warning lamp On when below standard level

OFF: 1.18 MPa {12 kgf/cm2} [171 psi],

D Pressure switch For inching operation ON: 0.78 MPa {8 kgf/cm2} [114 psi]
(Inching switch) (Turns ON at atmospheric pressure)

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 3. BRAKE SYSTEM

PRIMARY LINE

SECONDARY LINE

X : to TRANSMISSION SUMP TANK FILLER TUBE (DRAIN)

Y : to TRANSMISSION FWD/REV CLUTCH SHAFT (LUBRICATION)
Z : to TRANSMISSION CONTROL VALVE

Note: For the specifications and applications of switches, see page 78.

1. BRAKE PEDAL 5. BRAKE PUMP 9. BRAKE OIL TANK

2. BRAKE VALVE 6. TRANSMISSION 10. SPLIT CYLINDER
3. TRANSMISSION INLINE FILTER 11. WET DISK BRAKE
SUMP TANK 7. CHECK VALVE (built in AXLE)
4. CHARGING PUMP 8. ACCUMULATOR

Fig. 3.1 Service Brake Line

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3. BRAKE SYSTEM

1. TRANSMISSION 7. BRAKE VALVE 14. PARKING BRAKE VALVE

2. STRAINER 8. ACCUMULATOR 15. PARKING BRAKE
3. CHARGING PUMP 9. CHECK VALVE 16. TRANSMISSION CONTROL
4. BRAKE PUMP 10. BRAKE OIL TANK VALVE
5. TRANSMISSION 11. SPLIT CYLINDER 17. PRESSURE SWITCH
INLINE FILTER 12. DISK BRAKE (FRONT) 18. PRESSURE SWITCH
6. BRAKE PEDAL 13. DISK BRAKE (REAR)

Fig. 3.2 Brake Oil Pressure Circuit Diagram

- 80 -
 3. BRAKE SYSTEM

(3) Inching mechanism

The inching mechanism, interlocked to the brake system, stops transmission power temporarily by placing
the transmission in neutral.
When the inching mechanism is activated, the driving power is concentrated on the load-handling system.
• When the brake is applied, the inching switch is turned off to stop the power supply to the forward and
reverse solenoids in the transmission, thus putting the transmission in neutral.
• The loader is equipped with a mode select switch in the operator’s compartment. The inching mechanism
(clutch cut-off) is turned on or off by operating the switch.

a. Load handling with mode select switch “OFF”

The “clutch cut-off” indicator lamp is out, indicating that the inching mechanism is in activation. When
the brake pedal is pressed, the brake is applied and the inching switch is turned off to put the transmission in
neutral. When the brake pedal is released, the inching switch is turned on to link the transmission line again.

b. Starting off on an inline, with mode select switch “ON”

The “clutch cut-off” indicator lamp is on, indicating that the inching mechanism is not working. The
power supply to the forward and reverse solenoids of the transmission is supplied through the mode select
switch regardless of the inching switch operation. Therefore, when the brake pedal is pressed, the transmission
won’t shift into neutral.

FUSE

MODE SELECT “CLUTCH CUT-OFF”

SWITCH INDICATOR LAMP

TRANSMISSION
INCHING TRANSMISSION SOLENOID
SWITCH “ON” CUT-OFF RELAY
TRANSMISSION
CONTROL
SWITCH

PARKING
SWITCH “OFF”

“PARKING BRAKE”
FUSE INDICATOR LAMP

Note: This diagram shows a circuit with the service brake and the parking brake released.

Fig. 3.3 Mode Selection Mechanism Circuit Diagram

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3. BRAKE SYSTEM

Operation
(1) Brake pedal in neutral
When the brake pedal (1) is not pressed, the brake valve (2) is in the released state.
The oil discharged from the brake pump (5) passes through the brake valve and flows out from the tank
port. The oil from the tank port is sent to the transmission fwd/rev clutch shaft.
The brake line to the split cylinder (10) (primary line) (A) is connected to the tank port in the brake valve
(2) so that the oil in the primary line is drained from the tank port. The disk brake (11) is released when
the split cylinder is in the released state.
The oil discharged from the charging pump (4) passes through the transmission inline filter (6), is divided
in two flows and accumulated in the accumulator (8). The check valve (7) is used to prevent oil from
flowing backward.
The accumulator port in the brake valve (2) is closed with the valve.

Fig. 3.4 Brake Pedal in Neutral

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 3. BRAKE SYSTEM

(2) Brake pedal in operation

a. Brake pedal in operation
When the brake pedal (1) is pressed, the brake valve (2) is operated to send the oil from the brake pump
(5) under pressure to the split cylinder (10).
The brake valve tank port is closed by the spool.
The split cylinder is operated by the oil (at the primary side) sent under pressure from the brake valve to
send the brake oil (at the secondary side) in the brake oil tank (9) to the disk brake (11) for braking
operation.
The brake line after the split cylinder (secondary line) has an independent 2-line system for the front and
rear wheels.

Fig. 3.5 Brake Pedal in Operation

- 83 -
3. BRAKE SYSTEM

b. Brake pedal in released state

When the brake pedal (1) is released, the brake valve (2) returns to the neutral position. Then, the oil (at
the primary side) operating the split cylinder (10) under pressure passes through the brake valve (2) and
is drained into the transmission case.
The split cylinder returns to the original release state, the brake oil pressure (at the secondary side)
operating the disk brake (11) is removed and the disk brake is released.
The oil sent under pressure from the brake pump (5) to the brake valve (2) passes through the valve and
is sent to the transmission fwd/rev clutch shaft in the same way when the brake pedal is in the neutral.

Fig. 3.6 Brake Pedal in Released State

- 84 -
 3. BRAKE SYSTEM

(3) Accumulator in operation

When the engine is stopped for some reason or the brake pump has any failure, braking should be performed
using the oil collected under pressure in the accumulator.
When the brake pedal (1) is pressed fully to operate the brake valve (2), the oil in the accumulator (8) is
sent under pressure through the brake valve to the split cylinder (10).
All other ports in the brake valve are closed.
The operation of the line after the split cylinder is as same as that described in “(2) Brake in operation”
and the braking operation should be performed by the disk brake (11).

Fig. 3.7 When Brake Pedal Is Pressed (Engine not running)

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3. BRAKE SYSTEM

3.1.2 BRAKE V AL
VAL
ALVEVE
The brake valve is actuated by operating the brake pedal. It is an open center type which generates oil
pressure by giving throttle resistance to the oil discharged from the brake pump which normally flows without
resistance.
The brake oil pressure is sent to the split cylinder for braking operation.
The brake valve is equipped with the accumulator port. If the brake pump is broken, the brake is operated
using the accumulator oil.

Before removing the brake valve from the loader

loader,, shut of
offf the engine, operate the brake valve
approx. 50 times in full stroke to remove accumulator oil.

Note: 88 N-m {9 kgf-m} [65 lbf-ft]

64 N-m {6.5 kgf-m} [47 lbf-ft] Remove only when the input piston is disassembled.
(When the input piston is disassembled, the oil pressure needs to be adjusted.)

1. PLUG 7. COMPRESSION SPRING 10-3. SEAT

2. RETURN SPRING 8. COMPRESSION SPRING 10-4. ROD
3. REACTION PISTON GUIDE 9. INPUT PISTON 11. BODY
4. REACTION PISTON 10. CLOSED VALVE 12. BOOT
5. VALVE SPOOL 10-1. SPRING 13. PUSH ROD
6. INPUT PISTON GUIDE 10-2. BALL 14. CLEVIS

Fig. 3.8 Brake Valve

- 86 -
 3. BRAKE SYSTEM

Operation
(1) Brake valve in released state
When the brake valve in released state, the valve (a) opens and the valve (b) is closed.
The brake oil supplied from the brake pump returns to the oil tank through the valve spool (1) groove.
PUMP

TANK

Fig. 3.9 Brake Valve in Released State

(2) Operation (A)

When the brake pedal is pressed, the input piston (3) shifts through the push rod (2), and the valve spool
(1) and reaction piston (5) shift by the spring (4).
Then, the valve (c) is closed to shut off the hydraulic pressure control chamber (6) from the tank port.
After that, the valve (b) opens so that the pump part is opened to the hydraulic pressure control chamber
(6).
When the valve spool (1) is pushed in further, the valve (a) is throttled to increase the pump oil pressure
and the oil pressure in the hydraulic control chamber (6) and the brake port is also increased.
The disk brake is now ready for operation.

BRAKE PUMP TANK

TANK

Fig. 3.10 Operation (A)

- 87 -
3. BRAKE SYSTEM

(3) Operation (B)

The oil pressure in the hydraulic pressure control chamber (6) pushes the reaction piston (5) to the right
in the figure below at the state of operation (A), so that the oil pressure and the brake pedal pressing
force by the operator are balanced.
When the brake pedal is pressed fully, the nut (7) comes in contact with the plate (8) to control the
hydraulic pressure control chamber (6), i.e., maximum oil pressure in the brake oil pressure line.
BRAKE PUMP

TANK

Fig. 3.11 Operation (B)

3.11
(4) Return Operation
When the brake pedal is released, the push rod (2) returns to the original position.
The reaction piston (5) and valve spool (1) are moved to the right in the figure by the oil pressure force
of the hydraulic pressure control chamber (6) and return spring (9) force, so that the valve (c) opens,
valve (b) is closed and the valve (a) opens.
The pressurized oil operating the brake flows through the valve (c) to the tank port and then returns to
the oil tank.
The oil discharged from the pump returns, passing through the valve (a), to the oil tank.
This state is as same as that described “(1) Brake valve in released state.”
BRAKE PUMP TANK

TANK

Fig. 3.12 Return Operation

- 88 -
 3. BRAKE SYSTEM

(5) Emergency Brake in Operation

When the brake pedal is pressed with the brake pump stopped, both the valve spool (1) and the reaction
piston (5) shift as described in “Operation (A)” but no oil pressure is generated in the hydraulic pressure
control chamber.
When the brake pedal is pressed further, the top end of the reaction piston (5) comes in contact with the
valve rod (11) to close the valve (e). Then, the valve rod (11) pushes the ball (10) to open the valve (d).
The oil in the accumulator is sent through the valve (d) and the hydraulic pressure control chamber (6)
to the disk brake.

Note: Operation of the valve (d) in normal state

In normal braking operation, the valve (d) is operated by the difference in oil pressure between the
hydraulic pressure control chamber (6) and the accumulator port.
When the oil pressure in the accumulator port is higher, the valve (d) is kept closed.

