Ex 40 Troubleshooting

SECTION 4
OPERATIONAL PERFORMANCE TEST
CONTENTS
Group 1 Introduction Group 5 Component Test
Operational Performance Test.................... T4-1-1 Primary Pilot Pressure ..................................T4-5-1
Preparation for Performance Tests ............. T4-1-2 Secondary Pilot Pressure .............................T4-5-2
Main Relief Valve Set Pressure ....................T4-5-3
Group 2 Standard
Overload Relief Valve Set Pressure .............T4-5-6
Operational Performance Standard.............. T4-2-1
Swing Motor Drainage ..................................T4-5-8
Main Pump P-Q Diagram ............................. T4-2-5
Travel Motor Drainage ................................T4-5-10
Group 3 Engine Test Revolution Sensing Valve
Engine Speed ............................................... T4-3-1 Output Pressure ........................................T4-5-12
Engine Compression Pressure..................... T4-3-2 Pump Delivery Pressure .............................T4-5-14
Valve Clearance ........................................... T4-3-4 Pump Driving Torque ..................................T4-5-16
Nozzle Check ............................................... T4-3-6 Auxiliary Flow Selector Valve
Injection Timing............................................. T4-3-8 Pressure (Optional) ...................................T4-5-17
Group 4 Excavator Test Group 6 Adjustment

Travel Speed................................................. T4-4-1 Governor Adjustment ....................................T4-6-1
Track Revolution Speed ............................... T4-4-2
Mistrack Check ............................................. T4-4-3
Travel Motor Leakage................................... T4-4-4
Swing Speed................................................. T4-4-5
Swing Function Drift Check .......................... T4-4-6
Swing Motor Leakage................................... T4-4-7
Maximum Swingable Slant Angle ................. T4-4-8
Swing Bearing Play ...................................... T4-4-9
Hydraulic Cylinder Cycle Time ................... T4-4-10
Dig Function Drift........................................ T4-4-12
Control Lever Operating Force................... T4-4-13
Control Lever Stroke................................... T4-4-14
Combined Boom Raise/Swing
Function Check......................................... T4-4-15
1M9T-4-1
(Blank)
1M9T-4-2
OPERATIONAL PERFORMANCE TEST / Introduction
OPERATIONAL PERFORMANCE TEST
Use operational performance test procedure to quan-
titatively check all system and functions on the ma-
chine.
Purpose of Performance Tests Definition of “Allowable Limit”

1. To comprehensively evaluate each operational 1. Normal machine performance cannot be accom-
function by comparing the performance test data plished after exceeding this limit.
with the standard values.
2. According to the evaluation results, repair, adjust, 2. Repair or adjustment is impossible after exceed-
or replace parts or components as necessary to ing this limit.
restore the machine’s performance to the desired
standard. 3. Therefore, in consideration of operation efficiency
3. To economically operate the machine under op- and maintenance expense, proper maintenance
timal conditions. shall be carried out before reaching the “Allow-
able Limit”.
Kinds of Tests
1. Base machine performance test is to check the
operational performance of each system such as
engine, travel, swing, and hydraulic cylinders.
2. Hydraulic component unit test is to check the op-
erational performance of each component such
as hydraulic pump, motor, and various kinds of
valves.
Performance Standards
“Performance Standard” is shown in tables to evalu-
ate the performance test data.
Precautions for Evaluation of Test Data

1. To evaluate not only that the test data are correct,
but also in what range the test data are.
2. Be sure to evaluate the test data based on the
machine operation hours, kinds and state of work
loads, and machine maintenance conditions.
The machine performance does not always deterio-

rate as the working hours increase. However, the
machine performance is normally considered to re-
duce in proportion to the increase of the operation
hours. Accordingly, restoring the machine perform-
ance by repair, adjustment, or replacement shall con-
sider the number of the machine’s working hours.
Definition of “Performance Standard”

1. Operation speed values and dimensions of the
new machine.
2. Operational performance of new components
adjusted to specifications. Allowable errors will be
indicated as necessary.
T4-1-1
OPERATIONAL PERFORMANCE TEST / Introduction
PREPARATION FOR PERFORMANCE
TESTS
Observe the following rules in order to carry out
performance tests accurately and safely.
THE MACHINE
1. Repair any defects and damage found, such as
oil or water leaks, loose bolts, cracks and so on,
before starting to test.
TEST AREA
1. Select a hard and flat surface.
2. Secure enough space to allow the machine to
run straight more than 20 m (65 ft 7 in), and to
make a full swing with the front attachment ex-
tended.
3. If required, rope off the test area and provide
signboards to keep unauthorized personnel
away.
PRECAUTIONS
1. Before starting to test, agree upon the signals to T105-06-01-003
be employed for communication among cowork-

ers. Once the test is started, be sure to commu-
nicate with each other using these signals, and to
follow them without fail.
2. Operate the machine carefully and always give
first priority to safety.
3. While testing, always take care to avoid acci-
dents due to landslides or contact with
high-voltage power lines. Always confirm that
there is sufficient space for full swings.
4. Avoid polluting the machine and the ground with
leaking oil. Use oil pans to catch escaping oil.
Pay special attention to this when removing hy-
draulic pipings.
MAKE PRECISE MEASUREMENT

1. Accurately calibrate test instruments in advance
to obtain correct data.
2. Carry out tests under the exact test conditions
prescribed for each test item. T505-06-01-003
3. Repeat the same test and confirm that the test

data obtained can be produced repeatedly. Use
mean values of measurements if necessary.
T4-1-2
OPERATIONAL PERFORMANCE TEST / Standard
OPERATIONAL PERFORMANCE STAN-
DARD
This Operational Performance Standard values are The value in ( ) is shown for reference only.
listed below. * The standard measurement condition is as follows;
Refer to the correspondence section in T4-3 and after Engine Speed Control Lever: Full Stroke
for the details of measurement method. Hydraulic Oil Temperature: 50±5 °C (122±9 °F)
Item ZAXIS40U-2 ZAXIS50U-2 Remarks

ENGINE SPEED min
-1
Refer to T4-3-1
Slow Idle Speed 1150±50 ←
Fast Idle Speed 2650±50 ←
Fast Idle Speed (Bucket Relief Operation) 2250±50 ←
Fast Idle Speed (Boom Relief Operation) 2250±50 ←
ENGINE COMPRESSION 3.43±0.1 (35±1, After engine warm-up
←
PRESSURE 2
MPa (kgf/cm , psi) 499±14.5) Refer to T4-3-2
With engine cold
VALVE CLEARANCE (IN, EX) mm 0.2±0.05 ←
Refer to T4-3-4
19.6∼20.6 Refer to T4-3-6
NOZZLE INJECTION
(200∼210, ←
PRESSURE 2
MPa (kgf/cm , psi)
2849∼2995)
INJECTION TIMING Refer to T4-3-8
25° ←
(Fuel Pump Mounting Standard Angle) deg.
TRAVEL SPEED sec/20 m Refer to T4-4-1

Fast Speed Mode 16.0±1.5 /
←
(Rubber Crawler/Steel Crawler) 17.2±1.5
Slow Speed Mode 25.7±1.5 /
←
TRACK REVOLUTION SPEED sec/3 rev. Refer to T4-4-2
Fast Speed Mode 11.3±1.5 /
←
Slow Speed Mode 19.6±1.5 /
←
MISTRACK Refer to T4-4-3
200 or less ←
(Fast Speed･Slow Speed) mm/20 m
TRAVEL MOTOR LEAKAGE mm/3 min 0 ← Refer to T4-4-4
SWING SPEED sec/3 rev. 19.3±1.5 ← Refer to T4-4-5
SWING FUNCTION DRIFT mm/90° 163 or less ← Refer to T4-4-6
Bucket loaded
SWING MOTOR LEAKAGE mm/5 min 0 ←
Refer to T4-4-7
MAXIMUM SWINGABLE Bucket loaded
21 or more 20 or more
SLANT ANGLE deg. Refer to T4-4-8
SWING BEARING PLAY mm 0.4 or less ← Refer to T4-4-9
T4-2-1

HYDRAULIC CYLINDER Refer to T4-4-10
CYCLE TIME sec
Boom Raise (Canopy Version) 2.0±0.3 2.2±0.3
Boom Lower (Canopy Version) 2.6±0.3 3.0±0.3
Arm Roll-In 2.6±0.5 2.7±0.5
Arm Roll-Out 2.1±0.3 2.2±0.3
Bucket Roll-In 2.3±0.3 2.6±0.3
Bucket Roll-Out 1.7±0.3 1.8±0.3
Right Boom Swing 7.0±0.5 ←
Left Boom Swing 7.0±0.5 ←
Blade Raise 2.5±0.5 2.5 ± 0.6
Blade Lower 3.1±0.5 3.1 ± 0.6
Bucket loaded
DIG FUNCTION DRIFT mm/5 min
Refer to T4-4-12
Boom Cylinder 5 or less ←
Arm Cylinder 8 or less ←
Bucket Cylinder 5 or less ←
Bucket Bottom 100 or less ←
Blade Cylinder 3 or less ←
Blade Cylinder (When jacked up) 15 or less ←
Boom Swing Cylinder 3 or less ←
CONTROL LEVER/PEDAL HITACHI Lever Pattern
OPERATING FORCE N (kgf, lbf) Refer to T4-4-13
11.0 or less
Boom Lever ←
(1.1, 2.5 or less)
11.0 or less
Arm Lever (ISO Lever Pattern: Swing) ←
(1.1, 2.5 or less)
11.0 or less
Bucket Lever ←
(1.1, 2.5 or less)
11.0 or less
Swing Lever (ISO Lever Pattern: Arm) ←
(1.1, 2.5 or less)
17.0 or less
Travel Lever ←
(1.7, 3.8 or less)
19.0 or less
Blade Lever ←
(1.9, 4.3 or less)
54.0 or less
Boom Swing Pedal ←
(5.5, 12.2 or less)
T4-2-2

HITACHI Lever
CONTROL LEVER/PEDAL STROKE
Pattern
mm (in)
Refer to T4-4-14
Boom Lever 100±10 (3.9±0.4) ←
Arm Lever (ISO Lever Pattern: Swing) 95±10 (3.7±0.4) ←
Bucket Lever 95±10 (3.7±0.4) ←
Swing Lever (ISO Lever Pattern: Arm) 100±10 (3.9±0.4) ←
Travel Lever 100±10 (3.9±0.4) ←
Blade Lever 55±10 (2.2±0.4) ←
Boom Swing Pedal 18±5 (0.7±0.2) ←
BOOM RAISE/SWING (Bucket Empty) Refer to T4-4-15
Height mm 3000 or more ←
Time sec 2.3±0.3 ←
PRIMARY PILOT 6.6±0.5 Refer to T4-5-1
←
PRESSURE 2
MPa (kgf/cm , psi) (67±5, 960±73)
SECONDARY PILOT 2.9±0.5 Refer to T4-5-2
←
PRESSURE 2
MPa (kgf/cm , psi) (30±5, 422±73)
MAIN RELIEF VALVE SET Measure at Machine
PRESSURE 2
MPa (kgf/cm , psi) Refer to T4-5-3
25.3±1.0
Main Pumps P1 (258±10, ←
3678±145)
25.5±1.0
Travel (260±10, ←
3707±145)
21.6±1.0
Swing (220±10, ←
3140±145)
OVERLOAD RELIEF VALVE SET Measure at Bench
PRESSURE 2
MPa (kgf/cm , psi) Refer to T4-5-6
26.5±1(270±10,
Boom, Arm, Bucket ←
3852±145)
SWING MOTOR DRAINAGE L/min (gal) Refer to T4-5-8
0.5 or less
at constant speed ←
(0.1 or less)
TRAVEL MOTOR DRAINAGE L/min (gal) Refer to T4-5-10
0.3 or less /
at constant speed 0.2 or less
←
(Fast/Slow) (0.08 or less /
0.05 or less)
T4-2-3

REVOLUTION SENSING VALVE OUTPUT Measure at bench
PRESSURE (Pressure PGR) Refer to T4-5-12
2
MPa (kgf/cm , psi)
Fast Idle 1.96 (20, 285) ← Reference
Slow Idle 0.49 (5.0, 71) ← Reference
PUMP DELIVERY PRESSURE Refer to T4-5-14
(Lever in Neutral) 2
MPa (kgf/cm , psi)
Fast Idle 3.1 (31.8, 451) ← Reference
Slow Idle 2.3 (23.3, 334) ← Reference
T4-2-4
MAIN PUMP P-Q DIAGRAM
• P-Q control (Torque control)
(Reference: Calculated Valve)

• Rated Pump Speed: 2500 min-1 (rpm)
• Hydraulic Oil Temperature: 50±5 °C (122±41 °F)
• Pilot Pump Pressure: 5.9 MPa (60 kgf/cm2,
858psi)
• P-Q Point • P-Q Point (Air conditioner: ON

(Air conditioner: OFF (PC Pressure = 0 MPa)) (PC pressure = 3.9 MPa (40 kgf/cm2, 567 psi))
Delivery Pressure Flow Rate Delivery Pressure Flow Rate
MPa (kgf/cm2, psi) L/min (GPM) MPa (kgf/cm2, psi) L/min (GPM)
A 1.96 (20, 285) 126 (33.2) A 1.96 (20, 285) 126 (33.2)
B 4.6 (47, 669) 125 (33) B 4.6 (47, 669) 125 (33)
C 6.67 (68, 970) [121.5] [(32)] C 6.67 (68, 970) [121.5] [(32)]
D 8.7 (88.7, 1265) 116.5 (30.7) G 15 (153, 2181) [69] [(18.2)]
E 16.67 (170, 2473) [70] [(18.5)] H 24.5 (250, 3562) [40] [(10.6)]
F 24.5 (250, 3562) 47.5 (12.5) The valve indicated in [ ] is only a reference valve.
The valve indicated in [ ] is only a reference valve.
L/min
A B
C
D
E
Flow
Rate
G
F
Delivery Pressure MPa (kgf/cm2 ) T1M9-04-02-018
T4-2-5
(Blank)
T4-2-6
OPERATIONAL PERFORMANCE TEST / Engine Test
ENGINE SPEED
Summary:
1. Be sure to check the engine speed before per-
forming all other tests, since it always affects test Engine
Control
results. Dial
Preparation:
1. Warm up the machine, until the engine coolant
temperature reaches 50 °C (122 °F) or more, and
hydraulic oil temperature is 50±5 °C (122±9 °F).
2. Move the engine control dial from slow idle to fast
idle. Confirm that the fuel injection pump governor
lever comes into contact with the slow-idle and
fast-idle stoppers.
3. Connect an engine tachometer to the fuel injection
line.
Measurement:
1. Depending upon the engine speed measured,
make measurement as per the following table.
Engine Control
Auto Idle Switch T1M9-01-02-002
Dial
Slow Idle
Slow Idle OFF Governor Lever
(No-load)
Fast Idle
Fast Idle OFF
(No-load)
2. Repeat measurement three times and calculate

