CLG856 (III ZF Axle&gearbox) Service Manual 201712000-EN

CLG856III Wheel Loader
Service Manual
11/1/2012
Important Safety
Information
Most accidents involving product operation, Operations that may cause product damage
maintenance and repair are caused by are identified by NOTICE labels on the
failure to observe safety rules or product and in this publication.
precautions. An accident can often be
avoided by recognizing potentially LiuGong cannot anticipate every possible
hazardous situations before an accident circumstance that might involve a potential
occurs. A person must be alert to potential hazard. The warnings in this publication and
hazards. This person should also have the on the product are therefore not all
necessary training, skills and tools to inclusive. If a tool, procedure, work method
perform these functions properly. or operating technique not specifically
recommended by LiuGong is used, you
Improper operation, lubrication, must satisfy yourself that it is safe for you
maintenance or repair on this product can and others. You should also ensure that the
be dangerous and could result in injury or product will not be damaged or made
death. unsafe by the operation, lubrication,
maintenance or require procedures you
Do not operate or perform any lubrication, choose.
maintenance or repair on this product, until
you have read and understood the The information, specification, and
operation, lubrication, maintain and repair illustrations in this publication are on the
information. basis of information available at the time
when it was written. The specification,
Safety precautions and warnings are torques, pressures, measurements,
provided in this manual and on the product. adjustments, illustrations, and other items
If these hazard warnings are not heeded, can change at any time. These changes can
bodily injury or death could occur to you or affect the service given to the product.
other persons. Obtain the complete and most current
information before starting any job. LiuGong
The hazards are identified by the "Safety has the most current information available.
Alert Symbol" and followed by a "Signal
Word" such as "WARNING" as shown CALIFORNIA PROPOSITION 65
following. Diesel engine exhaust and some of its
constituents are known to the state of
California to cause cancer, birth defects and
other reproductive harm.
The meaning of this safety alert symbol is CALIFORNIA PROPOSITION 65

as follows: Battery posts, terminals, and related
accessories contain lead and lead
Attention. Be alert. Your safety is involved. compounds, chemicals are known to the
State of California to cause cancer and
The message that appears under the reproductive harm. Wash hands after
warning, explaining the hazard, can be handling.
either written or pictorially presented.
SM for CLG856III Wheel Loader-110112-1

TABLE OF CONTENTS
Preface Cautions About Machine
Main Components Maintenance
Z-Bar........................................................1 Prepare the Working Area………………..54
Support the Machine Correctly…………..55
8-Bar……..…………………………………1
Transportation Information…………….…55
Safety Information Welding Operation…………………….….56
Safety Decals and Decal Locations ...........3 Clean the Equipment Periodically………56
Decal Location (Z-Bar)...……………………4 Sound & Vibration…………………….….57
Decal Location (8-Bar)…...…………………6 Machine Performance Check
Decal Information (ISO Market) …………..8
Basic Troubleshooting ..............................59
Decal Information (N. American Market)..18
Travel System Troubleshooting ...............62
General Hazard information Hydraulic System Troubleshooting ..........66
Compressed Air……………………………32 Engine System
High Pressure Fluid…………………….…32
Work Principle......................................... 80
Disposal of Waste…………………………33
Engine……………………………………80
Accumulators……………………………...34
Intake & Exhaust System………………80
Asbestos Warning………………………...34
Cooling System………………………....81
Crushing and Cutting Prevention .............35
Troubleshooting………………………..….88
Burn Prevention .......................................36
Schematics…………………………………89
Coolant……………………………….…….36
Cooling Fan Service………………………90
Oil……………………………………………37
Batteries…………………………………….38 Transmission System
Fire & Explosion Prevention .....................38 Transmission Torque Converter…….….95
Ether……………………………………..….39 System Specifications .......................... 96
Cautions of Lines, Tubes & Hoses……….40 Test Procedures.................................... 96
Fire Extinguishers and First-aid Kit ..........41 Service Procedures………………………97
Electrical Storm Injury Prevention ............41 Working Hydraulic System
Tire Explosion Prevention ........................42
ROPS/FOPS ............................................43 General Specifications .........................100
Operator Station .......................................43 Component Specifications…………….100
Steering Frame Lock ................................43 Hydraulic Tank………………………..100
Attachment Cautions ................................44 Air Filter………………………….…….101
Return Oil Filter……………………….101
Cautions about Machine Operation Oil Suction Filter………………………101
Mounting & Dismounting……………........44 Vane Pump (Implement)…………..…102
Understanding Your Machine....................45 Vane Pump……………………………102
Understanding Your Work Area…………..45 Main Control Valve……………..……103
Before Starting the Engine………………..45 Pilot Valve……………………………..104
Engine Starting…………………….……….46 Pilot Oil Supply Valve………….…….105
Before Operating the Machine……………48 Ride Control Valve……………..……106
Machine Operation…………………………49 Ride Control Accumulator………….107
Possible Problematic Conditions During…… Cooling Pump………………………..108
Operation……………………..…………….50 Cooling Motor…………………………109
Working Around high Voltage Wires..……52 Lift Cylinder…………………………...110
Machine Towing……………………………53 Tilt Cylinder……………………………111
Parking the Machine…………………….....53 Quick Coupling Cylinder………….....112
Store Accessories Safely…………….……54 Operation Section..................................113

Implement Control System………….116 Troubleshooting…………………………155
Pilot Control & Auxiliary Control Lever..117 Command Control (Steering)………..156
Magnetic Lock…………………………...119
Main Control Valve……………………...119 Brake Hydraulic System (MICO Valve)
Tilt Joint Valve Rod & Neutral…………122 Specifications ........................................ 159
Bucket Tilting Operation……………..…122 Vane Pump……………………………..159
Bucket Tilting Dump Operation…….….122 Charge Valve…………………………..159
Boom Joint Valve Rod at Neutral……..124 Brake Valve……………………………160
Boom Lift………………………………....124 Accumulators………………………….160
Boom Lower……………………..………124 Parking Cylinder………………………161
Boom Float………………………………125 Work Principle ........................................162
Filling Oil Check Valve………………....125 Hydraulic Oil Tank……………………..164
Safety Valve………………………….….126 Clutch Cut-off Function .......................164
Ride Control System…………………....126 Tandem Pump…………………………166
Control Switch at OFF Position…….....127 Pilot Oil Filter……………………..……166
Control Switch at ON Position…...……128 Charge Valve………………………….166
Unload Valve……………………………128 Service Instruction………………………167
Tilt Cylinder Relief Valve……………….128 Valve Adjustment……………………..173
System Test and Adjustment..................129 Service Checks………………………….174
Hydraulic System Pressure…………...129 Service Diagnosis………………………175
Hydraulic Oil Contamination………….129 Adjust Maximum Charging Pressure.175
Implement Cycle Time Check………...130 Brake Valve...........................................176
Machine Preparation…………………..130 Single Modulating Brake Valve……..176
Cycle Time-Check……………………...131 Tandem Modulating Brake Valve…..177
Lift & Tilt Cylinder Drift Check………..132 Tandem Modulating Brake Valve……….
Pilot Pressure, Main Control Valve…..134 With Pilot Applied………..…………184
Pilot Oil Pressure Test…………………134 Service Diagnosis……………………189
Pressure Reducing Valve Adjust……..135 Accumulators .........................................189
Pilot Valve Accumulator Check ………136 Structure & Principle…………………196
Accumulator Charge, Pressure Check136 Parking Brake Valve Block......................192
Relief Valve (Load Sensing Signal)….137 Parking Brake Actuator………………196
Relief Valve, Test & Check……………138 Brake Actuator Removal…………….198
Ride Control Accumulator Test………..139 Parking Brake Assembly…………….199
Accumulator Discharge 141 System Exhaust………………………199
Ride Control Valve Test……………….142
Unload Valve Test & Adjustment……..143 Air Conditioning System
Steering Hydraulic System Compressor Specifications.....................202
A/C Panel………………………..……202
Specifications ........................................ 146 Condenser As…………………………203
Hydraulic Tank………………………….146 Ventilation Device……………………203
Air Filter………………………………….146 Fluid Reservoir……………………….203
Vane Pump (Steering)…………………147 A/C Hose……………………………...204
Steering Cylinder………………………148 Belt Tensioner………………………..204
Metering Pump…………………………149 Evaporator As………………………..205
Priority Valve……………………………149 Work Principle ........................................206
Unload Valve……………………………150 Cooling System………………………206
Check Valve…………………………….150 Heating System………………………207
Operation Section.................................. 151 A/C System Test and Adjustment ..........209
Primary Steering System……………...151 Pressure Test & Adjustment………..209
Secondary Steering System………….152 System Pressure Test……………….210
System Test and Adjustment................. 153 System Pressure Adjustment……….211

Replenishment of Refrigerant………212
A/C Belt Tension…………………………215
Belt Tension Adjustment…………….216
Troubleshooting and Repair ...................217
Fault Diagnosis……………………….217
Service Tools Introduction…………..218
Troubleshooting………………………219
A/C System Fault and Repair Process....222
Poor Cooling Process………………..224
Abnormal Noise Trouble……………..226
Electrical System
Preface....................................................228
Usages of Special Probes.......................232
Power-Supply System.............................234
Instrument System..................................269
Electronic Diesel Engine System ...........302
Shift Control System (Fully-Automatic)...317
Shift Control System (Semi-Automatic)...342
Parking Brake and Transmission Clutch
Cut-off System.........................................358
Lights ......................................................371
Secondary Steering System ...................406
Wiper and Washer System ....................410

Read and understand the basic precautions
Preface listed in the safety section before operating
This manual includes important instructions or performing lubrication, maintenance or
for operation, lubrication, testing and repairs on this machine.
adjusting of the machine and key
components. Certified Engine Maintenance
This manual should always be kept safe, Correct maintenance and repair methods
clean and with the machine where it is are essential to keeping the engine and
convenient to find for use by operators. This machine systems operating correctly. As the
manual should not be separated from the owner, you are responsible for performance
machine even when reselling or leasing. of required maintenance listed in the
Maintenance Manual for this machine. It is
Some photographs and illustrations placed prohibited for person engaged in the
in this manual may show attachments that business of repairing, servicing, selling,
may be different from your machine. Guards leasing or trading engines or machines to
and covers may have been removed for the remove, alter or render inoperative any
purpose of illustration. emissions related device or element of
design installed on or in an engine or
Use this machine only for the purpose machine that is in compliance with the
described in this manual. Contact your regulations. Certain elements of the
LiuGong dealer for approval before making machine such as exhaust system, fuel
any modifications or adding attachments to system, electrical system, air intake system
the machine. The addition of any and cooling system may be emission
unauthorized attachment may cause related and should not be altered unless
operation of the machine to become unsafe approved by LiuGong.
and reduce the service life of the machine.
Guangxi LiuGong accepts no liability for any
damage resulting from the use of
unapproved attachments or working
practices.
Only trained or experienced personnel

should be allowed to operate or maintain
this machine. Correctly record the machine
type, serial number, engine serial number
and all major component serial numbers for
your reference when ordering parts or in the
event of theft. Record the component and
machine S/N's in both the operator's manual
and keep a record of these numbers in a
secure place outside the machine for your
records.
Safety
The safety section lists basic safety
precautions. In addition this section
identifies the text and locations of warning
signs and labels used on the machine.
SM for CLG856III Wheel Loader-110112-1 Page iv

Main Components
Z-bar
3088
1. Z-Bar linkage 9. Rear fender

2. Tilting cylinder 10. Rear wheel
3. Front frame 11. Ladder
4. Front floodlight, front position light, turn signal light 12. Front fender
5. Cab 13. Front wheel
6. Engine hood 14. Boom cylinder
7. Counterweight 15. Boom
8. Rear frame 16. Bucket
on
OFF
SM for CLG856III Wheel Loader-110112-1 Page |1

8-bar
3089
1. Front and rear linkages 9. Rear fender

2. Tilting cylinder 10. Rear wheel
3. Front frame 11. Ladder
4. Front floodlight, front position light, turn signal light 12. Front fender
5. Cab 13. Front wheel
6. Engine hood 14. Boom cylinder
7. Counterweight 15. Boom
8. Rear frame 16. Bucket

"Caution" is also used to indicate safety
Safety Information information relating to unsafe operations
Safety Symbol which may cause personal injuries.
"Danger" represents the most dangerous
The symbol for safety alerting conditions. The safety signs "Danger" or
appears on machines, safety "Warning" are placed near particular
signs, manuals or for important dangerous places. General notice
safety information at other places. When information is placed on the safety sign
you see this symbol, you should follow the "Caution."
instructions in the safety information,
guarding against any possibility of personal
injuries or death. Safety Decals and Decal
Locations
Safety Signs There are several specific safety decals on
Definitions of the safety signs with the your machine. The exact location of and
words "Danger", "Warning" and "Caution" description of the hazards are reviewed in
which appear in this manual and on the this section. Please take time to read,
machine are as follows: understand and familiarize yourself with
each and every one of these safety decals.
Make sure that you can read all safety

● Danger: this word denotes an impending decals. Clean or replace if you cannot read
danger, failure to observe instructions could the words or see the pictures. When
result in death or serious injuries. cleaning the decals use a cloth, water and
soap. Do not use solvent, gasoline, or other
harsh chemicals to clean the safety decals.
Solvents, gasoline or harsh chemicals could
● Warning: this word denotes potential loosen the adhesive backing of decals
danger, failure to observe instructions could causing them to fall off the machine.
result in death or serious injuries.
You must replace a decal if it is damaged,
missing or cannot be read. If a decal is on a
part that is replaced, make sure a new decal
● Caution: this word denotes potential is installed on the replacement part. Pay
danger, failure to observe instructions could attention to the instructional and safety
result in minor to medium degree of injury. decals located in the cab before starting.
Notice: this word denotes impending danger,

failure to observe instructions could result in
death or serious injury
SM for CLG856III Wheel Loader-110112-1 Page 3

Decal Location (Z-Bar)
3090
Type of Decal Location of Decal

#1 Crush Hazard Warning At any potential crush situation point
#2 Crush Hazard Warning by Lift Arm Lift arm
#3 Crush Hazard Danger by Lift Arm Lift arm or cylinder
#5 Machine Knowledge Warning Frame between arm & cab
#6 Starting & Moving Machine Notice Frame between arm & cab
#9 Cleaning Notice In cab
#10 Welding Notice In cab
#11 Hot Surface Caution Multiple points with hot surfaces
#12 Run Over Hazard Warning Engine hood behind cab
#13 Entanglement Hazard Warning Near engine belt
#16 Battery Maintenance Danger Near battery
#17 Keep Clear Warning Frame articulation joint; rear of engine
#18 Articulation Lock Warning Frame articulation joint; rear of engine
#20 Mounting or Dismounting Machine Near ladder

3091

#24 Battery Jump Warning Near battery
#28 Where Not to Step Warning In cab
#30 Hot Under Pressure Warning Coolant filler cap
#31 Antifreeze Protection Notice Coolant filler cap
#35 Seat Belt Use Warning In cab
#37 Run Over Hazard Warning At rear of machine
#39 Cutting Hazard Warning Near engine fan
#40 Crush Hazard Warning Near coupling joints
#41 Improper Engagement Warning In cab
#42 Lifting Machine Notice Engine hood

Decal Location (8-Bar)
3092

#1 Crush Hazard Warning At any potential crush situation point
#2 Crush Hazard Warning by Lift Arm Lift arm
#6 Machine Knowledge Warning Frame between arm & cab
#7 Starting & Moving Machine Notice Frame between arm & cab
#10 Cleaning Notice In cab
#11 Welding Notice In cab
#12 Hot Surface Caution Multiple points with hot surfaces
#13 Run Over Hazard Warning Engine hood behind cab
#14 Entanglement Hazard Warning Near engine belt
#17 California Proposition 65 - Lead Warning Near battery
#18 Keep Clear Warning Frame articulation joint; rear of engine
#19 Articulation Lock Warning Frame articulation joint; rear of engine
#21 High Pressure Gas Container Warning On high pressure gas container
#22 Mounting or Dismounting Machine Near ladder

3093

#23 Block Wheels Run Over Warning Left-rear Wheel
#27 Battery Jump Warning Near battery
#31 Where Not to Step Warning In cab
#33 Hot Under Pressure Warning Coolant filler cap
#34 Antifreeze Protection Notice Coolant filler cap
#38 California Proposition 65 - Diesel Engine Exhaust In cab
#39 Seat Belt Use Warning In cab
#40 Ether Explosion Hazard Warning In cab
#43 Run Over Hazard Warning At rear of machine
#44 Cutting Hazard Warning Near engine fan
#45 Crush Hazard Warning Near coupling joints
#46 Improper Engagement Warning In cab
#47 Lifting Machine Notice Engine hood

Decal Information (Used for ISO Market)
WARNING DECAL #1
(Located near the crush area)
CRUSH HAZARD. Keep clear.
74A3167
DANGER DECAL #2
(Located on the arm)
CRUSH HAZARD. Keep away from raised
loader arm or bucket.
74A3153

DANGER DECAL #3
(Located on the arm or arm cylinder)
CRUSH HAZARD. Install arm support before

maintenance or repair with loader arm raised.
74A3165
WARNING DECAL #5
(Located in the cab)
Read and understand Operation and

Maintenance Manual before operating or
performing maintenance on this machine,
death or serious injury could result. It is your
responsibility to be aware of and follow all local
laws and regulations. Operate only from
operator's seat. Do not carry riders on
machine. Before starting machine, make sure
hydraulic control lever is in lockout position
and all control levers are in neutral. Sound
horn to alert people. Ensure bystanders and
obstacles are clear of machine before moving
machine or its attachment. Before leaving
operator's compartment, park on level ground,
lower attachments to ground, make sure
hydraulic control lever is in lockout position. All
control levers are in neutral. Engage parking 74A3160
brake. Never operate machine downhill with
stalled engine and gear in neutral. Avoid
contacting overhead obstacles when operating
or hauling the machine.

NOTICE DECAL #6

To Start Machine:
Semi Automatic Transmissions

1. Move F-N-R lever on steering column
to "N" position
2. Turn key to "start" position
Fully Automatic Transmissions
1. Turn key to "on" position
2. Press the "N" button on the control Paddle
3. Confirm "N2" is displayed in display panel
4. Turn key switch to "start" position
To Move Machine From Neutral To Drive:

1. Move the F-N-R lever to "F" or "R"

position as desired
2. Release park brake
1. Apply foot brake and hold 74A2835

2. Release park brake(P)
3. Press the K.D button located on the front

of the control paddle, at the same time,
press ↑ or ↓ button as desired
4. Release foot brake and press accelerator

To move from ↑ to ↓ will not require the
use of K.D button.
NOTICE DECAL #9
Do not clean inside of cab with water under
pressure, electrical component damage will
result. Prevent loss of electrical power, turn
battery disconnect switch to off position when
machine not in use or being parked overnight. 74A3235
SM for CLG856III Wheel Loader-110112-1 P a g e | 10

NOTICE DECAL #10
Avoid damaging electronic components when

welding: Position machine on level ground,
engage parking brake. Shut off engine and turn
off battery disconnect switch. Remove electrical
connectors from transmission, engine control
units and instrument panel plug.
74A2840
CAUTION DECAL #11
(Located on the hot surface)
Hot surface, keep clear.
74A3168
WARNING DECAL #12

(Located on the engine)
RUNOVER HAZARD. Start engine from

operator's seat, transmission in NEUTRAL.
74A3183

WARNING DECAL #13
(Located near the engine belt)
ENTANGLEMENT HAZARD. Keep clear or stop

engine before servicing.
74A3171
DANGER DECAL #16

(Located near the battery)
Fumes given off by batteries are combustible.