ACCUMULATOR

BRAKE PUMP

Fig. 3.13 Emergency Brake in Operation

- 89 -
3. BRAKE SYSTEM

3.1.3 SPLIT CYLINDER

The split cylinder is operated by the pressurized oil from the brake valve and sends the brake oil to the disk
brake for braking operation.
The split cylinder has two pistons for front and rear wheels to form two independent brake lines after the
split cylinder, thus increasing the reliability of the brake system.

A : OIL FILLER PORT

B : BRAKE CYLINDER PORT
C : BRAKE VALVE PORT

Note: 19.6 to 25.5 N-m {2 to 2.6 kgf-m}

[14.5 to 18.8 lbf-ft]
Threaded area: LOCTITE#262

1. BODY 5. STOPPER 9. VALVE

2. CUP 6. SPRING 10. COVER
3. PISTON 7. SPRING 11. CONNECTOR
4. VALVE ROD 8. STOPPER 12. AIR BLEED SCREW

Fig. 3.14 Split Cylinder

- 90 -
 3. BRAKE SYSTEM

Operation
(1) Split cylinder in released state
The piston (1) is pressed to the lower surface of the body (3) by spring (2) force. The valve (4) opens and
the oil in the secondary chamber (B) is released through the tank port into the oil tank.

(2) Brake in operation

The pressurized oil from the brake valve flows into
from OIL
the primary chamber (A). TANK
The piston (1) overcomes the spring (2) force to
move upward.
The valve (4) is pressed against the seat surface of
the end cover (6) by the valve spring (5) and the
connection between the secondary chamber (B) and
the oil tank is shut off.
When the piston (1) moves upward further, the oil
in the secondary chamber (B) is sent to the disk to DISK
BRAKE
brake and pressurized.
The disk brake is applied.

from BRAKE
VALVE

Fig. 3.15 Operation

(3) Brake in released state

The oil in the primary chamber (A) is drained from the brake valve.
The piston (1) moves downward by spring (2) force.
The oil pressure in the secondary chamber (B) decreases and the oil pressure applied to the disk brake is
also removed.
When the piston (1) moves downward further, the valve (4) is opened by the valve rod (7), the secondary
chamber (B) is opened to the oil tank and the brake line has atmospheric pressure.
The disk brake is released.

- 91 -
3. BRAKE SYSTEM

3.1.4 DISK BRAKE

The disk brake is a wet single plate disk type and built in the differential body of the drive axle. On the
loader, four disk brake units are installed on the 4 wheels, one for each.
For the structure of the disk brake, refer to “2.6 DRIVE AXLE.”

Operation
(1) Brake in operation
The brake oil pressure acts on the back of the brake piston and locks up the brake disks with the brake
rings and end plates.
The inner periphery of each brake disk is splined to the shaft in the power transmission line. The outer
peripheries of the brake rings and end plates are secured to the differential body by pins so that the locked-up
brake disks stop rotating to brake the loader.

(2) Brake released

When the brake oil pressure acting on the brake piston is released, the brake piston returns a little to make
the brake disks free, thus releasing the braking force.

POWER FLOW BRAKE OIL PRESSURE

1. AXLE SHAFT 4. BRAKE DISK 7. BRAKE RING

2. PLANET CARRIER 5. END PLATE 8. BRAKE PISTON
3. SHAFT 6. PIN 9. D-RING

Fig. 3.16 Disk Brake Operation

- 92 -
 3. BRAKE SYSTEM

3.1.5 OTHER COMPONENTS

1. Brake Oil T ank
Tank
The brake oil tank is installed to supply oil to the split cylinder (disk brake).

Oil to be used: Engine oil SAE 5W-20

Capacity: 1.0 L [0.26 U.S.gal.] (total capacity), 0.28 L [0.07 U.S.gal.] (Brake oil tank)

Use a mineral brake fluid for the brake system.

If you use a general automobile brake fluid (JIS automobile non-mineral brake fluid), the rubber
parts of the brake system might be damaged to cause malfunction of the brake. In the worst case, it
might cause a serious injury or death.

Note: MAX: 283 cc [0.075 U.S.gal.]

MIN: 150 cc [0.040 U.S.gal.]

WARNING
LEVEL
1. CAP
2. STRAINER
3. BRACKET
4. LEVEL SWITCH ASSEMBLY
Unit: mm [in.]

Fig. 3.17 Brake Oil Tank

- 93 -
3. BRAKE SYSTEM

2. Accumulator
A bladder type accumulator is installed in order to accumulate the oil pressure for actuating the brake for
emergency. The oil discharged from the charging pump is divided and flows, passing through the check
valve, into the accumulator.

Note: Nitrogen gas should not be sealed in the accumulator.

Name: MU70-500
Gas capacity: 500 cm3 [30.5 in.3]

1. GAS PLUG
2. “O”-RING
3. POPPET
4. BLADDER
5. HOLDER
6. SHELL
7. OIL PORT

Fig. 3.18 Accumulator

3. Check V alve
Valve
The check valve is installed in order to prevent the accumulator oil from flowing backward.

to ACCUMULATOR
from INLINE FILTER

Cracking pressure: 0.135 MPa {1.5 kgf/cm2} [21.3 psi]

Fig. 3.19 Check Valve

- 94 -
 3. BRAKE SYSTEM

3.2 PARKING BRAKE

PARKING

Manual releasing of parking brake (as an emer gency measure)

emergency
If the parking brake cannot be released with the parking brake knob due to a defective pump or for any
other reason, manually move the brake piston by using the parking brake release bolt to release the parking
brake.

Manually releasing the parking brake should not be abused. It should be limited to a disabled
loader needing to be moved to an out-of-traf fic area. If the parking brake needs to be released with the
out-of-traffic
loader parked on a slope, be sure to block the wheels.

Manually releasing the parking brake

Remove the parking brake release bolt (1) from the
parking brake cap of the transmission.
Remove the plug (2) from the center of the cap.

Fig. 3.20

Insert the removed bolt (1) through the plug hole

into the screw hole at the center of the brake piston
(3).
Tighten the release bolt (1) to withdraw the brake
piston (3), thus releasing the disk brake.

Fig. 3.21

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3. BRAKE SYSTEM

3.2.1 GENERAL DESCRIPTION (BRAKE LINE)

The parking brake is mechanical (spring), wet multiple-plate disk brake and installed on the intermediate
shaft of the transmission.
The parking brake is operated with the parking brake switch in the operator’s compartment.

TRANSMISSION

X TRANSMISSION CASE DRAIN

Y from CHARGING PUMP

Note: Specifications and applications of switch

Position Name Application Specification

OFF: 1.18 MPa {12 kgf/cm2} [171 psi]

Pressure switch Transmission clutch cut off and
E ON: 0.78 MPa {8 kgf/cm2} [114 psi]
(Parking switch) “Parking Brake” indicator lamp
(Turns ON at atmospheric pressure.)

1. PARKING BRAKE SWITCH 4. TRANSMISSION 6. BRAKE PISTON

2. WIRE HARNESS CONTROL VALVE 7. DISK BRAKE
3. PARKING BRAKE VALVE 5. SPRING 8. 1ST/2ND SPEED SHAFT

Fig. 3.22 Parking Brake Line

- 96 -
 3. BRAKE SYSTEM

Operation
(1) Releasing parking brake
When the parking brake switch (1) is turned OFF, the pressure oil from the charging pump flows through
the parking brake valve (3) into the front chamber (A) of the brake piston (6).
The brake piston (6) moves against the spring (5) by oil pressure to release the disk brake (7).

Note: The parking brake cannot be

released unless the engine is
running.

from CHARGING PUMP

Fig. 3.23 Releasing Parking Brake

(2) Applying parking brake

When the parking brake switch (1) is turned ON, the oil from the charging pump is blocked in the
parking brake valve (3). The pressure oil in the front chamber (A) of the brake piston (6) is drained
through the brake valve (3).
The brake piston (6) is moved by the spring (5) to actuate the disk brake (7).

from CHARGING PUMP

Fig. 3.24 Applying Parking Brake

- 97 -
3. BRAKE SYSTEM

(3) Transmission clutch cut-of

Transmission cut-offf
a. When parking brake is applied:
When the parking brake is applied, the oil pressure acting on the brake piston is drained. The pressure
switch (parking switch) installed on the piston housing turns on to change over the transmission cut-off
relays.
The power supply to the forward and reverse solenoids of the transmission control valve is cut off so that
the transmission is put in neutral. (transmission clutch cut-off)
The “parking brake” indicator lamp circuit is closed and the lamp comes on.

FUSE

MODE SELECT CLUTCH CUT-OFF

SWITCH INDICATOR LAMP

TRANSMISSION
TRANSMISSION SOLENOID
INCHING
SWITCH CUT-OFF RELAY
TRANSMISSION
CONTROL
SWITCH

PARKING
SWITCH “ON”
“PARKING BRAKE”
INDICATOR LAMP
FUSE

Note: This diagram shows a circuit with the service brake released and the parking brake applied.

Fig. 3.25 Electric Circuit Diagram

b. When parking brake is released:

When the parking brake is released, the oil pressure is produced to act on the brake piston. The parking
switch is turned off and the parking relay returns to the original condition.
The power supply to the forward and reverse solenoids of the transmission control valve is restored to
make it possible to shift the transmission.
The “parking brake” warning lamp goes out.

- 98 -
 3. BRAKE SYSTEM

3.2.2 P ARKING BRAKE V

PARKING AL
VAL VE
ALVE
The parking brake valve controls the supply of pressure oil to the disk brake.
The parking brake valve is switched over with the parking brake switch to actuate the disk brake. The
parking brake valve has detent mechanisms to hold each spool position.

Lead wire Black Lead wire Red

Note: 9 to 11 N-m {0.92 to 1.12 kgf-m} [6.7 to 8.1 lbf-ft]

6.9 to 7.8 N-m {0.70 to 0.80 kgf-m} [5.1 to 5.8 lbf-ft]
18 to 22 N-m {1.84 to 2.24 kgf-m} [13.3 to 16.2 lbf-ft]

P : from TRANSMISSION PIPING

A : Blocked
B : to PARKING BRAKE
T : to OIL TANK (RETURN)

Fig. 3.26 Parking Brake Valve

- 99 -
3. BRAKE SYSTEM

3.2.3 DISK BRAKE

The disk brake is a wet multiple-plate type and installed on the intermediate shaft of the transmission.
The disk brake is actuated by the built-in spring and released by the pressure oil from the parking brake valve.
For the structure of the disk brake, refer to “2.1 DRIVE UNIT.”