the mean value.
Evaluation:
Refer to T4-2 Operational Performance Standard.
T1M9-04-02-019
Stopper
T4-3-1
ENGINE COMPRESSION PRESSURE
Summary:
1. Measure compression pressure in the cylinders to
check for a reduction in engine power.
2. Check exhaust gas color. Keep track of engine oil
consumption.
Compression
3. Check for abnormalities in the intake system, in- Gauge Kit
cluding the air cleaner.
Preparation:
1. Warm up the engine.
2. Disconnect the negative terminal at the battery,
and then remove engine stop solenoid connec-
tors.
3. Reconnect the negative terminal to battery.
4. Remove the fuel injection valve of the cylinder to
be measured, and attach a pressure gauge
(compression gauge kit for YANMAR TNV88)
NOTE: Attach the gasket to the end of the adaptor,
and tighten it firmly.
T1M9-04-02-001
4. Confirm that the batteries are charged.
Measurement:
1. Turn the starter to crank the engine. Record the
compression pressure of each cylinder.
2. Repeat measurement three times and calculate
the mean value.
Evaluation:
NOTE: Engine speed and compression pressure.
Compression Compression
Pressure 3 Pressure
2
(kgf/cm ) (MPa)
-1 T1M9-04-02-020
Engine Speed min (rpm)
T4-3-2
(Blank)
T4-3-3
VALVE CLEARANCE
Flywheel Side
Summary:
1. Perform the measurement when the engine is
cold. Mark-0
2. Before removing the head cover, clean the area
around the head cover to prevent the entry of dust
into the engine. Crank
Pulley
Preparation:
1. Remove the head cover.
2. Locate the top dead center (TDC) in the com-
pression stroke of piston No.1 (on the flywheel T1M9-04-02-002
side). Mark Groove
Turn the crank pulley counterclockwise viewed
from the flywheel, and have the “mark groove”
coincide with the “Mark-0” of the timing gear case
cover. At this time, if both of the locker arms of the
inlet and exhaust valves for cylinder No. 1 have
play when operated manually, TDC for cylinder No.
1 is properly located.
If not, turn the crank pulley 360 degrees, and
check one more time.
NOTE: For turning the crank pulley, remove the fan

guard, and turn the fan with one hand while
holding the fan belt with the other. If the fuel
injection valve of each cylinder is removed
in advance, the crank pulley can be easily
rotated with no compressive force.
IMPORTANT: In case no play is felt for both of the

locker arms of the inlet and exhaust
valves for cylinder No. 1 even after
turning the pulley 4 times, abnormal
wear of the valve seats is suspected,
and disassembled examination is
necessary.
T4-3-4
Measurement: Rocker Arm Adjust Screw
1. Measure the valve clearance between the rocker
arm and valve.
2. Measure the clearances of valves marked ({) in
the table below. Lock Nut
Cylinder No. 1 2 3 4
Valve I E I E I E I E
Cylinder No.1 at top dead center { { { {
Cylinder No.1 at overlap × × × × T1M9-04-02-003
3. Turn flywheel 360°, then measure the valve clear-

ances marked (×) in the above table.
Evaluation:
Normal Abnormal
Adjustment T1M9-04-02-004
1. Loosen the lock nut and the adjusting screw of the

locker arm.
2. Confirm that the valve cap has no tilting, dust in-
gress, or wear.
3. Insert a thickness gauge of 0.2 mm between the
locker arm and the valve head, and tighten the
lock nut after adjusting the valve clearance.
IMPORTANT: The valve clearances marked with {

are adjustable when piston No. 1 is
at TDC, and those marked with ¯ are T1M9-04-02-005
adjustable when Piston No. 4 is at

TDC.
In case no play is felt for the locker
arm to have play, abnormal wear of
the valve seat is suspected, and
disassembled examination is nec-
essary.
T4-3-5
NOZZLE CHECK
Summary:
1. Check the injection pressure and the spray pat-
tern with a nozzle tester.
2. Before starting work, clean the fuel injector
mounting area to avoid contamination in the en-
gine.
Preparation:
1. Remove all fuel injector and fuel injection pipings
from the engine.
2. Attach a fuel injector to nozzle tester.
Fuel Injector
Measurement:
CAUTION: Never touch spray directly. The
fuel spray from the nozzle may penetrate the
skin, resulting in serious injury. If fuel pene- T1M9-04-02-007
trates into the blood stream, it may cause

blood toxication.
1. Injection pressure
After attaching the fuel injector to nozzle tester,
Fuel Injector
strongly make several strokes of the tester to in-
ject fuel. Then, while operating the tester at ap- Over Flow Pipe
prox. 60 time strokes a minute, measure the fuel
injection pressure.
Use shims in the fuel injector to adjust the pres-
sure. Nozzle Holder
NOTE: If the shim is thickened by 0.1 mm, pres-

sure rises by about 1.9 MPa (19 kgf/cm2).
2. Spray pattern Shim

For this test, turn the pressure tester knob to by-
pass the pressure gauge. Attach the fuel injector
to the nozzle tester. Strongly make several strokes
of the tester and check the fuel spray pattern.
NOTE: Use clean diesel oil.
3. Oil tight condition

Keep the pressure slightly below the injection
pressure. Check for fuel leak from around the
nozzle tip.
T1M9-04-02-008
T4-3-6
Evaluation:
1. Standard Injection Pressure:
2. During Spray Injection
2-1. After injecting spray two to three times, gradu-
ally raise pressure, and halt it at slightly lower
than 2 MPa (20 kgf/cm2), and confirm that there
is no fuel drop coming out of the nozzle end.
2-2. During injection with a nozzle tester, in case an
extremely large amount of fuel leakage takes
place out of the overflow connector, confirm by
tightening it again. In case the situation is not (Normal) T1M9-04-02-009
bettered, replace the nozzle assembly.

2-3. Operate the nozzle tester lever at the speed of
one or two strokes a second, and confirm that
no abnormal spray takes place.
2-4. In case spray conditions shown below cannot be
obtained, make readjustment or replacement of
the parts.
-Spray spread angles are similar. (θ)
-Spray direction angles are similar. (α)
-The whole spray is like fine mist. (Abnormal)
T1M9-04-02-010
-Injection ends with no dripping.
T4-3-7
INJECTION TIMING
Preparation Fuel Pump
IMPORTANT: Measurement of injection timing is

impossible in the case of an engine Fuel Pump Drive Gear
provided with the MP type fuel injec-
tion pump.
Therefore, be sure to assemble the
injection pump fully carefully in ac-
cordance with the descriptions given
in the engine maintenance manual. Flange Bolt
(Do not
disassemble)
Adjustment
Explanation is made here about the procedure for
replacing, mounting, or dismounting of the fuel injec- Drive Gear Fixing Bolt
tion pump. Crank gear
Idle Gear
T1M9-04-02-013
CAUTION: When dismounting the fuel pump,
be sure not to loosen the four screws fixing
the pump flange and the fuel pump driving
gear. If they are loosened, adjustment of the
injection timing becomes very difficult.
1. Before dismounting the fuel pump, put mating

marks with a white felt pen on the respective
contacting part of the fuel pump driving gear and
the idle gear.
T4-3-8
2. Before dismounting the fuel pump, adhere to the Center Line 1° 1°
gear case a injection angle adjustment sticker with
its center line coinciding with the mark-off line on
the fuel pump side.
3. Dismount the fuel pump, and read the injection
angle marked on the fuel pump.
4. Read the injection angle marked on the fuel pump
to be mounted, and figure out the difference from
that of the dismounted fuel pump. 0.5°
(Injection Angle Adjustment Sticker) T1M9-04-02-014
NOTE: In case the same fuel pump is mounted

again, the angle difference is zero.
Injection angle difference (cam angle) =
(injection angle of the mounted fuel pump) - Sticker
(injection angle of the dismounted fuel
pump)
IMPORTANT: In case the injection angle of the fuel

pump is difficult to read, consult the
engine manufacturer for it by giving
information on the fuel pump model
and serial number.
Fuel Pump Gear Case
5. Attach the fuel pump temporarily to the gear case.
Have the mating marks put in advance during Mark-off Line
T1M9-04-02-015
disassembling coincide with each other, mount the

driving gear to the camshaft, and tighten the nut.
Tightening torque of fuel pump driving gear nut:
78 to 88 N⋅m (8 to 9 kgf⋅m, 564 to 637 lbf⋅ft) Mark-off Line Adjustment Sticker
6. Read the injection angle difference figured out in
procedure 5 with the adjustment sticker measure
(minimum 0.5 degrees, cam angle), and adjust the
mounting angle of the fuel pump.
Center
Line
NOTE: For the injection angle difference of +1 de-
gree, turn the fuel pump 1 degree outward
in relation to the cylinder block, and for – 1 In case of +1° In case of +0.25°
degree, turn the fuel pump 1 degree toward
the cylinder block. (Adjustment of Injection Angle) T1M9-04-02-016
7. Tighten the nut for attaching the fuel pump.
T4-3-9
NOTE: The standard mounting angle for the fuel

pump is 25 degrees.
Cylinder
Block Side
(Fuel Pump Fixing Angle) T1M9-04-02-017
NOTE: For advancing or delaying the injection

Delay
timing, change the mounting angle of the
fuel pump. For example, in case the injec- Advance
tion angle is advanced by 2 degrees,
loosen the nut for fixing the fuel pump to the
gear case, turn the fuel pump 1 degree Cylinder Block Side
outward in relation to the cylinder block,
and tighten the nut for fixing the pump.
For delaying the injection timing, mount the
pump the other way around.
T1M9-04-02-017
Fuel Pump Fixing Bolt

(Adjustment of Injection Timing)
T4-3-10
OPERATIONAL PERFORMANCE TEST / Excavator Test
TRAVEL SPEED
Summary:
1. To check overall performance of travel drive sys-
tem (between main pump and travel motor),
measure the time required for the excavator to
travel a test track.
Preparation:
1. Adjust the track sag of both tracks to be equal.
2. Prepare a level and solid test track 20 m (65.5 ft)
in length, with an extra length of 3 to 5 m (9.8 to
16 ft) on both ends for machine acceleration and
deceleration.
3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above
the ground with the arm and bucket extended.
4. Maintain the hydraulic oil temperature at 50±5 °C
(122±9 °F).
End
Arm Roll-in, Bucket Roll-in
Start
Raise bucket 0.3 to 0.5 m
(1.0 to 1.6 ft) above the
ground.
3 to 5 m (9.8 to 16 ft)
extra length for acceleration /
20 m (65.5 ft) deceleration
3 to 5 m (9.8 to 16 ft)
extra length for acceleration / T570-06-03-001
deceleration
Measurement:
1. The test should be performed with each mode
(slow and fast travel speeds) in the fast-idle speed
with auto idle switch off.
2. Start traveling the machine in the acceleration
zone with the travel levers at full stroke.
3. Measure the time required to travel 20 m (65 ft 7
in).
4. After measuring the forward travel speed, turn the
upperstructure 180° and measure the reverse
travel speed.
5. Repeat steps (2) and (4) three times in each di-
rection and calculate the mean values.
Evaluation:
Remedy:
Refer to T5-3 "Troubleshooting B".
T4-4-1
TRACK REVOLUTION SPEED
Summary:
1. With the track raised off ground, measure the
track revolution cycle time to check the total track
drive system (between main pump and travel
motor).
Preparation:
1. Adjust the track sag of both side tracks equally.
2. On the track to be measured, mark one shoe with
chalk.
CAUTION: Support the lifted track securely
with wooden blocks.
3. Swing the upperstructure 90° and lower the 90 to 110°

bucket to raise the track off ground. Keep the
Mark
boom-arm angle between 90 to 110° as shown.
Measurement:
1. The test should be performed with each mode T570-06-03-009
(slow and fast travel speeds) in the fast idle speed

2. Operate the travel control lever of the raised track
in the full forward or reverse stroke.
3. Measure the time required for 3 revolutions of
shoe in both directions.
4. Raise the other track and repeat the procedures.
5. Repeat steps (2) and (4) three times for each
track and calculate the mean values.
Evaluation:
NOTE: The measured values may vary widely. The

evaluation based on the results obtained
from the 20 m (65.5 ft) travel speed check is
more recommendable.
Remedy:
T4-4-2
MISTRACK CHECK
Summary:
1. Allow the machine to travel 20 m (65.5 ft). Meas-
ure the maximum tread deviation from the tread
chord line drawn between the travel start and end
points to check the performance equilibrium be-
tween both sides of the travel device systems
(between main pump and travel motor).
2. If measured on a concrete surface, the tread de-
viation has a trend to decrease.
Preparation:
1. Adjust the track sag of both tracks to be equal.
2. Provide a flat, solid test yard 20 m (65.5 ft) in
length, with extra length of 3 to 5 m (9.8 to 16 ft)
on both ends for machine acceleration and de-
celeration.
3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above
the ground with the arm and bucket extended.
(122±9 °F).
Max Distance
20 m (65.5 ft)
T570-06-03-002
Measurement:
1. The test should be performed with each mode
(slow and fast travel speeds) in the fast idle speed
2. Start traveling the machine in the acceleration
zone with the travel levers at full stroke.
3. Measure the distance between a straight 20 m
(65.5 ft) line and the tread made by the machine.
4. After measuring the tracking in forward travel,
swing the upperstructure 180° and measure that
in reverse travel.
5. Repeat steps (3) and (4) three times in each di-
rection and calculate the mean values.
Evaluation:
Refer to T 4-2 Operational Performance Standard.
Remedy:
T4-4-3
TRAVEL MOTOR LEAKAGE
Summary:
1. Measure the amount of travel motor slippage on a
slope, which is due to travel motor inner oil leak.
Preparation:
1. The surface of the test slope must be even, with a
gradient of 20% (11.31 °).
2. Raise the bucket 0.2 to 0.3 m above the ground
with the arm and bucket cylinders fully extended
(rolled in)
(122±9 °F).
Measurement:
1. Measure the slip amount of travel motor at park-
ing. T570-06-03-010
1-1. Climb the slope and place the travel levers in

neutral.
1-2. Stop the engine.
1-3. After parking the machine, makes aligning
marks on the side frame and a track link or
shoe.
1-4. After 3 minutes, measure discrepancy between
the marks.
Amount of slippage after 3 minutes
Evaluation:
Refer to T4-2 Operational Performance Standard. T505-06-03-005
T4-4-4
SWING SPEED
Summary:
1. Measure the time required to swing three com-
plete turns to check the total swing drive system
(between the main pump and swing motor).
Preparation:
1. Check the lubrication of swing gear and swing
bearing.
2. Place the machine on level, solid ground with
ample space for swinging. Do not conduct this test
on slopes.
3. With the arm rolled out and bucket rolled in, hold Even with
the Boom
the bucket so that the height of arm top pin is even Foot Pin.
with the boom foot pin. The bucket must be empty.
4. Maintain the hydraulic oil temperature at 50±5 °C T570-06-03-003
(122±9 °F)
CAUTION: Before starting the measurement,

make sure that there are no person or obsta-
cles within the swing area.
Measurement:
1. Run engine at fast idle speed with auto idle switch
off. Operate swing control lever fully.
2. Measure the time required to swing 3 turns in one
direction.
3. Operate swing control lever fully in the opposite
direction and measure the time required for 3
turns.
4. Repeat steps (2) and (3) three times each and
calculate the average values.
Evaluation
Remedy:
T4-4-5
SWING FUNCTION DRIFT CHECK
Summary:
1. To check the valve unit performance, measure the
swing drift on the bearing outer circumference
when stopping after a 90° full speed swing.
2. Mechanical brake for swing parking is installed on
swing motor.
Preparation:
bearing. Make aligning marks on the
2. Place the machine on level, solid ground with swing bearing outer circumfer-
ence and track frame.
ample space for swinging. Do not conduct this test
on slopes. T570-06-03-004
3. With the arm rolled out and bucket rolled in, hold
the bucket so that the height of bucket pin is even
with the boom foot pin. The bucket must be empty.
4. Make the marks on the swing bearing and track
frame.
5. Swing the upperstructure 90°.
(122±9 °F).
CAUTION: Before starting the measurement,

make sure that there are no person or obsta-
cles within the swing area. Swing the upperstructure 90°
to the test start position.
Measurement:
1. Start and run engine at fast idle speed with auto T570-06-03-005
idle switch off. Operate the swing control lever