Keep flame and sparks away, do not store tools
or metal objects near batteries. Risk of
explosion if metal objects cause a short circuit.
Sulfuric acid contained in batteries is poisonous,
do not allow acid to contact skin, clothing or
your eyes. If you spill acid on yourself,
immediately: Flush your skin with water. Apply a
neutralizing agent such as lime. Flush eyes with
water for 10-15 minutes. Immediately seek
medical attention. 74A3188
Fig. 17 WARNING DECAL
(Located at the frame articulation joint )
74A3163

WARNING DECAL #18
(Located near the articulation joint)
CRUSH HAZARD. Engage articulation lock

before service or transport.
74A3176
WARNING DECAL #20

(Located near the ladder)
Whenever mounting or dismounting machine,

face machine and maintain 3 points of contact.
Never jump from machine. Ensure steps are
clean.
74A3169
DANGER DECAL #21 (Located

on arm or arm support)
CRUSH HAZARD. Install arm support before

74A3407

WARNING DECAL #24
Only attempt to use jumper cables from an

operating machine with a 12 volt negative
ground system, failure to observe could result in
serious injury. Follow this procedure when
attaching jumper cables. Confirm positive
terminal(+) of each machine. Positive(+)
terminal has a red cable connected to machine
starter motor not to other battery. Connect a
jumper cable to positive terminal (+) of disabled
machine and connect other end to positive
terminal (+) of operating machine. Connect a
second jumper cable to machine frame of
operating machine and connect other end of 74A3086
jumper cable to disabled machine frame or
engine block as far away from batteries as
possible. Start operating machine from operator
seat only. Start disabled machine from operator
seat only. Once disabled machine is started
remove jumper cables in reverse order.
WARNING DECAL #28
(Located on the engine hood )
74A3192
Do not step on this surface.
WARNING DECAL #30
(Located near the coolant filler cap)
Hot liquid under pressure, service when cool. 74A3180

74A2868
NOTICE DECAL #31
(Located near the coolant filler on engine

hood)
Engine coolant contains antifreeze protection to

-15°C\-30°C\-45°C. Change coolant annually.
74A2867
74A2863
WARNING DECAL #35

CRUSH HAZARD. Use seat belt. Do not jump if

machine tips.
74A3179

WARNING DECAL #37
(Located at back end of machine)
RUNOVER HAZARD. Keep clear. 74A3178
WARNING DECAL #39

(Located near the engine fan)
CUTTING HAZARD. Keep clear or stop engine

before servicing.
74A3161
WARNING DECAL #40
(Located near coupler joints)
CRUSH HAZARD. Inspect coupler locking pins

extension before operating. When bucket is
engaged, indicators point towards each other at
top. Bucket disengaged indicators point away
from each other at top. Improperly locked
attachment could release and cause serious
injury. Failure to comply could result in death or
serious injury. Only use attachments specifically
designed for and approved for use with the
coupler fitted. If the attachment is damaged or
can not be secured to the coupler it must not be
used. Never move the machine with
74A3184
attachments not secured.

WARNING DECAL #41
Improper engagement of work tools could

result in serious injury or death. Do not operate
this machine until you have positive indication
that:
1. Tool is firmly attached to coupler.
2. Handle of diverter valve is in Aux position as
pictured.
3. Mechanical lock on control lever of coupler
is in locked position.
Never operate machine without locks in locked
position. To change tool, turn hydraulic diverter
valve to Coupler position. Ensure that work
area is clear of personnel. Tool must be in
rolled back position and indicators visible to
operator. Release mechanical interlock on
control lever and withdraw locking pins. Lower
tool to ground and roll forward to release.
When attaching tool, roll back fully and extend
locking pins. Check attachment by rolling tool
forward against ground. Tool should remain
74A3185
attached. With bucket engaged, indicators
point towards each other at top. With bucket
disengaged, indicators point away from each
other at top. Relock the mechanical interlock
on the coupler control lever and reset the
hydraulic diverter valve to Aux position. Do not
operate machine with a faulty coupler or with
the mechanical interlock on the control lever
not engaged at all times.
NOTICE DECAL #42
1. Refer to the manufacturer plate on the

machine for the machine mass.
2. The steering frame lock must be in place

for lifting.
3. Use proper rated cables and slings for

lifting .position crane for level machine lift.
4. Spreader bar witch should be sufficient to 74A4255

prevent contact with machine.

Decal Information (Used for North America Market)
WARNING DECAL #1
(Located near the crush area)
74A2804
DANGER DECAL #2
CRUSH HAZARD. Keep away from raised

loader arm or bucket
74A2828
DANGER DECAL #3
Crush hazard. Install arm support before

74A2829

WARNING DECAL #4
(Located at front below of the cab)

Pressurized system. Relieve pressure before
maintenance. 74A2856
WARNING DECAL #6
(located in the cab)
Read and understand Operation and
Maintenance Manual before operating or
performing maintenance on this machine, death
or serious injury could result. It is your
responsibility to be aware of and follow all local
laws and regulations. Operate only from
operator's seat. Do not carry riders on machine.
Before starting machine, make sure hydraulic
control lever is in lockout position and all control
levers are in neutral. Sound the horn to alert
people. Ensure bystanders and obstacles are
clear of machine before moving machine or its
attachment. Before leaving operator's
compartment, park on level ground, lower 74A281
attachments to ground, make sure hydraulic 5
control lever is in lockout position. All control
levers are in neutral. Engage parking brake.
Never operate machine downhill with stalled
engine and gear in neutral. Avoid contacting
overhead obstacles when operating or hauling
the machine.

NOTICE DECAL #7

To Start Machine:

1. Move F-N-R lever on steering column to "N"
position
2. Turn key to "start" position

1. Turn key to "on" position
2. Press the "N" button on the control Paddle
3. Confirm "N2" is displayed in display panel
4. Turn key switch to "start" position
To Move Machine From Neutral To Drive:

1. Move the F-N-R lever to "F" or "R" position as

desired
2. Release park brake

74A2835
1. Apply foot brake and hold
2. Release park brake (P)
3. Press the K.D button located on the front of the

control paddle; at the same time press the ↑ or
↓ buttons as desired
4. Release foot brake and press accelerator to

move in either the ↑ to ↓ direction. Use of the K.D
button is not required.
NOTICE DECAL #10

Do not clean inside of cab with water under

pressure, electrical component damage will
result. Prevent loss of electrical power, turn
battery disconnect switch to off position when 74A3235
machine not in use or being parked overnight.

NOTICE DECAL #11
Avoid damaging electronic components when

welding: Position machine on level ground,
engage parking brake. Shut off engine and turn
off battery disconnect switch. Remove electrical
connectors from transmission, engine control
units and instrument panel plug.
74A2840
CAUTION DECAL #12

(Located on the hot surface)
Hot surface, keep clear.
74A2814
WARNING DECAL #13

(Located on the engine)
RUNOVER HAZARD. Start engine from

operator's seat, transmission in NEUTRAL.
74A2839

WARNING #14
(Located near the engine belt)

ENTANGLEMENT HAZARD. Keep clear or
stop engine before servicing.
74A2837
WARNING DECAL #17

CALIFORNIA Proposition 65. Battery posts,

terminals and related accessories contain lead
and lead compounds, chemicals known to the
State of California to cause cancer and
reproductive harm. Wash hands after handling.
74A2966
WARNING DECAL #18

74A2833

WARNING DECAL #19

CRUSH HAZARD. Engage articulation lock
before service or transport.
74A2852
WARNING DECAL #21

(Located on the high-pressure gas container)
CONTAINS HIGH PRESSURE GAS. To avoid
explosion and personal injury, do not expose
to fire, do not weld, do not drill. Relieve
hydraulic pressure before discharging. 74A2869
WARNING DECAL #22

(Located near the ladder)
Whenever mounting or dismounting machine,

face machine and maintain 3 points of contact.
Never jump from machine. Ensure steps are
clean.
74A2809

WARNING DECAL #23
(Located Left-rear, back of tire)
RUNOVER HAZARD. Block wheels to prevent

machine movement before disengaging parking
brake for repair or maintenance.
74A2854
DANGER DECAL #24 (Located

on arm or arm support)
CRUSH HAZARD. Install arm support before 74A2887

WARNING DECAL #27
Only attempt to use jumper cables from an

operating machine with a 24 volt negative
ground system, failure to observe could result in
serious injury. Follow this procedure when
attaching jumper cables. Confirm positive
terminal (+) of each machine. Positive (+)
terminal has a red cable connected to machine
starter motor not to other battery. Connect a
jumper cable to positive terminal (+) of disabled
machine and connect other end to positive
terminal (+) of operating machine. Connect a
second jumper cable to machine frame of
operating machine and connect other end of
jumper cable to disabled machine frame or
engine block as far away from batteries as
possible. Start operating machine from operator
seat only. Start disabled machine from operator
seat only. Once disabled machine is started
74A2995
remove jumper cables in reverse order.

WARNING DECAL #31
(Located on the engine hood)
No step.
74A2807
WARNING DECAL #33
(Located near the coolant filler cap)
Hot liquid under pressure, service when cool.

74A2841
74A2868
NOTICE DECAL #34
(Located near the coolant filler on engine

hood)
Engine coolant contains antifreeze protection to

-15°C\-30°C\-45°C. Change coolant annually.
74A2867
74A2863

WARNING DECAL #38
CALIFORNIA Proposition 65 Diesel engine

exhaust and some of its constituents are known
to the State of California to cause cancer, birth
defects and other reproductive harm. 74A2996
WARNING DECAL #39

CRUSH HAZARD. Use seat belt. Do not jump if

machine tips.
74A2850
WARNING DECAL #40

EXPLOSION HAZARD. Do not use ether.

Machine is equipped with electrical cold
weather start aid device.
74A2853
WARNING DECAL #43

(Located on the tail of machine)
RUNOVER HAZARD. Keep clear.
74A2846

WARNING DECAL #44
(Located near the engine fan)
CUTTING HAZARD. Keep clear or stop engine

before servicing.
74A2826
WARNING DECAL #45
(Located near the joint of coupler)
Crush hazard. Inspect coupler locking pins

extension before operating. Bucket engaged
indicators point towards each other at top.
Bucket disengaged indicators point away from
each other at top. Improperly locked attachment
could release and cause serious injury. Failure
to comply could result in death or serious injury.
Only use attachments specifically designed for
and approved for use with the coupler fitted. If
the attachment is damaged or can not be
secured to the coupler it must not be used.
Never move the machine with attachments not 74A2942
secured.

WARNING DECAL #46
Improper engagement of work tools could

result in serious injury or death. Do not operate
this machine until you have positive indication
that:
1. Tool is firmly attached to coupler.
2. Handle of diverter valve is in Aux position as

pictured.
3. Mechanical lock on control lever of coupler

is in locked position. Never operate machine
without locks in locked position.
To change tool, turn hydraulic diverter valve to

Coupler position. Ensure that work area is
clear of personnel. Tool must be in rolled back
position and indicators visible to operator.
Release mechanical interlock on control lever
and withdraw locking pins. Lower tool to
ground and roll forward to release. When
attaching tool, roll back fully and extend
locking pins. Check attachment by rolling tool
74A2903
forward against ground. Tool should remain
attached. Bucket engaged indicators point
towards each other at top. Bucket disengaged
indicators point away from each other at top.
Relock the mechanical interlock on the coupler
control lever and reset the hydraulic diverter
valve to Aux position. Do not operate machine
with a faulty coupler or with the mechanical
interlock on the control lever not engaged at all
times.
DECAL #47
1. Refer to the manufacturer plate on the

machine for the machine mass.
2. The steering frame lock must be in place

for lifting.
3. Use proper rated cables and slings for

lifting .position crane for level machine lift.
74A4255
4. Spreader bar witch should be sufficient to
prevent contact with machine.

General Hazard Information
Be familiar with all safety cautions; failure to observe could result in property damage,
serious injury or even death.
Only trained and qualified personnel should be allowed to operate or maintain the machine.
3001
Do not operate the machine if you feel sick, sleepy or after taking some medication. Check with
your doctor if unsure. Never operate machinery while under the influence of drugs or alcohol.
Attach a DO NOT OPERATE or similar warning tag to start switch or control levers before
servicing or repairing the machine.
3002
Do not wear loose fitting clothing, dangling jewelry or long hair that can catch on controls or in
other moving parts of the machine.
3003

Wear relevant personal protective equipment (PPE) such as a hard hat, ear
protection, safety glasses, safety shoes and gloves when operating or servicing the
machine.
3004
Using goggles, safety glasses or full-face mask can protect your eyes from being injured by high
pressure liquids, battery fluids when maintaining, flying debris during machine operation, use of
tools to strike objects, removing springs or other parts under stress. Also wear a full-face mask or
safety goggles when carrying out welding operations or gas cutting operations with a welding
torch. Consult your welding equipment dealer for more specific information.
3005
When working under high noise conditions, wear appropriate safety equipment to protect your
hearing, such as approved earmuffs or plugs. Avoid the damage caused by exposure to high
noise on your hearing.
3006
Make sure all protective guards and covers are secured in place on the machine. Always replace

protective guards and covers removed for servicing or maintenance. Repair damaged guards
and covers before operation.
Keep the machine, especially the panels, accesses, step and ladders, free of foreign
material, such as debris, oil, tools and other items which are not part of the machine.
Secure all loose items such as lunch boxes, tools and others.
Pay attention when opening fluid compartments and prevent foreign materials from
entering the system. Always remove loose materials from near caps and plugs.
3007
Know the appropriate worksite hand signals and who gives them. Accept signals
from one person only.
Never put maintenance fluids into glass containers.
Observe the relevant laws and regulations when handling harmful articles such as
lubricants, fuels, coolants, solvents, filters, batteries and other materials.
Use all cleaning solutions with care. Do not use any flammable material to wash
components, for example, diesel oil or gasoline. They may easily catch fire.
3008
Complete and document all required repairs in timely manner. Do not allow unauthorized
personnel on or around the machine. Guangxi Liugong is not responsibly for failures caused by
modifications to machine structure without Liugong’s permission.

Compressed Air
Never direct compressed air at yourself or others. Compressed air could penetrate your
skin and cause serious injury or death.
Compressed air can cause personal injury. When using compressed air for cleaning, wear a
protective face shield, protective clothing, hearing protection and protective shoes. The
maximum air pressure used should not exceed 0.2Mpa (25psi).
High-Pressure Fluid
Avoid injury from high- pressure oil. When repairing hydraulic lines, ensure that system
pressure is completely released before beginning the repair. Hydraulic oil under pressure
could cause equipment damage and can penetrate the skin causing serious injury or death.
Use caution before disconnecting hydraulic lines or connectors. High pressure oil that is released can
cause a hose to whip.
Always support attachments and release residual pressure before attempting to disconnect hydraulic
lines. Pressure applied by loads on attachments could cause hydraulic oil to spray when lines are
removed.
Wear safety glasses and leather gloves when working with high-pressure lines. Never check for a
high-pressure leak with your hands being unprotected. Use a board or cardboard to block any
spraying fluids when checking for leaks.
3009

Even a pin-hole size leak can cause serious injury, See a doctor at once for treatment if
you are hit by high-pressure spraying oil.
3010
Disposal of Waste Fluids

Improper handling of the waste fluid will cause pollution of the environment. Obey
all local regulations for disposal of waste fluids.
Collect all waste fluids when performing inspections, maintenance, testing, adjusting
and repairs to the machine.
Prepare to collect fluids with suitable containers before opening any compartment
or disassembling any component that contains fluids.
Use suitable containers to collect waste fluids. Do not use food containers or
beverage bottles as they could mislead people to drink the contents or the
container material could breakdown with time and leak its contains.
3011

Accumulators
Accumulators are charged with nitrogen. The use of oxygen, compressed air or other
flammable air in the accumulator could cause an explosion and possible injury, death and
damage to the machine.
Check accumulators before charging with nitrogen. Safe use cannot be guaranteed if there is not
a nameplate attached to the accumulator. Never charge accumulators that have an incomplete
nameplate or that are of an unidentified type.
When charging accumulators with nitrogen, care should be taken not to damage the diaphragm.
The accumulator's valve should be installed facing vertically or upward. Do not attempt to fix
accumulators by welding them.
Do not drill any hole in the accumulator or close a hole by welding.
Do not weld a boss on the accumulator. Accumulators are high-pressure vessels and should
be repaired only by trained specialized personnel.
Always release pressure in the accumulator before disposing of it.
Asbestos Warning
Breathing asbestos dust can be hazardous to your health and cause eventual death.
Equipment and replacement parts shipped from Liugong have no asbestos in them. Liugong
recommends the use of genuine factory spare parts only.
Observe the following rules if you are handling any spare parts that contain asbestos or asbestos
fibers:
 Never use compressed air to clean up asbestos. Use a wet method in order to clean up
asbestos materials. Water the area down to clear asbestos dust.
 A vacuum cleaner that is equipped with a high efficiency particulate air filter (HEPA) can
also be used.
 Do not grind materials that contain asbestos. Obey local, state and federal
environmental guidelines for the disposal of asbestos.
Shower after contact with asbestos and wear an approved respirator if there is no other way to
control the dust.

3012
Crush and Cut Prevention
Do not put hands, arms or any other parts of your body in the way of
removable parts. Loss of limb, serious injury or death could result if you
come in contact with a moving part.
3013
Support equipment and attachments properly when working beneath them. Do not depend on
hydraulic cylinders to hold up the implement/attachment. The implement/attachment can fall if a
control lever is accidentally moved or if a hydraulic line breaks.
If it is necessary to remove shields in order to perform maintenance, always reinstall the shields
after the maintenance is performed.
Check all protective devices for safety such as doors, safety guards and covers. Ensure they
have been installed correctly so as to avoid any possible injury caused by moving parts. Keep
clear or stop engine before servicing. If any door, guard or cover is damaged, they should be
repaired or replaced before using the machine.
Keep hands and objects away from moving fan blades. They can throw or cut any object that
contacts the moving blades.

Never attempt adjustments while the machine is moving or the engine is running, unless
otherwise specified. If the machine must be repaired with engine running, make sure that a
qualified operator is available in the cab to shut down the engine, if required.
Do not use a kinked or frayed wire cable. Wear gloves when handling wire cables.
Retainer pins, when struck with force, can fly out and injure nearby persons. Make sure the area
is clear of people when driving retainer pins. Wear protective glasses when striking a retainer pin
to avoid injury to your eyes.
Chips or other debris can fly off objects when struck. Make sure no one can be
injured by flying debris before striking any object.
Burn Prevention
Some parts of the machine become very hot during normal operation. Use extreme caution
when maintaining the engine and hydraulics. Allow the machine to cool down after it has been
operating for any period of time.
Coolant
At operating temperature, the engine coolant is hot and under pressure. The radiator and all
its connecting hoses or plumbing contains hot water or steam. Any body contact with the
radiator or connecting components can cause severe burns. Observe the following cautions.
3014
Check the coolant level only after the engine has been stopped and the coolant filler
cap is cool to the touch.
Wearing a protective glove, remove the cooling system filler cap slowly to relieve
pressure.
Coolant contains alkali that can cause personal injury. Avoid contact with the skin,
eyes and mouth.

Oil
Hot oil and components can cause personal injury. Do not allow hot oil or
components to contact the skin. Observe the following cautions.
3015
At operating temperature the hydraulic oil tank is hot and can be under pressure.
Remove the hydraulic oil tank cap only after the engine has been stopped and the
cap is cool to the touch.
Wearing a protective glove, carefully remove the hydraulic oil tank oil filling cap
to relieve pressure.
Relieve all residual pressure in air, oil, fuel or cooling systems before any lines,
connectors or related items are disconnected or removed.