Operation
(1) Disk brake in operation
When the pressure oil acting on the brake pistons is drained, the brake piston is moved by the spring
force to lock up the brake disks with the brake plates.
The inner diameters of the brake disks are meshed with the transmission shaft through the disk hub. The
outer diameters of the brake plates are meshed with the brake housing. As the brake disks are forced
against the brake plates, they are locked. This in turn stops the rotation of the transmission shaft through
the disk hub, thus applying the parking brake.

BRAKE OIL
PRESSURE DRAIN
1. BRAKE PISTON
2. SPRING
3. END PLATE
4. BRAKE HOUSING
5. BRAKE PLATE
6. DISK HUB
7. BRAKE DISK
8. TRANSMISSION SHAFT

Fig. 3.27 Disk Brake in Operation

(2) Releasing Brake

When the pressure oil is sent to the back of the brake piston, the brake piston overcomes the spring force
and shifts its position.
A clearance is created between each brake disk and brake plate to make the brake disks free, thus
releasing the brake.

- 100 -
 4. STEERING SYSTEM

4. STEERING SYSTEM
Type Frame-articulating
Mechanism Orbitrol
Frame actuating angle 40° to right and left
No. of rotations of steering wheel 4.0
Power steering
Name Orbitrol, L2HDBD
Type Dynamic single type
Pressure setting 17.2 MPa {175 kgf/cm2} [2490 psi]
Steering pump Used also as main pump1)
Steering cylinder
Type Double-acting piston
Q’ty 2
Cylinder stroke 395 mm [15.6 in.]
Weight (per piece) 17 kg [37.5 lbs]

Note: 1) For the specifications and construction of the main pump, refer to “6.2 PUMP.”

4.1 GENERAL DESCRIPTION

The steering system is a frame-actuating type which steers the loader by operating the two steering cylinders
installed between the front and rear frames.

to MAIN CIRCUIT

ORBITROL
PRIORITY VALVE

PUMP

TANK

STEERING
CYLINDER

Fig. 4.1 Orbitrol Type Steering System

- 101 -
4. STEERING SYSTEM

It uses an orbitrol (full-hydraulic power steering) which does not use any linkage mechanism but operates
on hydraulic power alone.
The steering system consists of the steering wheel unit, orbitrol, priority valve, steering cylinders and oil
tubing.

If the pressurized oil is not supplied from the pump with the engine at rest, the orbitrol acts as a
manual steering system, thus making it possible to steer the loader
loader.. However
However,, note that the steering
operation is considerably harder than usual.
STEERING WHEEL

STEERING WHEEL UNIT

PRIORITY VALVE

ORBITROL

STEERING CYLINDER

Note: The above sketch does not illustrate the oil tubing.
For the tubing, refer to “6. HYDRAULIC SYSTEM.”

Fig. 4.2 Steering System

- 102 -
 4. STEERING SYSTEM

4.2 OIL CIRCULATION ROUTES

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

STEERING
CYLINDER

ORBITROL

STEERING WHEEL

to CONTROL VALVE

PRIORITY
VALVE MAIN
STEERING
PUMP
ENGINE

OIL TANK

Fig. 4.3 Hydraulic Circuit Diagram

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4. STEERING SYSTEM

4.3 STEERING WHEEL UNIT

The steering wheel unit is installed in the cockpit. Below it is the steering valve (orbitrol). When the
steering wheel is turned, the rotation is transmitted through the steering shaft which in turn actuates the
orbitrol.

Assembled view

Note: Steering valve installation bolt:

34.3 to 40.2 N-m {3.5 to 4.1 kgf-m}
[25.3 to 30.0 lbf-ft]
Splined area: molybdenum grease
Construction of Steering Wheel Unit
Waterproof seal
Grease
Synthetic rubber adhesive

1. STEERING WHEEL 5. SOUND-ABSORBING MAT 9. BEARING

2. STEERING WHEEL UNIT 6. STEERING VALVE 10. COLUMN
3. MOUNT RUBBER 7. BUSHING 11. STEERING SHAFT
4. BRACKET 8. GROMMET

Fig. 4.4 Steering Wheel Unit

- 104 -
 4. STEERING SYSTEM

4.4 STEERING VAL

VALVE (ORBITROL)
ALVE
The orbitrol consists of the control valve and the rotor set.
The control valve is a rotary valve which changes the alignment of oil passages by rotating itself, thus
actuating the steering cylinders. The rotor set is located under the control valve.
Usually it acts on the oil motor to perform metering function. In an emergency, it is used as a hand pump
and acts as a manual steering unit.

(Circuit diagram)

L, R : CYLINDER PORT
P : PUMP PORT
T : TANK PORT
LS : LOAD SENSING PORT

View looking from Z

Note: 28.4 N-m {2.9 kgf-m} [21.0 lbf-ft]

Fig. 4.5 Orbitrol

- 105 -
4. STEERING SYSTEM

Detail of area B
(Gerotor star mounting position)

Section A-A

1. END CAP 10. OIL SEAL 19. CHECK VALVE POPPET

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

Fig. 4.6 Construction of Orbitrol

- 106 -
 4. STEERING SYSTEM

Orbitrol Operation
(1) Steering wheel in neutral
The oil from the P port flows into the cavity between
the spool (2) and drive shaft (3) through the small
openings of the sleeve (1) and the spool (2). The oil in
the cavity flows out from the T port through the upper
part of the drive shaft and notch groove of the spool and
sleeve. The R and L ports (cylinder ports) are closed by
the spool.

Fig. 4.7 Neutral State

(2) T urning steering wheel counterclockwise

Turning
When the steering wheel is turned counterclockwise,
the spool (2) is rotated with respect to the sleeve (1) to
close the neutral flow passage (small openings). The
oil form the P port passes through the changed over
sleeve openings, spool groove and sleeve openings and
is sent to the rotor set section through the oil passage of
the housing (4) to rotate the rotor (5).
The oil discharged by rotation of the rotor is sent to
the control valve section and then flows from the L port
into the steering cylinder through the sleeve and spool.
The oil discharged from the steering cylinder returns
to the R port and flows out from the T port through the
sleeve and spool.
Note: When the rotor rotates, the drive shaft and the
sleeve rotate together.
Fig. 4.8 Counterclockwise Rotation
Namely, if the steering wheel is turned to rotate
the spool, the sleeve is also rotated equally,
thereby nullifying spool displacement.
Consequently, the rotor is rotated corresponding
to the rotation angle of the steering wheel, and
the oil displaced by the rotor is sent to the
steering cylinder. In actual steering the
following motion of rotor to steering wheel is
executed continuously.

Fig. 4.9 Rotor Set Section in Operation

- 107 -
4. STEERING SYSTEM

(3) T urning steering wheel clockwise

Turning
When the steering wheel is turned clockwise, the rotor
rotates in a direction opposite to when the steering wheel
is turned counterclockwise, thereby inverting oil intake
and discharge by the rotor.
The oil flows from the R port into the steering
cylinders, and the oil discharged from the steering
cylinders returns to the L port.

Fig. 4.10 Clockwise Rotation

(4) Emergency operation

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

- 108 -
 4. STEERING SYSTEM

(5) Operation of centering spring

When the steering wheel is turned, the centering spring is deformed corresponding to the clearance between
the cross pin and spool.
When the steering wheel is released or locked, the sleeve is rotated by tension of the centering spring,
restores the neutral position. In this state, rotation continues at a given turning angle until the steering wheel
is turned again.
Thus, the deformation recovery of the centering spring acts as feedback of the steering mechanism.

(6) P port check valve

A check valve is built in the P port of the orbitrol.
This check valve functions as follows:
When the steering wheel is turned clockwise, and the steering cylinders reach its stroke end, the pressure
at the R port side of the orbitrol is increased to the relief setting pressure.
If in this state, the steering wheel is released, the whole system restores the neutral state. But high pressure
oil may return in the R port, since the cylinder port side is blocked.
After that, when the steering wheel is slowly turned clockwise, namely in the same direction as that
mentioned above, the R port of orbitrol is connected to the P port through the rotor. The rotor is immediately
rotated by residual pressure in the P port, so that oil flows back to the P port.
As the rotor is mechanically connected to the steering wheel through the internal parts of the orbitrol, the
steering wheel tends to be rotated in reverse direction (counterclockwise), opposite to steering direction
(clockwise). The check valve is built in the P port of the orbitrol to prevent such a reverse turn.

- 109 -
4. STEERING SYSTEM

4.5 PRIORITY VAL

VALVE
ALVE
The priority valve combines with the orbitrol to form the load sensing system which distributes the oil
discharged from the main pump to both the steering and hydraulic systems. The priority valve is provided
with a relief valve for the steering hydraulic circuit.

Section A-A

Note: 20.6 N-m {2.1 kgf-m} [15.2 lbf-ft]

44.1 N-m {4.5 kgf-m} [32.5 lbf-ft]

P : Pump port (from MAIN PORT)

T : Tank port (to OIL TANK)
LS : Load sensing port (from ORBITROL)
EF : Main circuit port (to CONTROL VALVE)
CF : Steering circuit port (to ORBITROL)

1. HOUSING 5. RING 10. SPRING GUIDE

2. SPOOL 6. VALVE SEAT 11. ADJUSTMENT SCREW
3. SPRING 7. BODY 12. PLUG
4-11. RELIEF VALVE 8. POPPET 13. PLUG
4. SCREEN 9. SPRING

Fig. 4.12 Priority Valve

- 110 -
 4. STEERING SYSTEM

Load Sensing System Operation

The load sensing system allows only the amount of oil (out of the oil discharged from the main pump)
necessary for steering operation to flow into the orbitrol while letting all the remaining oil flow into the load
handling system (control valve).
For example, when the steering wheel is in neutral, most of the oil discharged from the main pump is
directed into the control valve for the operation of the load handling system, so that the oil discharged from
the main pump is efficiently used to achieve a more energy-saving hydraulic system design.

(1) Steering wheel in neutral (engine at rest)

While engine is at rest, the spool (1) of the priority valve is kept to the left in the figure due to the control
spring (2) , with the CF port fully open and the EF port fully closed.