fully to swing the upper-structure. When the marks
on the swing bearing and track frame meet, return
the swing lever to the neutral position.
2. After the swing movement stops, measure the arc Measure the arc length along the cir-
cumference of swing bearing.
length between two aligning marks along the cir-
cumference of the swing bearing.
3. Align the marks again, swing 90° then test in the
opposite direction.
4. Repeat steps (1) and (2) three times each and
calculate the mean values.
Mark on the track frame
Evaluation:
Mark on the swing bearing
T105-06-03-010
Remedy:
T4-4-6
SWING MOTOR LEAKAGE
Summary:
1. To check swing parking brake performance,
measure the upperstructure drift after parking the
machine on a slope with the upperstructure posi-
tioned 90° to the slope.
(Mechanical brake for swing parking is installed on
swing device.)
Preparation:
bearing.
2. Load the bucket with either soil or a weight
equivalent to the weight standard.
Weight: ZAXIS40U-2: 210 kg (463 lb)
ZAXIS50U-2: 240 kg (529 lb)
the bucket so that the height of bucket pin is even
with the boom foot pin.
4. Park the machine on a flat slope with a gradient of
15±1°.
5. Climb the slope, then swing the upperstructure
90°toward the slope. Make aligning marks on the
swing bearing circumference and track frame.
(122±9 °F).
T570-06-03-006
Measurement:
1. Start the engine and maintain engine speed at idle
speed. After 5 minutes, measure the difference
between the marks on the swing bearing circum-
ference and the track frame.
2. Perform the measurement under the following two Measure the arc length along the swing
conditions: bearing circumference.
⋅ When the brake is applied (with the pilot control
shut-off lever in the LOCK position).
⋅ When the brake is released (with the pilot control
shut-off lever in the UNLOCK position).
3. Perform the measurement on both right and left
swing directions. Mark on the track frame
4. Perform the measurement three times in each di-
rection and calculate the average values. Mark on the swing bearing
Evaluation: T105-06-03-010
Remedy:
T4-4-7
MAXIMUM SWINGABLE SLANT ANGLE
Summary:
1. To measure the maximum slope angle on which
the upperstructure can swing, park the machine
on a slope with the upperstructure positioned 90°
to the slope.
Preparation:
bearing.
ZAXIS50U-2: 240 kg (529 lb)
3. With the arm cylinder fully retracted and the
bucket cylinder fully extended, hold the bucket so
that the height of bucket pin is even with the boom
foot pin. T570-06-03-006
4. Climb the slope, and then set the upperstructure

90° to the slope.
(122±9 °F).
Measurement:
off. Operate the swing control lever fully to swing
the upperstructure to the uphill side of slope.
2. If swing is possible, measure the slant angle on
the cab floor.
3. Increase the slope angle. Measure on both right
and left swing directions.
4. Perform the measurement three times.
Evaluation:
Remedy:
T4-4-8
SWING BEARING PLAY
Summary:
1. Measure the swing play with a dial gauge to check
the wear of bearing races and balls.
Preparation:
1. Check the swing bearing mounting bolt for loose-
ness.
2. Check the lubrication of swing bearing. Confirm
that bearing rotation is smooth and noiseless.
T105-06-03-014
3. Install a dial gauge with a magnetic base on the Magnetic Base Dial Gauge
track frame as shown.
4. Position the upperstructure so that the boom
aligns with the tracks facing towards the travel
motors.
5. Position the dial gauge so that its needle point
comes into contact with the bottom face of the
bearing outer race as shown. Round Frame Trunk
6. Bucket should be empty.
NOTE: The measured value may differ depending

on where the dial gauge magnetic base is Magnetic Base
located. Mount the magnetic base directly T105-06-03-015
onto the round frame trunk or as close to

the round frame trunk as possible. Measurement: [h1]
Measurement:
the bucket so that the height of the bucket pin is
even with the boom foot pin. Record the dial
gauge reading (h1).
2. Lower the bucket to the ground and use it to raise Even with the
the front idler 0.5 m (20 in). Record the dial gauge Boom Foot Pin.
reading (h2).
3. Calculate bearing play (H) from this data (h1 and T570-06-03-003
h2) as follows:
H = h2 − h 1
Measurement: [h2]
Evaluation:
0.5 m (20 in)
T570-06-03-007
T4-4-9
HYDRAULIC CYLINDER CYCLE TIME
Boom Cylinder
Summary:
1. To totally check the front attachment function
performance (between the main pump and each
cylinder) by measuring each cylinder cycle time.
2. Bucket should be empty.
Preparation:
1. Take the following machine position:
T570-06-03-011
1-1. When measuring the boom cylinder: Arm Cylinder

With the arm cylinder fully retracted and the
bucket cylinder fully extended, lower the bucket
to the ground.
1-2. When measuring the arm cylinder:

With the bucket cylinder fully extended, adjust
the boom and arm cylinder strokes so that
when the arm is moved half the full stroke, the 0.5 m
(20 in)
arm longitudinal center line perpendicularly
points to the ground and the bucket bottom
T570-06-03-012
clearance above the ground is approx. 0.5 m
(20 in). Bucket Cylinder
1-3. When measuring the bucket cylinder:

Adjust the boom and arm cylinder strokes so
that when the bucket is moved half the full
stroke, the bucket edge points to the ground
perpendicularly.
1-4. When measuring the boom swing cylinder:

Set the boom swing cylinder in either the right
or left swing stroke end position.
T105-06-03-020
1-5. When measuring the blade cylinder:
Boom Swing Cylinder
Lower the bucket to the ground to raise the
machine front off the ground and secure the
height space to allow the blade to move
up-and-down full stroke.
2. Maintain hydraulic oil temperature at 50±5 °C

(122±9 °F).
T523-06-03-006
Blade Cylinder
T570-06-03-007
T4-4-10
Measurement:
off.
Operate each cylinder as follows:

(The cylinder stroke excludes the cushion range.)
1-1. Measure the boom cylinder.

Measure the time required to raise or lower the
boom while operating the boom control lever
full stroke.
1-2. Measuring the arm cylinder.

Measure the time required to roll in or out the
arm while operating the arm control lever full
stroke.
1-3. Measuring the bucket cylinder.

Measure the time required to roll in or out the
bucket while operating the bucket control lever
full stroke.
1-4. Measuring the boom swing cylinder

Measure the time required to swing the front
attachment from right to left or vice versa while
operating the boom swing pedal full stroke.
1-5. Measuring the blade cylinder

Measure the time required to raise or lower the
blade while operating the blade control lever
full stroke.
2. Repeat each measurement three times and cal-

culate the average values.
Evaluation:
Refer to T 4-2 Operational Performance Standard.
Remedy:
T4-4-11
DIG FUNCTION DRIFT
Summary: Retraction
Extension
1. With the bucket loaded, measure dig function drift,
which can be caused by oil leakage in the control Retraction
valve and / or boom, arm, bucket, blade and boom
swing cylinders.
2. When testing the dig function drift just after cylin-

der replacement, slowly operate each cylinder to Arm Top Pin is
even with Boom Front Drift
its stroke end to purge trapped air prior to testing. Foot Pin.
Preparation: Extension T570-06-03-008

ZAXIS50U-2: 240 kg (529 lb)
2. With the arm cylinder fully retracted and bucket
cylinder fully extended, had the bucket pin height
even with the boom foot pin.
When measuring the boom swing cylinder, climb
the slope with a gradient of 15±1 ° and set the
upperstructure 90 ° to the slope.
3. Retract arm cylinder and bucket cylinder approx.
50 mm (2 in) to away from the cushion range. T570-06-03-006

Boom, Bucket and Blade Cylinder Retraction
(122±9 °F).
Mark Mark
Measurement:
1. Stop the engine.
2. After five minutes, measure the boom, bucket and
blade cylinder retraction, arm and boom swing
cylinder extension, and amount of the bucket drift.
3. Repeat step 2. three times and calculate the mean
values.
T110-06-03-002
Evaluation:
Refer to T4-2 Operational Performance Standard. Arm Cylinder Extension
Remedy:
Mark
T110-06-03-001
Boom Swing Cylinder Extension
T506-06-03-001
T4-4-12
CONTROL LEVER OPERATING FORCE
Summary:
1. Use a spring scale to measure the maximum force
needed to move each control lever and pedal.
2. Measure the operating force at the center of each
lever grip.
Preparation:
(122±9 °F).
CAUTION: Before the measurement, make

sure there are no personnel or obstacles
within the swing area.
Measurement:
1. Start the engine.
2. Measure the maximum operating force with each T107-06-03-003
boom raise, arm, bucket, swing lever, full stroke.

3. Measure the maximum operating force with the
boom lower lever full stroke until the fully raised
boom comes in contact with the ground.
4. Operate swing lever and measure the maximum
operating force with swing relieved after securing
the front attachment to prevent swinging.
5. Lower the bucket to the ground to raise one track
off the ground. Operate the travel lever to full
stroke and measure the maximum operating force.
When finished, lower the track and then jack up
the other track.
6. Repeat each measurement three times and cal-
culate the mean values. T107-06-03-004
Evaluation:
T4-4-13
CONTROL LEVER STROKE
Summary:
1. Measure each lever stroke at the lever top using a
ruler.
2. Measure the lever stroke at the grip center of each
control lever.
As for the boom swing pedal, measure the stroke
from the center position to stopper.
3. In case lever stroke play is present in the neutral
position, add half (1/2) the play present to both
side lever strokes.
Preparation:
Maintain the hydraulic oil temperature at 50±5 °C
(122±9 °F).
T107-06-03-005
Measurement:
1. Stop the engine.
2. Measure the boom, arm, bucket, swing, travel and
blade control lever strokes at the grip top center
from the neutral position to the stroke end.
On the boom swing pedal, measure the straight
distance between the center and fully depressed
positions at tip of the pedal.
3. Take the measurements by the straight stroke
distances.
4. Conduct the measurement three times.
Calculate the average values.
Evaluation:
T4-4-14
COMBINED BOOM RAISE/SWING FUNC-
TION CHECK
Summary:
1. Check boom raise and swing movement and
speeds while operating both functions simultane-
ously to evaluate combined functions.
2. Confirm that no hesitation is found with the engine
running at maximum speed.
Preparation:
1. With the arm rolled out and the bucket rolled in,
lower the bucket to the ground. The bucket should M570-07-005
be empty.
(122±9 °F).
CAUTION: Always make sure that the area is

clear and that co-workers are out of the swing
area before starting the measurement.
Measurement:
off.
2. Raise the boom and swing simultaneously, both at
full stroke. When the upperstructure rotates 90°,
release the control levers to stop both functions. T1M9-04-04-001
Measure the time required to swing 90° and the
height (H) of the bucket teeth.
3. Perform the measurement three times and calcu-
late the average values.
Evaluation:
Refer to T4-2 Standard.
Remedy:
Refer to T5-3 "Troubleshooting B". H
T1M9-04-04-002
T4-4-15
(Blank)
T4-4-16
OPERATIONAL PERFORMANCE TEST / Component Test
PRIMARY PILOT PRESSURE
Preparation:
1. Stop the engine.
2. Turn the filling cap on hydraulic oil tank to bleed
air.
3. Disconnect the hose (9/16-18 UNF) at the pilot fil-
ter. Install pressure gauge assembly (ST 6932)
with tee (ST 6572) to the pilot filter.
: 22 mm, 19 mm
4. Start the engine and check for oil leakage from the
gauge connection.
(122±9 °F).
Measurement:
1. Run engine at fast idle speed with auto idle switch Pilot Filter
Hose (9/16-18 UNF) T1M9-04-05-001
off.
2. Measure the pressure without load.
late the average value. Adjusting Screw Lock Nut
Evaluation:
Adjustment:
Adjustment the relief valve on 2-unit solenoid valve if
necessary.
1. Loosen the lock nut.

2. Turn the adjusting screw to adjust the pressure.
: 6 mm
T1LA-03-06-002
3. Tighten the lock nut.

: 17 mm
: 15 to 20 N⋅m
(1.5 to 2.0 kgf⋅m, 10.8 to 14.5 lbf⋅ft)
4. After completing the adjustment, recheck the set

pressure.
NOTE: Standard change in pressure.
Screw Turns 1/4 1/2 3/4 1
Change kPa 182 363 545 726

in Relief (kgf/cm ) 2
(1.85) (3.7) (5.55) (7.40)
Pressure
(psi) (13.4) (26.8) (40.1) (53.5)
T4-5-1
SECONDARY PILOT PRESSURE
Preparation: Pilot Hose
1. Properly shut down the engine.
air. Tee
3. Install pressure gauge (ST 6932) and tee (ST (ST 6573)
6573) to the end of pilot hose (7/16-20 UNF) at the
respective control valve spool end, as illustrated. Pressure
Gauge
: 19 mm, 17 mm (ST 6932)
4. Start the engine and check for oil leakage at the

pressure gauge connection.
(122±9 °F).
Measurement:
T157-05-04-011
CAUTION: Before measuring, check that
there are no obstacles or personnel within the
swing radius. When measuring the boom
lower pilot pressure, raise the machine off the
ground while paying attention not to allow the
base machine (counterweight) to contact with
the ground. Be careful not to tip-over due to a
loss of balance.
1. Operate the lever to be measured. Measure the

pilot pressure at its full stroke with the pressure
gauge.
late the average valve.
Evaluation:
T4-5-2
MAIN RELIEF VALVE SET PRESSURE
Summary: Delivery Port in
Measure the main relief valve setting pressure at the Main Pump (P1)
main delivery port.
Preparation:
1. Stop the engine.
air.
3. Disconnect the hose (1-1/16-12 UNF) onto the
delivery port in main pump (P1). Install tee (ST
6652), adapter (ST 6069), and pressure gauge
assembly (ST 6934).
: 36 mm
4. Start the engine and check for oil leakage at the

(122±9 °F). T1M9-03-01-001
Measurement:
1. Run the engine at fast idle speed with auto idle
switch off.
2. Slowly operate each control lever or pedal to fully
extend or retract each cylinder to relieve the
pressure. Measure the relief pressure at this time.
3. Repeat the measurement three times and calcu-
late the average values.
Evaluation:
T4-5-3
Main Relief Valve Adjustment Procedure
A A
Adjustment:
Adjust the main relief valves if necessary. The main
relief valves are installed on the position as illus-
trated.
NOTE: Before loosening the lock nut, make the

alignment marks on the adjusting screw,
lock nut and valve. Using these alignment
marks, the number of turns of the adjusting
screw can be checked easily.
1. Loosen the lock nut on main relief valve.

: 17 mm
IMPORTANT: Adjust the pressure so that it does

not exceed the upper limit of stan-
dard.
T1M9-03-04-001
: 6 mm
Adjusting Screw Lock Nut
3. Tighten the lock nut. Section A-A
: 17 mm
: 34 to 39 N⋅m
(3.5 to 4 kgf⋅m, 25 to 29 lbf⋅ft)
4. After completing the adjustment, recheck the set
pressure.

Change in MPa 2.2 4.4 6.7 (8.9)
Relief (kgf/cm2) (22.4) (44.9) (69.4) (90.9) Main Relief Valve T1M9-03-04-005
Pressure (psi) (319) (638) (986) (1290)
Adjusting
Lock Nut Screw
Pressure
Pressure Decrease
Increase
W107-02-05-129
T4-5-4
Swing Relief Pressure Adjustment Procedure
Swing Relief Valve
Adjustment:
Adjust the pressure of swing relief valve with the ad-
justing screw after loosening the lock nut.

: 17 mm
2. Turn the adjusting screw to adjust the pressure

referring to the table below.
: 4mm
3. Retighten the lock nut.