Batteries
Batteries give off flammable fumes which can explode causing personal injury.
Observe the following cautions.
Batteries and battery terminals contain lead and should not be touched with your bare hands.
Always wear protective glasses and gloves when checking batteries. Wash your hands right after
maintaining a battery.
Do not smoke when observing the battery electrolyte levels.
Electrolyte is an acid and causes personal injury if it contacts skin or eyes. If contact occurs,
flush with water and seek immediate medical attention.
3016
Fire and Explosion Prevention
All fuels, most lubricants and some coolant mixtures are flammable. Fires or
explosions from these fuels or lubricants can cause damage to the machine, serious
personal injury or death.
Fuel leaked or spilt onto hot surfaces or electrical components can cause a fire.
Do not smoke while refueling or in a refueling area or where flammable materials are stored.
3017

Clean and tighten all electrical connections. Check daily for loose or frayed electrical wires.
Have all loose or frayed electrical wires tightened, repaired or replaced before operating the
machine.
Note the following additional precautions:
Check the electric circuit periodically to avoid fire caused by overload or short circuit.
Keep all fuels and lubrications stored in properly marked containers and away from all
unauthorized persons.
Store all oily rags or other flammable materials in a protective container away from
open flames or other sources of ignition. Do not weld or flame cut pipes that contain
flammable fluids. Remove pipes from the machine and clean thoroughly with
nonflammable solvent before welding or flame cutting.
Remove all flammable materials such as fuel, lubrication and other debris before
they accumulate on the machine.
Do not operate the machine near an open flame. Keep all open flames or sparks
away from the battery. Do not smoke in battery charging areas.
Do not charge a frozen battery. This may cause an explosion.
Ether
Do not use ether to help start the machine engine. Use of ether could result in
serious damage to the engine, personal injury or death.
3018
The machine is equipped with an electrical cold weather start aid device that should
be used in related conditions.

Cautions Concerning Lines, Tubes and Hoses
Do not bend or strike high-pressure lines. Do not install bent or damaged tubes or
hoses.
Tighten any loose fuel or oil pipes, hydraulic system tubes or hoses. Repair any
damaged fuel or oil lines, tubes or hoses. Leaks can cause fires. Contact LiuGong or
your LiuGong Dealer for factory authorized replacement parts.
If you see evidence of any of the following situations, replace the part before
using:
 Connectors damaged or leaking.

 Outer covering frayed or cut and reinforcing wire exposed.
 Outer covering ballooning.
 Evidence of kinking or crushing.
 Reinforcing steel wire of the hose embedded in the outer covers.
 Connectors incorrectly fitted or tensioned. Make sure that all clamps, guards and heat
shields are properly installed and secured to prevent vibration, abrasion, friction with
other parts excessive heat from damaging any lines.
Before removing or servicing any lines of the air conditioning system, always
make sure that no fire or anyone is smoking nearby; any escaping gas from
the system that comes into contact with fire could result in bodily harm or
death from poisonous fumes or burns.

Fire Extinguishers and First-Aid Kit
A fire extinguisher that meets with all local fire extinguisher laws and regulations is located in
the operators cab under the seat.
Maintain the fire extinguisher in accordance with all local laws and regulations. Contact your
local fire department for further information.
Know how to use the fire extinguisher and first-aid kit.
A first-aid kit should also be available at the work site. Periodically check the contents of the kit
and replace used medical supplies as necessary. Also develop a list of telephone numbers for
local doctors, hospitals and fire stations. Place this emergency list within the machines first-aid kit
or the cab and make sure that all persons operating the machine know where the telephone
numbers are located.
3019
Inspect and service the fire extinguisher regularly. Obey the recommendations
on the instruction plate and all local laws and regulations relating to fire
extinguishers.
Electrical Storm Injury Prevention
If lightning is seen or hear in the vicinity of the machine while operating, the
operator should never attempt to mount or dismount the machine. Getting
hit by lightning will result in death or serious injury.
If you are in the cab during an electrical storm, stay in the cab. If you are on the
ground during an electrical storm, stay away from the machine.

Tire Explosion Prevention
Maintenance, removal, repair and installation of the tires or wheel rims must be performed by a
trained service provider with proper tools and equipment. Use of a safety cage like that
illustrated below is an absolute necessity.
3020
Tire explosions are much more violent than a blowout. The explosion can propel the tire,
the rim components and the drive train components as far as 500m (1500ft) or more from
the machine. Always use an extension air hose (minimum 3.1mm (10ft.), snap on chuck and
an in-line pneumatic inflation gauge. Both the force of the explosion and the flying debris
can cause property damage, personal injury or death.
Tire explosions have resulted from compressed gas heat inside the tires. Explosions can be
caused by heat that is generated by welding, heating rim components, external fire or by
excessive use of brakes.
Do not approach a warm tire. Maintain a minimum distance, as shown. Stay outside the
shadow area.
AT LEAST 15m (50ft) AT LEAST 500m (1500ft)
3021

Dry nitrogen is recommended for inflation of tires. If the tires were originally inflated with air,
nitrogen is still preferred for adjusting the pressure. Nitrogen mixes properly with air. Nitrogen
inflated tires reduce the potential of a tire explosion because nitrogen does not aid combustion.
Nitrogen helps to prevent oxidation of the rubber, deterioration of rubber and corrosion of rim
components.
ROPS/FOPS
ROPS/FOPS of Guangxi Liugong Machinery Co., Ltd are located above the
operator's compartment and secured to the machine.
The strength of the structure will be reduced if it is damaged due to a rollover. ROPS
are certified structures and cannot be repaired. Any damage to the ROPS structure
will require replacement of the structure to retain the certification.
Always fasten your seat belt when you operate the machine.
It is forbidden to drill holes, weld inside or outside the cab or modify it in any way
that could compromise the structural integrity. Doing so could damage the ROPS
structure. If the cab is to be modified in any way, first contact your local Liugong
dealer to avoid damaging the ROPS structure.
3022
Operator Station
This machine is equipped with a cab that meets with industry standard: SAE J154 and ISO 3411.
Any modifications or additional equipment added to the inside of the operator station should not
project into the operator space. The addition of a radio, fire extinguisher and other equipment
must be installed so that the defined operator space is maintained. Any item that is brought into
the cab should not project into the defined operator space. A lunch box or other loose items must
be secured. Objects must not pose an impact hazard during travel over rough terrain or in the
event of the machine tipping.
Steering Frame Lock
Connect steering frame lock when the machine is being lifted and shipped. Also connect the
steering frame lock when performing repairs near the articulation joint.
Disassemble the steering frame lock before operating the machine. For more information
regarding the Steering Frame Lock, refer to the Operators Manual.

Attachment Cautions
Attachments should only be installed by authorized personnel who have been trained to
operate and maintain the attachment according to the Operator’s Manual.
Refer to the instructions in the Operator’s Manual and any other related information when
installing and using attachments.
Incorrect installation of attachments or optional parts will result in safety problems and
negatively influence the operation and service life of the machine and the attachments.
It is forbidden to modify the machine or any attachments without proper

authorization from Guangxi Liugong.
Liugong bears no responsibility for injuries, accidents or machine damage resulting

from the use of unauthorized attachments.
Cautions about Machine Operation

Mounting and Dismounting
Before mounting or dismounting the machine, check the condition of handrails,
ladders and steps. Clean them of grease, lubricants and dirt before use. Repair any
damaged parts and tighten loose bolts.
Mount and dismount the machine only where there are handrails, steps or
ladders.
Face the machine when getting on or off, grab the handrails with both hands and
step onto factory mounted steps or ladders. Simultaneously make contact with three
points of the machine (two feet and one hand or two hands and one foot) to ensure
stability of the body.
3023
Never jump off the machine.
Never get on or off a moving machine.
Be careful not to touch any control levers when getting on or off the machine.
Do not try to climb on or off the machine when carrying tools or supplies. Use a rope to pull
equipment up onto the platform or have an assistant pass them to you.

Understand Your Machine
Be able to operate all the equipment on your machine.
Understand the purpose of all control systems, instruments and indicators.
Understand the rated load, speed range, the characteristics of braking and steering, turning
radius and the space clearance for operation.
Remember that rain, snow, ice, gravel and soft earth may change the performance of the
machine.
Understand the safety signs or labels attached to the machine; i.e. Danger, Warning, Caution.
Understand Your Work Area

Before starting, inspect the area where you will be working. You should check for:
 adequate ventilation the position of any slopes

 visible ditches, falling or hanging objects
 conditions of soils (soft or hard)
 accumulated water and swamp areas
 rocks or stumps
 hidden groundwork
 posts or the outer limits of walls
 the outer limits of the areas where garbage is buried or that are filled in with earth,
 holes or openings
 obstacles
 mud or ice
 traffic
 heavy dust, smoke or fog
 the exact locations of cables or pipes for power supply
 gas supply
 phone service
 water supply
 sewage disposal and other utilities that are hidden or hung
If necessary before starting work you should ask the utility companies to mark out, close or move
their utility lines.
Before Starting the Engine

Inspect the machine carefully before starting the engine and ensure all systems are in good
operational condition. Make sure nobody is on or around the machine before starting the engine.
Keep the steps and handrail clean. Clear any dirt and sands from your shoes before mounting
the machine.
Check all structural members, covers and fenders for deformation or damaged.
Check the condition of safety guards such as doors, guards and covers. Repair
any damage as necessary.

Check the hydraulic system for oil leakage. Check the condition of hoses and
pipes.
Check all fasteners for security.
Check the condition of electrical wiring harness and fuses, replace or repair as
necessary. Also check the connectors for good connection.
Check the fuel level and fuel system for normal condition; drain any water or
sediment in the water/fuel separator. Dispose of fluids in accordance with local
regulations.
Replace all damaged or lost parts and carry out lubrication according to the
maintenance interval schedule.
Remove all loose objects from the cab. Loose objects may affect the operation
and cause accidents.
Make sure that all the windows if fitted are clean and the windshield wipers are
working properly.
Adjust the operator’s seat to a position that is most comfortable and provides for
easiest operation of the machine. Check the seat belt and the condition of mounting
hardware. Repair or replace any items that are damaged. Replace the seat belt after
three years of use or any time the belt shows signs of wear or damage.
Check all the illumination equipment before operation in low light, and ensure
that the illumination system is in good condition.
Check to make sure that the travel lock bar is disengaged and stored in the work position.
3024

Engine Starting
Do not start the engine if there is a DO NOT OPERATE or similar tag attached to the start
switch or control levers.
3002
Do not start the engine until seated in operators seat and the seat belt is firmly fastened.
3025
Ensure the hydraulic control levers are all in the NEUTRAL position and the shift control lever is
in the NEUTRAL position before starting the engine.
Sound the horn to alert personnel before starting the engine.
3026
Only start the engine from the operator’s seat in the cab. Never start the engine by short-circuiting
the starter motor terminals. Starting the engine by short-circuiting could result in damage of the
electrical system, personal injury or death.
After the engine is started, you should observe, instruments and warning lights, and
make sure that they work and every reading is within working range.

Observe machine movements and listen carefully for unusual noises. If there is any
fault or abnormality, you should stop the engine immediately. Locate the source of
the problem and fix before further operation.
3027
Never run the engine in a closed or poorly ventilated environment. If working inside a building,
open the doors and windows to ensure enough ventilation and try to prevent exhaust gas
poisoning. Use a power exhaust system when working in an enclosed area.
3028
Before Operating the Machine

Other than the machine operator, no other personnel are to be on the machine or in
the cab; fasten the seat belt before operation.
Keep all the windows, lightshades and rearview mirrors clean. Secure doors and
windows in either the open or close position.
Adjust the rearview mirrors for best vision, especially close to the machine.
Clear all obstacles from where the machine will be working. Be aware of hazards such as high
voltage wires, ditches, etc.
Make sure the horn, backup alarm (if equipped) and all other alert devices are working properly.

Machine Operation
Before operating the machine on roads, check whether the machine meets the requirements of
the local laws and regulations for road operation. Make sure that you get the road operating
permission from relevant road administration offices. Observe the local traffic regulations when
driving the machine on roads.
Before driving the machine, you should carefully observe the surroundings and verify that the
control levers are in the proper position to move in the desired direction.
Do not allow another person to sit on the machine unless equipped with an additional seat, seat
belt and Rollover Protective Structure (ROPS)
3029
Before working the machine, you should operate the machine slowly to an open area, check for
proper operation of all control levers and all protective devices.
Be alert to any abnormal noises, vibration, smell, wrong reading of gauges, gas or oil leakage,
etc. during operation. If present, immediately shutdown the machine and report your observation.
Make necessary repairs before putting machine back into operation.
Dust, heavy rain or heavy fog can reduce visibility. When the visibility decreases,
you should decrease the speed and apply the proper lights. You should also keep
windows, mirrors and lights clean and in good condition.
3030
If driving or operating the machine with a bad view or in a crowded area, you should
work with a signalman, keep the signalman within the field of your vision and
coordinate your hand signals.
When traveling with a load in the bucket, set the load height at 17" to 20" (450mm to
500mm) from the ground level to below the boom articulation joint.

3031
Never undercut a high bank. The bank edges could collapse causing severe injury or
death.
Possible Problematic Conditions during Operation

Avoid working at the base of a bank or under overhanging structures. Overhanging ground and
structures could collapse. Extreme caution should be used when working in such areas.
3032
When using a temporary bridge or supports to cross over a ditch, first verify that it can support
your machine and the load you may be hauling before crossing.
3033

Avoid any conditions that can lead to the machine tipping. Be certain the condition of the work
site is stable and capable of supporting the machine during operation. Do not operate the
machine close to an unstable drop off. Operation of the machine on shoulders, drop off's or
recently filled areas could cause the machine to become unstable and tip over.
3034
Avoid operating the machine across the slope. If possible, drive the machine in reverse when going
down the slope with a load, and run forward when going up the slope.
3035
3036
If the machine begins to sideslip on a slope, immediately remove the load and
turn the machine downhill.
To prevent the machine from tipping over or damaging the attachment due to
overloading, never exceed the machines rated capacity.

3037
The machine should only be used within its capability and purpose. Any operation
beyond its capability can damage the machine.
Never hoist heavy articles by directly hanging slings on the bucket teeth.
Never use the loader to lift people. Do not use the bucket as a work platform for
people. Never allow people to ride in the bucket.
Working Around High Voltage Wires

Be extremely careful when working around high voltage wires, keeping the loader and
attachment tools at a sufficient distance. If there is a possibility of making contact with the
electrical wires while working, consult with the local Electrical Company before any operation
begins.
If electrical wires are present in the work area, the machine should not be
put into operation until the danger of contact with them is eliminated.
Contact with high voltage wires can cause property damage, personal injury
or death.
3038
If the machine has contacted any high voltage electrical wires:
 Alert all other personnel in the area of the machine to keep away.
 Do not leave the cab until the electricity or the physical wire has been disconnected and
a qualified technician redirects the operator away from the danger.
 If a fire occurs, hold your feet as close as possible and jump off the machine without
touching ground with your hands. Try to jump into a safe place.

Machine Towing
If the machine needs to be transported offsite for service, verify that the machine is hooks and
the towing devices are adequate. Connect trailing equipment to a drawbar or hook only. Never
straddle a wire rope cable or similar device, nor allow others to do so.
No personal should be between the machine and trailing equipment when maneuvering to
connect them. Block the tongue or hook of trailing equipment to align it with the drawbar or hook.
Parking the Machine

If possible, choose flat level ground to park the machine, apply the parking brake
and lower any attachment to the ground. Do not cause an obstruction with the
machine by parking in or near an emergency exit.
For machines controlled by electro-hydraulically control levers, the engine starter switch
must be in the ON position to lower any attachment. Turn the engine starter switch to OFF
position after lowering the attachment. (Need to verify)
Put the hydraulic control levers and the shift control to the NEUTRAL.
Allow the engine to run at idle speed for five minutes before turning off the ignition to let the
engine cool down gradually. Then turn off the engine and take out the key from the switch.
Turn the battery disconnect switch to OFF position to avoid battery discharge.
Ensure that the machine will not move by placing chocks in front and rear of one or two tires.
When parking the machine on a slope or incline, place chocks under the wheels on the downhill
side to prevent the machine from moving.
3039
Consider any overhead hazards such as the possibility of falling rocks, any power
lines or any other overhead hazards that may exist.
Consider the ground conditions. Do not park the machine near the edge of a cliff, close to an
open excavation or pit.
Consider environmental conditions i.e. of flooding, heavy snow fall, electrical storms and
exposure to wind and cold. Any of these conditions may cause damage to the machine.

Understand and obey all regulations relating to public roads. If the machine is parked on a public
road, place visible signage and/or lighting in front of and behind the machine to make it visible to
other traffic.
When leaving the machine, lock all equipment covers and doors with the key. Remove the key
and keep it with you.
3040
Store Accessories Safely

When accessories and tools are not used, store in a safe place to prevent them
from falling and causing serious injury or death. Keep playful children and
bystanders away from the storage area or any area accessories are being stored
while in use.
3041
Cautions about Machine Maintenance

Prepare the Working Area
Please choose a clean and flat area with adequate space, enough light, and good
ventilation to carry out any repair work. Clean the ground surface, wipe up fuel,
lubricating oil and water and spread sands or other absorptive materials on the
slippery ground. Keep the work area clean and dry.

Support the Machine Correctly
Lower to the ground or support any attachments with stands or other methods.
Ensure that any attachment can not move during maintenance or repair work, use
wheel chocks or other devices to prevent machine movement.
Do not work under any part of the machine or attachment that is not adequately supported. Do
not rely on hydraulic systems as support. Use stands or other measures that are secure and can
support the weight being applied to them.
Transportation Information
Obey the appropriate laws that govern the parameters of the load (weight, length, width, and
height).
Understand the correct procedures for loading and unloading.
Carry out the loading and unloading operations on flat ground.
Chock the wheels of the wheel loader once on the trailer to eliminate movement when
transporting.
3042
Use loading ramps, if necessary, appropriate for the machine being moved. Consider: size,
strength, departure angle and proper height. Make sure that the loading ramp is anti-slip and
free of mud and snow.
Use chains and blocks to secure the machine on the trailer.
Keep all bystanders at a safe distance away from the loading area.
Place any other machine related equipment (i.e. buckets) on the trailer and secure with chains or
other secure methods to prevent accidental movement.

Welding Operation
Any personnel engaging in welding operations must have occupational certificates and complete
the process at a place that’s appropriately equipped and has adequate ventilation. The welding
area should also be equipped with a fire extinguisher. The personnel must follow the instructions
below:
3043
Before welding, turn off the battery isolator switch, disconnect the battery, controllers, GPS and
other electrical equipment on the machine.
Remove all flammable materials including paint from the welding area. Do not inhale smoke
produced by burning paint.
Never weld pipes, close to rubber hose lines and electrical wires.
Always wear PPE certified clothing when welding; protect bystanders by using screens and signs
notifying others that welding is being performed there.
Clean the Equipment Periodically

To avoid possible injury or damage to the machine, any residual oil and debris on the machine
should be removed. The engine, radiator, storage battery, hydraulic hoses, fuel tank and cab
should be kept clean.
When cleaning the machine, wear suitable PPE certified clothing. Consider exposure to:
chemicals, slippery surfaces, high pressure water spray and material splash.
3044
Do not spray the water directly onto sensors, connectors or instruments of the electrical system.
If water enters the electrical system, component malfunctions may occur.