STEERING CYLINDER

STEERING
HANDLE WHEEL

ORBITROL

to CONTROL VALVE

PRIORITY VALVE

MAIN PUMP ENGINE

Fig. 4.13 Steering Wheel in Neutral (Engine at Rest)

- 111 -
4. STEERING SYSTEM

(2) Steering wheel in neutral (engine running)

The pressurized oil from the main pump enters the priority valve through the P port, and then divides
into branches.
The pressurized oil entering the orbitrol through the CF port will get blocked inside the orbitrol, thus
flowing into the chambers (A) and (B) through the orifices C1 and C2 respectively.
Since the pressurized oil in the chamber (B) enters the hydraulic oil tank through the LS port from the
orbitrol, the orifice C2 will cause the pressure in the chamber (B) to become lower than that in the
chamber (A).
When the pressure differential exceeds the control spring pressure of the spring (2), the spool (1) is
shifted to the right in the figure.
Consequently, the EF port of the priority valve is fully opened, while the CF port is slightly opened.
Most of all the oil discharged from the main pump is routed to the control valve to operate the load
handling system.

ORBITROL

to CONTROL VALVE

PRIORITY VALVE

Fig. 4.14 Steering Wheel in Neutral (Engine Running)

- 112 -
 4. STEERING SYSTEM

(3) When steering wheel is in rotation

When the steering wheel is turned from neutral, the oil passages in the orbitrol are switched over to
allow the oil in the chamber A and CF port of the priority valve to enter the gerotor through the orifice
C4.
With the pressurized oil entering the gerotor, the pressure in the chamber A decreases accordingly so
that the spool (1) of the priority valve moves to a position where the pressure differential between the
pressure chambers (A, B) and the control spring (2) strikes a balance, thus determining the ratio of the
flow to EF port, concerning the oil discharged from the main pump.
The opening of the orifice C1 inside the orbitrol is determined depending on the speed at which the
steering wheel is turned. The quicker the steering wheel is turned, the wider the orifice opens. The
slower it is turned, the narrower. Consequently, when the steering wheel is turned quickly, more oil
flows to the CF port to quicken steering operation.

GEROTOR

ORBITROL

PRIORITY VALVE

Fig. 4.15 Steering Wheel in Rotation

- 113 -
4. STEERING SYSTEM

(4) When steering cylinder is at stroke end

The pressurized oil entering the gerotor passes through the LS port and the orifice C3 of the priority
valve, thus acting upon the chamber (B).
When the steering wheel is turned to its stroke end at either of its rotational directions, the pressure in
the chamber (B) in the priority valve increases with increasing circuit pressure.
When the pressure in the chamber (B) reaches 17.2 MPa {175 kgf/cm2}, the relief valve (3) of the
priority valve is actuated to reduce the pressure in the chamber (B).
When the pressure in the chamber (B) is reduced, a pressure differential is created between the pressure
chambers (A, B) through the orifice C2.
Consequently, the EF port of the priority valve is fully opened, while the CF port is slightly opened.
Most of the oil discharged from the main pump is routed to the control valve.

ORBITROL

to CONTROL VALVE

PRIORITY VALVE

Fig. 4.16 Steering Cylinder at Stroke End

- 114 -
 4. STEERING SYSTEM

4.6 STEERING CYLINDER

Two steering cylinders of double acting piston type are used, with the piston rod and cylinder tube connected
to front and rear frames, respectively. The loader is steered by the piston rod extending and retracting.

Details of inside area

Note: 304 N-m {31 kgf-m} [224 lbf-ft], Threaded area: Three Bond #1901
613 N-m {62.5 kgf-m} [452 lbf-ft]
6.9 N-m {0.7 kgf-m} [5.1 lbf-ft] (After tightening, calk 2 parts.)
76.4 ± 3.8 N-m {7.8 ± 0.4 kgf-m} [56.4 ± 2.9 lbf-ft]
17.2 ± 0.9 N-m {1.8 ± 0.1 kgf-m} [13.0 ± 0.7 lbf-ft]
Pressure check port (PT1/8).
1. CYLINDER HEAD 7. “U”-RING 13. SET SCREW
2. “O”-RING 8. PISTON ROD 14. STEEL BALL
3. BACK-UP RING 9. CYLINDER TUBE 15. SPHERICAL BEARING
4. “O”-RING 10. SLIDE RING 16. SNAP RING
5. WIPER RING 11. SEAL RING/“O”-RING 17. PLUG
6. BUSHING 12. PISTON

Fig. 4.17 Steering Cylinder

- 115 -
4B. STEERING SYSTEM

NOTE

- 116 -
 5. FRAME AND COCKPIT

5. FRAME AND COCKPIT

5.1 FRAME
The frame is a steel-plate welded type and divided into two parts: front and rear frames. The cockpit and
operator’s seat are mounted on the rear frame.

Do not try to modify the ROPS (Roll-over protection structure), if mounted, without prior
permission from the manufacturer
manufacturer.. If the ROPS should get damaged or deformed due to turning over
or collision, it is advisable to replace it with a new one, because a damaged or deformed ROPS has a
low structural strength.

- 117 -
5. FRAME AND COCKPIT

1. BALANCE WEIGHT: 1080 kg [2381 lbs] Note: 451 to 676 N-m {46 to 69 kgf-m}
2. REAR FRAME
[333 to 499 lbf-ft]
225 to 339 N-m {23 to 34.6 kgf-m}
Note: If the balance weight is to be increased,
[166 to 250 lbf-ft]
the balance weight assembly shall be
replaced as a set. [Option]
(Increased weight: 1550 kg or 3417 lbs)

Fig. 5.1 Balance Weight Assembly Drawing

- 118 -
 5. FRAME AND COCKPIT

5.2 CENTER HINGE PIN

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

When the loader is steered, the area near the

center hinge pins becomes so narrow that you might
get caught between the front and rear frames. Before
trying to service the loader
loader,, make sure to set the safety
link.
Prior to moving (traveling) the loader
loader,, make sure the
safety link is set at the original position.

(When servicing the loader)

Fig. 5.2 Safety Link

- 119 -
5. FRAME AND COCKPIT

Upper hinge

Details of area A

Lower hinge

Note: Inner surface: Grease (Before a pin is installed)

62.6 N-m {6.4 kgf-m} [46.3 lbf-ft]
549 N-m {56 kgf-m} [405 lbf-ft]
Threaded area: LOCTITE#262

1. UPPER HINGE PIN 6. COLLAR 11. CAP

2. BUSHING 7. SHIM 12. BUSHING
3. BUSHING 8. FLANGE 13. COLLAR
4. GREASE FITTING 9. U-NUT 14. RUBBER
5. LOWER HINGE PIN 10. DUST SEAL

Fig. 5.3 Center Hinge

- 120 -
 6. HYDRAULIC SYSTEM

6. HYDRAULIC SYSTEM
The hydraulic system uses the main pump as its power source and directs oil flow with the control valve
according to the work you want to do.
The hydraulic system consists of the main pump, control valve, valve controls, oil tank, and hydraulic
piping.

6.1 OIL CIRCULATION ROUTES

CIRCULATION
The hydraulic circuit of the loader consists of the main hydraulic circuit and steering hydraulic circuit.
For the steering hydraulic circuit, refer to “4.2 OIL CIRCULATION ROUTES.”

Main Hydraulic Circuit

The oil picked up from the oil tank by the main pump is directed into the priority valve where it is divided
into two portions: one for the main hydraulic circuit and the other for the steering hydraulic circuit.
The oil for the main hydraulic circuit is routed to the control valve. When the control valve is in neutral,
the oil passes through the control valve back into the oil tank.
When the load handling lever (control lever) is operated to shift the spool of the control valve, the oil
flows through the oil passage chosen by the spool into the cylinder. The oil discharged from the cylinder
passes through the control valve and returns into the oil tank. In the oil tank, a return filter is installed.

- 121 -
6. HYDRAULIC SYSTEM

BUCKET CYLINDER BOOM CYLINDER

STEERING
CYLINDER

CHECK PORT

20.6 MPa
{210 kgf/cm2}
[2987 psi] 16.2 kPa
{165 kgf/cm2}
[2347 psi]

CONTROL VALVE
TWO-WAY VALVE: PARALLEL CIRCUIT
ORBITROL THREE-WAY VALVE: TANDEM CIRCUIT
FOUR-WAY VALVE: DOUBLE TANDEM CIRCUIT +
DOUBLE PARALLEL CIRCUIT

17.2 MPa
{175 kgf/cm2}
[2488 psi]

0.8 MPa
{8.2 kgf/cm2} [116 psi]

PRIORITY VALVE

ENGINE
MAIN &
STEERING
PUMP
RETURN FILTER

98 kPa
{1.0 kgf/cm2}
[14.2 psi]

OIL TANK Capacity: Refrence level 80L

Fig. 6.1 Hydraulic Circuit Diagram

- 122 -
 6. HYDRAULIC SYSTEM

6.2 PUMP

Main pump
Name SB(1)21
Type Gear type
Drive Gear type (attached to the steering pump)
Discharge (unloaded) 52 L/min [13.7 gpm] at 2550 rpm,
0.98 MPa {10 kgf/cm2} [142 psi]
Weight 14.9 kg [32.9 lbs] (w/ steering pump)

Steering pump
(Used in common with main pump)
Name SAR(2)50
Type Gear type
Drive Gear type
Discharge (unloaded) 124 L/min [32.8 gpm] at 2550 rpm,
(0.98 MPa {10 kgf/cm2} [142 psi])

Charging pump
Name SDY1A36 · 16
Type Gear type, two-way pump
Drive Gear type
Discharge (Front) 87 L/min [23 gpm] at 2380 rpm,
2.2 MPa {22 kgf/cm2} [319 psi]
(Rear) 38 L/min [10.0 gpm] at 2380 rpm,
(0.2 MPa {2 kgf/cm2} [28 psi])
Weight 6.8 kg [15.0 lbs]

The loader uses two pumps: the main pump and charging pump, which are attached to the converter
housing and driven by the pump drive of the torque converter.
They always rotate as the engine runs.
Note: For the installation of the charging pump, refer to “2.1 DRIVE UNIT.”

6.2.1 MAIN PUMP

The main pump is a gear type which doubles as the steering pump.
The main pump picks up hydraulic oil from the oil tank and sends it to the priority valve where it is
divided into two portions: one for the steering hydraulic circuit and one for the main hydraulic circuit.

- 123 -
6. HYDRAULIC SYSTEM

1. MAIN PUMP
2. PUMP DRIVE SLEEVE
3. TORQUE CONVERTER

Fig. 6.2 Main Pump Installation

6.2.2 CHARGING PUMP (BRAKE PUMP)

The loader uses a gear type two-way charging pump. The front pump is used as a drive unit charging
pump and the rear pump is used as a brake pump.
This two-way pump, provided with one suction port, picks up oil from the transmission sump tank. The
oil flows under pressure through the discharge port of the front pump to the transmission inline filter and
through the discharge port of the rear pump to the brake valve, respectively.