: 17 mm
: 15.7 ± 0.1 N⋅m
(16 ± 1 kgf⋅m, 116 ± 7 lbf⋅ft)
4. Recheck the set pressure.

T523-02-03-003

Lock Nut Adjusting
Screw
Change in MPa 2.45 4.9 7.4 9.8
Relief (kgf/cm2) (25) (50) (75) (100)
Pressure
(psi) (360) (710) (1070) (1420)
Lock Nut Adjusting Screw

T561-02-03-001
Pressure Increase Pressure Decrease
W107-02-05-129
T4-5-5
OVERLOAD RELIEF VALVE SET PRES-
SURE
Summary:
1. With the return circuit from the control valve
blocked, the circuit pressure must be increased by
applying an external load. This checking method
is hazardous and the results obtained with this
method are unreliable.
2. Pressure setting of the overload relief valve must
be made at a specified oil flow rate normally far
smaller than the delivery flow rate of main relief
valve. Accordingly, even if the main relief valve set
pressure can be reset higher than the set pres-
sure of overload relief valve, the main pump sup-
plies too much oil to correctly measure the set
pressure of overload relief valve.
The main relief valve has pre-leaking function.
In this case, the set pressure of main relief valve
at pre-leaking function need to be set higher than
that of overload relief valve.
Accordingly, the main relief valve pressure setting
may not be reset higher than the set pressure of
overload relief valve plus the pressure at
pre-leaking.
Therefore, when the set pressure of overload re-
lief valve must be checked correctly, remove the
overload relief valve assembly from the machine
and check the overload relief valve unit perform-
ance using the test stand and test block prepared
for this purpose.
If the poppet of overload relief valve seats to the
body of control valve, the test block requires pre-
cise machining.
Use other control valve unit for the measurement
instead of the test block.
3. As an easier method, however, measure the relief
pressure of each cylinder in the same method as
of main relief pressure setting in previous section.
Then, when each relief pressure meets its re-
spective specifications, judge that the set pres-
sure of overload relief valve is correct.
T4-5-6
Adjustment:
NOTE: Pressure of overload relief valve shall be Lock Nut
adjusted with test device in principle.
1. Loosen the lock nut on overload relief valve.

: 17 mm
2. Turn adjusting screw to adjust the set pressure.

: 6 mm
3. Tighten the lock nut. Adjusting Screw
: 17 mm T566-03-03-018
: 34 to 39 N⋅m
(3.5 to 4 kgf⋅m, 25 to 29 lbf⋅ft)
4. After the adjustment, check the set pressure.
Adjusting
Lock Nut Screw
Overload Relief Valves:
NOTE: Standard Change in Pressure.
Screw Turns 1/4 1/2 3/4 1 Pressure
Pressure Decrease
Change in MPa 2.7 5.5 8.3 (11.0) Increase
Relief (kgf/cm2) (27.5) (56.1) (84.7) (112)
Pressure (psi) (392) (798) (1200) (1600)
W107-02-05-129
T4-5-7
SWING MOTOR DRAINAGE
Summary:
1. To check the performance of swing motor, meas-
ure the amount of oil draining from the swing mo-
tor while swinging the upperstructure.
2. Always secure the test personnel’s safe during the
measurement. Before the measurement, make
sure there are no person or obstacles within the
test track. Make-Up Line
3. The amount of drain oil will change depending on Drain Hose (9/16-18 UNF)
hydraulic oil temperature. Maintain hydraulic oil
temperature at 50±5 °C (122±9 °F).
Preparation:
1. Warm the hydraulic oil temperature to 50±5 °C
(122±9 °F). Rotate the swing motor to warm up
the inside of motor.
2. Stop the engine. Turn the filling cap to bleed air
from the hydraulic oil tank.
3. Disconnect the drain hose at swing motor. Install
a plug (9/16-18 UNF) to the disconnected hose
end. Connect hose (ST 6627) onto the drain port
of swing motor.
T1LD-04-05-002
: 22 mm, 19 mm
: 39 N⋅m (4 kgf⋅m, 29 lbf⋅ft)
CAUTION: Before the measurement, make

sure there are no person or obstacles within
the swing area.
Make sure not to fall off from machine during
the measurement.
4. Disconnect the make-up line at swing motor. In-

stall plugs on the disconnected line end and motor
port.
Measurement Condition:
1. Before the measurement, set the engine speed
control dial to the fast idle position with auto idle
switch off, and then measure it.
T4-5-8
Measurement:
1. Drain Oil Volume at Swing Operation
1-1. With the arm rolled out and bucket rolled in, hold
the bucket so that the height of arm top pin is
even with the boom foot pin. The bucket must
be empty.
1-2. Start the engine. Operate the swing lever to the
full stroke. After swing speed reaches a constant Even with the
maximum speed, collect the hydraulic oil from Boom Foot
Pin.
drain hose. Measure the time also.
1-3. Repeat the measurement more than 3 times in
T570-06-03-003
both clockwise and counterclockwise directions,
and calculate the average value.
1-4. The measurement should be at least 45 sec-
onds.
2. Drain Oil Volume at Swing Lock Operation

2-1. Seize the ground with bucket so that the ma-
chine does not move.
2-2. Start the engine. Operate the swing lever to the
full stroke. Collect the hydraulic oil from drain
hose. Measure the time also.
2-3. Repeat the measurement more than 3 times in
both clockwise and counterclockwise directions,
and calculate the average value.
onds.
Evaluation:
* Conversion of Measured Value into the
Per-Minute Value
Measure the amount of drain oil using a calibrated
container. Then, convert the measured drain oil
into the per-minute value using the following for-
mula;
∆Q = 60 × q / t
∆Q : Per-Minute Drain Volume (L/min)

t : Time Measured (sec)
q : Measured Drain Oil Volume (L)
T4-5-9
TRAVEL MOTOR DRAINAGE
Summary:
1. To check the performance of travel motor, meas-
ure the amount of oil draining from the travel mo-
tor, while rotating the travel motor with the meas-
uring side track jacked up.
2. Always secure the test personnel’s safe during the
measurement. Before the measurement, make
sure there are no personnel or obstacles within
the test track.
3. Evaluate the overall performance of the travel
motor taking the test results such as travel speed
and mistrack amount into consideration together
with this test results.
4. The amount of drain oil will change depending on
hydraulic oil temperature. Maintain the hydraulic
oil temperature at 50±5 °C (122±9 °F).
Preparation:
1. Warm the hydraulic oil results temperature to
50±5 °C (122±9 °F). Rotate the travel motor to
warm up the inside of motor.
2. Stop the engine. Turn the filling cap to bleed air
from the hydraulic oil tank. Drain Hose
3. Disconnect the drain hose at the travel motor. In-
stall a plug (9/16UNF-ORS) to the disconnected
hose end. Connect hose (9/16-18UNF-ORS) onto
the drain port of travel motor.
: 19 mm
: 44 N⋅m (4.5 kgf⋅m, 32.5 lbf⋅ft)
Measurement Condition:
1. Set the engine speed control dial to the fast idle
position with auto idle switch off and measure at
slow travel speed.
T1LD-04-05-003
T4-5-10
Measurement:
1. Drain oil volume when travel motor rotating.
CAUTION: When approaching to the rotation

parts, take care that hands, legs or clothes
are not entangled.
Support the lifted machine securely with
wooden block.
90 to 110°
1-1. Start the engine. Jack-up the measuring side
track.
1-2. Rotate the raised track. Collect the hydraulic oil
from drain hose. Measure the time also.
1-3. Repeat the measurement more than 3 times in T570-06-03-009
both forward and reverse directions, and calcu-

late the average value.
onds.
Evaluation:
* Conversion of Measured Value into the
Per-Minute Value
Measure the amount of drain oil using a calibrated
container. Then, convert the measured drain oil
into the per-minute value using the following for-
mula;
∆Q = 60 × q / t
∆Q : Per-Minute Drain Volume (L/min)

t : Time Measured (sec)
q : Measured Drain Oil Volume (L)
T157-05-04-019
T4-5-11
REVOLUTION SENSING VALVE OUTPUT
PRESSURE (PRESSURE PGR)
Summary:
Measure pressure PGR at the output port of the
revolution sensing valve while running the engine at
the slow and fast idle speeds.
Preparation:
1. Stop the engine.
2. Disconnect the hose (7/16-20 UNF) at revolution
sensing valve connection. Install tee (ST 6573)
and pressure gauge assembly (ST 6932).
: 19 mm, 17 mm
3. Start the engine. Check for oil leakage at the
(122±9 °F).
T1M9-04-05-001
Measurement:
Hose Revolution
1. Set the engine speed at slow idle speed and fast Sensing Valve
idle speed.
2. Measure the pressure PGR without load at slow
and fast idle speed.
Evaluation:
T4-5-12
Adjusting
Revolution Sensing Valve Adjustment Procedure Lock Nut Screw Revolution Sensing Valve
NOTE: Before loosening the lock nut, make the

lock nut and valve. Using these alignment
marks, the number of turns of the adjusting Variable
Metering
screw can be checked easily. Valve
1. Loosen the variable metering valve lock nut on the

revolution sensing valve.
2. Slightly tighten the variable metering valve ad- Differential
justing screw so that the variable metering valve Reducing
Valve
doesn’t operate. Tighten the adjusting screw until
the adjusting screw end face is retracted from the
lock nut by approximately 1 mm.
: 6 mm
3. Run the engine at the minimum speed (1150 min-1
T566-03-02-002
Lock Nut Adjusting Screw

(rpm)). Loosen the differential reducing valve lock
nut. Turn the differential reducing valve adjusting
screw so the pressure PRG matches the value (Variable Metering Valve)
below.
Pressure PGR: 0.5 MPa (5 kgf/cm2, 71 psi) Adjusting
: 17 mm Lock Nut Screw
: 6 mm
4. Increase the engine speed to the maximum speed
(2500 min-1 (rpm)). Loosen the variable metering Pressure
Pressure
Decrease
valve lock nut. Turn the variable metering valve Increase
adjusting screw so the pressure PRG matches the
value below.
Pressure PGR: 1.96 MPa (20 kgf/cm2, 284 psi)
: 17 mm W107-02-05-129
: 6 mm
5. Tighten both the variable metering valve and dif- (Differential Reducing Valve)
ferential reducing valve lock nuts.
: 17 mm Adjusting
Lock Nut Screw
: 34 to 39 Nxm
(3.5 to 4 kgfxm, 25 to 29 lbfxft)
6. After completing adjustment, recheck the set Pressure
pressure. Pressure Decrease
Increase
W107-02-05-129
T4-5-13
PUMP DELIVERY PRESSURE
Summary:
Measure the pump delivery pressure at the main
pump delivery port when all the control levers are in
neutral.
Delivery Port in
Preparation: Main Pump (P1)
1. Stop the engine.
air.
3. Disconnect the hose (1-1/16-12 UNF) onto the
delivery port in main pump (P1). Install tee (ST
6652), adapter (ST 6069), and pressure gauge
assembly (ST 6934).
: 36 mm
4. Start the engine. Check for oil leakage at the
(122±9 °F).
Measurement:
1. Set the engine speed at slow idle speed or fast
idle speed with auto idle switch off.
2. Turn all the control levers into neutral. Measure T1M9-03-01-001
the pump delivery pressure.
Evaluation:
T4-5-14
Unload Valve Adjustment Procedure
NOTE: Before loosening the lock nut, make the A A

lock nut, and valve. Using these alignment
marks, the number of turns of the adjusting
screw can be checked easily.
1. Loosen the lock nut on unload valve.

: 17 mm
: 6 mm
: 17 mm
: 34 to 39 Nxm
(3.5 to 4 kgf⋅m, 25 to 29 lbfxft)
4. After the adjustment, recheck the set pressure.

T1M9-03-04-001

MPa 0.1 0.2 0.3 0.4
Change in
(kgf/cm ) 2
(1.02) (2.04) (3.06) (4.08) Crosse Section A-A
Pressure
(psi) (14.5) (29.1) (43.6) (58.2)
Adjusting
Lock Nut Screw
Unload
Valve
Pressure
Pressure T1M9-03-04-005
Decrease
Increase Lock Nut Adjusting Screw
W107-02-05-129
T4-5-15
PUMP DRIVING TORQUE
Summary: Adjusting Screw
The adjustment of pump driving torque is not rec-
ommended. If the adjustment of pump driving torque
is necessary, perform the following procedures.
Adjustment:
2. Turn the adjusting screw to adjust. (Turn clock-

wise to increase the driving torque. Turn counter-
clockwise to decrease the driving torque.)
: 4 mm
NOTE: Replace the lock nut washer after every

adjustment. Failure to do so may cause oil
leaks.
T1M9-03-01-003
: 13 mm
: 10 to 14 N⋅m
(1 to 1.4 kgf⋅m, 7.2 to 10 lbf⋅ft)
Lock Nut Adjusting

Screw
NOTE: Standard change in pressure

Change in kPa 113 225 338 441
Pressure 2 Torque
(kgf/cm ) (1.15) (2.3) (3.45) (4.5) Torque
(difference Increase Decrease
from point A) (psi) (16) (33) (49) (64)
W107-02-05-129
Point A
Flow
Rate (Q)
Torque Torque
Decrease Increase
Pressure (P)
T4-5-16
AUXILIARY FLOW SELECTOR VALVE
(OPTION)
Adjusting Screw
Preparation
Lock Nut
1. Stop the engine.
2. Loosen the cap of the hydraulic oil tank, and let air
out.
3. Disconnect the hose (7/16-20 UNF) at the part
connecting port A, and attach the pressure meas-
urement tool (ST 6573) and the pressure gauge
assembly (ST 6932).
：22 mm
4. Start the engine, and confirm no oil leakage at the
pressure gauge connections.
5. Keep the hydraulic oil temperature at 50 ± 5 °C
(122± 9 °F).
Measurement
1. Set the engine speed at maximum speed, turn the
auxiliary flow selector switch to LOW, and switch
the Auto-Idle OFF. T1M9-04-05-002
2. Measure pressure at no load. Connecting Port A
NOTE: Setting at shipment is 1.8 MPa (18.4 NOTE: Relationship between output pressure of
kgf/cm2, 261.7 psi). port A and output flow rate of auxiliary port.
Adjustment Pressure Port A Auxiliary Flow