Sound and Vibration
Sound
Noise levels created by this machine during operation may vary depending on a variety of
variables. Used of ear plugs or noise reduction head gear should be worn while operating or
working around the machine.
A weighted sound level of 75 dB(A) is present in the operator's seat on this machine during
standard operating conditions and measured according to work cycle procedures specified in
"ISO 6396". The sound level outside the cab during standard operation is 106dB (A).
Vibration Level
Vibrations levels generated by construction machines are created by a variety of different

factors, e.g. working methods employed, ground conditions, travel speeds, etc. which
could result in minor or moderate injury.
This machine is equipped with an operator's seat, which meets the criterion in standard
ISO7096. This seat is tested with the input spectral class EM3 and has a Seat Amplitude
Transmissibility factor SEAT=0.95.
The hands and arms are exposed to a weighted root mean square acceleration that is less than
2.5 m/s2.
The whole body is exposed to a weighted root mean square acceleration that is less than 0.5 m/
s2.
Measurements are obtained on a representative machine using the procedures in the following
standards:
''ISO 2631-1"
"ISO 5349-1"
"ISO 5349-2"

Machine Performance
Check
Before calling your LiuGong equipment
dealer for machinery service, complete the Hearing
following tests to assist the service protection will be required while
technician in repairing the machine as performing some of the machine tests.
quickly as possible.
The following tests will require that the

wheel loader is tested with and without the Some tests will require the use of special
engine running. tools. Make sure that the use of these tools
is fully understood before beginning the
testing procedures.
If working in an enclosed area, vent Make sure that all routine maintenance has
exhaust to outside when engine must be been completed before beginning any of the
run for service. following testing procedures.
Make sure to have the appropriate test When instructed, start the engine and
area clear of all unnecessary personnel perform the needed test. When testing the
before beginning any testing hydraulic system components, make sure
procedures. that the hydraulic system has been fully
warmed and that all components are at their
Some of the tests will require that the normal operating temperature.
machine loader and travel functions be
tested. Make sure that the operator is For future reference, note the following
fully trained in the operation of the machine related information:
machine before beginning any testing
procedures. Model No.: ________________________
Engine No.: _______________________
Date Purchased: ___________________
Checked by: _______________________
Certificate Approval Signature:

__________________________________

Basic Troubleshooting
Check Troubleshooting
Requirements Check Result
No. Check
3128
Figure 1: Transport Position
1. Engine oil level is within the NORMAL operating range?

NOTE: This check should be made before starting the engine.
2. Is the engine anti-freeze within 50 – 70 mm (2.0 ~ 2.75 in.) from
the top of the anti-freeze reservoir?
1 Engine turned off. 3. Is the brake fluid in the brake fluid reservoir within 30 ~35 mm
Make sure that (1.0 ~ 1.25 in.) below the top of the brake fluid oil reservoir?
the wheel loader
is in the transport 4. Is the cold hydraulic oil level within the normal range, between
position and is high and low marks on the hydraulic oil tank sight gauge?
located on firm,
level ground as
shown in Figure 5. Inspect the hydraulic system and note if there is any damage to
the hydraulic lines or fittings or signs of leaks?
1
6. Before starting the engine, check the transmission fluid. Using
the transmission oil dipstick, make sure that the cold
transmission fluid is between the low and high marks on the
dipstick. If the hydraulic fluid level is low or does not appear on
the dipstick, fill the transmission with the appropriate
transmission fluid before starting the engine. If the transmission
fluid is low, inspect the transmission housing and all fluid lines
for signs of leaks or damage. If any is noted, DO NOT start the
engine or proceed with any further tests until the transmission
has been repaired.
7. Inspect the machine for any signs of wear or damage, broken or

missing parts, or cracked welds.
8. Are any parts missing?
9. Inspect the tires for any signs of damage or excess wear. Check
the tire inflation to make sure that they are at the proper levels.
10. Is the engine hood closing properly and can it be secured in the
closed position?

Horn Is the horn working? (Yes or No)
Wiper Do the front and rear wipers work? (Yes or No)
Fan Does the air circulating fan work? (Yes or No)
Lights, work lights,
turn signals, brake Check all interior and exterior lights. Are they all working properly?
lights and interior
2 cab light
Note any that are not.
Instrument, Turn on the ignition, but do not start the engine. Do all of the
Indicator lamps indicator lamps turn on properly? Note any that are not.
NOTE: If any lamps do not turn on, do not start the engine.
Switches and Turn on the ignition, but do not start the engine. Operate all of the
controls electrical controls and switches. Note any that are not working.
NOTE: If any of the controls do not turn on or work properly, do
not start the engine.
Cab Are all controls and operator station in good working order?
Labels and Notice Are all warning and instructional decals readable?
3 decals
1. Is the cab door easy to operate and latch securely?
Door latch 2. Does the door lock work properly to prevent unauthorized
entry?
1. Are there any signs of leaks or damage seen on or around the
engine?
2. Start the engine and listen for any abnormal sounds when it is
running?
3. Does the engine oil pressure light turn off when the engine
starts and is running at idle?
4. Does the electrical charge (battery) light turn off when the
engine starts and is running at idle?
5. Does the hydraulic accumulator light turn off when the engine
4 Engine systems
starts and is running at idle?
6. Does the engine run at normal speeds and does it run
smoothly?
7. Does the air pressure light turn off when the engine starts and is
running at idle?
8. Is the engine running at normal operating temperature when it
has been running for a period of time?
9. After the engine has warmed up and machine operation has
begun, is the exhaust noticeable and does it change color (gray,
white or black)?
NOTICE: Make sure to note the color of the engine exhaust

as the machine progresses through the operational tests.

1. Operate all moving components. Are any of the moving parts
are stuck?
2. Check to make sure that the engine working temperature is
within the normal working range.
5 3. Test the A/C system. After running for several minutes, is it
Engine running at
cooling the operator’s cab?
idle
4. Is the transmission oil level within the normal range, between
high and low marks, on the transmission oil dipstick?
Before continuing with any further testing, make sure that the
engine can achieve the rated maximum speed without any load.
WARNING: Make sure to keep all unnecessary personnel

out of the test area to prevent injury. Make sure to set
the wheel loader’s parking brake and/or chock in-front of
and behind the wheel loader’s wheels (1, Figure 2) to
prevent any machine movement.
3129
Figure 2: Wheels Chocked
1. Make sure that the wheel loader is in the transport position, is

located on firm level ground and that the wheels are chocked (1,
Figure 2).
2. Start the engine and allow it to reach the normal operating
temperature at low idle.
3. Without a load on the system, accelerate the engine to its
maximum rated speed (2386 rpm - Cummins QSB6.7) or High
Idle Speed as it’s also called. Note the engine speed on the
tachometer and record the result.
NOTE: If the engine does not reach the rated speed shown in
the High Idle Speed table, DO NOT proceed with any further
testing until the engine speed problem has been corrected.

Travel System Troubleshooting
Check Troubleshooting Check
Requirements
No. Check Result
WARNING: Make sure to keep all unnecessary personnel out of the

test area to prevent injury. Testing will require working around
moving components. Take extreme caution when performing these
tests to prevent entanglement.
Before driving the wheel loader at high speeds, make sure that the
steering system is functioning properly and that the machine can be
fully and safely controlled. If the steering system is not fully functional,
do not proceed with any of the travel or speed tests. Before driving the
wheel loader at high speeds, make sure that the service brake system is
functioning properly and that the machine can be fully and safely
Braking system controlled. If the service brake system is not fully functional, do not
1 proceed with any of the travel or speed tests.
NOTE: These
tests are made
with the wheel 1. Stop the machine on a slope with 15% slope. A slope that is
loader in the approximately 15 m (50 ft) long (2, Figure 3) and rises 2.25 m
normal travel (7.5 ft) (1, Figure 3) creates a 15% slope.
position with an
empty bucket. Set the parking brake using the parking brake button.
Does the wheel loader move more than 15 CM (6 in) (3,
Figure 3) after 15 – 20 seconds?
3130
Figure 3: Slope Test

2. Does the parking brake completely release at the end
of the slope test?
After the parking brake test has been completed and
the parking brake has been released, the wheel
loader should move freely. If the parking brake is not
fully releasing the wheel loader may not accelerate
properly or when the engine speed is reduced, the
machine will quickly slow down without pressing the
service brake pedal. The parking brake is spring
applied and hydraulically released. A problem with
the parking brake not fully releasing can indicate a
problem with the parking brake or the hydraulic brake
system.
Note any problems that may indicate the parking
brake not releasing properly, including if the machine
hesitates while driving, shuddering when stopping or
an abnormal sound (grinding or grating) from the
front axle.
3. Test the steering system
a. Position the wheel loader on flat, firm ground.

b. Make sure that the travel lock bar (1, Figure 4) is
disengaged and stored in the work position. To
store the travel lock bar, remove the cotter key (3,
Figure 4) used to secure the lock pin (2, Figure 4) in
the travel lock position, and remove the lock pin.
Rotate the travel lock bar to the work position.
Secure the travel lock bar in the work position with
the smaller lock pin (4, Figure 4) and another cotter
pin. (3, Figure 4). Store the main travel lock pin in
the travel lock bar and secure with the cotter pin.
3131
Figure 4: Travel Lock

Do not use the machine
or perform any further tests if any of the following
are noted:
If the steering wheel continues to rotate without

any change in resistance.
The machine does not articulate (turn) when the

steering wheel is turned.
When the steering wheel is rotated in either

direction the machine does not articulate.
There is no noticeable change in engine speed
when the steering cylinders bottom out.
c. With the engine running at idle speed, rotate the
steering wheel fully to either the right or left until the
steering cylinders bottom out. Observe the turning
movement or articulation of the machine frame.
d. When the steering cylinders bottom out.
i. The pressure needed to turn the steering wheel
should increase.
ii. The engine should lug down slightly due to higher
hydraulic pressure in the steering system.
iii. The sound of hydraulic fluid passing through the
relieve valve can be heard.
e. Repeat the tests rotating the steering wheel in the
opposite direction.
4. On a straight and flat road with a solid surface (not
gravel), mark a point that will be used to begin the
brake test.
NOTE: The test area should be approximately 100m
(110yds.) in length.
Before performing any

test that requires any machine travel, check and
make sure that the steering system and brake
system has been inspected and is in good working
order.

Perform a service
nd
brake test by driving the wheel loader in 2 gear
on a straight and flat road with a solid surface (not
gravel). Press on the service brake pedal. Does the
wheel loader come to a controlled stop properly? If
it does, continue with the service brake test. If not
the wheel loader does not stop properly, DO NOT
PROCEED WITH ANY FURTHER TESTING.
th
5. On this road, accelerate the wheel loader to its 4
gear maximum travel speed. Step on the brake when
the front of the wheel loader reaches the mark and
bring the wheel loader to a complete stop. Measure the
distance from the mark on the road to the front of the
stopped wheel loader. Record stopping distance.
Repeat the test at least three times. When traveling in
th
4 gear at the maximum speed of 32.0km/h (19.9mph),
the maximum braking distance should not exceed
15m (16.5yds.).
3132
Figure 5: Travel Brake Test
Make sure to keep all unnecessary

personnel out of the test area to prevent injury.
Testing will require working around moving components. Take extreme
caution when performing these tests to prevent entanglement.
Before performing any test that requires any

machine travel, check and make sure that the steering system has been
2 inspected and is in good working order.
NOTE: The test area should be a solid, dry, and flat surface that is
approximately 100 m (110yds.) in length.
1. Drive the wheel loader in each travel gear position. Is there
any unusual noise?
1st gear 6.5 km/h (4.1 mph)
Forward travel 2nd gear 12.0 km/h (7.5 mph)
speed 3rd gear 24.0 km/h (14.9 mph)
4th gear 38.0 km/h (23.6 mph)
1st gear 6.5 km/h (4.1 mph)
Reverse travel 2nd gear 12.0 km/h (7.5 mph)
speed 3rd gear 24.0 km/h (14.9 mph)

Hydraulic System Troubleshooting
Check Troubleshooting
Requirements Check Result
No. Check
Hydraulic oil under pressure

can penetrate body tissue causing serious injury and
possible death. When troubleshooting a hydraulic
system for leaks, always use cardboard or wood as a
Hydraulic detector. DO NOT USE YOUR BARE HANDS. If you are
pressure tests injected with hydraulic oil or any other fluids,
immediately seek treatment by a doctor trained in the
treatment of penetrating fluid injuries.
1 Make sure to keep all unnecessary personnel out of the
test area to prevent injury.
Testing will require working around moving

components. Take extreme caution when performing
these tests to prevent entanglement.
Make sure to clean the test

gauge connection points before connecting a test gauge for
any of the following tests. This will prevent dirt from entering
the test gauge, which could cause a faulty reading, and also
will prevent dirt from entering the main hydraulic system.
The hydraulic pressure test is set-up as follows:
1. Make sure that the hydraulic fluid is the normal operating

temperature of 50° ~ 60° C (125° ~ 140°F).
2. After performing the service brake test, operate the wheel
loader for approximately 10 minutes to fully warm up all of
the hydraulic fluid and components before continuing with
the hydraulic systems testing.
3. Lower the boom and bucket to the ground, shut off the
engine and release hydraulic pressure by operating all
hydraulic controls.
NOTE: The ignition key switch may need to be positioned in
the ON position to energize the pilot solenoid.
Hydraulic
1
Steering system pressure check:
1. Engage and secure the travel lock.

2. Install a 40MPa (2,900psi) hydraulic pressure gauge
onto the steering pump test port (1, Figure6).
3133
Figure 6: Test Gauge Installation
3. Start wheel loader engine and set the engine at its

maximum rated speed.
4. Rotate the steering wheel until the relief valve opens.
5. Read the pressure on the gauge and record.
Table 1: Steering System Pressure Readings

Model Pressure Reading
CLG835III 15MPa ± 0.3 (2,176 ± 45psi)
CLG842III 17MPa ± 0.45 (2,466 ± 65psi)
CLG856III 16MPa ± 0.3 (2,320 ± 45psi)
CLG877III 19MPa ± 0.3 (2,756 ± 45psi)
CLG888III 20MPa ± 0.3 (2,900 ± 45psi)
6. Shut off the engine.

7. Disengage and store the travel lock in the work position.

Emergency Steering System Pressure Check
(Optional System)
The wheel loader is equipped with an auxiliary
(emergency) steering control system that enables the
wheel loader to be steered and controlled in the event
of steering system failure.
To check the auxiliary steering system:
1. Install a 40MPa (2,900psi) hydraulic pressure gauge
(1, Figure 7) onto the steering pump test port.
Figure 7: Test Gauge Installation

2. Start wheel loader engine and let the engine run at
the normal idle speed for about 5 minutes.
3. Rotate the steering wheel until the steering cylinder
bottoms out and the overload relief valve opens and
then shut off the engine.
4. Turn the ignition switch to the ON position without
starting the engine (dashboard indicator lights will
turn on) and press the Emergency Turning Switch
while continuing to turn the steering wheel to the
right. Read the pressure on the gauge and record.
Table 1 shows the pressure for the steering system.
NOTE: The Emergency Steering light on the
dashboard should turn ON.
5. Operate all hydraulic controls to release residual
pressure
6. Remove the pressure gauge.

Ride Control Boom Damper System (Optional)
If the wheel loader needs to transport a load for a long
distance, the Ride Control Boom Damper System can
be activate to smooth out the uneven ride or pitching
motion. The ride control system uses an accumulator
to absorb the shocks to the hydraulic system caused
by the potentially uncontrolled boom movement that
can cause the wheel loader to bounce as it travels.
To test the Ride Control Boom Damper System:
1. Move the wheel loader to a flat, stable working
surface.
2. Shut off the engine.
3. Operate all hydraulic controls to release any
residual pressure.
4. Install a 40MPa (2,900psi) pressure gauge on the
hydraulic system pressure test port (1, Figure 8).
Figure 8: Test Gauge Installed on Test Port

5. Start wheel loader engine and run at high idle.
6. Move the ride control switch to the OFF position
(1, Figure 9)
Figure 9: Ride Control Switch 3134

7. Tilt the bucket to the full DUMP position.
8. Use the BOOM control lever to the push downwards on the
bucket to lift the front wheels 150 mm (6”) off the ground.
9. Release the lift control lever to the HOLD position, and the
wheels should remain off the ground.
10. Move the ride control switch to the ON position. Do the
front wheels smoothly lower to the ground?

possible death. When troubleshooting a hydraulic
system for leaks, always use cardboard or wood as a
detector. DO NOT USE YOUR BARE HANDS. If you are
injected with hydraulic oil or any other fluids,
immediately seek treatment by a doctor trained in the
treatment of penetrating fluid injuries.
Because the hydraulic system uses pressure

accumulators, which store pressure, operate the
hydraulic controls, press on the brake pedal, and
operate the parking brake control several times to
release the reserve system pressure.
Park the machine on a smooth, level surface.

Test the Unloading Valve by:
1. Without the engine running, install a 40MPa

(2,900psi) pressure gauge on the hydraulic system
pressure test port (1, Figure10).
Figure 10: Test Gauge Installed on Test Port

2. Start the engine and run at high idle.
3. Fill the bucket with typical load and raise to its
maximum height. See Figure 11.
3135
Figure 11: Raised Bucket

4. While raising the boom, check to see that the
pressure gauge reading is also rising to 16 ± 0.5
MPa (2,320 ±72psi) and then does it quickly drop
off to ZERO?

Test the pilot pressure to the Main Control Valve
by:
1. Without the engine running, install a 6MPa (870psi)

pressure gauge onto the Pilot Accumulator
pressure test port (1, Figure 12).
3136
Figure 12: Pilot Pressure Test Port

2. Start the engine and run at idle speed.
3. Roll the bucket full-back using the Tilt control lever.
4. Check to see if the pressure reading is at 3.5
±0.3MPa (508 ± 44psi).

Test the main hydraulic system Relief Valve by:
1. Without the engine running, install a 40MPa

(2,900psi) pressure gauge on the hydraulic system
pressure test port (1, Figure 13).
3133
Figure 13: Test Gauge Installed on the Test Port
2. Start the engine.
3. Raise the bucket (1, Figure 14) to its maximum lift
height.
3135
Figure 14: Bucket at Maximum Lift Height
4. Hold the lift control lever in the full-raised position.

NOTE: In the following steps, do not keep the lift
control lever in the Raised position for more than 5
seconds while the speed is high idle.
5. Increase the engine speed to high idle.
6. Observe the pressure gauge with the lift control
lever in the Raised position.
7. The pressure setting for the load sensing relief
valve should be 20 ± 0.5 -0.2MPa (2,900 ± 72psi).