- 124 -
 6. HYDRAULIC SYSTEM

SECOND PUMP

Direction of rotation: clockwise

FIRST PUMP

1. DRIVE GEAR (NO.1) 7. SIDE PLATE 13. CARRIER 19. DRIVEN GEAR (NO.2)
2. SNAP RING 8. GEAR CASE 14. COUPLING 20. GEAR CASE
3. OIL SEAL 9. DRIVEN GEAR (NO.1) 15. “O”-RING 21. SEAL
4. PLATE 10. “O”-RING 16. BRACKET 22. SIDE PLATE
5. BRACKET 11. SEAL 17. DOWEL PIN 23. COVER
6. DOWEL PIN 12. BACK-UP RING 18. DRIVE GEAR (NO.2)

A SUCTION PORT
B FIRST PUMP DISCHARGE PORT
C SECOND PUMP DISCHARGE PORT

Fig. 6.3 Main Pump

- 125 -
6. HYDRAULIC SYSTEM

A SUCTION PORT
B FRONT PUMP DISCHARGE PORT
C REAR PUMP DISCHARGE PORT

View looking from Z

Inside construction

1. DRIVE GEAR (No. 1) 7. BUSHING 13. ADAPTER PLATE

2. OIL SEAL 8. BODY 14. GASKET
3. GASKET 9. FRONT COVER 15. STEEL BALL
4. SIDE PLATE 10. BUSHING 16. DRIVEN GEAR (No. 2)
5. BODY 11. DRIVEN GEAR (No. 1) 17. SIDE PLATE
6. DRIVE GEAR (No. 2) 12. GASKET 18. GASKET

Fig. 6.4 Charging Pump

- 126 -
 6. HYDRAULIC SYSTEM

6.3 CONTROL VAL

VALVE
ALVE

Name KVS-120H-2
Type Parallel type
2-spool sliding type (w/ relief valve)
Main relief pressure setting 20.6 MPa {210 kgf/cm2} [2987 psi]
Port relief pressure setting (Bucket cylinder rod side) 16.2 MPa {165 kgf/cm2} [2347 psi]
Weight 21 kg [46.3 lbs]

6.3.1 GENERAL DESCRIPTION

The control valve is stacked, 2-spool sliding type consisting of the inlet section, two spool sections and
outlet section. The oil passages inside the valve are tandem type and the bucket oil passage has priority over
the boom oil passage so that the oil is supplied to the boom section only when the bucket spool is in neutral.
Note: For the control valve installation, see Fig. 6.21.

(1) Relief valve

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

(2) Detent mechanism

A mechanical detent is provided at the position where the boom spool is fully extended or at the boom
float position.
A solenoid detent is provided at the position where the bucket spool is fully pushed in, or at the bucket
roll-back position. The detent mechanism is one of the elements constituting the bucket leveler, so that
it does not function when the bucket is within the range from horizontal to roll-back position.

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6. HYDRAULIC SYSTEM

STROKE (mm)

STROKE (mm)

Parallel circuit

Note: (2 locations): 64.7 N-m {6.6 kgf-m}

[47.7 lbf-ft]
101 N-m {10.3 kgf-m} [74.5 lbf-ft]
78 to 88 N-m {8 to 9 kgf-m} [58 to 65 lbf-ft]

1. MAIN RELIEF VALVE

2. INLET SECTION
3. PORT RELIEF VALVE
4. SPOOL SECTION (BUCKET)
5. OUTLET SECTION
6. SPOOL SECTION (BOOM)

Fig. 6.5 Control Valve

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 6. HYDRAULIC SYSTEM

(BUCKET)

1. SPOOL 5. CAP 9. COIL TUBE ASSEMBLY

2. WIPER 6. SPRING 10. CHECK VALVE SPRING
3. SEAL 7. PIN 11. CHECK VALVE POPPET
4. VALVE HOUSING 8. PLATE

(BOOM)

1. SPOOL 6. DETENT PIN 11. DETENT SPACER

2. WIPER 7. DETENT SPRING 12. SHIM (t = 0.5 mm or 0.0197 in.)
3. SEAL 8. CAP 13. CHECK VALVE SPRING
4. VALVE HOUSING 9. DETENT SLEEVE 14. CHECK VALVE POPPET
5. SPRING 10. STEEL BALL

Fig. 6.6 Construction of Spool Section

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6. HYDRAULIC SYSTEM

6.3.2 OPERA
OPERATION TION
When the control lever is actuated, the oil passages are switched over by the spools so that the pressurized
oil from the priority valve is selectively sent to the bucket or boom cylinder.
The boom “Float” position and bucket “Roll-back” position have detent mechanisms which automatically
hold that position, keeping the spool from returning to neutral when the operator removes his hand from the
lever. The control lever automatically returns to neutral from operating positions other than the “Float” and
“Roll-back” positions.

1. Control V alve in Neutral

Valve
When the spools of the bucket section and the boom section are in neutral, both the cylinder ports A (rod
side) and B (tail side) are closed by the spools.
The pressurized oil which has reached the control valve flows through the inlet section, past the neutral
oil passages in the bucket spool section and the boom spool section to the outlet section from which it is
directed to the low-pressure oil passage and leaves the control valve through the exhaust port of the inlet
section.
Note: A standard type valve of the KVS series is used for the figure showing each operation. The shape
may be different from the actual valve.

LOAD CHECK VALVE

In neutral

LOW-PRESSURE OIL PASSAGE NEUTRAL OIL PASSAGE

(RETURN PASSAGE)

Fig. 6.7 Control Valve in Neutral (Bucket Spool Section)

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 6. HYDRAULIC SYSTEM

2. Bucket Spool Operation

(1) Roll-back
When the control lever is placed in the “Roll-back” position, the bucket spool is pushed in as shown in
Fig. 6.8.
The neutral oil passage is closed by the spool and the pressure oil pushes open the load check valve to
flow to the cylinder port (B1) from which it is directed into the bucket cylinder tail.
The oil discharged from the bucket cylinder rod side flows through the cylinder port (A1) to the low-
pressure oil passage and back to the oil tank.

ROLL-BACK

Fig. 6.8 Bucket in Roll-back

(2) Dump
When the control lever is placed in the “Dump” position, the bucket spool is pulled out as shown in Fig.
6.9.
The neutral oil passage is closed by the spool and the pressure oil pushed open the load check valve to
flow to the cylinder port (A1) from which it is directed into the bucket cylinder rod side.
The oil discharged from the bucket cylinder tail side flows through the cylinder port (B1) to the low-
pressure oil passage.

DUMP

Fig. 6.9 Bucket in Dump

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6. HYDRAULIC SYSTEM

3. Boom Spool Operation

(1) Raise and Down
The oil passage in the boom spool section is identical with that of the bucket spool section. Therefore,
boom raising operation is identical with the bucket roll-back operation whereas boom lowering operation is
identical with bucket dump operation. For the details of boom operation, see the pertinent sections of bucket
operation.
Note: Pressurized oil is not supplied to the boom spool section unless the bucket spool is in neutral since
the oil passages in the control valve form a tandem circuit. (The boom cylinder is not actuated.)

(2) Float
When the control lever is further pushed down from the “Down” position to the “Float” position, the
boom spool is pulled down as shown in Fig. 6.10.
Due to this motion the neutral passage is opened. The pressure oil flows as if in neutral position.
The cylinder ports (A2) and (B2) are connected to the low-pressure oil passage. As a result, the booms
float over the ground surface according to its irregularities. The oil discharged from the boom cylinder
rod side is sent to the tail side and the oil forced out from its tail side is sent to the rod side respectively
through the low-pressure oil passage in the control valve.

FLOAT

LOW-PRESSURE OIL PASSAGE NEUTRAL PASSAGE

Fig. 6.10 Boom in Floating

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 6. HYDRAULIC SYSTEM

4. Detent Operation
(1) Boom side
When the control lever is pushed forward fully to
the “Float” position, the boom spool (1) is pulled
out to the full. Due to this, the detent pin (2)
installed in the spool end shifts and the detent ball
(3) falls into the groove of the detent sleeve (4).
Since the detent balls are pushed by the spring (5),
the boom spool holds its position, and the detent
becomes operative.
To release the detent, pull the control lever to
disengage the detent balls.

Fig. 6.11 Boom Side Detent in Operation

(2) Bucket side

The electromagnetic detent is used on the bucket section. The electrical circuit is connected from the
battery to the proximity switch of the bucket leveler through the coil assembly of the bucket spool
section.
When the bucket is tilted forward, the proximity switch is electrically closed so that the coil assembly
(4) is excited.
When the control lever is pulled out fully to the “Roll-back” position, the bucket spool (1) is fully
pushed in and the pin (2) at the spool end is also pushed in, so that the plate (3) contacts the coil (4). As
a result the bucket spool holds its position, and the detent becomes operative.
To release the detent, electrically open the proximity switch to de-energize the coil assembly or operate
the control lever by hand.

CONTACT

PROXIMITY SWITCH

BATTERY

FUSE

Fig. 6.12 Bucket Side Detent in Operation

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6. HYDRAULIC SYSTEM

6.3.3 RELIEF V AL
VAL
ALVEVE
1. Main Relief V alve
Valve
The main relief valve is located between the neutral oil passage and the low-pressure oil passage (return
oil passage) in the inlet section.

Operation
(1) In inoperative state
The pressurized oil in the neutral oil passage (HP)
flows through the throttle hole (2) in the main poppet
(1) to fill the internal cavity (3). Owing to the difference
in area on which the hydraulic pressure acts, the main
poppet (1) and the sleeve (4) are securely seated.

Fig. 6.13 In Inoperative State

(2) Operation (A)

When the pressure in the neutral oil passage (HP)
rises enough to exceed the relief pressure setting, the
pilot poppet (5) opens. The pressurized oil flows around
the pilot poppet into the low-pressure oil passage (LP),
passing between the sleeve (4) and the housing (6).

Fig. 6.14 Operation (A)

(3) Operation (B)

As the pilot poppet (5) opens, the oil pressure in the
internal cavity (3) lowers so that the pressurized oil in
the neutral oil passage flows directly into the low-
pressure oil passage (LP).

Fig. 6.15 Operation (B)

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 6. HYDRAULIC SYSTEM

2. Port Relief V alve

Valve
The port relief valve is located between the rod side cylinder port and the low-pressure passage (return oil
passage) in the bucket spool section.
The combination valve used for the port relief valve has also an anti-cavitation function as well as relief
valve function.