When necessary, adjust the pressure reducing valve. MPa (kgf/cm2) (psi) L/min (GPM)
1. Loosen the lock nut. 1.1 (11.2) (159.9) 11 (2.9)
2. Make adjustment by turning the adjusting screw. 1.2 (12.2) (174.5) 15 (4.0)
：6 mm
1.3 (13.3) (189.0) 19 (5.0)
3. After adjustment, tighten the lock nut.
1.4 (14.3) (203.5) 22 (5.8)
：17 mm
1.5 (15.3) (218.0) 25 (6.6)
：18.6 N⋅m (1.9 kgf⋅m, 13.7 lbf⋅ft)
4. Confirm the set pressure after adjustment. 1.6 (16.3) (232.6) 30 (7.9)
1.7 (17.3) (247.1) 39 (10.3)
1.8 (18.4) (261.7) 45 (11.9)
NOTE: One turn of the adjusting screw corre-
1.9 (19.4) (276.2) 55 (14.5)
sponds to 0.54 MPa (5.5 kgf/cm2, 78.5 psi
of pilot pressure. 2.0 (20.4) (290.8) 60 (15.8)
2.1 (21.4) (305.3) 66 (17.4)
2.2 (22.4) (319.8) 75 (19.8)
2.3 (23.5) (334.4) 79 (20.8)
2.4 (24.5) (348.9) 83 (21.9)
2.5 (25.5) (363.5) 85 (22.4)
Full (Up to 25.5) (Up to 363.5) Up to 85 (Up to 22.4)
T4-5-17
(Blank)
T4-5-18
OPERATIONAL PERFORMANCE TEST / Adjustment
GOVERNOR ADJUSTMENT
Adjust the governor both when the following repair and
inspection were made and when the engine speed
deviated.
• Removal of engine, engine control cable, and

governor actuator
IMPORTANT: Do not adjust the slow idle stopper

bolt and fast idle stopper bolt. These
are sealed in advance by the engine
manufacturer.
Procedure
1. Remove the cable adjusting nut and cable fixing
Cable Fixing Nut Stopper Bolt (Hi Idle)
nut of the governor actuator.
2. Turn the key switch ON.
3. Put the engine control dial to FAST IDLE.
4. Turn the key switch OFF. Stopper Bolt
5. Adjust the cable adjusting nut of the governor ac- (Low Idle)
tuator until the Fast Idle stopper bolt lightly
touches the governor lever.
• Clockwise: Stroke retraction direction
• Counterclockwise: Stroke extension direction
6. Fasten the cable adjusting nut clockwise (stroke T1M7-04-06-001
retraction direction) about 1 turn. Cable Adjustment Nut Engine Control Cable
7. Fix the cable of the governor actuator by turning
the cable fixing nut clockwise.
8. Turn the key switch ON.
9. Confirm that the governor lever lightly touches the
Fast Idle stopper bolt when the engine control dial
was operated from Fast Idle to Slow Idle, and then
to Fast Idle.
• When play is felt, follow procedures 1 through 14.
• In case of strong contact, loosen the cable ad-
justing nut counterclockwise (stroke extension di-
rection) by 1/2 to 1 turn after loosening the cable
fixing nut.
10. Turn the engine control dial to the Slow Idle posi-
tion.
11. Confirm that the governor lever lightly touches the
Slow Idle stopper bolt.
12. Turn the key switch OFF.
T4-6-1
OPERATIONAL PERFORMANCE TEST / Adjustment
(Blank)
T4-6-2
SECTION 5
TROUBLESHOOTING
CONTENTS
Group 1 Diagnosing Procedure Group 4 Troubleshooting C
Introduction ............................................... T5-1-1 Troubleshooting C Procedure .......................T5-4-1
Diagnosing Procedure ............................... T5-1-2 Malfunction of Coolant
Temperature Gauge ....................................T5-4-2
Group 2 Troubleshooting A
Malfunction of Fuel Gauge............................T5-4-4
Troubleshooting A Procedure ....................... T5-2-1
Malfunction of Preheat Indicator ...................T5-4-6
Error Indication List....................................... T5-2-2
Malfunction of Alternator Indicator ................T5-4-7
Wire Breakage and Short Circuit of
Malfunction of Engine Oil Pressure
Engine Control Dial (System Failure
Indicator.......................................................T5-4-8
Indicator: Flickering Every 1 Sec.).............. T5-2-3
Malfunction of Overheat Indicator.................T5-4-9
Motor Sensor Breakage and Short Circuit
Malfunction of Fuel Level Indicator .............T5-4-10
(System Failure Indicator: Flickering
Malfunction of Monitor Buzzer .................... T5-4-11
Every 0.5 Sec.) ........................................... T5-2-4
Malfunction of Liquid
Abnormal Motor
Crystal Display (LCD)................................T5-4-12
(System Failure Indicator: Lit)..................... T5-2-5
Malfunction of Hour Meter...........................T5-4-13
Group 3 Troubleshooting B Malfunction of Auto-Idle Indicator ...............T5-4-14
Troubleshooting B Procedure....................... T5-3-1
Group 5 Electrical System Inspection
Engine System Troubleshooting................... T5-3-2
Precautions for Inspection and
Actuator Operating System
Maintenance................................................T5-5-1
Troubleshooting ........................................ T5-3-10
Fuse Continuity Test......................................T5-5-3
Front Attachment System
Battery Voltage Check ..................................T5-5-4
Troubleshooting ........................................ T5-3-15
Voltage Check ...............................................T5-5-5
Swing System Troubleshooting .................. T5-3-22
Continuity Check...........................................T5-5-6
Travel System Troubleshooting .................. T5-3-24
Blade System Troubleshooting................... T5-3-27
Boom Swing System Troubleshooting ....... T5-3-28
How to Lower Boom when
Engine Stops ........................................... T5-3-29
How to Prevent Horn Blowing
at Key Switch Position of OFF.................. T5-3-30
1M9T-5-1
(Blank)
1M9T-5-2
TROUBLESHOOTING / Diagnosing Procedure
INTRODUCTION
Troubleshooting charts shown in this section indicate
the orderly procedures for inspecting and finding out
the cause(s) of problems in the machine.
This section is comprised of five groups: Outline,

Troubleshooting A (diagnosis of machine by system
failure indicator), Troubleshooting B (diagnosis of
machine by symptom), Troubleshooting C (diagnosis
of monitor), and Electric System Inspection.
• General
• Troubleshooting A (diagnosis of machine by

system failure indicator)
This procedure is used when system failure
indicator of the monitor flickers or is lit.
Example) System failure indicator: Flickering

every 1 second (engine control dial wire
breakage and shortcircuit)
• Troubleshooting B (diagnosis of machine by

symptom)
This procedure is used for diagnosis by
symptoms.
This is used in case flickering and lighting do not
take place after diagnosis by system failure
indicator.
Example: Even if the engine control dial is

operated, engine speed remains uncharged.
• Troubleshooting C (diagnosis of monitor)

This procedure is used when there are
malfunction on components regarding monitor,
such as gauges or indicators.
Example: Fuel gauge does not operate.
• Electric System Inspection

This procedure is used when the information on
precaution for electric system inspection or
inspection method is needed.
Example: Fuse inspection.
T5-1-1
DIAGNOSING PROCEDURE
Follow the five basic steps shown below for efficient
troubleshooting.
1. Know the system

Study the appropriate technical manuals. Know
what the system is composed of and how it
works, as well as the construction, functions and
specifications of the system components.
2. Ask the operator

T107-07-01-001
Before inspecting, get the full story of
malfunctions from a witness --- the operator.
• How the machine has been used and properly
operated?
• When was the trouble noticed, and what work
was the machine doing at that time?
• What is the character of the trouble? Did the
trouble slowly get worse, or did it appear
suddenly for the first time?
• Did the machine have any trouble previously?
• If so, which parts were repaired or replaced
before?
3. Inspect the machine

Before starting troubleshooting, check the
machine's daily maintenance points, as shown in
the operator's manual.
T107-07-01-002
Check the electrical system, including batteries.
Trouble in the electrical system such as low
battery voltage, loose connections and blown
fuses will result in malfunction of the controllers,
causing total operational failure of the machine.
Note that if the troubleshooting is performed

without noticing that the fuse is blown, it may lead
to the incorrect diagnosis results which causes
significant loss of time. Make sure to check the
fuse before performing the troubleshooting.
Fuse failure is often caused by a fine crack in the
fuse, and such fine cracks are very hard to detect
by visual inspection.
T107-07-01-003
T5-1-2
4. Inspect the actual trouble on the machine
Reproduce the trouble on the machine and make
sure the actual phenomenon.
In case some trouble cannot be actually
confirmed, obtain the details of the malfunction
from the operator.
Also check for any incomplete connections of the
wire harnesses.
5. Check by Each System

CAUTION: Always stop the engine before
disconnecting the harnesses or lines. If they T107-07-01-004
are disconnected while the engine running, it

may cause improper operation of the
machine, or the pressurized oil may spout.
Use "Troubleshooting A, B, C" in this chapter to

confirm the operation condition for each
equipment.
6. Trace causes
Before reaching a conclusion, check the most
suspect causes again. Try to trace what the real
cause of the trouble is.
Make a plan of appropriate repairing procedure,
to avoid consequential malfunctions.
T107-07-01-006
T107-07-01-007
T5-1-3
(Blank)
T5-1-4
TROUBLESHOOTING / Troubleshooting A
TROUBLESHOOTING A PROCEDURE
This procedure is used when the engine controller is
abnormal, and the system failure indicator flickers or is
lit.
• How to Read the Troubleshoting Flow Charts
YES(OK)
(2)
• After checking or measuring item (1), select either YES (OK) or
・ (1) NO (NOT OK) and proceed to item (2) or (3), as appropriate.
(3)
NO(NOT OK)
• Special instructions or reference item are indicated in the spaces under the box.
・ Incorrect measuring or checking methods will render troubleshooting impossible,
and may damage components as well.
· Key switch: ON
・ • Causes are stated in a thick-line box. Scanning through thick-line boxes, possible
causes can be seen without going through the flow chart.
NOTE: All harness end connector are seen from

the open-end side.
Harness End
Connector
Harness
T6L4-05-03-001
Open End Side
T5-2-1
ERROR INDICATION LIST
System Failure
Error Item Judgment Control of Engine Body Cause
Indicator
Engine Control Short Flickering Move governor lever to location • Faulty Engine Controller
Circuit (every 1 1/2. Or, leave governor lever where • Faulty Harness
Dial Wire
second) it is. • Faulty Engine Control
Breakage and Dial
Short Circuit
Motor Sensor Short Flickering Fully pull engine control cable till • Faulty Engine Controller
Circuit (every 0.5 motor error is lit (more than four • Faulty Harness
Wire Breakage
second) seconds). Then, engine stops at • Faulty Governor Actuator
and Short motor error.
Circuit
Abnormal Motor Motor Lit Keep governor lever where it was • Faulty Engine Controller
Error at time of failure. • Faulty Harness
• Faulty Governor Actuator
NOTE: Control of Engine Body shown in the above

list is made whenever power is supplied
(whenever the key switch is turned ON).
In case a failure takes place after supplying
power, the governor lever is fixed where it
is.
If the key switch is turned ON again after
being turned OFF during a failure, the con-
trol at the time of power supply shown in
the above list is made similarly.
T5-2-2
WIRE BREAKAGE AND SHORT CIRCUIT
OF ENGINE CONTROL DIAL
(System failure indicator: Flickering every
1 sec.)
• Check for loose harness connections before

hand.
• Conditions for judgment:
Output voltage: 0.5 V and below / 4.5 V and
above
YES Faulty engine controller.

Check continuity in circuits
shown below where con-
YES nector (3P) of engine con-
Put engine control dial to trol dial and connector
SLOW IDLE and FAST IDLE. (12P) of engine controller
And measure voltage at re- are disconnected. Faulty harness in discon-
spective positions. NO nected circuit.
· Terminals #1 (3P) and #11 (12P)
Check if voltage of #2 (3P) · Terminals #2 (3P) and #7 (12P)
terminal of harness side con- · Terminals #3 (3P) and #10 (12P)
nector for engine control dial is
0.8 to 4.2 V.
· Key switch: ON Faulty engine control dial.
NO
Connector (Harness End Connector Viewed from

the Open End Side)
Engine Control Dial (3P) Engine Controller (12P)
3 2 1 4 3 2 1
8 7 6 5
11 10 9
T5-2-3
MOTOR SENSOR BREAKAGE AND
SHORT CIRCUIT
(System failure indicator: Flickering every
0.5 sec.)

hand.
• Conditions for judgment:
Output voltage: 0.5 V and below / 4.5 V and
above
YES Faulty governor actuator.

Check continuity in circuits
shown below where con-
YES nector (6P) of governor
actuator and connector
Put engine control dial to (12P) of engine controller
SLOW IDLE and FAST IDLE. are disconnected. Faulty harness in discon-
And measure voltage at re- NO nected circuit.
spective positions.
Check if voltage of #8 (12P)
terminal of harness side
connector for engine controller
is as shown below.
Faulty engine controller.
· Key switch: ON
NO
· Voltage: 0.5 V and below / 4.5 V
and above

the Open End Side)
Governor Actuator (6P) Engine Controller (12P)
1 6 4 3 2 1
2 5 8 7 6 5
3 11 10 9
T5-2-4
ABNORMAL MOTOR
(System failure indicator: Lit)

hand.
YES Faulty engine controller.
Check if output voltages of

engine control dial and motor
center are normal.
Check continuity in circuits YES Faulty governor actuator.
· Key switch: ON shown below where con-
· Engine control dial: nector (6P) of governor
· 0.8 to 4.2 V (Refer to T5-2-3.) actuator and connector
· Motor sensor: NO (12P) of engine controller
Voltage: 0.5 V and below / 4.5 V are disconnected.
and above (Refer to T5-2-4.) Faulty harness in discon-
· Terminals #5 (6P) and #3 (12P) NO nected circuit.

the Open End Side)
Governor Actuator (6P) Engine Controller (12P)
1 6 4 3 2 1
2 5 8 7 6 5
3 11 10 9
T5-2-5
(Blank)
T5-2-6
TROUBLESHOOTING / Troubleshooting B
TROUBLESHOOTING B PROCEDURE
(DIAGNOSIS OF MACHINE BY SYMPTOM)
This procedure is used when operating the diagnosis
by the symptom.
• How to Read the Troubleshooting Flow Charts
YES (OK)
(2)
・ (1) After checking or measuring item (1), select either YES (OK) or NO
(NOT OK) and proceed to item (2) or (3) next.
(3)
NO (NOT OK)
・ As shown to the left, measuring methods or items to be referred to are indicated in the
spaces under the box. Take care to measure or check correctly. Incorrect measuring or
・ Key switch: ON
checking methods may result in making troubleshooting impossible, and may damage
components.
・ The thick-line box indicates the causes. Scanning through thick-line boxes, possible
causes can be focused.
NOTE: The connector drawings show the harness

end connectors seen from the open end
side.
Harness End
Harness
Connector
Open End T6L4-05-03-001
Side
T5-3-1
ENGINE SYSTEM TROUBLESHOOTING
Starter does not rotate
YES
• Be sure to inspect fuse and connection
prior to troubleshooting.
No voltage or less
With key switch than 12 V at ter-
positioned as minal B.
YES shown in the table
below, check if
each terminal volt-
age on starter is
normal.
· Pilot shut-off lever: YES
Release position
NO
No voltage or less Check if voltage on

Check if battery than 12 V at ter- starter relay ter-
voltage and elec- minal #50 (S) with minal #R1-1 is
trolyte density are key switch at higher than 12V.
normal. START position.
· Key switch: START
· Voltage: 12 volts or · Key switch: START
more
· Density: 1.25 to 1.28
(at 20 degrees centi-
grade)
NO
Unit: V
Key Switch
OFF ON START
Terminal
B (M8) 12 12 12
#50 (S) 0 0 12
NO (When key switch is turned to the START position, if voltage at

terminal B is lower than 9 volts, battery may be faulty.)
Starter voltage check

#50(S)
1. Turn key switch to the ON or START position.
2. Contact minus (−) probe of a circuit tester to the
machine (ground to unpainted area like bolt B
head) and plus (+) probe terminals to the starter
terminal respectively, and check voltages.
(Measure with the harness connected.)
T1M7-05-03-001
T5-3-2
Faulty starter.
Broken harness between

battery and starter or faulty
connection.

starter relay and starter.
YES Faulty starter relay.
Check if voltage on
YES starter relay terminal
#R2-3 higher than
12V. Faulty safety start relay, or
Remove starter re- broken harness between
lay connector #R2, · Key switch: START starter relay and fuse box.
YES NO
and check if voltage
on starter relay ter-
Remove starter re- minal #R2-1 is
lay connector #R2, higher than 12V.
and check if voltage Broken harness between
· Key switch: ON
on starter relay ter- NO starter relay and fuse box.
minal #R1-2 is
higher than 12V.