Make sure to keep all
unnecessary personnel out of the test area to prevent
injury. Testing will require working around moving
Position the wheel loader on firm level ground (Figure 15),
front tires and rear wheels should be inflated to the pressures
listed in the Pressure Reading table.
Model Pressure Reading
Front tire Rear tire

CLG835III 0.41-0.45 MPa 0.41-0.45 MPa
(59.46547-65.26698 psi) (59.4654765.26698 psi)
CLG842III 0.35 MPa 0.35 MPa
(50.76321 psi) (50.76321 psi)
2 Bucket lifting CLG856III 0.35 MPa 0.35 MPa
height (50.76321 psi) (50.76321 psi)
CLG877III 0.425-0.475MPa 0.375-0.425MPa
(61.64104-68.89293psi) (54.38915-61.64104psi)
CLG888III 0.42-0.45MPa 0.39-0.42MPa
(60.91585-65.26698psi) (56.56472-60.91585psi)
Position the bucket flat on the ground and then fully raise
the bucket (Figure 14). Measure from the tip of the raised
bucket cutting edge to the ground (1, Figure 15). Record
the results.
Maximum lifting height – 2,870 mm(8.45ft)
3137
Figure 15: Bucket Lift Height

unnecessary personnel out of the test area to prevent
injury. Testing will require working around moving
Position the wheel loader on firm level ground, bucket rolled
back with full rated load (1.8 T [3,970 lbs]), and resting on
the ground as shown in Figure 16.
NOTE: The engine should be running at full rated speed and
the hydraulic system should be fully warmed up. Raise the
bucket to the full lifting height, dump the bucket, retract the
bucket and lower the bucket to the ground. Repeat the lifting
tests 3 times and record the average lifting time.
Full cycle target time: ≤ 11.5 sec.
NOTE: Cycle times will vary depending on the size and
configuration of the machine. See the Bucket Lifting Speed
table below.
3
Bucket lifting
speed
3138
Figure 16: Bucket Lift Height
1. Bucket raise time ≤ 5.8 ± 0.2 sec

2. Bucket dump time ≤ 2.4 ± 0.2 sec
3. Bucket lower time ≤ 3.3 ± 0.2 sec
Bucket Lifting Speed Table
Model Lifting Speed

CLG835III ≤ 5.6 ± 0.2 sec
CLG842III ≤ 5.8 ± 0.2 sec
CLG856III ≤ 6.5 ± 0.2 sec
CLG877III ≤ 6.6 ± 0.2 sec
CLG888III ≤ 7.2 ± 0.2 sec

Make sure to keep all unnecessary personnel
out of the test area to prevent injury. Testing will require working around
moving components. Take extreme caution when performing these tests
to prevent entanglement.
On a solid, flat surface that is approximately 20 m (65 ft) square,

test the overall machine turning radius.
4
Turning radius
test 3139
Figure 17: Turning Radius
1. Start the engine and run at idle speed.

2. Rotate the steering wheel fully to either the right or left.
3. Slowly drive around creating a full circle.
4. Locate the center of the circle.
5. Measure from the center of the circle to the farthest outside
tooth on the bucket (1, Figure 17) to determine the turning
radius (R, Figure 17).
6. Does the turning radius match the measurement listed in
Table 2?
Table 2 – Turning Radius
Model Turning Radius
CLG835III 6,050 mm (19 ft. 10 in.)
CLG842III 6,123 mm (20 ft. 0 in.)
CLG856III 6,805 mm (22 ft. 4 in.)
CLG877III 7,360 mm (24 ft. 2 in.)
CLG888III 7,545 mm (24 ft. 9 in.)

unnecessary personnel out of the test area to
prevent injury.
Do not walk underneath the raised bucket or boom
when in the raised position. Perform any
measuring from the side of the raised assembly.
Testing will require working around moving
components. Take extreme caution when
performing these tests to prevent entanglement.
The following tests will require that the machine
attachment remain raised for a period of time.
Make sure to set the wheel loader’s parking brake
and chock the machine’s wheels in front and back
(1, Figure 18) to prevent any movement.
Cylinder Drift
5
Test
3129
Figure 18: Wheels Chocked
It is recommended to
repeat each of the following tests at least three times
and record the amount of cylinder drift from each of
the tests.
Also make sure that the hydraulic fluid is at normal
operating temperature of 50° to 60°C (125° to 140°F)
before performing any of the cylinder drift tests.

Boom Lift Cylinder Drift Test (For single & dual
cylinder setup)
1. With the front bucket containing a full load, raise the

bucket until its cutting edge is 2,000mm (6’ 6”) off
the ground (1, Figure 19).
3137
Figure 19: Boom Cylinder Drift Test
2. With the loaded bucket still in the raised position,

shut off the engine.
3. Measure the exposed lift cylinder rod length from
the cylinder gland to the rod end.
4. After 15 minutes has elapsed, measure the
exposed rod length distance from the cylinder gland
to the rod end and record that distance.
5. If the lift cylinder has dropped more than 15mm
(0.6”) during the testing process, the results of this
indicate either:
a. The boom lift cylinder piston seals are leaking
and the cylinder needs to be rebuilt.
b. If there is too much drift, check either the anti-
drift valve or ride control balance spool for
malfunctions. Replace components as
needed.
NOTE: If internal cylinder leakage is detected, both
cylinders need to be rebuilt on a dual cylinder
machine.

possible death. When troubleshooting a hydraulic system
for leaks, always use cardboard or wood as a detector. DO
NOT USE YOUR BARE HANDS. If you are injected with
hydraulic oil or any other fluids, immediately seek
treatment by a doctor trained in the treatment of
penetrating fluid injuries.
(b) There is a leak in the hydraulic lines between the Main

Control Valve and the boom lift cylinders. Inspect the
hydraulic lines, tubing and fittings for signs of leaks or
damage.
Bucket Tilt Cylinder Drift Test (For single or dual cylinder

setup)
With the front bucket fully loaded, raise the bucket until the
bucket cutting edge is 1,000 mm (3’ 3”) off the ground (1,
Figure 20).
3140
Figure 20 - Boom Cylinder Drift Test
6. With the loaded bucket still in the raised position, shut off
the engine.
7. Measure the exposed tilt cylinder rod length from the
cylinder gland to the rod end (2, Figure 20).
8. After 15 minutes has elapsed, measure the exposed rod
length distance from the cylinder gland to the rod end and
record that distance.
9. If the tilt cylinder has dropped more than 15 mm ( 0.6”)
during the testing time frame, the results of this test indicate:
(a) The bucket tilt cylinder piston seals are leaking and the
cylinder needs to be rebuilt.

4. Drain the oil from the hydraulic tank into a
Frame & Cab Assembly suitable container for storage or disposal.
Front & Rear Frame –
Separation
Separation Procedures
Required Tools
Part
Tool Part Description Qty
Number
A Stand
2
B drift pin 1
3217
C drift pin 1 Figure 21: Hose Disconnections
5. Disconnect hose assemblies (1 & 2,

1. Remove the cab. Refer to Disassembly Figure 21) from the hydraulic oil tank.
and Assembly, "Cab - Remove".
2. Remove the center drive shaft. Refer to

Disassembly and Assembly, "Drive Shaft
(Center) - Remove and Install".
3. Separate the steering frame lock. Refer

to Disassembly and Assembly, "Steering
Frame Lock - Separate and Connect".
Care must be taken to ensure that fluids are

contained during performance of inspection,
maintenance, testing, adjusting and repair
of the product. Be prepared to collect the 3218
fluid with suitable containers before Figure 22: Cylinder Hose Disconnections
opening any compartment or disassembling
any component containing fluids. Dispose of 6. Disconnect cylinder feed hose
all fluids according to local regulations and assemblies (3 & 4, Figure 22).
mandates.
NOTE: Put identification marks on all hoses,

on all hose assemblies, on all wires,
and on all tube assemblies for
installation purposes. Plug all hose
assemblies and all tube assemblies.
This helps to prevent fluid loss, and
this helps to keep contaminants from
entering the system.

3219
Figure 23: Steering Assembly
7. Disconnect hose (5, Figure 23) and pin

assembly (6, Figure 23). Keep the
steering cylinder (7, Figure 23) away from
the frame.
3220
Figure 24: Frame Wire Harnesses
8. Disconnect wire harness (1, Figure 24).
9. Place a suitable support under the rear

frame.
7. Attach a suitable lifting device to the front

frame.

removed by the primary and secondary air
Engine System filters as air passes through.
Clean air is then drawn into the turbo
Work Principle charger where it is compressed. This
Engine process creates heat. Heated air leaving the
turbo charger under pressure passes
This machine is equipped a Cummins through an inter-cooler cooling the air to a
QSB6.7 engine. Please refer to the suitable temperature. The cooled air under
Cummins reference materials supplied with pressure is forced into the intake manifold
your machine for all work principle, and then the engine cylinder.
maintenance and repair information. The
Cummins Company maintains ownership of During compression stroke of the piston the
all information provided. Please contact air is further compressed and heated.
your nearest Cummins dealer for all repairs Atomize diesel oil is injected at high
during the engine warranty period. pressure and combusts. Rapid expansion of
the gasses produced push on the piston
Guangxi Liugong Machinery Co., Ltd. moving it away. The piston is attached by a
accepts no liability resulting from the failure connecting rod to the crankshaft. The linear
of the customer to follow instructional motion of the piston is translated into a
information supplied by Cummins Engine. rotary motion at the crankshaft.
Intake and Exhaust System Exhaust System

Intake System
3141 3142
Figure 21: Engine Intake System Figure 22: Engine Exhaust System
1. Pre-Filter 2. Air Filter Exhaust gases produced by the combustion

process pass into the exhaust manifold and
3. Diesel Engine 4. Exhaust Pipe
turbo-charger. Turbo charger design uses
5. Muffler 6. Inter-Cooler the heated gas to rotate a turbine, that in
Air drawn into the engine passes through a turn, compresses inlet air. Exhaust gasses
pre-cleaner. The pre-cleaner uses air speed then leaving the turbo pass through a
and direction to separate large dirt particles. silencer (muffler) and out to the
Pre-cleaned air then flows through the atmosphere.
center of the pre-cleaner to the air filter
assembly. Smaller particles of dirt are

Cooling System Inter-Cooler Cooling
3144
Figure 24: Inter-Cooler Assembly
Intake air temperature and pressure are

3143 greatly increased after the air is boosted by
Figure 23: Engine Cooling System the Turbocharger. To remove heat, the air
flows through an inter-cooler. Air flowing
1. Motor Bracket 2. Hydraulic Motor around the intercooler reduces the
temperature of the heated air inside to a
3. Hydraulic Oil Radiator 4. Water Radiator
value less than 80°C . Cooled air flows from
5. Inter-Cooler 6. Shroud the intercooler into the engine intake
7. Fan 8. Oil Radiator manifold and engine cylinder.
9. Diesel Engine
Hydraulic Oil Radiator Cooling
Cooling is provided by a hydraulically driven
cooling Fan (7, Figure 23). The fan is
located between the diesel engine and
radiator group and draws air through the
shroud. The motor and fan are connected to
the radiator group by the Motor Bracket (1,
Figure 23) and Shroud (6, Figure 23). The
radiator group is interconnected between
the Inter-Cooler (5, Figure 23), Water
Radiator (4, Figure 23), Hydraulic Oil
Radiator (3, Figure 23) and the Hydraulic
Motor (2, Figure 23) drive fan device on the
rear side of the fan. The Oil Radiator (8,
Figure 23)of torque converter is located 3145
under the Hydraulic Motor (2, Figure 23) Figure 25: Hydraulic Oil Radiator
drive fan device.
Hydraulic oil flows into the bottom of the
The cooling air that is sucked into the hydraulic oil cooler element. Air flowing
system from the rear of the machine is around the element reduces the
blown over the engine from the shroud. temperature of the heated oil inside to a
value less than 80°C (176°F). Cooled
hydraulic oil flows from the top of the cooler
and returns to the hydraulic oil tank.

Water Radiator Cooling Torque Converter Oil Radiator
Cooling
3146
Figure 26: Water Radiator Assembly 3147
Figure 27: Torque-Converter Oil Radiator
When the engine coolant temperature is
less than 88°C (190°F), the coolant is Torque converter oil flows to the converter
cooling inside the engine by means of oil radiator element through the top inlet port
lesser circulation; But when the engine on right-hand side of the torque converter oil
coolant temperature is more than 88°C radiator. Exterior cooling air flows around
(190°F), the engine thermostat is opened the element to take way the heat in the
and coolant flows into the upper water torque converter oil to lower temperature to
chamber of the water radiator through the a value less than 110°C (230°F). Once
upper hose then flowing downward to the cooled, the converted oil returns back to the
lower water chamber via the water radiator gearbox through the top outlet port on left-
element. Exterior cooling air flows around hand side of the torque converter oil
the element to take way the coolant heat to radiator.
lower temperature. Once cooled, the
coolant flows into the torque converter
radiator through the lower hose and back
into the engine to complete the cooling
cycle.

Cooling System Operating Principles
The engine cooling fan system used on the LiuGong Wheel Loaders is a hydraulically driven,
multispeed, reversible fan system. The hydraulic power for the fan comes from a hydraulic
pump mounted on the engine timing case, utilizing the auxiliary drive. The main components of
the system are the engine and Hydraulic System Radiator (1, Figure 28), Fan (2, Figure 28),
Fan Shroud (3, Figure 28), Fan Safety Guard (4, Figure 28) and the Hydraulic Fan Motor (5,
Figure 28) and hoses.
3148
Figure 28: Cooling Fan Components

Hydraulic Fan Motor Solenoids
● Fan Direction Control Solenoid Valve (8, Figure 29)

The fan controller, based on signals from the ECU, sets the fan speed by reducing the current
flow to the speed solenoid based on the highest temperature signal from the ECU and inputs
from Torque Converter Oil Temperature Sensor and Hydraulic Oil Temp Sensor.
● Fan Speed Control Solenoid Valve (11, Figure 29)

The fan controller signals the fan direction to change periodically (based on operation time) for
a short period to clean the cooling system during machine operation.
3149
Figure 29: Cooling Fan Control Components

Fan Control Switches
Pressing the Automatic switch (2, Figure 23) to the ON position activates the automatic cooling
fan monitoring system.
The switch positions can be combined to activate different features of the fan control system.
The switch combinations are shown in Table 1 – Fan Switch Positions.
The operator has the ability to manually change direction of fan rotation in the cab by means of
a control switch. If the operator notes a temperature increase in either the engine or hydraulic
systems, they can manually change the fan direction to clean the radiator by pressing and
holding the Manual Fan Switch (1, Figure 23) to improve cooling efficiency.
3150
Figure 23 - Cooling Fan Control Switches
Manual Switch Automatic Switch

Position Position Action
(1, Figure 3) (2, Figure 3)
OFF OFF Fan rotates only in normal direction (See Table 2 – Fan Direction
Table).
OFF ON Fan rotates in normal direction, but periodically reverses fan direction
for 2 minutes to clean coolers.
Manually reverses fan direction.
ON OFF NOTE: The fan direction will remain reversed as long as the switches
are in these positions. Prolonged use of the fan in this setting may
result in elevated engine and hydraulic system operating temperatures.
The control system will be in the automatic monitoring mode until the
ON ON Manual Switch is moved to the ON position. The fan will reverse
direction as long as the Manual Switch is in the ON position.
Table 1 - Fan Switch Positions

The fan control system monitors the signals sent by the ECU, which constantly monitors several
temperature sensors within the machine. The systems monitored by the engine ECU are:
● Engine Coolant Temp (CAN BUS from Engine ECU)

● Engine Air inlet Manifold Temp (CAN BUS from Engine ECU)
● Torque Converter oil temp
● Hydraulic oil system temp
When the engine is running at normal operating temperatures, the fan will run at the standard
rated speed, normally in a counterclockwise direction, pulling (puller fan) air through the engine
radiator and blowing it across the engine.
NOTE: The Model CLG862III has a "pusher" fan, drawing air through the engine compartment
first and pushing the air outwards through the radiator. Table 2 presents the variations in cooling
system designs.
Model Fan rotating Type (puller\ Fan speed Fan reversing Rated power
direction pusher) (RPM)
835III Clockwise from rear Puller 1600 Auto/ Manual 9 kW

of the machine (12 hp)
of the machine (14.75 hp)
856III Counterclockwise Puller 1800 Auto/ Manual 14.5 kW
(19.5 hp)
862III Clockwise from rear Pusher 1600 Auto/ Manual 16 kW
Table 2: Fan Direction

To protect the engine radiator, the wheel loaders have a protective screen positioned on the
outside of the radiator. This screen is designed to prevent large debris and insects from being
drawn into the radiator, plugging the radiator and limiting its cooling ability. If the machine is
being used in extremely dusty, dirty conditions, the operator has a control in the cab that will
reverse the fan direction, blowing air through the radiator, clearing the debris accumulated on
the screen and within the radiator.
Highly dusty working conditions will require that the radiator service is performed on a more
frequent basis. See the Cooling System Service procedures in this manual for the
recommended time frame.

Under normal operating conditions, the ECU will not provide any signal to the fan controller,
allowing the fan to run at its standard speed and direction, reducing the load on the engine,
saving fuel. With the fan control switch in the AUTO mode (2, Figure 23), the fan controller will
automatically reverse the fan periodically to assist in cleaning the radiator, maintaining a normal
operating temperature.
NOTE: If the engine temperature or hydraulic fluid temperature begin to climb, the operator can
manually reverse the fan direction by pressing and holding the MANUAL Fan button (1, Figure
23) on the cab mounted control panel.
If an over-temp condition from one of the above listed systems is noted by the ECU, a signal is
sent to the fan controller via the CAN BUS. The fan controller then activates one of the solenoid
control valves. Depending on the signal from the ECU, the fan will either increase speed or will
reverse direction.
NOTE: If the engine temperature or hydraulic system temperature does not return to the normal
operating range, further inspection of the cooling system is required. See the Cooling System
Service procedures in this manual.

Troubleshooting
Problem Item Potential Cause Repair
Fan motor pump has failed. Replace the pump.
Cooling fan is not spinning. Fan motor not working.
Fan motor has failed. Replace fan motor.
Radiator low on coolant. Low coolant in engine Service Cooling System.

cooling system.
Engine is overheating.
Air flow through radiator is Bug screen is plugged with Clean or replace the bug
debris. screen.
restricted. Radiator is plugged with dirt. Clean radiator.
Adjust the hydraulic
Low hydraulic pressure to pressure at the solenoid
cooling fan motor. control valve.
NOTE: Incorrect hydraulic NOTE: The hydraulic
pressure affects the fan pressure setting controls
speed. the fan speed. See Table 2
Fan motor or fan controller – Fan Direction Table for
needs service. the correct fan speed.
Cooling fan is not moving air
as fast as needed. Fan motor speed solenoid Replace the fan motor
has failed. speed solenoid.
Fan controller has failed. See Electrical Service

procedures in this manual.
Radiator plugged with Air flow through the radiator
debris. is restricted. Air trapped in Clean radiator.
the fan shroud is acting as a
brake on the fan.
Electrical connector for fan Move the connector on fan
motor direction and fan motor direction solenoid to
motor speed have been the fan motor speed
switched. solenoid, and move the
connector on the fan motor
speed solenoid to the fan
Fan is not spinning in the Fan direction solenoid direction solenoid.
correct direction. needs to be inspected.
Fan motor direction Replace fan motor direction
solenoid has failed. solenoid.
Manual fan direction switch Replace the fan direction
in the cab has failed. control switch. See Electrical
Service procedures in this
manual.
If the electrical connectors Move the connector on fan
have been installed on the motor direction solenoid to
wrong solenoid, the engine the fan motor speed
Fan changes direction cooling fan will frequently solenoid, and move the
Fan drive motor.
erratically. change direction and the connector on the fan motor
engine will begin to speed solenoid to the fan
overheat. direction solenoid.
Replace fan drive motor.

Schematics
Fan Cooling System Schematic
3151
Figure 24: Fan Cooling System Schematic

Cooling Fan Service
1. Problem: Cooling fan is not spinning.
Potential Cause: Fan motor not working.
Solution: Replace fan motor.
3152
Figure 25: Cooling Fan Parts
Hydraulic oil under pressure can penetrate body tissue causing serious injury and
possible death. When troubleshooting a hydraulic system for leaks, always use
cardboard or wood as a detector. DO NOT USE YOUR BARE HANDS. If you are injected
with hydraulic oil or any other fluids, immediately seek treatment by a doctor trained in
the treatment of penetrating fluid injuries.
Replacement of fan motor:
1. Shut off the engine and operate all hydraulic controls to release any residual pressure
remaining in hydraulic system.