Operation
(1) In inoperative state
The pressurized oil in the cylinder port (HP) flows
through the hole of the piston poppet (1) and acts from
the opposite side of the check valve poppet (2) and the
relief valve poppet (3). Owing to the difference in area
on which the hydraulic pressure acts, the poppet is
securely seated.

Fig. 6.16 In Inoperative State

(2) Operation (A)

When the pressure in the neutral oil passage (HP)
rises enough to exceed the relief pressure setting, the
pilot poppet (4) opens. The pressurized oil flows around
the pilot poppet into the low-pressure oil passage (LP),
passing between the check valve poppet (2) and housing
(5).

Fig. 6.17 Operation (A)

(3) Operation (B)

As the pilot poppet (4) opens, the pressure at the rear
side of the piston poppet (1) lowers to shift the piston
poppet. The hole of the piston poppet (1) is closed by
the pilot poppet (4) and the pressure at the rear side of
the relief valve poppet (3) lowers further.

Fig. 6.18 Operation (B)

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6. HYDRAULIC SYSTEM

(4) Operation (C)

The pressure across the relief valve poppet (3)
becomes unbalanced, and the difference of the pressure
shifts the relief valve poppet. As a result, the pressurized
oil in the cylinder port (HP) flows directly into the low-
pressure oil passage (LP).

Fig. 6.19 Operation (C)

(5) Sucking operation

If the pressure at the cylinder port (HP) becomes lower
than that at the low-pressure oil passage (LP) due to the
development of cavitation, the check valve poppet (2)
moves depending upon the difference in area on which
negative pressure acts across the check valve poppet.
Consequently, oil is supplied from the low-pressure oil
passage (LP) to the cylinder port side (HP) to eliminate
the cavitation.

Fig. 6.20 Sucking Operation

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 6. HYDRAULIC SYSTEM

6.4 VAL
VALVE CONTROLS
ALVE
The valve control system is a single lever type. When the control lever is manipulated, the control valve
spools are operated by the cables; shifting the lever back and forth will actuate the boom spool while shifting
the lever sideways will actuate the bucket spool.
A DSS switch is built in the control lever knob. For the DSS mechanism, refer to “2.3.4 TRANSMISSION
CONTROL.”

As a safety device for the valve control system, a stopper link is provided. Use the stopper link to
lock the control lever in neutral when the load handling system does not need to be used.

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6. HYDRAULIC SYSTEM

Note: Threaded area: LOCTITE#262

Apply grease when installing.

1. KNOB (DSS SWITCH) 8. MOUNT RUBBER 15. STOPPER LINK

2. BOOT 9. CONTROL LEVER 16. SPRING
3. COVER 10. BUSHING 17. HANDLE (LEVER STOPPER)
4. CONTROL BOX 11. PIN 18. BALL LINK
5. PLATE 12. BUSHING 19. CABLE (FOR BUCKET)
6. CONTROL VALVE 13. BOSS 20. CABLE (FOR BOOM)
7. BRACKET 14. BRACKET

Fig. 6.21 Valve Control System

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 6. HYDRAULIC SYSTEM

6.5 OIL TANK

TANK

Type Pressurized, enclosed type

Tank capacity 80 L (21.1 U.S.gal.)
Cap operating pressure Positive pressure: 44 to 54 kPa {0.45 to 0.55 kgf/cm2} [6.4 to 7.8 psi]
Negative pressure: 4 to 5 kPa {0.04 to 0.05 kgf/cm2} [0.6 to 0.7 psi]
Return filter 1 pc, 15 µ

The oil tank holds hydraulic oil for the main hydraulic circuit and steering hydraulic circuit. It is welded
to the inside of the front frame.
The return filter is installed in the oil tank.

Return filter
Cracking pressure:
98 kPa {1.0 kgf/cm2} [14 psi]

1. RETURN FILTER
2. GASKET
3. LEVEL GAUGE
4. HOSE
5. CAP
6. OIL TANK
7. FRONT FRAME
8. DRAIN PLUG
9. ELEMENT
10. SPRING
11. PROTECTOR

Fig. 6.22 Oil Tank

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6. HYDRAULIC SYSTEM

NOTE

- 140 -
 7. LOAD HANDLING SYSTEM

7. LOAD HANDLING SYSTEM

The load handling system is operated by hydraulic cylinders and is used to dig, load and unload, and
transport loads. The linkage employed for the loading system is a Z-shaped type which is simpler in design
and produces more powerful bucket break-out force than the duplex or other types.

BUCKET CYLINDER

BUCKET LEVELER

BELLCRANK

BOOM CYLINDER

BOOM

BUCKET

Fig. 7.1 Load Handling System

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7. LOAD HANDLING SYSTEM

7.1 BOOM, BELLCRANK AND BUCKET

Linkage Z-shape
Bucket shape DEB Type 1
Bucket capacity
Heaped 2.0 m3 [2.4 yd3]
Bucket leveler Provided (non-contact type)
Boom kickout Not provided
Weight
Boom 793 kg [1749 lbs]
Bellcrank 126 kg [278 lbs]
Push rod 47 kg [104 lbs]
Bucket (with double edge) 834 kg [1839 lbs]

7.1.1 GENERAL DESCRIPTION

The load handling system consists of booms, bellcrank, push rod, bucket, bucket cylinder, boom cylinders,
and pins. The bucket leveler and boom kickout helps provide efficient load handling operation. All connecting
pins of the load handling system have dust seals to prevent the entrance of water, mud or dust into the system.
The three connecting pins of the bucket are provided with “O”-rings. All the connecting pins are secured
with lock bolts.

(The names of the parts in Fig. 7.2)

1. BUCKET CYLINDER 6. FRONT FRAME 11. BUSHING
2. BELLCRANK 7. SPACER 12. DUST SEAL
3. PUSH ROD 8. BOOM CYLINDER 13. “O”-RING
4. BOOM 9. PIN 14. LOCK BOLT
5. BUCKET 10. GREASE FITTING

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 7. LOAD HANDLING SYSTEM

Detail of typical pin (Pins on bucket)

Note: All pins, bushings, and bosses: Grease (Apply before installing pins)
Dust seal must be installed with lip facing outward.

Fig. 7.2 Boom, Bellcrank and Bucket (1)

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7. LOAD HANDLING SYSTEM

Procedure for mounting the bucket stopper

DUMP STOPPER

A
70 mm [2.76 in.]

Details of Z area

B C
ROLL-BUCK STOPPER
38 mm 485 mm
[1.5 in.] [19.1 in.]

Note: Extend the bucket cylinder fully and retract it by 3 mm or 0.118 in. After that weld the stopper.

Procedure for mounting pins related to the bucket

Before assembling the bucket and boom with two pins,

and bucket and push rod, set the “O”-rings as shown in
Fig. 7.3.
After assembling the bucket, boom and push rod, apply
grease to all peripheries of the areas indicated with a
mark * and insert “O”-rings in the grooves.

Fig. 7.3 Boom, Bellcrank and Bucket (2)

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 7. LOAD HANDLING SYSTEM

7.1.2 BUCKET
The general-purpose bucket with a bolt-on reversible cutting edge (DEB) is standard. The light-material
bucket with welded cutting edge (Type 1) and the general-purpose bucket with bolt-on teeth (Type 3) are
optionally available.
The bucket should be selected with due care, considering the condition of job sites, the nature of loads to
be handled, and the operating conditions. A wrong bucket will cause an inefficient operation and may cause
the malfunction of the load handling system as well.

(General-purpose bucket with reversible cutting edge, DEB)

Note: 1070 N-m {109 kgf-m}

[788 lbf-ft]

(Type 3 Bucket, B3)

(Type

Note: 1070 N-m {109 kgf-m}

[788 lbf-ft]
Z

Fig. 7.4 Bucket

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7. LOAD HANDLING SYSTEM

7.1.3 BUCKET LEVELER

With the control lever put in Roll-back after damping the bucket, the bucket leveler automatically returns
the control lever to neutral when the bucket is put in horizontal position.

Operation
As the bucket is rolled back, the bucket cylinder piston rod extends enough to let the leveler bar leave
the sensing surface of the proximity switch (thus opening the electric circuit).
The proximity switch is connected to the solenoid detent coil of the control valve bucket section. The
solenoid detent is thus released to let the control lever return to neutral, stopping the rolling back operation
of the bucket.
Note: The bucket roll back position of the control lever is a solenoid detent mechanism. When the bucket
is rolled back beyond the horizontal line, the electric current stops flowing to the solenoid detent coil
so that the control lever detent mechanism won’t work.

1. BUCKET CYLINDER
2. LEVELER BAR
3. BRACKET
4. PROXIMITY SWITCH
5. CONTROL VALVE
6. WIRING
7. BRACKET

Fig. 7.5 Bucket Leveler

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 7. LOAD HANDLING SYSTEM

7.1.4 BOOM KICKOUT (OPTION)

The boom kickout device stops the booms at a preset height during the lifting phase. With the control
lever in the RAISE position, the boom kickout device automatically returns the control lever into neutral
when the booms are raised to a preset height, thus stopping the lifting operation of the booms.

Operation
When the booms are raised to a preset boom kick out height, the level plate on the boom leaves the
sensing surface of the proximity switch (thus opening the electric circuit).
The proximity switch is connected to the solenoid detent coil of the control valve bucket section. The
solenoid detent is thus released to let the control lever return to neutral, stopping the rolling back operation
of the bucket.
Note: The control valve of the loader equipped with the boom kickout is different from that of the standard
loader.

1. PROXIMITY SWITCH 4. LEVEL PLATE 7. BOOM

2. BRACKET 5. WIRING 8. FRONT FRAME
3. TAPPED PLATE 6. CONTROL VALVE

Fig. 7.6 Boom Kickout

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7. LOAD HANDLING SYSTEM

7.2 CYLINDER

Boom Cylinder
Type Double-acting piston
Q’ty 2
Cylinder bore 120 mm [4.72 in.]
Cylinder rod outer diameter 65 mm [2.56 in.]
Cylinder stroke 665 mm [26.18 in.]
Weight (per cylinder) 81 kg [179 lbs]
Bucket Cylinder
Type Double-acting piston
Q’ty 1
Cylinder bore 150 mm [5.91 in.]
Cylinder rod outer diameter 85 mm [3.35 in.]
Cylinder stroke 431 mm [16.97 in.]
Weight (per cylinder) 123 kg [271 lbs]

7.2.1 BOOM CYLINDER

The two boom cylinders are of the double-acting piston type. When the boom cylinders are extended or
retracted, the booms are raised or lowered respectively. The boom cylinder consists of a cylinder tube,
cylinder head, piston rod, and packings.