NO starter relay and battery.
Faulty battery.
Connector
Starter Relay
R1 Connector R2 Connector
2 1 3 2 1
6 5 4
T5-3-3
Starter rotates but engine does not start.
• The faulty engine and the faulty electrical circuit

are suspected. This page describes the trouble-
shooting of electrical circuit (fuel pump, engine
stop solenoid).
In case of faulty engine, refer to "Engine Shop
Manual".
• Be sure to inspect connection prior to trouble-
shooting.
YES
YES Check if terminal #3

on 1 second timer is
12V.
Broken harness be-
· Key switch: ON tween 1 second timer
YES Check if terminal #2 NO and fuse box.
on power relay is 12V.
Broken harness be-

tween power relay
and fuse box.
NO
Disconnect fuel line

that goes to engine at
fuel pump. Check if
fuel is delivered when
key switch is turned
ON.
YES
Check if fuel filter is

clogged. YES
NO
Disconnect fuel
pump connector.
Check if terminal #1
NO on harness end
Connector
connector is 12V.
1 second · Key switch: ON
Power Relay timer Fuel Pump
1 2 4 2 1 2 1 NO
3 4 3
T5-3-4
Connector
Engine Stop So- Fuel Pump YES

A
lenoid Check if there is con-
tinuity between ter-
R W 2 1 YES minal B on harness
B end connector on
engine stop solenoid
and vehicle. Broken harness be-
Disconnect engine tween engine stop
stop solenoid con- NO solenoid and ground.
YES nector. Check if ter-
minal R on harness
end connector is 12V. Broken harness be-
tween engine stop
Check if voltage ter- solenoid and key
· Key switch: ON NO
minal #1 on engine switch.
controller is 12V.
· Key switch: ON Broken harness be-
tween the engine
controller and the
NO
fuse box.
Starter
Engine Stop
Solenoid
T573-05-02-005
Pin
Faulty fuel filter.
YES Faulty fuel pump.

Check if there is con-
tinuity between ter-
minal #2 on harness
end connector of fuel
pump and vehicle. Broken harness be-
NO tween fuel pump and
ground.
Broken harness be-

YES tween fuse box and
fuel pump.
Check if fuse #9
(10A) is 12V. Faulty key switch, or
· Key switch: ON broken harness be-
NO tween key switch and
fuse box.
T5-3-5
YES Faulty governor actuator

or engine.
Remove engine stop Check if driving circuit of
solenoid from engine YES
governor actuator is
body. normal.
Remove starter motor Faulty engine controller.
lead wire. NO
A Check if the pin on the
top of engine stop sole-
noid moves when
Faulty engine stop so-
key switch is START
NO lenoid.
position.
Starter Motor
Lead Wire
T1M7-05-03-001
T5-3-6
Faulty auto-idle system
• If the system failure indicator is lighting, refer to

T5-2-2.
• Refer to the pages for Auto-Idle Control in the
SYSTEM / Control System group.
• Check for loose harness connections before-
hand.
• Even if control lever is turned to neutral. Auto-idle

system is inoperable.
YES Faulty engine control-
Check if voltage ter- ler.
YES minal #6 on engine
controller is lower than
1V. Broken harness be-
· Auto-idle switch: ON tween engine control-
YES Check if voltage ter- NO ler and monitor.
minal #M1-4 on moni-
tor is lower than 1V.
Check if voltage termi- · Auto-idle switch: ON Faulty auto-idle switch

nal #9 on engine con- or monitor.
NO
troller is lower than
2.5V.
· Auto-idle switch: ON
· Control lever: Neutral Faulty auto-idle pres-
position sure sensor.
NO
• Although the auto-idle switch is turned OFF, the

auto-idle control is operated.
Faulty monitor or bro-

ken harness between
NO engine controller and
monitor.
Check if voltage termi-
nal #6 on engine con-
troller is higher than 5V.
· Auto-idle switch: OFF Faulty engine control-

YES ler.
Connector
Engine Con- Monitor M1 Connector

troller
4 3 2 1 10 9 4 2 1
8 7 6 5 20 18 17 15 14 13 12 11
11 10 9
T5-3-7
Engine is difficult to start at low temperature.
(During cold weather or in cold districts, the en-
gine is difficult to start or does not start although
pre-heated.)
• The pre-heat system operates only when coolant

temperature is below 10 °C (50 °F). When cool-
ant temperature is higher than 10 °C (50 °F), the
pre-heat system doesn’t operate.
• Check battery at the same time.
• Check for loose harness connections before-
hand.
YES Faulty air heater.
Remove air heater terminal and

check if voltage on harness
end is higher than 12V. YES Broken harness between key
switch and air heater.
· Key switch: HEAT or START
Check if voltage terminal R1
on key switch is higher than
NO 12V.
· Key switch: HEAT or START
Faulty key switch.
NO
T5-3-8
(Blank)
T5-3-9
ACTUATOR OPERATING SYSTEM TROU-
BLESHOOTING
All actuators do not work or do slowly.
• As all the control circuits are pilot systems, the

pilot system may be faulty.
• Confirm that the air conditioner switch is OFF in
the case of a cab version machine.
• Check for loose harness connections before hand.
Check if there is conti-
YES nuity between terminal
#2 on harness end
Disconnect pilot connector and vehicle.
shut-off valve solenoid
valve connector.
Measure voltage at
YES terminal #1 on harness
end connector. Check
if voltage is 12V.
· Key switch : ON
· Pilot control shut-off lever :
UNLOCK position
YES Check if main relief

pressure is normal. Disconnect pilot shut-off
switch, and check if
· Refer to “OPERATIONAL voltage measured at
PERFORMANCE TEST”. terminal #1 on harness
NO side connector is 12V.
Check if primary pilot

pressure is normal. Faulty main relief valve
in control valve.
· Refer to “OPERATIONAL NO
PERFORMANCE TEST”.
YES End. (Faulty pilot

Disassemble, clean, relief valve).
and adjust pilot relief
valve. Check if
NO symptom disappears.
Faulty pilot pump.
NO
Connector (Harness End Connector Viewed from the

Open End Side)
Pilot Shut-Off Switch

Pilot Shut-Off Solenoid Valve
2 1
T5-3-10
YES Faulty pilot shut-off

solenoid valve. (Spool
is stuck.)
Disassemble pilot
YES shut-off solenoid
valve. Check if it is YES
abnormal. Faulty revolution
Disassemble revolu- sensing valve.
tion sensing valve or
variable metering
NO valve. Check if it is
abnormal.
A
NO
Broken ground circuit

between pilot shut-off
NO solenoid valve terminal
#2 and vehicle.
Faulty pilot shut-off

switch, or broken har-
YES ness between pilot
shut-off switch and pilot
shut-off solenoid valve.
Faulty key switch, or

broken harness be-
tween key switch ter-
NO
minal BR and pilot
shut-off switch.
YES Faulty unload valve in

control valve.
Disassemble unload
valve in control valve.
A Check if it is abnor-
mal. YES Faulty differential re-
ducing valve in control
Disassemble differ- valve. (Spool is stuck.)
ential reducing valve
in control valve.
NO
Check if it is abnor-
mal. Faulty main pump.
NO
T5-3-11
All actuators work fast.
YES
Normal.
Check if hydraulic cyl-
inder operating time is
normal.
· Refer to “OPERATIONAL Faulty revolution sensing
PERFORMANCE TEST”. valve.
NO
Actuators work when control lever is in neutral.
• Refer to T5-3-13 in case the Actuator doesn’t stop

even if control lever is returned to neutral.
YES Stuck pilot valve spool.

Turn the pilot shut-off
lever into LOCKED po-
sition. Check if symptom
disappears.
Stuck control valve spool.
NO
T5-3-12
Actuators never stop even if control lever is re-
turned to neutral.
Replace overload relief YES Faulty overload relief valve

valve corresponding to or faulty make-up valve in
actuators and make-up front attachment system.
Boom, Arm, valve (boom swing) with
Bucket, Boom overload relief valve with
Swing, or normal actuator and
Blade make-up valve (boom Sticking of spools of front
swing). Check if symp- attachment system control
tom disappears. NO
valves or pilot valves.
Check which actuators YES Sticking of spools of swing

are abnormal. control valve or pilot valve.
Adjust swing relief valve.
Swing Check if trouble still
appears.
Faulty relief valve or faulty
· Refer to “OPERATIONAL make-up valve in swing
PERFORMANCE TEST”. NO device.
YES Faulty counterbalance

valve in travel device.
Disassemble counter-
Travel balance valve in travel
device. Check if they are
abnormal.
Sticking of spools of right or
left travel control valve or
NO pilot valve.
T5-3-13
(Blank)
T5-3-14
FRONT ATTACHMENT SYSTEM TROU-
BLESHOOTING
All front attachment functions are weak.
• Not only the front attachment but also other func-

tions will have the problem. If the travel function is
also abnormal, refer to “All actuators do not work
or do slowly (T5-3-10).” In case only the front at-
tachment is abnormal, check the pilot valve.
T5-3-15
Only Specific cylinder(s) does not work, or it
(they) does slow and weakly.
• In case the cylinder speeds are slow, the pump

flow rate may be reduced. If the pump flow rate is
reduced due to some problems, only actuators
requiring more oil flow rate than the reduced pump
flow rate look to be slow.
• In case the cylinder works weakly, the relief valve
set pressure may be lower than specific one. Be
careful not to mix the problem of slow with that of
weak because these symptoms are different from
each other.
YES Faulty overload relief

valve corresponding
to cylinder.
Replace overload
relief valve corre-
sponding to cylinder
Faulty make-up valve
with normal one. YES
corresponding to
Check if symptom
cylinder.
disappears.
Replace make-up
valve corresponding
to cylinder with the
NO new one. Check if Faulty pressure
YES
symptom disappears. compensator corre-
sponding to cylinder.
Disassemble pres-
sure compensator in
control valve corre-
NO sponding to cylinder.
Check if it is abnor- Disassemble shuttle
mal. valve in control valve
corresponding to cyl-
NO
inder. Check if it is
abnormal.
T5-3-16
Faulty shuttle valve in

YES control valve corre-
Stuck control valve

YES spool corresponding
to cylinder.
Disassemble control
valve spool corre-
NO Check if it is abnor-
mal.
Faulty main pump.
NO
T5-3-17
Only specific cylinder works fast.
• Even if the pump flow rate increases due to some

problems in the pump, the oil flow rate is con-
trolled so that the optimum oil flow can be sup-
plied to the actuators by the flow Pressure Com-
pensator in the control valve. Accordingly, any
problems in the pump will not cause the actuator
speed to increase. However, in case the flow
pressure compensator is stuck in the open posi-
tion, the flow pressure compensator will be unable
to control the optimum oil flow to the actuators
(excessive oil more than required will be supplied
to the actuators). Therefore, stuck flow pressure
compensator in the control valve may be the most
possible cause in this case.
Only boom does not work, or it does slow.
YES Stuck boom anti-drift

valve in control valve.
YES Disassemble boom

anti-drift valve in con-
trol valve. Check if it
is abnormal.
Check if pilot secon- Faulty overload relief
dary pressure is nor- valve in control valve.
mal. NO
· Refer to “OPERATIONAL
PERFORMANCE TEST”.
Faulty pilot valve.
NO
T5-3-18
Front attachment cylinders leaking (drift) is large.
YES Normal.
YES Faulty seal in cylinder.

Check if each front
attachment cylinder
drift is within stan-
dards. NO Check if oil leaks
inside cylinder. Faulty boom anti-drift
· Refer to “OPERATIONAL valve, faulty overload
PERFORMANCE TEST”. relief valve, scored con-
Check if symptom trol valve spool, dam-
disappears when pilot NO aged spring, or loosed
NO control shut-off lever spool end.
is turned into LOCK
position.
Faulty pilot valve.
YES
Boom cylinder inner leak check
1. With the bucket cylinder fully retracted and the

arm cylinder slightly extended from the fully re-
tracted position, lower the bucket tooth tip to the
ground.
2. Disconnect the hydraulic hose at the rod side of
boom cylinder, and drain oil in the cylinder and
hose. (Install a plug on disconnected hose end
from vehicle.)
3. Retract the rod of the arm cylinder to raise the
T1M9-05-03-001
bucket from the ground.
If oil comes out from disconnected and opened
pipe on boom cylinder and the rod of that is re-
tracted, oil is leaking in the boom cylinder.
If oil does not come out from disconnected pipe
on boom cylinder and the rod of that is retracted,
oil is leaking in the control valve.
T5-3-19
When control levers are operated (boom raise,
arm roll-out), front attachment drops briefly, and
then begins to work.
YES Internal leakage in cylinder.
Check if load check

valve in control valve is
normal.
· Visually check after
disassembling. Faulty load check valve.
NO
NOTE: 1. During the initial stage of operation, the

oil pressure and flow rate from the
pump are low. If the load check valve is (B)
failed, oil in the bottom side of cylinder
flows back into the circuit through the
At failure in load
load check valve, causing the boom check valve (A)
cylinder to temporarily retract because
of the load on boom cylinder.
2. If oil is leaking from bottom side (A) to

rod side (B) due to the failed piston or
tube of the boom cylinder, the boom
cylinder temporarily retracts as oil
pressure and flow rate from the pump is
low during the initial stage of operation. T105-07-04-012
Then, the cylinder cannot support the

load, reducing cylinder force and in-
creasing the cylinder drift in this case.
T5-3-20
(Blank)
T5-3-21
SWING SYSTEM TROUBLESHOOTING
Upperstructure does not swing, its speed is slow,
or its swing power is weak.
Check if problem
YES disappears after
control valve spool
is disassembled
and cleaned.
Check if swing motor
YES oil drain amount is
normal.
· Refer to "OPERA-
TIONAL PER-
FORMANCE
Faulty swing motor.
TEST". NO
Check if swing
YES motor relief pres-
sure is normal.
· Refer to "OPERA-
TIONAL PER-
Check if swing FORMANCE
pilot secondary TEST".
pressure is nor- Faulty swing motor
mal. NO relief valve.
· Refer to "OPERA-
TIONAL PER-
FORMANCE Faulty pilot valve.
TEST". NO
T5-3-22
YES Faulty control valve

spool (stuck).
YES Faulty pressure

compensator in con-
trol valve.
Disassemble pres-
NO sure compensator
in control valve. YES Faulty make-up valve
Check if it in control in swing device.
valve is abnormal. Check if make-up
valve in swing device
Faulty swing reduc-
NO is abnormal.
tion gear or faulty
Disassemble shuttle signal passage
valve in control (contamination in-
valve. Check if it is NO gress) to swing
NO abnormal.
pressure compen-
sator (control valve).
Faulty shuttle valve in

control valve.
YES
T5-3-23
TRAVEL SYSTEM TROUBLESHOOTING
Machine does not travel, or does slowly, or travel
weakly.
• Both right and left travel motors seldom become

faulty at same time. Although the trouble shooting
hare is for the vehicle that both right and left travel
motors become faulty. When only one side is
faulty, refer to “The excavator mistracks”.
Travel speed does not change to the fast speed.
• Check for loose harness connections before hand.