2. Remove the hydraulic lines (8, Figure 25) from the bottom of the fan motor (10, Figure
25).
3. Mark each of the electrical connectors (6 & 11, Figure 25) and remove each connector
from the solenoid valves (7 & 12, Figure 25).
4. Loosen fastener bolts (1, Figure 25) and remove the fan assembly from the cooling
shroud (2, Figure 25).
5. Remove the nut (3, Figure 25) securing the fan (4, Figure 25) to the fan motor (10, Figure
4).
NOTE: DO NOT remove the mounting hub from the fan blade.
6. Remove the bolts (9, Figure 25) securing the fan motor to the fan mounting bracket (5,
Figure 25), and remove the fan motor.
7. Remove the two solenoid control valves (7 & 12, Figure 25) from the old fan motor.
8. Reassemble the fan motor assembly by reversing Steps 1 - 7.
Make sure to install the electrical connectors to the proper solenoid valves.
2. Problem: Engine is overheating.
Potential Causes: a) Radiator low on coolant or b) air flow through radiator is restricted.
Solutions: a) Fill cooling system with needed coolant

b) Clean or replace the bug screen. To clean, use an air hose to blow
compressed air towards the outside of the radiator.
3. Problem: Cooling fan is not moving air as fast as needed.
Potential Cause #1: Low hydraulic pressure to cooling fan motor.
Solution #1: Adjust the hydraulic pressure at the pressure release Solenoid Valve (Figure 26).

3153
Figure 26: Pressure Release Solenoid Valve
Adjusting system pressure at solenoid valve:
1. Install a hydraulic pressure gauge onto the fan motor pressure test port.
2. Using a wrench, loosen the Locknut (1, Figure 26).on the adjusting stem of the pressure
release solenoid valve.
3. Insert an Allen wrench into the socket at the end of the Solenoid Valve Stem (2, Figure
26), and rotate the stem either clockwise or counterclockwise as needed to achieve the
proper pressure setting.
4. When the proper adjustment has been made, tighten the locknut.
Potential Cause #2: Fan motor speed solenoid has failed.
Solution #2: Replace the fan motor speed solenoid.

1. Remove the Electrical Connector (4, Figure 26) from the solenoid coil.
2. Remove the Locknut (1, Figure 26) from the valve adjusting stem.
3. Remove the Solenoid Coil (3, Figure 26) from the valve stem and replace with a new
solenoid coil.
4. Install the locknut and secure.
5. Install the electrical connector.
6. Install a pressure gauge onto the fan motor test port and adjust the hydraulic pressure as
needed to set the fan speed as shown in Table 2.
Potential Cause #3: Fan controller has failed.
Solution #3: See Electrical Service procedures in this manual for service instructions.
4. Problem: Fan is not spinning in the correct direction.
Potential Cause: Electrical connector for fan motor direction and speed has been switched.

3154
Figure 27: Solenoid Electrical Connectors
Solution: Move the wire connections
1.Move wire connector (XL72) for Fan Motor Direction Solenoid (1, Figure 27) to the Fan
Motor Speed Solenoid (2, Figure 27); then move the wire connection (XL77) on the fan
motor speed solenoid to the fan direction solenoid.
Potential Cause: Fan motor direction solenoid (A P B) has failed.
Solution: Replace fan motor direction solenoid valve.
1. Remove the electrical connector from the Solenoid Coil (3, Figure 26).
2. Remove the Solenoid Valve (12, Figure 25) from the fan motor body and replace with a
new solenoid valve.
3. Install the electrical connector.
Potential Cause: Manual fan direction switch in the cab has failed.
Solution: Replace the fan direction control switch. See Electrical Service procedures in this
manual.
5. Problem - Fan changes direction erratically.
Potential Cause: Wiring mix up to fan drive motor.

3155
Figure 28 - Fan Motor Direction Solenoid
Solution: Inspect wiring to fan solenoids; If the electrical connectors have been installed on
the wrong solenoid, the engine cooling fan will frequently change direction and the
engine will begin to overheat.
1.Move wire connector (XL72) for Fan Motor Direction Solenoid (1, Figure 28) to the Fan
Motor Speed Solenoid (2, Figure 28); then move the wire connection (XL77) on the fan
motor speed solenoid to the fan direction solenoid.
Transmission System
Introduction
This machines powertrain consists of the torque transmitting elements between the engine and
wheels. The powertrain includes the torque converter, the transmission, a transfer case, front
and rear drive shafts, front and rear sets of axle shafts and four final drive gears sets-one for
each wheel (Figure 29). The purpose of the powertrain is to distribute torque transmitted by the
engine to the wheels.
Through the engine connection, the engine drives the variable-speed pump in the power
transmission torque converter assembly to suck the oil continuously from the oil tank providing
oil to the power variable-speed control valve and torque converter. The oil from the torque
converter produces abundant heat which flows to the oil radiator to reduce its temperature and
returned back to the power transmission torque converter assembly through a return elbow and
hose assembly.
The oil will be consumed or lost continuously during the operation of the transmission torque
converter and should be replenished periodically through the Oil Filler Tube (5, Figure 30)
assembly.

3069
Figure 29: Overall of Machines Drive System
1. Front Drive Shaft 5. Middle Drive Shaft
2. Torque Converter & Gearbox 6. Rear Drive Shaft
3. Rear Axle 7. Bearing Assemble, Front Drive Shaft
4. Front Axle

Transmission Torque Converter
Work Principle
The Torque Converter, located between the engines flex plate and transmission acts as a
hydrodynamic coupler to transfer rotating power from the engine to the machines drive system.
3052
Figure 30: Gearbox and Torque Converter
1 . Clamp Assembly 7. Mounting Bracket
2. Elbow, Oil Inlet Hose 8. Hose Assembly, Oil Inlet
3. Hose Assembly, Oil Outlet 9. Elbow, Oil Outlet Hose
4. Gearbox & Torque Converter 10. Engine Connection
5. Filler Tube & Dipstick 11. Front Output Flange
6. Transmission Mount 12. Rear Output Flange

System Specifications
3053
 Torque Converter Type: Single Stage, 3-elements

 Tank Refill Capacity: 45L (11.9gal)
 Counter Shaft Design: Auto-shift 4F/3R with electronic control
 Travel Speeds in Km/h (mph)
o Forward- Gear 1 Gear 2 Gear 3 Gear 4
6.8 (4.2) 12 (7.5) 24 (14.9) 38 (23.6)
o Rear 6.8 (4.2)
Testing Procedures
 Perform a torque converter stall test in order to verify that the engine is developing adequate
power
 Daily inspection of the system Inlet and Outlet oil hoses and connectors should be
completed to fix leaks due to wear, cracks or loose fittings. For replacement parts, refer to
LiuGong’s Parts Manual.
Stall Test Procedures
Ensure that machine is standing on a level surface its frame should be aligned in a straight line
and lower the bucket to the ground with a minimum distance of 10 meters (32.8ft.) between the
nearest machine and other personnel not involved in the test to avoid serious injury or machine
damage. The Stall Test procedure should not be performed any longer than one minute to avoid
transmission and torque converter overheating.
The Stall Test will not work with machines having a hydrostatic drive. For that reason, a Stall
Test can only be performed with specific electronic equipment.

1. Enable the “Neutralizer Override” switch on the cab console.
2. Switch the machine into 4th gear.
3. Check that the parking brake is disengaged.
4. Press on the RHS brake pedal
5. Accelerate engine to 2100RPM’s.
6.Engage the 4th forward gear and watch the RPM gauge. The RPM’s should go back from
2100 to 1700 RPM’s and recovers within one second up to 1950 to 1980RPM’s. If the
RPM’s go lower than 1700 or if it remains lower than 1950 after one second, there might
be a problem with transmission or torque converter.
Reason’s can include dirty transmission filter, wrong adjustments, hot oil or worn
converter. It can even be an engine problem. (See engine related service section within
this manual).
Do not override the brakes for more than 30 seconds to avoid extended wear and overheating.
To extend this test, switch the gears manually down. Wheel loaders should be able to hold
the machine in position down to second gear. In first gear, the engine and torque converter
should be able to override the brakes.
Service Procedures
System Removal
If replacement of the overall Transmission & Torque Converter system is necessary because
of system failure, proceed as follows:
Personal injury or death can result from machine articulation or movement.

Machine frames can move and a person can be crushed.
Connect the steering frame lock link between the front and rear frames before working on
machine.
Sudden movement or accidental starting of the machine can cause personal injury or
death to persons on or near the machine.
To prevent personal injury or death, perform the following:
Park the machine on a smooth, level surface. Lower the work tool to the ground and
engage the parking brake.
Stop the engine and remove the key. Block the wheels and install the steering
frame lock.

1. Remove the Cab Assembly.
2. Remove the Center Drive shaft
3. Remove Rear Drive Shaft.
4. Remove Work Pump and Steering Pump
5. Remove the Parking Brake
Care must be taken to ensure that fluids are contained during performance of inspection,
maintenance, testing, adjusting and repair of the product. Be prepared to collect the fluid with
suitable containers before opening any compartment or disassembling any component
containing fluids. Dispose of all fluids according to local regulations and mandates.
6. Tag and identify all hoses, wires and tubes in the Transmission and Torque Converter
system for ease of re-installation. Plug all hose tube assemblies when disconnected to
prevent fluid loss and contaminants from entering the system.
7. Disconnect the Oil Inlet Hose (8, Figure 30) connection fitting from the Torque Converter
Assembly (4, Figure 30).
8. Disconnect the Oil Outlet Hose (3, Figure 30) connection fitting from the Torque Converter
Assembly (4, Figure 30).
9. Place block under the flywheel housing to support the machines engine.
10. Place block under the Transmission and Torque Converter Assembly (4, Figure 30) to
support before removal.
11. Remove bolts and washers securing the Transmission and Torque Converter Assembly
to Engine (1, Figure 30).
12. Attach a suitable lifting device to the eye bolts on top of the Transmission and Torque
Converter Assembly (4, Figure 30) and lift just enough to take any slack out of the straps.
13. Remove bolts and washers from the Mounting Brackets (7, Figure 30) securing the
Transmission and Torque Converter Assembly to the machine frame and engine.
14. Lift the Transmission and Torque Converter Assembly out of the frame and place on
pallet for transporting.
Re-Installation
Cleanliness is an important factor. Before assembly, all parts should be thoroughly cleaned
using cleaning fluid recommended by component manufacturer. Allow the parts to air dry. Wiping
cloths or rags should not be used to dry parts. Lint from the cloth or rags may remain on the
parts, causing problems later. Inspect all parts during the re-assembly process and replace any
worn or damaged parts.
With new Transmission and Torque Converter unit securely fastened to a suitable lifting
device, reinstall following the Removal steps 14 through 1 listed above.

Hydraulic System
Introduction
The hydraulic system on a wheel loader delivers the necessary pressure or force for multiple
sub-systems including steering, machine maneuverability and boom operation to function
properly. To safe guard its operation during many diverse environmental conditions, the
Hydraulic System also relies on many integrated components that regulate and control the force
generated. Follow the procedures written within this section to service the Hydraulic System and
the components within.
3156
Figure 31: Working Hydraulic System
1. Tilt cylinder 2. Oil suction filter 3. Hydraulic tank
4. Return oil filter 5. Cooling pump 6. Cooling motor
7. Work pump 8. Control valve 9. Lift cylinders

General System Specifications
 System Pressure: 20MPa (2900psi)
 Pilot Pressure: 3.5MPa (507.5psi)
 Flow: 313.5L/min (82.83gal) to 439L/min (115.98gal)
Component Specifications
Hydraulic Oil Tank
3060
3054 3055
1. Suction Element 1. Fill Tube Strainer

2. Site Gauge 2. Filter Element
3. Drain Plug
Oil Tank Specifications
 Tank Capacity: 245L (64.7gal)
 Torque for the Gauge: 10±2 Nm (7.38±1.48 lb/ft)
 Tank Pressure: 0.0344MPa (5psi)

Air Filter
Filter
12um
1.Filter Accuracy
Rated
630L/min 166gal./min
Flow
2.Bypass Pressure
0.4MPa 58psi
Valve Setting
Oil Suction Filter
3107
1. Air filter 2. Oil strainer 3109

Filter accuracy: 40μm
Filter Accuracy 150μm
Filter Area 15568 cm2
Return Oil Filter
3108

Vane Pump (Implement) Vane Pump
3110 3111
1.Torque for the bolt 187Nm 138lb.ft. 1.Torque for

68Nm 50lb.ft.
2.Shaft SAE C Spline the bolt
2.Torque for
187Nm 138lb.ft.
Test at Full Speed the bolt
3.Shaft SAE C Spline
Pump speed at rated
2100 rpm Test at Full Speed
engine speed
153.95 41gal/min
Output
L/min Pump Speed
Pressure 20MPa 2900.76psi at rated 2100rpm
Input power of pump Engine Speed
58.2kW 78hp
at main relief Front Pump
153.95L/min 41gal/min
Output
Front pump
20MPa 2900.76psi
Pressure
Rear Pump
33.2 L/min 8.8gal/min
Output
Rear Pump
15MPa 2175.6psi
Pressure

Main Control Valve
3137
1. Port to rod end of lift cylinder 2. Port to head end of lift cylinder
3. Relief valve 4. Tilt control valve
5. Port for pilot pressure to control auxiliary cylinder 6. Auxiliary control valve
7. Port to rod end of auxiliary cylinder 8. Port to head end of auxiliary cylinder
9. Pump port 10. Port for pilot pressure to control auxiliary
cylinder
11. Lift control valve 12. Port to rod end of lift cylinder
13. Relief valve for rod end of tilt cylinder 14. Port to head end of tilt cylinder
15. Relief valve for head end of tilt cylinder 16. Tank port
17. Port of float 18. Port for pilot pressure to control head end of lift
cylinder
19. Relief valve for auxiliary cylinder 20. Relief valve for auxiliary cylinder
21. Port for pilot pressure to control rod end of lift 22. Port for pilot pressure to control head end of tilt
cylinder cylinder
23. Port for pilot pressure to control rod end of tilt
cylinder
Pressure setting for item 3 20±0.5-0.2MPa 2900.76+73-29psi

Pressure setting at 38 L/min for item13 22MPa 3190.83psi
Pressure setting at 38 L/min for item15 22MPa 3190.83psi

Pilot Valve
3112
1. Torque for the 12Nm 8.85lb.ft

bolt
2. KD key Lifetime-resistive
200,000 cycles
load at 24VDC/5A
Lifetime-inductive
200,000 cycles
load at 24VDC/1.25A
3. Torque for the 1.5Nm 1.11lb.ft
screw
nut
nut
6.Torque for the 10Nm 7.38lb.ft
nut
7.Torque for the 40Nm 29.5lb.ft
screw
bolt
9. Pilot oil flow Up to 16 L/min

Pilot Oil Supply Valve
3094
1. Relief valve pressure setting 4.5MPa 652.67psi

2. Check valve opening pressure 0.03MPa 4.35psi
setting
3. Accumulator (dead engine Volume 0.4L
lower) Pre-charge at temperature 21°C
Pre-charge pressure with dry 0.8+0.2MPa 116+29psi
nitrogen
4. Reduce valve pressure setting 3.5MPa 507.6psi
5. Shuttle valve

Ride Control Valve
3095
1. Drain plug for emergency

2. Electrical connector plug control voltage 24VDC
3. Relief valve pressure setting 31.5MPa 4568.7psi
Relief valve maximum flow 300L/min 79.3gal/min

Ride Control Accumulator
3096
Capacity of the chamber for the oil 5.7L 1.5gal

Capacity of the chamber for the dry nitrogen 5.8L 1.53gal
Pressure of oil at maximum working pressure 35MPa 5076psi
Normal operating temperature -30 to75°C
Pre-charge at temperature 21°C
Pre-charge pressure with dry nitrogen 2.0+0.2MPa 290+29psi

Cooling Pump
3158
1. Shaft: SAE B Spline
Test at Full Speed
Output 58L/min 15.3gal/min

Pressure 16MPa 2320.6psi
Pump speed at rated engine speed 2100rpm
Input power of pump at main relief 17.6kW

Cooling Motor
3159
1. Shaft TB Taper 1:5

Max. Torque 90Nm 66.4lb.ft
2. Torque for the nut 80+20Nm 59+14.8lb.ft

Lift Cylinder
3097
1. Torque for the nut 3600±360Nm 2655±266lb.ft

2. Outside diameter of a new cylinder rod 80 (-0.03, -0.076) mm
3. Inside diameter of the cylinder bore 160 (+0.063,0) mm
4. Inside diameter of a new cylinder head 80.4 (+0.087,0) mm
5. Cylinder stroke 794mm
Pin to pin length of a retracted cylinder 1434mm
Lubricate the sealing lips with a minimal amount of the lubricant that is being sealed

Tilt Cylinder
3098
1. Torque for the nut 3600±360Nm 2655±266lb.ft

2. Outside diameter of a new cylinder rod 80 (-0.03, -0.076) mm
3. Inside diameter of the cylinder bore 180 (+0.063,0) mm
4. Inside diameter of a new cylinder head 80.4 (+0.087,0) mm
Pin to pin length of a retracted cylinder 1088mm
Lubricate the sealing lips with a minimal amount of the lubricant that is being sealed

Quick Coupler Cylinder
3160
Rod diameter: 40mm Cylinder bore: 63mm

Cylinder Stroke: 256mm Pin to pin length with a retracted cylinder: 496mm

Operation Section
3099
1. Ride Control Valve 2. Solenoid 3. Ride Control Accumulator

4. Relief Valve 5. Manual Valve 6. Spool Valve Rod
7. Check Valve 8. Main Control Valve (3-function) 9. Spool Valve Rod (lift)
10. Relief Valve (head end of tilt 11. Relief Valve (rod end of tilt 12. Spool Valve Rod (tilt)
cylinders) cylinders)
13. Relief Valve (third-function) 14. Relief Valve (third-function) 15. Spool Valve Rod (third-function)
16. Main Relief Valve 17. Hydraulic Cooler 18. Motor (hydraulic fan)
19. Shuttle Valve 20. Manual Pressure Reducing Valve 21. Pilot Valve
(lift lower & float)
22. Manual Pressure Reducing Valve 23. Manual Pressure Reducing Valve 24. Manual Pressure Reducing Valve
(tilt dump) (lift raise) (tilt back)
25. Manual Pressure Reducing Valve 26. Manual Pressure Reducing Valve 27. Pilot Shutoff Valve Switch
(third-function) (third-function)
28. Oil Filter 29. Oil Supply Valve (pilot valve) 30. Relief Valve
31. Accumulator (oil supply valve) 32. Check Valve 33. Gear Pump 9hydraulic fan)
34. Return oil Filter 35. Hydraulic Tank 36. Strainer
37. Vane Pump (hydraulic system) 38. Unload Valve 39. Cut-off Valve
40. Quick Coupler Cylinder 41. Relief Valve 42. Tilt Cylinder
43. Lift Cylinder

Note: The illustration shows a machine with Vane pump is located under the cab. It
the optional equipments (quick coupler and supplies oil to main control valve. A remote
ride control). Machines without the optional pressure tap for measuring implement
equipments are not equipped with quick pressure is located on the left side of the
coupler cylinder, cut-off valve, ride control machine.
valve and ride control accumulator. A z-bar
machine is only equipped one tilt cylinder Hydraulic tank is located on the right side of
but no the relief valve. the machine.
The hydraulic system is composed of the Relief valve is located on the main control
following systems: valve of 8- bar machine. If head end
pressure of the boom cylinder
● Main hydraulic system exceeds16Mpa, relief valve will actuate.
● Pilot pipes
● Ride control system Unload valve is located at left side of the
● Hydraulic fan system rear frame. If the implement pressure is
above 16MPa, unload valve will drain the oil
Hydraulic tank is common to all of the from steering system to the hydraulic tank.
system.
The main hydraulic system is made up of Cut-off valve is located on the quick coupler.
the following components: Use this valve to connect the quick coupler
cylinder hoses or any other auxiliary lines.
● Main control valve This valve is used to connect other auxiliary
● Tilt cylinders lines under normal condition.
● Lift cylinder
● Unload valve The ride control system provides a means
● Cut-off valve for dampening the bucket forces which
● Relief valve produce a pitching motion as the machine
● Vane pump travels over a rough terrain.
The pilot pipes are made up of the following Main control valve is mounted on the front
components: end frame.
● Pilot valve
● Pilot shutoff valve switch
● Oil filter
● Oil supply valve
The ride control is made up of the following

components:
● Ride control valve

● Ride control accumulator
● Lift cylinders 3161
The hydraulic fan system is made up of the 1. Pilot Shutoff Valve Switch
following components:
● Hydraulic fan motor

● Gear pump

Pilot shutoff valve switch, joystick control, Pilot Oil Supply Valve
and auxiliary control are located on right
side of the operator’s seat.
3164
3162
2. Hydraulic Fan Pump
Hydraulic fan pump is located on the left of

the engine. The fan pump supplies high
pressure oil to fan motor. The hydraulic oil
cooler are located to the rear of the engine.
3113
1. Relief Valve 2. Check Valve

3. Oil Accumulator 4. Pressure reduce Valve
5. Check Valve 6. Check Valve
The pilot oil supply valve provides the

pressure oil to the hydraulic pilot valve.
A part of pressure oil flow to the pilot oil

3163 supply valve inlet P from the service brake
accumulator. The pressure oil flow to the
3. Strainer 4. Return Oil Filter pressure reducing valve through the check
valve, the oil pressure is reduced to 3.5MPa
Strainer is located in hydraulic tank. Return by the pressure reducing valve, then charge
oil filter is located on hydraulic tank. fluid to the accumulator by flowing the check
valve. The check valve can prevent the fluid
of the accumulator countercurrent to the
pressure reducing valve when no charging.
The accumulator provides the pressure oil
to the hydraulic pilot valve by the fitting A.
The relief valve can protect the accumulator
when the pressure reducing valve is
damage.