7.2.2 BUCKET CYLINDER

The bucket cylinder is a double-acting piston type. As the bucket cylinder is extended or retracted, the
bucket is dumped or rolled back through the bellcrank and push rod mechanism. The bucket cylinder consists
of the cylinder tube, cylinder head, piston rod, piston and packings.

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 7. LOAD HANDLING SYSTEM

Detail of inside

Note: 1060 N-m {108 kgf-m} [781 lbf-ft], Threaded area: Three Bond #1901
2390 N-m {244 kgf-m} [1765 lbf-ft]
56.9 N-m {5.8 kgf-m} [42.0 lbf-ft] (After tightening, calk 2 parts.)
128 N-m {13.1 kgf-m} [94.8 lbf-ft]
17.2 N-m {1.75 kgf-m} [12.7 lbf-ft]

1. CYLINDER HEAD 7. “U”-RING 13. NUT

2. “O”-RING 8. PISTON ROD 14. SET SCREW
3. BACK-UP RING 9. CYLINDER TUBE 15. STEEL BALL
4. “O”-RING 10. SLIDE RING 16. PIN BUSHING
5. WIPER RING 11. SEAL RING/“O”-RING 17. WIPER RING
6. BUSHING 12. PISTON 18. PIPE

Fig. 7.7 Boom Cylinder

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7. LOAD HANDLING SYSTEM

Detail of inside

Note: 442 N-m {45.1 kgf-m} [326 lbf-ft]

4460 N-m {455 kgf-m} [3291 lbf-ft]
56.9 N-m {5.8 kgf-m} [42.0 lbf-ft] (After tightening, calk 2 parts.)
118 N-m {12.8 kgf-m} [92.6 lbf-ft]
Pressure check port (PT1/8)
39.8 ± 7.5 N-m {4.06 ± 0.76 kgf-m} [29.4 ± 5.53 lbf-ft]

1. CYLINDER HEAD 7. PISTON ROD 13. SET SCREW

2. BACK-UP RING 8. CYLINDER TUBE 14. STEEL BALL
3. “O”-RING 9. SLIDE RING 15. PIN BUSHING
4. WIPER RING 10. SEAL RING/“O”-RING 16. WIPER RING
5. BUSHING 11. PISTON 17. PIPE
6. “U”-RING 12. NUT

Fig. 7.8 Bucket Cylinder

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 7. LOAD HANDLING SYSTEM

7.3 ANTI-PITCHING SYSTEM (APS) [OPTION]

When traveling at high speed on bad roads, pitching or bouncing might occur and usually there is need to
slow down.
The APS suppresses pitching and bouncing of the loader body to make it possible to travel in a safe and
stable manner.

(TAIL SIDE)

(ROD SIDE)

TRAVELING
DAMPER VALVE

ACCUMULATOR

CONTROL VALVE

Fig. 7.9 Anti-pitching System (APS)

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7. LOAD HANDLING SYSTEM

1. General description
The APS consists basically of an accumulator which is connected to the tail side of the boom cylinders
with hydraulic piping, and a solenoid valve which is located at the piping to control the oil passage.
The APS is activated by turning the APS switch ON and deactivated by turning the APS switch OFF.
When the APS is activated, the gas filled in the accumulator works as a spring to allow the load handling
system and the loader body to move independently. This relative motion of the loader body and the load
handling system dissipates vibration energy to suppress pitching or bouncing of the loader body, making it
possible to travel in a stable manner on bad roads.
The electric and hydraulic circuits of this mechanism consist principally of the boom cylinders, accumulator,
traveling damper valve, APS switch, controller (ATC unit), and traveling speed sensor.

2. Operation
When the APS switch is turned ON, the traveling speed sensor and controller function and the monitor
lamp comes on.
When the traveling speed exceeds 7 km/h [4.3 mph], the solenoid valve inside the traveling damper
valve is switched by the signal from the controller, to complete the circuit between the tail side of the
boom cylinder and the accumulator, thus activating the APS.
If the traveling speed drops below 5 km/h [3.1 mph] while the APS is in operation, APS will be deactivated.
While the APS switch is in OFF, the APS is in deactivated state.

TRAVELING
SPEED SENSOR

(APS
CONTROLLER)

Fig. 7.10 APS Electric Circuit

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 7. LOAD HANDLING SYSTEM

ACCUMULATOR

TRAVELING
DAMPER VALVE

BOOM CYLINDER

BUCKET CYLINDER

MAIN VALVE

MONITOR APS SWITCH MAIN

PUMP

OIL TANK
CONTROLLER
(ATC UNIT)

TRAVELING
SPEED SENSOR

Fig. 7.11 APS Hydraulic Circuit and Electric Unit

7.11
3. Accumulator

Gas capacity: 4 liters [244 in.3]

Gas charge pressure: 2.0 ±0.1 MPa {20 ±1.0 kgf/cm2} [290.1 ±14.5 psi] at 20 ±5°C [68 ±9°F].

Fig. 7.12 Accumulator

Caution to be taken when servicing accumulator and piping

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

4. Traveling damper valve

Traveling

MAIN SPOOL

ORIFICE

FLOW CONTROL SPOOL

SOLENOID VALVE

CHARGE REDUCING VALVE

SELECTION
SPOOL

Section C-C Circuit diagram

Note: D: 29 ±1.0 N-m {3.0 ±0.1 kgf-m} [21.7 ±0.7 lbf-ft]

E: 13 ±0.6 N-m {1.3 ±0.06 kgf-m} [9.4 ±0.4 lbf-ft]
F: 6.9 ±0.6 N-m {0.70 ±0.06 kgf-m} [5.1 ±0.4 lbf-ft]

Fig. 7.13 Traveling Damper Valve (1)

[Removing pressure]
Loosen the lock nut (E) and then loosen the poppet (F) to release the pressure.
Do not plug (D) as much as possible to prevent damage to the “O”-ring. If the plug (D) was loosened,
replace the “O”-ring with a new one.

[Installing]
Tighten the plug (D) to the specified torque.
Tighten the poppet (F) to the specified torque to seat it to the valve housing securely.
Tighten the lock nut (E) to secure the poppet (F).

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 7. LOAD HANDLING SYSTEM

Section B-B

Section A-A

1. HOUSING 10. PLUG 19. SPACER

2. SPOOL 11. ADJUSTER 20. “O”-RING
3. SPRING 12. “O”-RING 21. BACK-UP RING
4. PLUG 13. PLUNGER 22. SPRING
5. “O”-RING 14. SPRING 23. POPPET
6. “O”-RING 15. SPOOL SEAT 24. PLUG
7. CAP 16. SPOOL 25. SPOOL
8. SOCKET HEAD BOLT 17. PLUG 26. SPRING
9. SOLENOID VALVE 18. VALVE 27. PLUG

Fig. 7.14 Traveling Damper Valve (2)

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7. LOAD HANDLING SYSTEM

NOTE

- 156 -
 8. ELECTRIC SYSTEM

8. ELECTRIC SYSTEM
8.1 LIGHTING EQUIPMENT
Name Specification Q’ty Remarks

Head lights 24 V 75/70 W 2 Halogen

Width lamps 24 V 5 W
2 Front combination lamp
Turn signals (front) 24 V 25 W
Brake lamps
24 V 25/10 W
Tail lamps
2 Rear combination lamp
Back-up lamps 24 V 12 W
Turn signals (rear) 24 V 25W
Licence number plate
24 V 12 W 1
lamp
Rear work lights 24 V 40 W 2

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8. ELECTRIC SYSTEM

8.2 METERS AND SWITCHES

8.2.1 MONIT
MONITOR OR LAMPS (CLUSTER GAUGE UNIT)
The operating status monitor system monitors the loader operating status by means of the sensors and
switches installed on the loader and displays the information on the cluster gauge unit in the operator’s
compartment to inform the operator of the current operating status of the loader.
The cluster gauge unit consists of meters including the speedometer, monitor lamps (warning lamps)
which indicate whether or not each system is operating properly, and indicator lamps.

FM : FUEL METER
WTM : ENGINE WATER TEMPERATURE GAUGE
OTM : TRANSMISSION OIL TEMPERATURE GAUGE
EHM : ENGINE HOUR METER
SM : SPEEDOMETER
(Circuit diagram)
L1 - L13 : MONITOR LAMPS
L14 - L18 : INSTRUMENT LAMPS

Fig. 8.1 Cluster Gauge Unit (1)

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 8. ELECTRIC SYSTEM

CONN. No. Connected to CONN. No. Connected to

1 Turn signal (R) 15 Charge
2 High beam CN1 16 (Air cleaner)
3 Turn signal (L) 17 Parking brake
4 Water temperature sensor 18 Work light
5 Engine oil pressure 19 Instrument lamp
6 Power source 20 Power source
7 Brake oil pressure 21 (Emergency steering)
CN1
8 Fuel sensor CN2 22 Oil temperature sensor
9 Speed sensor 23 OPT-1
10 (Not connected) 24 CN1-3
11 (Not connected) 25 Transmission cut-off
12 (Not connected) 26 Brake oil level
13 Ground 27 Hour meter GND
CN3
14 CN1-3 28 Hour meter power source

Fig. 8.2 Cluster Gauge Unit (2)

1. Meters
Engine water Transmission oil
Meter temperature gauge temperature gauge Fuel meter
67°C
153°
F 135°C 150°C
50°C 102°C 275°F 50°C 120°C 302°F
122°F 216°F 122°F 248°F

Scale

Measurement point 67°C[153°F] 102°C[216°F] 50°C[122°F] 120°C[248°F] E F

Standard resistance value 49.8 Ω 16.8 Ω 91.7 Ω 10.4 Ω 80 Ω 10 Ω

Sensor Application Specification Location

Fuel level Fuel meter Float E 1/2 F Inside fuel tank
sender unit Resistance Ω 80 32 10
Thermosensor Engine water temperature gauge Temperature Upper front of engine
°C [°F] 50 [122] 80 [176] 120 [248] (cooling fan side)

Thermosensor Transmission oil temperature gauge Resistance Ω 80 30 10 Torque converter

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8. ELECTRIC SYSTEM

2. Monitor Lamps (W arning lamps)

(Warning
The loader is provided with a total of 7 monitor lamps: 4 warning lamps (Nos. 1, 2, 3 and 7) and 3
indicator lamps (Nos. 4,5 and 6).
The 3 warning lamps come on when the starter switch is turned to the ON position. If any warning lamp
doesn’t come on, it is suspected that the bulb is blown out.