• In case the problem cannot be solved due to the
flowchart below, the travel speed changeover
valve in travel device may be faulty.
YES Broken harness in
ground circuit.
Check if selection
movement sound of
solenoid valve is
YES heard if terminal #2 of
travel speed
changeover solenoid
valve connector is
connected to ma-
chine body. Faulty travel speed
Check if terminal #1
on harness end · Key switch : ON changeover solenoid
connector of travel · Travel Speed Selec- NO valve. (Spool is
speed changeover tor Switch : Fast stuck.)
solenoid valve is · Ground the connector
12V. to the vehicle with a
clip without discon-
· Key switch : ON necting. YES
· Travel Speed Se- Faulty travel speed
lector Switch : Fast selector switch.
· Measure voltage
with a clip without Disconnect travel
disconnecting. speed selector
switch, and check if
voltage measured at
NO terminal #2 on har-
ness side is 12V.
Broken harness be-

tween travel speed
NO selector switch and
fuse box.
Open End Side)
Travel Speed Changeover Travel Speed Selector Switch

Solenoid Valve
3 6
2 1 2 5
T5-3-24
Travel speed does not change to the slow speed.
• Be sure to inspect wiring connection prior to trou-

bleshooting.
YES Fault travel speed

selector valve.
Check if problem
disappears after
disconnecting travel
speed changeover
solenoid valve con-
nector. Faulty travel speed
changeover solenoid
NO valve. (Spool is
stuck.)

Open End Side)
Travel Speed Changeover

Solenoid Valve
2 1
T5-3-25
Machine mistracks.
• Check that both side track sags are equally ad-

justed.
flowchart below, the shuttle valve in control valve
may be faulty. Faulty pressure
YES
compensator in
control valve.
Disassemble
pressure com-
YES pensator in con-
trol valve travel NO
Faulty travel motor.
right or left sec-
tion. Check if it is Check if travel
abnormal. NO motor drain oil
amount is normal.
Faulty travel motor
Check if problem · Refer to “OP- swash angle
is reversed when ERATIONAL change mechanism
travel hoses un- PERFORMANCE YES and travel reduction
Check if secon- der center joint TEST”.
NO gear.
dary travel pilot are switched.
pressure is nor-
mal.
Faulty center joint.
· Refer to “OP- YES
ERATIONAL
PERFORMANCE
TEST”.
Faulty travel pilot
valve.
NO
Relationship between Faulty Seal

Location and Mistrack Direction
Seal When traveling When pivot turn
No. straight: is performed: Right Travel
1
1 Forward
2
Right Travel
Reverse 3
2 Left Travel 4
Forward
5
3 Left Travel
Reverse
W1M9-03-03-002
T5-3-26
BLADE SYSTEM TROUBLESHOOTING
Blade does not move, or its speed is slow.
• When blade raise is slow, if reverse travel left is

also influenced, faulty center joint (faulty sealing)
is suspected.
Faulty seal in cylin-

Remove rod pin of YES der.
blade cylinder, and
have cylinder fully re-
tracted. Remove bottom
YES hose, and attach plug
on hose side. Check if Faulty pressure
oil leaks from bottom YES compensator in
Disassemble
port of cylinder when control valve.
pressure com-
blade raise operation is
pensator in control
made.
valve. Check if it is
Check if pilot valve NO abnormal.
secondary pressure is Disassemble shuttle
normal. valve in control valve. A
NO Check if it is abnormal.
· Refer to “OPERA-
TIONAL PERFORM-
ANCE TEST”.
Faulty blade pilot
valve.
NO
NO Faulty center joint.
Faulty shuttle
valve in control
Left Travel YES valve.
Reverse
Blade
Raise
Blade
Lower
Travel Motor
Displacement
Angle Control
Pilot Pressure
W1M9-03-03-002
T5-3-27
BOOM SWING SYSTEM TROUBLE-
SHOOTING
Boom swing does not work or does slowly.

flowchart below, the shuttle valve in control valve
may be faulty.
• In case one side only cannot be operated or
moves slowly, the make-up valve may be faulty.
YES Faulty seal in cyl-

inder.
Operate boom swing
toward left, and have
cylinder fully extended.
Remove piping on rod Faulty pressure
YES compensator in
YES side, and attach plug on
hose side. control valve.
Check if oil leaks from Disassemble pres-
port on cylinder rod side sure compensator
when swing left opera- in control valve.
tion is made. NO Check if it is ab-
normal.
Check if pilot valve
secondary pressure is
normal. Spool in control
NO valve is stuck.
· Refer to “OPERA-
TIONAL PERFORM-
ANCE TEST”.
Faulty boom swing

pilot valve.
NO
T5-3-28
HOW TO LOWER BOOM WHEN ENGINE
STOPS
With the boom raised if the engine stops and does not
restart for some reason, lower the boom in the follow-
ing procedures.
If the front attachment is not loaded.
CAUTION: Loosen overload relief valve

slowly. If it is loosened rapidly, the boom may
lower rapidly.
Do not loosen it more than 3/4 turns, as the
hydraulic oil may spout.
1. Observing movement of the boom, gradually re-

lease the overload relief valve in the boom raise
circuit (on the cylinder bottom side).
(Lower the pressure in the circuit on the boom
cylinder bottom side.)
: 24 mm
Overload Re-
lief Valve in the
2. After checking that boom has lowered completely, Boom Raise
tighten the overload relief valve. Circuit
T1M9-03-04-001
If the front attachment is loaded.
1. Put alignment marks on the overload relief valve Lock Nut

lock nut and adjusting screw in the boom raise
circuit (on the cylinder bottom side).
CAUTION: Loosen the adjusting screw

slowly. If it is loosened rapidly, the boom will
lower rapidly.
Adjusting
2. Loosen the lock nut. Loosen adjusting screw Screw
slowly checking the movement of boom. T566-03-03-018
: 6 mm
: 17 mm
3. After checking that the boom is lowered com-

pletely, align the marks and tighten the lock nut.
: 17 mm
: 34 to 39 N⋅m
(3.5 to 4 kgf⋅m, 25.3 to 29 lbf⋅ft)
IMPORTANT: After re-tightening the overload relief

valve or lock nut, check the set
pressure of the overload relief valve.
T5-3-29
HOW TO PREVENT HORN BLOWING AT
KEY SWITCH POSITION OF OFF
Normally, the horn can be blown even at OFF position Under the Seat Female Plug Receptacle
of the key switch. (Label: ACC)
In an immobilizer version machine (optional), the horn
switch needs to be pressed for releasing the lock. At
that time, horn blowing can be prevented by changing
connection of the harnesses.
In case such setting is desired that the horn does not
blow on releasing lock (key switch position OFF) of the
immobilizer (optional), follow the following procedure.
1. Detach the plug receptacle (labeled D) under the

seat.
2. Connect the detached male plug receptacle (la-
beled D) to the female plug receptacle (labeled
ACC).
IMPORTANT: After work, confirm that the horn is

blown at the key switch position of T1M7-05-03-004
ON. Plug Receptacle
(Label: D)
Electrical Circuit
From Battery
Plug Receptacle
(Label: D)
Horn Switch
Horn Horn Relay T1M7-05-03-003
T5-3-30
TROUBLESHOOTING / Troubleshooting C
TROUBLESHOOTING C PROCEDURE
(DIAGNOSIS OF MONITOR)
This procedure is used when there are malfunction on

components regarding monitor, such as gauge or in-
dicators.
• How to Read the Troubleshooting Flow Charts
YES (OK)
(2)
・ (1) After checking or measuring item (1), select either Yes (OK) or No
(NOT OK) and proceed to item (2) or (3) next.
(3)
NO (NOT OK)
As shown to the left, measuring methods or items to be referred to are indicated in the
・ spaces under the box. Take care to measure or check correctly. Incorrect measuring or
checking methods may result in making troubleshooting impossible, and may damage
· Key switch: ON components.
・ The thick-line box indicates the causes. Scanning through thick-line boxes, possible
causes can be focused.
NOTE: The connector drawings show the harness

end connectors, seen from the open end
side.
Harness End Harness

Connector
Open End T6L4-05-03-001

Side
T5-4-1
MALFUNCTION OF COOLANT TEPERA-
TURE GAUGE
NOTE: The troubleshooting here only covers the

malfunction of coolant temperature gauge.
For the malfunction of overheat indicator,
refer to T5-4-9.

shooting. YES
Disconnect coolant temperature

Coolant temperature sensor terminal, and connect
monitor segments (B to harness end terminal to the vehi-
F) does not light. cle ground. Check if all segments
blink. With coolant temperature sensor
terminal disconnected, remove
· Key switch: ON 20P connector from monitor.
NO Check if there is continuity be-
tween terminal #M1-15 and sen-
sor harness end terminal.
YES
When coolant tem-

All the segments (A to perature sensor termi-
F) on coolant tem- nal is disconnected,
perature monitor light check if only one cool- YES
up. ant temperature moni-
tor segment blink.
With coolant temperature sen-
· Key switch: ON sor terminal disconnected, dis-
NO connect 12P connector from
monitor. Check if there is conti-
nuity between harness end ter-
minal #M1-15 and vehicle.
NO
YES
Disconnect coolant temperature
Coolant temperature sensor terminal, and connect
monitor segment light harness end terminal to vehicle.
moves its position un- Check if all coolant temperature
suitably. monitor segments blink.
· Key switch: ON NO
T5-4-2
Faulty coolant tempera-

ture sensor.
E F
D
C
YES Faulty coolant tempera-
ture gauge, or faulty B
monitor.
A
coolant temperature T1CF-05-05-001
NO gauge and coolant tem-

perature sensor.
Segments Temperature °C (°F)
A (Blinking) 20°C (68°F) or less
Faulty coolant tempera- A 20 to 49°C (68 to 120°F)
ture sensor. B 50 to 79°C (122 to 174°F)
C 80 to 94°C (176 to 201°F)
D 95 to 101°C (203 to 214°F)
Short-circuited harness E 102 to106°C (215 to 223°F)
between monitor and
coolant temperature sen- F 107°C (225°F) or more
sor.
Coolant Temperature Sensor
Temperature °C (°F) Resistance (Ω)
25 (77 °F) 7.6
Faulty coolant tempera- 40 (104 °F) 4.0±0.35
ture gauge, or faulty
monitor. 50 (122 °F) 2.7±0.22
80 (176 °F) 0.92
95 (203 °F) 0.6
105 (221 °F) 0.42
120 (248 °F) 0.3±0.01
ture sensor.
Connector
Monitor
ture gauge, or faulty
monitor.
T1M7-05-04-002
T5-4-3
MULFUNCTION OF FUEL GAUGE
NOTE: The troubleshooting here only covers the

malfunction of fuel level gauge. For the
malfunction of fuel level indicator, refer to
T5-4-10.

shooting.
YES
Disconnect fuel level sensor con-

Fuel gauge monitor nector, and connect harness end
segments (B to F) light terminals #1 to #2. Check if all
does not light segments on fuel gauge monitor With fuel level sensor connector
· Buzzer does not blink. disconnected, remove 20P con-
sound. nector from monitor. Check if
· Key switch: ON there is continuity between har-
· Use a clip to connect terminals. NO ness end connector #M1-14 on
monitor and harness end con-
nector terminal #2 on sensor.
YES
When fuel level sensor

All segments (A to F) connector is discon-
on fuel gauge monitor nected, check if all
light up. segments on fuel YES
gauge monitor blink. With fuel level sensor connector
· Key switch: ON disconnected, disconnect 20P
connector from monitor. Check
NO if there is continuity between
terminal #M1-14 on harness
end connector and vehicle.
NO
YES
Disconnect fuel level sensor con-
Fuel gauge monitor nector, and connect harness end
segment light moves connector terminal #1 to #2.
its position unsuitably. Check if all fuel gauge monitor
segments blink stably.
· Key switch: ON
· Use a clip to connect terminals. NO
T5-4-4
E F
D
C
T1M7-05-04-001
Faulty fuel level sensor. 2 (0.1) 17.3 (0.7) Unit: mm (in)
FULL
YES Faulty fuel gauge, or faulty

147.5
monitor. (5.8)
Broken harness between 73 (2.9)

fuel gauge and fuel level
NO sensor. 215.5 R230 1/2
(8.5) (R9.1)
Faulty fuel level sensor.
Float
EMPTY
T1M9-05-04-001
Short-circuited harness
between fuel gauge and Segment Floating Position Resistance (Ω)
fuel level sensor.
A EMPTY 90
B - -
C 1/2 40
Faulty fuel gauge, or faulty
monitor. D - -
E - -
F FULL 10
Faulty fuel level sensor.

Connector
monitor
Faulty fuel gauge, or faulty

monitor.
T1M7-05-04-002
T5-4-5
MALFUNCTION OF PREHEAT INDICATOR

shooting.
• Preheat indicator lights for 15 seconds after turn-
ing key switch to heat position.
YES Faulty monitor.
Preheat indicator does Check if voltage on

not light when key monitor terminal
switch is turned to heat #M1-12 is higher than
position. 12V.
· Key switch: HEAT
Faulty key switch.
NO
YES Faulty monitor.
Preheat indicator Check if voltage on

keeps lighting. monitor terminal
#M1-12 is 0V
· Key switch: ON
Faulty key switch.

NO
Connector
Monitor
T1M7-05-04-002
T5-4-6
MALFUNCTION OF ALTERNATOR INDI-
CATOR

shooting.
NO Broken harness between
alternator and monitor.
Check if there is conti-
NO
nuity between harness
end terminal on alter-
nator and monitor ter-
minal #M1-13.
Disconnect terminal L on Burnt indicator bulb, or
When key switch is alternator, and connect YES broken harness in moni-
turned ON, alternator in- harness end terminal to tor.
dicator does not light. vehicle. Check if alter-
· Engine: Stop nator indicator lights.
· Key switch: ON
Faulty alternator (regu-
· Engine: Stop
YES lator).
YES Faulty alternator (regu-

lator).
Even if engine rotates, When alternator is dis-

indicator does not go out. connected, does indica-
tor go out?
· Key switch: ON
· Engine: Stop
Short-circuited harness
between alternator and
NO indicator.
Connector
Monitor
T1M7-05-04-002
T5-4-7
MALFUNCTION OF ENGINE OIL PRES-
SURE INDICATOR
NOTE: The indicator comes on when engine oil

pressure is below 49± 9.8 kPa (0.5±0.1
kgf/cm2, 7.1±1.4 psi). NOTE: 1 kgf/cm2=98.07 kPa

shooting.
YES Faulty engine oil pressure

switch.
When oil pressure switch
is disconnected, and
When key switch is harness end terminal is
turned ON, indicator connected to vehicle, Burnt indicator, or broken
does not light. NO
check if indicator comes harness in monitor.
· Engine: Stop on. Reconnect the discon-
· The pressure might not nected terminal.
· Key switch: ON When terminal #M2-28
be released for 1 to 2
minutes just after the NO on monitor panel is con-
engine stops. nected to vehicle, check
if indicator comes on. Broken harness between
This is normal.
engine oil pressure switch
· Key switch: ON YES and indicator.
· Ground the connector to
the vehicle using a clip
without disconnecting.
YES Faulty engine oil pressure

switch.
After engine is started, When oil pressure switch

indicator does not go out. is disconnected, check if
indicator goes out.
· Check if oil filter is · Key switch: ON
clogged or not. · Engine: Stop Short-circuited harness
between engine oil pres-
sure switch and indicator.
NO
Connector
Monitor
T1M7-05-04-002
T5-4-8
MALFUNCTION OF OVERHEAT INDICA-
TOR
NOTE: The indicator comes on when coolant tem-

perature is above 110 ± 2 °C (230 ± 4 °F)
and keeps its temperature more than 2
seconds.