Implement Control System be equal to inlet D point if the pilot lever
keeps turning.
Use the hydraulic pilot valve to control the
valve rod of the main hydraulic valve B point is resistance point before the
movement, which in turn, controls the pressure changes to oil inlet pressure.
implement movement and speed.
Use the hydraulic pilot valve lever to control

the oil pressure, the fitting of the hydraulic 3101
pilot valve is connected to two ends of the
main valve rod. The hydraulic oil pressure of
the hydraulic pilot valve will increase the
main valve rod movement and the degree
enlarges between the stem and the valve,
the flow of the hydraulic oil increases and
the movement speed of the implement
increases when the hydraulic pilot valve
lever movement angle enlarges. The The illustration above shows the
pressure is zone when the hydraulic pilot relationship between the movement angle of
valve lever is at NEUTRAL position; the hydraulic pilot lever at tilting back &
implement has no movement at this time. dumping position and the pressure variety
of hydraulic pilot valve oil outlet. The
The movement angle direction of the hydraulic pilot valve raise or lower oil outlet
hydraulic pilot lever can control the different pressure is 3.1bar when turn the pilot lever
valve rods in the main valve and two ends to 2° from NEUTRAL. Keep turning the pilot
fitting of valve rod thereby controlling lever from 2° to 17°, the oil pressure of
implement. outlet will increase linearly from A point 3.1
bar to C point 24 bar.
3100 B point is resistance point before it changes

to the highest pressure point.
The illustration above shows the

relationship between the raise/ lower angle
of the hydraulic pilot lever and the pressure
variety of hydraulic pilot valve oil outlet. The
hydraulic pilot valve raise or lower oil outlet
pressure is 3.9bar when turn the pilot lever
to 2° from NEUTRAL. Keep turning the pilot
lever from 2° to 4°, the oil pressure of outlet
will increase linearly from A point 3.9 bar to
B point 18 bar. The pilot valve oil outlet will

Pilot Control & Auxiliary Control
Lever
3166
Common Pilot Control Lever
1. Pilot Control Lever

2. Auxiliary Control Lever
1 The above illustration show the fully-auto

pilot control lever and the common pilot
control lever. The up arrow refers to the
LOWER position. Then down arrow refers to
the RAISE position. The right arrow refers to
the DUMP position. The left arrow refers to
the TILT BACK position. The up arrow
2 refers to the auxiliary control at OPEN
position. The down arrow refers to the
3165
auxiliary control at CLOSE position.
Fully-Auto Pilot Control Lever

The pilot control unit operates according to
the direct pressure reducing valve theory.
This theory is based on the interaction
between the position of the Control Lever
(1, Figure 32) and the pressure created on
the Control Spool (2, Figure 32), Control
Electro- Spring (3, Figure 32) and Plunger (5, Figure
Magnetic 32). The position of these system
Lock components then signal the other hydraulic
system components like the directional
valves and pumps how to ultimately move
the boom and bucket.
Each pressure reducing valve is controlled

by the Control Spool (2, Figure 32), Control
Spring (3, Figure 32), Return Spring (4,
Figure 32) and Plunger (5, Figure 32).
Other main components of the pilot control

unit are the Housing (6, Figure 32) and the
Electro-Magnetic Locking Mechanism.
13
3167
Figure 32: Pilot Controller
1. Control Lever 2. Control Spool

3. Control Spring 4. Return Spring
5. Plunger 6. Housing
7. Auxiliary Spring 8. Oil Flow Channel
9. Rubber Boot 10. Ring
11. Solenoid Armature 12. Spring Retainer
13. Spring 14. Spool

Electro-Magnetic Lock so low that the hydraulic steering system
power is very low in order to save the
An Auxiliary Spring (7, Figure 32) within the energy source. The check valve can prevent
locking mechanism warns the operator that the hydraulic pump oil from returning oil to
the Plunger’s (5, Figure 32) downward tank by the unload valve when unloading.
motion has almost reached its lowest point
by the increase force felt on the Control What is the above high-lighted copy
Lever (1, Figure 32). positioned here and what is it associated
with?
When this position occurs, a ring (10, Figure
32) at the top of the plunger contacts the
Solenoid Armature (11, Figure 32) if
Main Control Valve
energized. The control lever is than held in
its end compressed position by magnetic
force.
The electro-magnetic lock may be engaged

or released by operating a switch on the
machines control panel. (Need to Verify!)
3102
1. Unload valve 2. Check valve
The hydraulic system used hydraulic pump

and steering pump (double pumps interflow)
provides oil to the cylinder. The unload
valve don’t start, the hydraulic system
provides oil to the cylinder together with the 3103
hydraulic steering pump whose oil from
outlet A to outlet B by the check valve to the 1. Control valve (Auxiliary)
hydraulic system when the hydraulic system 2. Control valve (Tilt)
pressure is less than 16MPa. The unload 3. Control valve (Lift)
valve starts, the hydraulic steering pump oil
flows to outlet T and returns to tank from
outlet A through the unload valve when
hydraulic system pressure is not less than
16MPa. At the same time, the steering
system pressure is just equal to back
pressure returning to tank, the pressure is

The supply oil flows from the implement
vane pump and steering system to the main
control valve at point (P). The main control
valve controls the flow of hydraulic oil to the
cylinders.
Most of the supply oil flows to control valves

for the implement circuits. Oil returns from
the control valve and flows to the tank at
point (T).
3104
1. Hydraulic-control check valve

2. Lift valve rod
3. Boom filling oil check valve
4. Head end of tilt cylinder safety valve
5. Rod end of tilt cylinder filling oil check valve
6. Rod end of tilt cylinder safety valve
7. Tilt join valve rod
8. Tilt join filling oil check valve
9. Auxiliary join oil inlet A3 safety valve
10. Auxiliary join oil inlet B3 safety valve
11. Auxiliary join valve rod
12. Auxiliary join filling oil check valve
13. Main relief valve
14. Tilt cylinders
15. Lift cylinders

The supply oil flows to the following components: Auxiliary Control Valve, Tilt Control Valve and
Lift Control Valve.
3168
Figure 33: Boom Join Valve Rod NEUTRAL, Tilt Join Valve Rod Tilting Position
1. Tilt Join Valve Rod Tilting Chamber

2. Spring
3. Spring
4. Rod End of Tilt Cylinder Safety Valve Filling Oil Check Valve
5. Oil Way(Oil outlet B1, to rod end of tilt cylinder)
6. Oil Way(Oil outlet A1, to head end of tilt cylinder)
7. Oil Way
8. Spring
9. Tilt Join Filling Oil Check Valve
10.Work Pump Filling Oil Way
11. Tilt Join Valve Rod
12. Tilt Join Valve Rod Dumping Cavum
13. Oil Way
14. Oil Way
15. Main Valve Return Oil Way (Oil outlet T)
16. Boom Join Valve Rod

Tilt Join Valve Rod at NEUTRAL Bucket Tilting Dump Operation
The tilt join valve rod is at NEUTRAL under The hydraulic pilot Pressure Reducing
the spring (2, Figure 33) when two ends of Valve (Figure 38) starts when using the pilot
the main valve tilt join valve rod have no to dump. The hydraulic oil flows into the
pilot oil pressure. The work pump provides dump cavum of left side of the main valve’s
oil to the boom from oil way (10, Figure 33) tilt join valve rod from outlet 2 through the
to oil way (7, Figure 33). Tow oil ways (5, pilot hose when the hydraulic oil pressure of
Figure 33) & (6, Figure 33) of head/rod end the pilot oil supply valve is decreased by the
of tilt cylinder two ends connecting to the pressure reducing valve (Figure 38). Tilt
main valve are blocked out by the tilt join cavum (1, Figure 33) oil of right side of the
valve rod, the tilt cylinder holds on. The tilt join valve rod flows to tank by the pilot
work pump oil connects the main valve control valve. The tilt join valve rod under
return oil way (15, Figure 33) to the tank by the oil pressure overcomes the spring (2,
the oil way (13 & 14, Figure 33) if the boom Figure 33) force to move right and open the
join valve rod is at NEUTRAL. hatch of oil way (5, Figure 33) & oil way (7,
Figure 33) connecting with the rod end of tilt
Bucket Tilting Operation Cycle cylinder. The pressure oil of work pump
flows to the rod end of tilt cylinder from oil
The Pressure Reducing Valve (Figure 38) way (7, Figure 33) after it pushes the tilt join
vents pressure when the hydraulic pilot filling oil check valve (9, Figure 33). Oil of
valve lever is used to tilt the bucket. Upon the head end of tilt cylinder from oil way (6,
operation, the hydraulic oil of the pilot oil Figure 33) flows to tank through oil way (13,
supply valve flows from outlet (4, Figure 33) Figure 33)& return oil way (15, Figure 33).
through the pilot hoses to the tilt cavum(1,
Figure 33) of right-side of the tilt join valve Bucket tilting realizes dumping when the tilt
rod after reducing pressure by the Reducing cylinder piston draws back. During dumping,
Pressure Valve (Figure 38). The dump if the retractile speed of piston rod is more
cavum(12, Figure 33) oil on the left-side of than flow speed of work pump oil, the rod
the tilt join valve rod flows to the return oil end of tilt cylinder safety valve filling oil
tank by the pilot control valve. The tilt join check valve (4, Figure 33) is opened and
valve rod overcomes the spring (2, Figure supply oil to rod end of tilt cylinder by the oil
33) force to move left under the oil pressure way (13, Figure 33) after overtaking the
effect. Open the oil way (6 & 7, Figure 33) spring (3, Figure 33) force, which can avoid
connecting to the head end of tilt cylinder. bring air pocket in cylinder.
The pressure oil of work pump flows to the
head end of tilt cylinder through the oil way The boom can’t work due to its pressure oil
(6 & 7, Figure 33) after the pressure oil of can’t flow into boom join when the tilt join
pump push the tilt join filling oil check valve valve rod moves right and to max dumping
(9, Figure 33). The oil of rod end of tilt position.
cylinder flows to oil tank from oil way (5
&13, Figure 33) and main valve return oil
way (15, Figure 33). The bucket realizes
tilting when the tilt cylinder piston rod holds
out.
The pressure oil of work pump can not flow

into the boom join valve cavum, the boom
can not work when the tilt join valve rod
move left and to max tilting angle.

3169
Figure 34: Tilt Join Valve Rod at NEUTRAL, Boom Join Valve Rod at RAISE
10. Work Pump Filling Oil Way

11. Tilt Join Valve Rod
13. Oil Way
14. Oil Way
15. Main Valve Return Oil Way(Oil outlet T)
16. Boom Join Valve Rod
17. Boom Join Valve Rod Lift Cavum
18. Reset Spring
19. Hydraulic-Control Check Valve
20.Oil Outlet K
21. Spring
22.Oil Way(Oil outlet B2,to rod end of boom cylinder)
23.Oil Way(Oil outlet A2,to head end of boom cylinder)
24. Oil Way
25. Boom Join Filling Oil Check Valve
26. Spring
27. Boom Join Valve Rod Lower Cavum

Boom Join Valve Rod at Boom Lower
NEUTRAL The pressure reducing valve (Figure 38) will
start under the circumstances that the tilt
The boom join valve rod is at NEUTRAL
join don’t work when use the pilot lever for
under the force of the Reset Spring (18,
lowering the boom. The hydraulic oil of pilot
Figure 34) when the tilt join valve rod don’t
oil supply valve flows to lower cavum (27,
work and two sides of the Boom Join Valve
Figure 34) of main valve’s boom join valve
rod (17, Figure 34) have no pilot pressure
rod left side from oil outlet 1 passing pilot
oil. The oil of work pump flows into Oil Way
hose after hydraulic oil of the pilot oil supply
(14, Figure 34) from Oil Way (10, Figure 34)
valve is through the pressure reducing valve
and tilt join. Two oil way (23 & 24, Figure
(Figure 38). The oil of the Lift Cavum (17,
34) connecting main valve which are
Figure 34) of boom join valve rod flows to
located on two ends of head end of boom
tank passing the pilot control valve. The
cylinder/rod end of boom cylinder is closed
boom join valve rod under oil pressure
by boom join valve rod, the boom cylinder
which overcomes force of valve rod Reset
holds on. The work pump oil flows to tank
Spring (18, Figure 34) and move right opens
from oil way (13 & 14, Figure 34) passing
hatch of Oil Way (22, Figure 34) connecting
the return oil way (15, Figure 34) of main
with rod end of boom cylinder and Oil Way
valve.
(24, Figure 34). The work pump pressure oil
flows to rod end of boom cylinder from Oil
Boom Lift Way (24, Figure 34) after the pressure oil
The Pressure Reducing Valve (Figure 38) pushes boom join filling Oil Check Valve
will vent pressure if the tilting join does not (25, Figure 34). Oil of head end of boom
work properly when the pilot lever for lifting cylinder flows to tank from Oil Ways (13, 15,
the boom. The hydraulic oil of pilot oil 23, Figure 34). The boom realizes lowering
supply valve flows to tilt cavum (17, Figure when the boom cylinder piston rod draws
34) of main valve’s tilt join valve rod right- back.
side from oil outlet 3 passing pilot hose after
hydraulic oil of the pilot oil supply valve is
through the Pressure Reducing Valve
(Figure 38). The oil of the lower cavum (27,
Figure 34) of left side of boom join valve rod
flows to tank passing the pilot control valve.
The boom join valve rod under the oil
pressure which overcomes force of valve
rod Reset Spring (18, Figure 34) and move
left opens hatch of Oil Way (23, Figure 34)
connecting with head end of boom cylinder
and Oil Way (24, Figure 34). The work
pump pressure oil flows to head end of
boom cylinder from oil way (24, Figure 34)
after the pressure oil pushes boom join
filling Oil Check Valve (25, Figure 34). Oil of
rod end of boom cylinder flows to tank from
Oil Ways (13 & 22, Figure 34) passing the
return Oil Way (15, Figure 34) of main
valve. The boom realizes lifting when the
boom cylinder piston rod holds out.

Boom Float retractile speed of tilt cylinder piston rod
exceeds output flow speed of work
The pressure of oil outlet 1 of pilot valve is pump, the check valve moves upwards and
max when use the pilot lever form LOWER opens. Replenish oil to rod end of tilt
to FLOAT, the pressure oil of outlet 1 can cylinder from tank passing oil way (13) in
overcome the left side spring force of order to make sure oil sufficient of tilt
sequence valve (19) for moving the cylinder for avoiding the cylinder bring air
sequence valve (19) rod left, the oil of pocket.
spring cavum of hydraulic-control check
valve (19) inside of boom join returns to Realize replenishing oil to rod end of tilt
tank from outlet K, (20), pilot hose to pilot oil cylinder if the tilt cylinder suffers from
outlet 5 and passing the sequence valve outside force impact even though the tilt
(19). Oil way (22) pressure or oil way (13) cylinder does not work.
hydraulic oil can let the hydraulic-control
check valve (19) overcomes the spring (21) The hydraulic-control check valve (19) has
and open the hydraulic-control check valve the same effect with rod end of tilt cylinder
(19) when the hydraulic-control check filling oil check valve (4) during the boom
valve(19) is under the oil way (22) pressure floating. Refer to the boom join float
or due to boom lowering oil way (22) brings operation instruction.
pressure less than atmospheric pressure. At
the same time, oil of return oil outlet can mix
with oil of rod end of boom cylinder passing
the oil way (15), (13) hydraulic-control check
valve (19), oil way (22). The position of
boom join valve rod is the same to LOWER
during boom floating, head end of boom
cylinder is connected to return oil outlet. The
boom realizes floating when the head end of
boom cylinder & rod end of boom cylinder
are all connected to tank.
Filling Oil Check Valve 3170

The boom & tilt join filling oil check valve
can prevent oil of boom or tilt cylinder Figure 35: Relief Valve (load sensing signal)
returning for avoiding cylinder block. For
1. Inlet 2. Valve seat
example, the work pump oil pushes the 3. Spool 4. Taper valve spool
check valve 9 to oil way 7 then to head end 5. Retainer 6. Pressure adjustment screw
of tilt cylinder when the tilt join valve rod tilts 7. Plug 8. Return oil outlet
the bucket. The check valve is closed under 9. Return oil way 10. Reset spring
the oil pressure of head end of tilt cylinder 11. Spring cavum 12. Pressure Adjustment
and check valve spring 8 if output oil Spring
pressure of work pump is lower than head
end of tilt cylinder. Keep the head end of tilt The main control valve is equipped with one
cylinder close in order to prevent the tilt load sensing signal relief valve which limits
cylinder drawing back for avoiding tilt roll. the oil pressure to the main hydraulic
system from the implement pump.
There is a filling oil check valve (4)
connecting to rod end of tilt cylinder inside
tilt join. The pressure of rod end of tilt
cylinder is less than the tank when the