No. Name Description (when it comes on)

1 Engine oil pressure Oil pressure below specified value or oil filter clogged

2 Brake oil pressure Oil pressure below specified value

3 Battery voltage Battery undercharged

4 Parking brake Parking brake applied

5 Work light Light is on

6 Travel mode check Travel mode is ON

7 Brake oil level Level is below specified

8 APS (option) APS in operation

Name Application Specifications Location

Operating pressure:
Oil pressure switch Right side of engine
29 kPa {0.3 kgf/cm2} [4.3 psi]
Engine oil pressure
Turns on when differential pressure is Right side of engine
Clogged filter switch
137 kPa {1.4 kgf/cm2} [19.9 psi] Oil filter

OFF: 1.47 MPa {15 kgf/cm2} [213 psi]

Accumulator piping for
Pressure switch Brake oil pressure ON: 1.18 MPa {12 kgf/cm2} [171 psi]
service brake
(Turns ON at atmospheric pressure)

OFF: 1.18 MPa {12 kgf/cm2} [171 psi]

Pressure switch
Parking brake ON: 0.78 MPa {8 kgf/cm2} [114 psi] Transmission disk brake
(parking brake switch)
(Turns ON at atmospheric pressure)

Incorporated in brake oil

Level switch Brake oil level Turns on below operating level
tank

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 8. ELECTRIC SYSTEM

8.2.2 LIGHTING SWITCH

Fig. 8.3 Lighting Switch

8.2.3 TURN SIGNAL SWITCH

(Turn signal switch connection table)

Connected Flasher
to unit Left Right

Terminal No.

Automatically returns

(Dimmer switch connection table)

Connected
to
Terminal No.

Fig. 8.4 Turn Signal Switch

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8. ELECTRIC SYSTEM

8.3 RELAY MOUNTING LOCA

RELAY TION
LOCATION

RELAY BOX

View looking from A R1: NEUTRAL RELAY

R2: ENGINE STOP RELAY
R3: PARKING RELAY 1
W1 R4: PARKING RELAY 2
R5: TRANSMISSION CUT-OFF RELAY
R6: DSS RELAY 1
R5 R4 R3 R2 R1 R7: DSS RELAY 2
R8: HORN RELAY
R9: BACK-UP LAMP RELAY
R9 R8 R7 R6 W1: FRONT WORKING LAMP RELAY

RELAY ARRANGEMENT

Fig. 8.5 Relay Mounting Location

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 8. ELECTRIC SYSTEM

8.4 ELECTRIC CIRCUIT DIAGRAM

Note: W ire colors:
Wire
The wires are classified by color. The first symbol shows the insulation color and the 2nd the marking
color.
B Black W White

R Red G Green

Y Yellow Br Brown

L Blue Lg Light Green

P Pink O Orange
Example: Yellow coating with a blue Example: White coating without marking
Gr Gray

(Wire diameter)

40 mm2 [0.0620 in.2]

5.0 mm2 [0.0077 in.2]
1.25 mm2 [0.0019 in.2]

A: indicates the wire number and color

B: indicates the consumption power (electric current)

Before trying to work on the electric system, be sure to disconnect the battery connectors. When
disconnecting the battery connectors, first disconnect the negative side (-) terminal before removing
the other terminal.

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8. ELECTRIC SYSTEM

(Empty page)

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 8. ELECTRIC SYSTEM
Fig. 8.6 Electric Circuit Diagram
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8. ELECTRIC SYSTEM
Fig. 8.7 Electric Circuit Diagram (ATM specification) [Option]
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 9. AIR CONDITIONER

9. AIR CONDITIONER (OPTION)

Model F40AC
Heater
Heat dissipation 5.9 kW {5100 kcal/h}
Blast volume 450 m3/h [15879 ft3/h]
Power consumption 215 W

Cooler
Cooling capacity 4.7 kW {4000 kcal/h}
Circulation air volume 550 m3/h [19423 ft3/h]
Power consumption 255 W
Compressor
Model 10PA15C with magnet clutch
Discharge 155.3 cm3/ rev [10.2 in.3/rev]

2
1
3

1. AIR CONDITIONER UNIT

ASSEMBLY
2. DEFROSTER
3. DEFROSTER HOSE
4. GRILLE

Fig. 9.1 Air Conditioner Assembly (installed inside the cockpit)

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9. AIR CONDITIONER

9.1 GENERAL DESCRIPTION

9.1.1 OPERATING PRINCIPLE
OPERATING

CONDENSER
RADIATOR

RE- COM-
CEIVER PRES-
TANK SOR
EXPANSION
PLUG

BLOWER
MOTOR FAN
INSIDE
AIR
HEATER CORE
EVAPORATOR

FILTER

to the foot ware

OUTSIDE to the operator

AIR
FILTER to front windshield
(defroster)

ENGINE COOLING WATER

REFRIGERANT (GAS)

REFRIGERANT (LIQUID)

Fig. 9.2 Operating Principle

1. Functional components
(1) Compressor
The compressor re-circulates the refrigerant in the cooling cycle for repeated use and compresses the
refrigerant to facilitate liquefaction.

(2) Condenser
The condenser converts the high-temperature, high-pressure gaseous refrigerant which has been compressed
by the compressor, into liquid refrigerant through heat exchange with the open air, using the cooling fan.

(3) Receiver tank

The receiver tank temporarily stores the refrigerant liquefied by the condenser in it.

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 9. AIR CONDITIONER

(4) Expansion plug

The expansion plug injects the high-temperature, high-pressure liquid refrigerant sent from the receiver
tank, through small holes to expand it rapidly and make into low-temperature, low-pressure, misty refrigerant.
In addition, the expansion plug also adjusts the quantity of the refrigerant to be supplied to the evaporator
according to the cooling load.

(5) Evaporator
The evaporator exchanges heat between the misty refrigerant and the air inside the operator’s compartment.
The misty refrigerant thus vaporizes to cool the air in the operator’s compartment.

(6) Heater core

The heater core exchanges heat between heated engine cooling water and the air inside the operator’s
compartment to heat the air inside the operator’s compartment.

2. Heating cycle
The heating cycle is achieved by using the engine cooling water.
High-temperature cooling water is passed into the heater core and hot air is blown out by the fan.

3. Cooling cycle
The cooling cycle is achieved as follows: The refrigerant (CFC) is recirculated in the cycle to transfer the
heat from the low-heat source (the air inside the operator’s compartment) to the high-heat source (open air).
This method is called the vapor refrigerating system.

Flow of the refrigerant

The refrigerant (gas) evaporated by the evaporator is sucked into the compressor where it is compressed
into a high-temperature, high-pressure gas.
The gaseous refrigerant discharged from the compressor flows into the condenser where it is cooled
forcefully and liquefied by the condenser.
The liquid refrigerant then enters the receiver tank where it is cleared of water content and dust before
being sent to the expansion plug.
The high-pressure liquid refrigerant is injected through the small holes of the expansion plug so that it
expands rapidly to become low-temperature, low-pressure, misty refrigerant before flowing into the
evaporator.
The misty refrigerant deprives the surface of the evaporator pipe of heat to evaporate. At this time, as the
air is supplied by the fan, the air is deprived of heat and blown out as cool air. Since the air is cooled
rapidly, the water content in the air is condensed to dehumidify the air inside the operator’s compartment.
The refrigerant leaving the evaporator changes into the gas and sucked into the compressor.

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9. AIR CONDITIONER

9.1.2 AIR CONDITIONER UNIT

The air conditioner unit consists of the evaporator, heat core, expansion plug, blower motor, and fan.

A. from RECEIVER TANK 1. HEATER CORE

B. to COMPRESSOR 2. EVAPORATOR
C. ENGINE COOLING WATER INLET 3. EXPANSION PLUG
D. ENGINE COOLING WATER OUTLET 4. WATER VALVE
5. BLOWER MOTOR, FAN

Fig. 9.3 Air Conditioner Unit

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 9. AIR CONDITIONER

9.1.3 COMPRESSOR

1. MAGNET CLUTCH
ASSEMBLY
2. COMPRESSOR
ASSEMBLY
3. MAGNET CLUTCH
LEAD WIRE

Fig. 9.4 Compressor

Note: 7.8 to 11.8 N-m {0.8 to 1.2 kgf-m} [5.8 to 8.7 lbf-ft]
20.6 to 30.4 N-m {2.1 to 3.1 kgf-m} [15.2 to 22.4 lbf-ft]

Fig. 9.5 Compressor Installation

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9. AIR CONDITIONER

9.1.4 RECEIVER T ANK

TANK
The receiver tank has a strainer and desiccant inside
it, to remove dust and water content from the refrigerant
during cooling cycle.
PRESSURE
The fuse bolt consists of a bolt with a hole at its center SIGHT GLASS SWITCH
and a special type of solder filled in the hole, and acts as
a fuse for the electric circuit. If the condenser fails to
disperse heat for any reason, the solder will melt in the
fuse bolt to discharge the refrigerant into the atmosphere.
The sight glass is used to check the status of the
refrigerant.

Fig. 9.6 Sight Glass and Pressure Switch

View looking from A

1. REFRIGERANT INLET
2. REFRIGERANT OUTLET

Fig. 9.7 Receiver Tank

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 9. AIR CONDITIONER

9.1.5 CONDENSER

A. from COMPRESSOR
B. to RECEIVER TANK

Fig. 9.8 Condenser

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 9.1.6 AIR CONDITIONER PIPING
2
Note: 3.9 to 6.9 N-m {0.4 to 0.7 kgf-m} [2.9 to 5.1 lbf-ft]
7.8 to 11.8 N-m {0.8 to 1.2 kgf-m} [5.8 to 8.7 lbf-ft]
9. AIR CONDITIONER

1. AIR CONDITIONER UNIT

2. COMPRESSOR
3. CONDENSER
4. RECEIVER TANK

to ENGINE

1
1

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2
3
Engine cooling water
4
Refrigerant

Tightening torque for hose nuts

M16 x 1.5: 11.8 to 14.7 N-m {1.2 to 1.5 kgf-m} [8.7 to 10.8 lbf-ft]
M22 x 1.5: 19.6 to 24.5 N-m {2.0 to 2.5 kgf-m} [14.5 to 18.1 lbf-ft]
M24 x 1.5: 29.4 to 34.3 N-m {3.0 to 3.5 kgf-m} [21.7 to 25.3 lbf-ft]

Fig. 9.9 Air Conditioner Piping

Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-298-31-1162

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