shooting.
YES Faulty overheat switch.
Overheat indicator When overheat switch

does not light when terminal (white red) is
coolant temperature disconnected, and har-
gauge reads higher ness end terminal is Broken harness between
than 110 ℃（230 °F） connected to vehicle, YES
overheat switch and
check if segments light Reconnect the discon- monitor.
for warning. nected terminal. When
· Engine: Running terminal #M2-36 on
· Buzzer does not · Key switch: ON monitor is connected to
NO
sound. vehicle, check if indica-
tor blink. Faulty coolant tempera-
· Key switch: ON NO ture gauge, or faulty
· Ground the connector to monitor.
the vehicle with a clip
without disconnecting.
YES Faulty overheat switch.
Segments on coolant When overheat switch

temperature gauge terminal (white red) is
monitor do not stop disconnected, check if Short-circuited harness
YES
turn off. indicator turns off. With overheat switch between overheat switch
terminal disconnected, and monitor.
· Key switch: ON · Key switch: ON remove 16P connector
from monitor. Check if
NO there is continuity be-
tween terminal #M2-36
on harness end con- Faulty coolant tempera-
nector and vehicle. NO ture gauge,
gauge or
or faulty
faulty
monitor.
monitor controller.
Connector · Key switch: ON
Monitor
T1M7-05-04-002
T5-4-9
MALFUNCTION OF FUEL LEVEL INDICA-
TOR
shooting.
YES Faulty monitor.
Even if fuel is empty, Check if fuel level in-

lowest segment does dicator segment #A
not blink for warning. lights.
· Key switch: ON · Key switch: ON
Refer to T5-4-4.
NO
YES Faulty monitor.
Even if sufficient fuel is Check if fuel level indi-

in fuel tank, segment cator segment that is
blinks for warning. appropriate to fuel level
lights.
· Key switch: ON · Key switch: ON
Refer to T5-4-4.
NO
Connector
Monitor
T1M7-05-04-002
T5-4-10
MALFUNCTION OF MONITOR BUZZER
shooting.
Faulty engine oil lubrica-

tion system or faulty en-
YES gine oil pressure indica-
tor system. (Refer to
T5-4-8.)
After engine is started, Check if engine oil

buzzer continues to pressure indicator Engine is overheated, or
sound. stays ON. YES faulty overheat indicator
system. (Refer to
· Engine: Running T5-4-9.)
Check if all segments of
coolant temperature
NO gauge monitor blinks.
Faulty monitor controller,
· Key switch: ON faulty buzzer, or faulty
NO buzzer circuit.
Even if engine oil

pressure indicator, Faulty monitor faulty
overheat indicator or buzzer, or faulty buzzer
fuel level indicator circuit.
lights up or blinks,
buzzer does not
· Engine: Running
T5-4-11
MALFUNCTION OF LIQUID CRYSTAL DIS-
PLAY (LCD)
When “Built-in diagnosing system” is set, items shown
below are displayed.
• How to set ” Built-in diagnosing system”

1. Turn the key switch into ON position while the set
switch on the monitor panel is pushed down.
2. Items shown below are displayed as the display
selection switch is pushed.
No. Item Troubleshooting

1. Hour meter Refer to the next page.
2. Trip 1 Faulty monitor.
3. Trip 2
T5-4-12
MALFUNCTION OF HOUR METER

shooting.
Faulty alternator, or faulty

YES
alternator indicator sys-
tem. (Refer to T5-4-7.)
While engine is run- Check if alternator in-

ning, hour meter does dicator stays ON.
not operate.
· Engine: Running
Faulty hour meter, or

NO faulty monitor controller.
YES Faulty hour meter, or

faulty monitor controller.
Disconnect terminal L
Hour meter operates on alternator. Check if
with key switch turned there is continuity be-
ON. tween harness end
terminal and terminal
#M1-13 on monitor.
monitor panel and alter-
NO nator.
T5-4-13
MALFUNCTION OF AUTO-IDLE INDICA-
TOR
• Failure in switches or monitor logic circuit is sus-

pected in case of auto-idle failure occurs.
• Replace entire monitor assembly in case of
auto-idle failure occurs.
T5-4-14
TROUBLESHOOTING / Electrical System Inspection
PRECAUTIONS FOR INSPECTION AND
MAINTENANCE
1. Disconnect the power source.
Be sure to remove the negative terminals from
the batteries first when taking wire harnesses
and connectors off for repair or replacement work.
Failure to do so can result in damage to the wire
harnesses, fuses, and slow blow fuse and, in
some cases, cause fire due to short circuiting. Code Color Code Color
2. Color coding of wire harnesses. R Red W White
The color codes of the wire harnesses in the L Blue G Green
electrical system are shown below. O Orange Lg Light Green
In cases on the design sheet where two colors Y Yellow B Black
are indicated for one wire, the left initial stands Br Brown P Pink
Gr Gray V Violet
for the base color, while the right initial stands for
the marking color.
NOTE: 1) Code BW indicates a black base wire

with white fine-line marking.
2) Initials “O” and “Or” both stand for the
color orange.
3) Wires with longitudinal stripes printed
on them are not color coded. Be sure
not to confuse them with color coded
wires.
Right Wrong
3. Precautions for connecting and disconnecting
terminal connectors.
• When disconnecting harnesses, grasp them by
their connectors. Do not pull on the wire itself.
Be sure to release the lock first before attempting T107-07-06-001
to separate connectors, if a lock is provided.

• Water-resistant connectors keep water out so
that if water enters them, water will not easily
drain from them. When checking water resistant Right
connectors, take extra care not to allow water to Rust
enter the connectors. In case water should enter
Wrong
the connectors, reconnect only after the
(Deformation)
connectors are thoroughly dried.
• Before connecting terminal connectors, check Wrong (Coming off, Separation)
that no terminals are bent or coming off. In
addition, as, most connectors are made of brass, T107-07-06-002
check that no terminals are rusting.

• When connecting terminal connectors provided
with a lock, be sure to insert them together until
the lock "clicks."
T5-5-1
4. Precaution for using a circuit tester.
Wind a piece of wire Tester Probe
• Before using a circuit tester, refer to the
instructions in the circuit tester manual.
Then, set the circuit tester to meet the object to
be measured, voltage range and current polarity.
• Before starting the connector test, always check
Sharpen the end of wire
the connector terminal numbers, referring to the T107-07-06-003
circuit diagram.
When the connector size is very small, and the
standard probe size is too large to be used for
testing, wind a fine piece of sharpened wire or a
pin around the probe to make the test easier.
• When performing the connector test with the
circuit tester, be sure to insert the tester probe
from the connector harness side in order not to
damage the terminals in the connector.
T5-5-2
FUSE CONTINUITY TEST
Fuse failure is often caused by a fine crack in the fuse,
and such fine cracks are very hard to detect by visual
inspection.
Checking fuse continuity with a tester is far superior to 1
sight inspection. 2
3
1. Turn the key switch ON
4
When key switch is turned ON, the power is
5
supplied to all circuit from key switch BR, R2 and
6
ACC terminal (Refer to Circuit Diagram).
7
2. Remove the fuse box cover and set the correct
8
voltage measurement range of the tester.
9
(Measurement range: 0 to 14.5 V)
10
3. Connect the negative probe to the vehicle ground,
and touch the outside terminal of each fuse with
the positive probe of the tester.
When normal continuity of a fuse is intact, the
tester will indicate 12 volts.
T1M9-05-05-001
Numbe Capacity Connected to

r
1 25 A Horn Relay, Power Relay
2 5A Monitor (Backup), *Air Coditioner Controller, *Radio (Backup)
3 5A Pilot Shut-Off Switch
4 10 A Auxiliary
5 20 A Work Light
6 10 A *Wiper, *Washer, *Room Light
7 25 A *Radio, *Air Conditioner Controller, *Blower Motor Relay, *Displacement Change Relay
8 20 A Travel Speed Selector Switch, Travel Alarm Controller (Optional), Travel Alarm
(Optional)
9 10 A Monitor (Power Supply), Buzzer (Monitor), Starter Relay, 1-second Timer, Engine
Controller, Alternater, Engine Stop Solenoid, Fuel Pump
10 5A Safety Start Relay
NOTE: The *-marked parts are for Cab Version machines only.
T5-5-3
BATTERY VOLTAGE CHECK
1. Turn key switch OFF.
Measure between battery plus terminal and the
ground (vehicle) with a voltmeter.
Correct Voltage Reading: 12 V
NOTE: If voltage is abnormal, re-charge or replace

the battery.
2. Start the engine. V

Measure the battery voltage again.
Correct Voltage Reading: 14.5 V
NOTE: If voltage is abnormal, check the charging

system.
T505-07-01-002
T5-5-4
VOLTAGE CHECK
Turn switches ON so that the specified voltage is
supplied to the checkpoint. Measure voltage.
Diagnose the circuit between power source and the
checking point by checking that specified voltage is
supplied or not.
12 volt circuit Evaluation

(example: the horn circuit) Measured voltage must equal 12 V (battery voltage).
Check the circuit in either the upstream (from the If the measured voltage is less than the battery
power source) or downstream (from the accessory) voltage by 0.5 V or more, some incorrect contacts
order to locate the failed section in the circuit. may exist at connectors.
Set the following check conditions:
• Key switch position:
ON (When checking points (4) to (8)
• Relay position:
ON (When checking points (9) or (10)
• Tester black terminal (negative):
Connected to the vehicle (ground)
• Tester red terminal (positive):
Connected to the checking point
Power source:
Batteries (12 volts)
Key Switch
B BR R1 R2 C ACC
PREHEAT
OFF
ON
START
1
2
4
Battery 3
5
6
Relay
8 7 9
10
An example of the checking order (Horn Circuit)

1 2 3 4 5 6 7 8 9 10
T5-5-5
CONTINUITY CHECK Harness
A a
Single-line continuity check
Disconnect both end connectors of the harness and
check continuity between ends:
If the ohm-meter reading is: 0 Ω = Continuity
∞ Ω = Discontinuity Ω
NOTE: When the one end connector is far apart Connect to the
vehicle frame. A a
from the other, connect one end of
connector (A) or the vehicle frame using a
clip. Then, check continuity of the harness
through the vehicle frame as illustrated.
Connect to the
vehicle frame. Ω
If the ohm-meter reading is: 0 Ω = Continuity
∞ Ω = Discontinuity
A a
Single-line short-circuit check
Disconnect both end connectors of the harness and × Short circuit
check continuity between one end connector of the between the
harness and
harness and the vehicle frame: the vehicle
If the ohm-meter reading is: Ω frame.
0 Ω = Short circuit is present.
∞ Ω = No short circuit is present.
T107-07-05-003
Multi-line continuity check First Connected
Disconnect both end connectors of the harness, and
connect two terminals (A) and (B), using a jumper
wire at one end of the connector, as illustrated. Then, A a
check continuity between terminals (a) and (b) at the B b
other connector. If the ohm-meter reading is ∞Ω, C c
either line (A)-(a), or (B)-(b) is in discontinuity. To find
out which line is discontinued, conduct the single line Second Connected
continuity check on both lines individually, or after
changing the connected terminals from (A)-(B) to
(A)-(C). Check continuity once more between Ω
terminals (a) and (c).
NOTE: By Conducting the multi-line continuity T107-07-05-004
check twice, it is possible to find out which

line is discontinued. With terminals (A) and Short circuit between harnesses.
(C) short circuited, check continuity
A
× a
between terminals (a) and (c). B b
C c
If the ohm-meter reading is:
0 Ω = Line (B)-(b) has discontinuity.
∞ Ω = Line (A)-(a) has discontinuity.
Multi-lines short circuit check Ω

Disconnect both end connectors of the harness, and
check continuity between terminals (A) and (B) or
(C).
T107-07-05-005
If the ohm-meter reading is:
0 Ω = Short circuit exists between the lines.
∞ Ω = No Short circuit exists between the lines.
T5-5-6
5V System Circuit Signal or Ground
Power Source
• Voltage between Terminal No. 1 and the vehicle
Turn OFF the key switch, and disconnect the 1 2
Two-Polarities
connector. Measure the voltage between terminal
No. 1 (5 V power supply) on the machine
harness end connector and the vehicle (ground)
under the following conditions.
Key Switch: ON V
Black (Negative) Terminal of Tester: Vehicle
(Ground)
Red (Positive) Terminal of Tester: Terminal No. 1
Power T107-07-05-006
Standard Voltage: If 5±0.5 V, the circuit is normal Source Signal Ground
up to terminal No. 1.
1 2 3
Three-Polarities
• Voltage between Terminal No.1 and Ground

Terminal
Turn OFF the key switch, and disconnect the T107-07-05-007
sensor connector. Measure the voltage between

terminal No. 1 (5 V power supply) on the machine 1 2
harness end connector and the ground terminal Two-Polarities
(terminal No. 2 for two-polarities or terminal No. 3
for three-polarities connector) under the following
conditions. V
Key Switch: ON
Black (Negative) Terminal of Tester: Connected to
the ground Terminal (Terminal No. 2 or No. 3)
Red (Positive) Terminal of Tester: Connect to
Terminal No. 1 T107-07-05-008
Standard Voltage: If 5±0.5 V, the circuit is normal 1 2 3

up to terminal No. 1 or ground terminal (terminal Three-Polarities
No. 2 or No. 3).
T107-07-05-009
T5-5-7
(Blank)
T5-5-8

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SECTION 4

OPERATIONAL PERFORMANCE TEST

Group 4 Excavator Test Group 6 Adjustment

Purpose of Performance Tests Definition of “Allowable Limit”

Precautions for Evaluation of Test Data

The machine performance does not always deterio-

Definition of “Performance Standard”

be employed for communication among cowork-

MAKE PRECISE MEASUREMENT

3. Repeat the same test and confirm that the test

Item ZAXIS40U-2 ZAXIS50U-2 Remarks

TRAVEL SPEED sec/20 m Refer to T4-4-1

Item ZAXIS40U-2 ZAXIS50U-2 Remarks

Item ZAXIS40U-2 ZAXIS50U-2 Remarks

Item ZAXIS40U-2 ZAXIS50U-2 Remarks

• P-Q control (Torque control)

(Reference: Calculated Valve)

• P-Q Point • P-Q Point (Air conditioner: ON

Delivery Pressure MPa (kgf/cm2 ) T1M9-04-02-018

2. Repeat measurement three times and calculate

NOTE: Engine speed and compression pressure.

NOTE: For turning the crank pulley, remove the fan

IMPORTANT: In case no play is felt for both of the

3. Turn flywheel 360°, then measure the valve clear-

1. Loosen the lock nut and the adjusting screw of the

IMPORTANT: The valve clearances marked with {

adjustable when Piston No. 4 is at

trates into the blood stream, it may cause

NOTE: If the shim is thickened by 0.1 mm, pres-

2. Spray pattern Shim

NOTE: Use clean diesel oil.

3. Oil tight condition

bettered, replace the nozzle assembly.

IMPORTANT: Measurement of injection timing is

1. Before dismounting the fuel pump, put mating

(Injection Angle Adjustment Sticker) T1M9-04-02-014

NOTE: In case the same fuel pump is mounted

IMPORTANT: In case the injection angle of the fuel

disassembling coincide with each other, mount the

7. Tighten the nut for attaching the fuel pump.

NOTE: The standard mounting angle for the fuel

(Fuel Pump Fixing Angle) T1M9-04-02-017

NOTE: For advancing or delaying the injection

Fuel Pump Fixing Bolt

3. Swing the upperstructure 90° and lower the 90 to 110°

(slow and fast travel speeds) in the fast idle speed

NOTE: The measured values may vary widely. The

1-1. Climb the slope and place the travel levers in

CAUTION: Before starting the measurement,

CAUTION: Before starting the measurement,

idle switch off. Operate the swing control lever

Refer to T4-2 Operational Performance Standard.

4. Climb the slope, and then set the upperstructure

NOTE: The measured value may differ depending

onto the round frame trunk or as close to

0.5 m (20 in)

1-1. When measuring the boom cylinder: Arm Cylinder

1-2. When measuring the arm cylinder:

1-3. When measuring the bucket cylinder:

1-4. When measuring the boom swing cylinder:

2. Maintain hydraulic oil temperature at 50±5 °C

Operate each cylinder as follows:

1-1. Measure the boom cylinder.