When the pressure at the inlet of the main In the poppet, a group of unload valves are
control valve exceeds the pressure setting installed on the large and small chambers of
of the load sensing relief valve (Figure 35), the tilt cylinder. Pressure oil acts on the
the relief valve opens. The excess hydraulic poppet. When the oil pressure increases to
oil then flows through the relief valve to the overcome the spring force, then poppet will
hydraulic tank. move and the pressure oil connects with
return oil.
Implement system oil flows through inlet into
spring cavum. When the oil pressure in the The unload valve that connects to the tilt
spring cavum is less then the relief valve cylinder is used to limit the maximum
setting, the force of reset spring on spool pressure of the tilt cylinder when the poppet
keeps spool in contact with valve seat. No group on the control valve is at neutral
oil will be allowed to flow to the hydraulic position. When there is any external force
tank. acts on the tilt cylinder, if the pressure
inside the cylinder exceeds the pre-set
When the oil pressure of the circuit is pressure value of the unload valve, then the
greater than the relief valve setting value, unload valve will open to connect the
the oil pressure of spring cavum overcomes cylinder with oil tank to return oil. Piston of
the force of spring (12, Figure 35). This the tilt cylinder will move to avoid
causes taper valve spool to move off the component damage from the high pressure.
seat. This allows spool to move off valve
seat. The oil then flows through outlet (8, Ride Control System
Figure 35) to the hydraulic tank. Otherwise,
the part oil in pilot spring chamber will flow The ride control system provides the means
through pilot oil outlet (9, Figure 35) to the for absorbing forces from the lift cylinders
hydraulic tank. while the machine is traveling. Those forces
cause the machine to pitch when the
The relief valve setting can be adjusted by machine is moving over rough terrain. The
changing the force of pilot spring (12, Figure main components of the ride control system
35). Loosen plug and turn adjustment screw are Ride Control Valve (1, Figure 36),
clockwise in order to increase the relief Accumulator (2, Figure 36) and the lift
valve setting. Turn adjustment screw cylinder.
counterclockwise in order to decrease the
relief valve setting.
Safety Valve
3171 3172
Figure 36: Ride Control System
1. Poppet 2. Spring
3. Locking Nut 4. Adjustment Screw 1. Ride Control Valve 2. Accumulator

Ride control accumulator is located at the
articulation joint on the left side of the front
end frame. The accumulator contains a pre-
charge of nitrogen. Ride control valve will
control the flow of oil between the ride
control accumulator and the lift cylinders.
When the ride control system is activated

and the machine travels over rough terrain
with a loaded implement, the forces of the
load act against the lift cylinders. When the
load acts against the head end of the lift
cylinders, oil from the head end will try to
flow into the accumulator. The accumulator
will act as a shock absorber. 9
3174
Figure 37: Ride Control Switch
9. Ride Control Switch
The ride control system is controlled by

Ride Control Switch (9, Figure 37). The ride
control switch is a two position switch that is
located on the right side control panel in the
cab. The two positions of the ride control
switch are OFF and SERVICE.
Control Switch at OFF Position

The solenoid discharges, its valve rod is at
top position when the control switch is at
OFF position. The control oil cavum of left
side of the control valve is connected with
hydraulic tank by the check valve, throttle
valve and the solenoid. The control valve
rod is at 1 position when the ride control
accumulator pressure is so low. Charge the
ride control accumulator passing the control
valve if pressure of head end of boom
cylinder is greater than pressure of the ride
control accumulator. A part of oil from ride
3173 control accumulator is used to right side of
1. Accumulator 2. Relief Valve control valve, the control valve rod move left
3. Manual Valve Rod 4. Valve Rod to 2 position under the pressure oil of ride
5. Boom Cylinder 6. Check Valve control accumulator and left/right spring
7. Throttle Valve 8. Valve Rod forces when the pressure of ride control
accumulator raises to corresponding value,
The ride control valve is made up of the oil from head end of boom cylinder to the
following components: relief valve, manual ride control accumulator is cut off, the oil of
valve rod, valve rod, check valve, throttle ride control accumulator is also blocked.
valve, valve rod. The ride control system can’t absorb
vibration.

Control Switch at ON Position When operate the machine, if no steering,
the steering pump together with work pump
The solenoid charges, its valve rod is at provide oil to the control valve. When the
down position when the control switch is at work hydraulic system pressure is greater
ON position. The hydraulic oil of ride control than 16Mpa, the steering pump oil returns to
accumulator flows to left side of control hydraulic tank by the unload valve, the
valve passing the solenoid, check valve and hydraulic steering system pressure is zero,
throttle hole, the control valve rod moves the power is about zero, only hydraulic
right to 4 position under the left/right ends pump provides oil in the hydraulic system,
hydraulic oil and spring force, the head end and only consume the power of hydraulic
of boom cylinder is connected with the system. Although use the unload valve drain
hydraulic tank. The hydraulic oil from head the hydraulic pump oil, the hydraulic system
end of boom cylinder charges to the ride pressure still raise to rated value 20Mpa,
control accumulator when the boom just running speed of hydraulic cylinder will
vibrates, owing to obstruct form the ride reduce.
control accumulator nitrogen, the ride
control accumulator weakens the boom
vibration. During the boom vibration, the
Tilt Cylinder Relief Valve
hydraulic oil of rod end of boom cylinder Install a relief valve on main valve of the 8-
flows to hydraulic tank, and that the bar machine, which can be connected to
hydraulic oil of hydraulic tank can flow to rod head end of tilt cylinder for restricting the
end of boom cylinder. max hydraulic pressure of rod end of tilt
cylinder.
Manual valve is used for servicing. The
hydraulic oil of ride control accumulator When pressure of head end of tilt cylinder is
flows to hydraulic tank from the manual greater 16Mpa, the relief valve opens, the
valve when push the manual valve left, the hydraulic oil of head end of tilt cylinder
pressure of ride control accumulator is zero. returns to tank for preventing the pressure
The relief valve restricts the max pressure of head end of tilt cylinder exceeding
of ride control system thereby protecting 16MPa, thereby protecting the implement
every hydraulic component safety. rod from suffering force.
Unload Valve
3175
The hydraulic oil of steering pump inside of

the interflowing hose is released to tank by
the unload valve for saving energy sources.

System Test & Adjustment Hydraulic Oil Contamination--
Hydraulic System Pressure- Test
Release
Personal injury or death can result from
machine articulation or movement.
Sudden movement or accidental starting
of the machine can cause personal injury Machine frames can move and a person
or death to persons on or near the can be crushed.
machine.
Connect the steering frame lock link
To prevent personal injury or death, between the front and rear frames before
perform the following: working on machine.
 Park the machine on a smooth,

level surface.
 Lower the work tool to the ground Sudden movement or accidental starting
and engage the parking brake. of the machine can cause personal injury
 Stop the engine and remove the or death to persons on or near the
key. machine.
 Block the wheels and install the  To prevent personal injury or
steering frame lock. death, perform the following:
1. Move the machine to a smooth horizontal  Park the machine on a smooth,

location. Move away from working level surface.
machines and personnel. Lower the work  Lower the work tool to the ground
tools to the ground. and engage the parking brake.
2. Allow only one operator on the machine.  Stop the engine and remove the
Keep all personnel away from the key.
machine or in the view of the operator.  Block the wheels and install the
steering frame lock.
3. Engage the parking brake.
4. Turn the engine start switch key to the
ON position.
5. Move ride control switch to the ON Care must be taken to ensure that fluids
position. are contained during performance of
6. Move the lift control lever to the FLOAT, inspection, maintenance, testing,
RAISE, DUMP, TILT BACK position. adjusting and repair of the product. Be
Relieve all of the hydraulic pressure. prepared to collect the fluid with suitable
containers before opening any
7. Press the pedal for several times to compartment or disassembling any
release the service brake system component containing fluids.
pressure.
8. Press down and pull up the parking brake Required Tools:
button for several times to release the
Description Quantity
parking brake system pressure.
Probe Assembly 1
9. Turn the engine start switch key to the Fluid Sampling Bottle 1
OFF position.
10. Move ride control switch to the OFF
position.

The hydraulic oil in this system is HM-46. If Implement Cycle Time--Check
the oil becomes contaminated, premature
component failure could result.
Contaminated oil can also contribute to Sudden movement or accidental starting
overheating. Use the following procedure to of
sample the oil in the steering system. the machine can cause personal injury
or
1. Install the steering frame lock in the death to persons on or near the machine.
LOCKED position. To prevent personal injury or death,
2. Start the engine and run the engine at perform
high idle. Allow the oil temperature to the following:
reach the normal operating temperature. Park the machine on a smooth, level
3. Operate the machine for a few minutes surface.
before you obtain the oil sample. This will Lower the work tool to the ground and
thoroughly mix the oil for a more engage the parking brake.
accurate sample. Stop the engine and remove the key.
4. Stop the engine. Block the wheels and install the steering
frame lock.
5. Move all control levers and brake pedals
through all positions in order to release
The implement cycle time can be checked
any pressure in the hydraulic system.
in order to verify a complaint about slow
6. In order to relieve all of the pressure in implement speed. This test will also help to
the hydraulic tank, open the oil filler cap determine whether all functions are slow or
of the oil tank. only one function is slow.
7. Ensure that the control levers are in the
Note: For all cycle time tests, the work tool
HOLD position.
must be empty.
8. Sample 50 ml oil from the oil filler. The
level of contaminants must be lower than
the values in the following table.
Machine Preparation
1. Perform the torque converter stall test in
Hydraulic Oil Contamination order to verify that the engine is
developing adequate power.
ISO Code Particle Maximum
2. Perform the calibration of the main
Size(Microns) Number of
Particles Per I ml control valve in order to ensure that
Sample pressure of hydraulic system is right.
18 5 2500 3. Move the machine to an open area so
15 15 320 that the work tool can be fully raised.
4. Shift the transmission to neutral.
Note: The concentration of the particles by
5. Warm the hydraulic oil to normal
size should be monitored over a
operating temperature. The hydraulic oil
series of samples. This information
must be at a temperature of 65 ± 3°C
can be used in order to spot
(150 ± 5°F) in order to obtain accurate
abnormal wear before a failure
results.
occurs. A spectrographic analysis of
the samples can be used in order to
identify the composition of the
particles. The analysis of the oil
sample may be used in order to
identify the components that are
failing.

Cycle Time—Check Float
1. Position the work tool so that the work
Raise 6.5
tool is flat on the ground.
Implement Cycle Times Lower 3.5
(Seconds) for Float 4 2. Raise the work tool to the maximum
CLG856III Z-Bar Tilt Back height.
Dump 1.5 3. Increase the engine RPM to high idle.
Raise 6.5
4. Move the lift control lever to the FLOAT/
Implement Cycle Times Lower 3.5
DETENT position and hold.
(Seconds) for Float 4
CLG856III 8-Bar Tilt Back
Dump 2.5
Record the time from the full LIFT position
to the ground. Refer to above table for the
correct cycle time.
Raise
1. Move the work tool to the TILT BACK Tilt Back
position. 1. Position the lift linkage at the midpoint of
2. Lower the work tool completely. travel.
3. Increase the engine RPM to high idle. 2. Position the work tool in the full dump
4. Move the lift control lever to the RAISE position.
position. Hold the lift control lever in this 3. Move the tilt control lever to the full TILT
position until the lift cylinder reaches the BACK position. Hold the tilt control lever
end of travel. Record the amount of time in this position until the work tool is
that is required for the work tool to travel against the stop.
from the ground to the full RAISE
position. Refer to above table for the Record the time from the level position to
correct cycle time for the machine that is the full TILT BACK position. Refer to above
being serviced. table for the correct cycle time.
Lower Dump
1. Position the work tool so that the work 1. With the lift cylinders in the fully extended
tool is flat on the ground. position, tilt back the work tool as far as
2. Raise the work tool to the maximum possible.
height. 2. Increase the engine RPM to high idle.
3. Increase the engine RPM to high idle. 3. Move the tilt control lever to the full
4. Move the lift control lever to the full DUMP position. Hold the tilt control lever
LOWER position and hold. in this position until the work tool is at the
full DUMP position.
Note: Ensure that the lift control lever is
NOT in the FLOAT position. Record Record the time to the full DUMP position.
the time from the full LIFT position to Refer to above table for the correct cycle
the ground. Refer to above table for time for the machine that is being serviced.
the correct cycle time.

Lift and Tilt Cylinder Drift-Check 5. Start the engine. Warm the hydraulic oil
to normal operating temperature of
Lift Cylinder Drift—Check approximately 49 to 65°C (120 to 150°F).
6. To check the tilt circuit, raise the bucket
to the maximum height and move the
Sudden movement or accidental starting control lever to the HOLD position.
of the machine can cause personal injury 7. Turn the engine start switch to the OFF
or death to persons on or near the position.
machine. 8. Measure the distance of cylinder rod
movement. The maximum permissible
To prevent personal injury or death, drift is 10 mm per 5 minutes.
perform the following: 9. If the amount of cylinder drift is within the
specification, this lift circuit is not causing
 Park the machine on a smooth, a drift problem.
level surface.
10. If there is too much drift, check the anti-
 Lower the work tool to the ground
drift valve for the lift function and check
and engage the parking brake.
the ride control balance spool. If
 Stop the engine and remove the
replacement of lift cylinder is required,
key.
refer to Disassembly and Assembly, "Lift
 Block the wheels and install the Cylinder--Remove and Install".
11. Start the engine. Lower the bucket to
the ground. Turn the engine start switch
to the OFF position.
sudden movement of the lift cylinders or Note: Auxiliary cylinders will drift in the
the tilt cylinders. Do not stand under the CLOSE (LOWER) direction because
work tool when you are testing or of an orifice in the rod end line. The
adjusting the lift cylinders or the tilt orifice connects to the tank.
cylinders.
Tilt Cylinder Drift--Check
Do not stand under the lift arms when
you are testing or adjusting the lift
cylinders or the tilt cylinders.
of the machine can cause personal injury
This test will check the drift rate of the lift
or death to persons on or near the
cylinders. The drift rates will change
machine.
according to many conditions (hydraulic oil
temperature, type of bucket, load in the
To prevent personal injury or death,
bucket, etc). The values in the table are for
perform the following:
an empty bucket.
1. Park the machine on a smooth, level
level surface.
surface.
2. Move the transmission direction control and engage the parking brake.
switch to the NEUTRAL position.
3. Engage the parking brake. key.
4. Place the steering frame lock in the  Block the wheels and install the
LOCKED position. steering frame lock.

11. Start the engine. Lower the bucket to
the ground. Turn the engine start switch
Personal injury or death can result from to the OFF position.
sudden movement of the lift cylinders or
the tilt cylinders. Do not stand under the Note: Auxiliary cylinders will drift in the
work tool when you are testing or CLOSE (LOWER) direction because
adjusting the lift cylinders or the tilt of an orifice in the rod end line. The
cylinders. orifice connects to the tank.
Do not stand under the lift arms when
you are testing or adjusting the lift
cylinders or the tilt cylinders.
This test will check the drift rate of the lift

cylinders. The drift rates will change
according to many conditions (hydraulic oil
temperature, type of bucket, load in the
bucket, etc). The values in the table are for
an empty bucket.

surface.
2. Move the transmission direction control
switch to the NEUTRAL position.
4. Place the steering frame lock in the
LOCKED position.
5. Start the engine. Warm the hydraulic oil
to normal operating temperature of
approximately 49 to 65°C (120 to 150°F).
6. To check the lift circuit, raise the bucket
to the maximum height and move the
control lever to the HOLD position.
7. Turn the engine start switch to the OFF
position.
8. Measure the distance of rod movement.
Refer to Table 30 for maximum distance.
The maximum permissible drift is 6 mm
per 5 minutes.
9. If the amount of cylinder drift is within the
specification, this tilt circuit is not causing
a drift problem.
10. If there is too much drift, check the anti-
drift valve for the lift function and check
the tilt back line relief valves. If
replacement of tilt cylinder is required,
refer to Disassembly and Assembly, "Tilt
Cylinder--Remove and Install".

Pilot Pressure to the Main
Control Valve—Check Care must be taken to ensure that fluids
are contained during performance of
Required Tools:
inspection, maintenance, testing,
adjusting and repair of the product. Be
Pressure Gauge 1 prepared to collect the fluid with suitable
compartment or disassembling any
component containing fluids. Dispose of
Personal injury can result from hydraulic all fluids according to local regulations
oil pressure and hot oil. and mandates.
Hydraulic oil pressure can remain in the Machine Preparation

hydraulic system after the engine has 1. Park the machine on a smooth, level
been stopped. Serious injury can be surface. Move the machine away from
caused if this pressure is not released other operating machines and away from
before any service is done on the personnel.
hydraulic system. 2. Permit only one operator on the machine.
Keep all other personnel away from the
Make sure all of the attachments have machine or in the operator's sight.
been lowered, oil is cool before
removing any components or lines. 3. Position the work tool on the ground.
Remove the oil filler cap only when the 4. Engage the parking brake.
engine is stopped, and the filler cap is 5. Place the steering frame lock in the
cool enough to touch with your bare LOCKED position.
hand.
Pilot Oil Pressure—Test

machine.


level surface.
 Lower the work tool to the ground 3176
and engage the parking brake. 1. Pressure Tap
key. 1. Install a Pressure Gauge from 0-6MPa
 Block the wheels and install the Pressure Gauge Group or a 0-6MPa
steering frame lock. Digital Pressure Indicator to pressure tap
on the left-side of the machine.
2. Start the engine and warm the hydraulic
oil to a normal operating temperature of

3. Run the engine at low idle speed. Turn
the pilot control lever to TILK BACK
position.
4. Observe the pressure gauge while the
bucket is on the full rolled-back position
and the pilot control lever on the TILT
BACK position.
5. The pressure reading should be at least
3.5 ± 0.3MPa (508 ± 44 psi).
6. If the pilot oil pressure is correct, position
the work tool on the ground, turn the
engine start switch to the OFF position. 3114
(a) Operate the pilot lever forwards,

backwards, leftwards and rightwards
for several times to release the Figure 38: Pressure Reducing Valve
hydraulic pressure.
1. Shim 2. Plug 3. Spring
(b) Remove the test equipment from the 4. Spool 5. Plug 6. Shim
7. Spring 8. Spool 9. Accumulator
machine.
10. Cap
7. If the pilot oil pressure is not correct, turn 4. Adjust thickness of Shim (1, Figure 38) to
the engine start switch to the OFF adjust the reducing valve pressure. The
position. If the pressure reading is not output pressure of the reducing valve is
within specifications, there are several
bigger when thickness of the shim is
possible causes:
increased; and the output pressure is
smaller when the shim thickness is
(a) The pressure reducing valve for the reduced.
oil supply valve system needs to be
adjusted. 5. Remove Plug (2, Figure 38).
6. Change Shim (1, Figure 38) or add a new
Pressure Reducing Valve— shim to it with proper thickness.
7. Reinstall the plug and tighten.
Adjust
8. Refer to "Pilot Oil Pressure--Test". Test
1. Pressure reducing valve reduces the the pilot oil valve pressure. If the
pressure to the pilot system. pressure value is inconsistency with the
2. Before adjusting pressure reducing valve, recommended settings, repeat step 1-7
release the hydraulic system pressure to adjust pressure until the system
and the accumulators for the parking pressure meets the that which is
brake system and the service brake recommended.
system. Refer to "Hydraulic System
Pressure--Release".
3. Ensure that the work tool is on the
ground. Turn the engine start switch to
the OFF position.

Pilot Oil Valve Accumulator-- Accumulator-Charge
Check and Charge 1. Release hydraulic system pressure.
Machine Preparation Refer to "Hydraulic System Pressure--
Release".
1. Park the machine on a smooth, level 2. Loosen the Cap (10, Figure 38).
surface. Move the machine away from 3. Connect the gauge and slowly turn on the
other operating machines and away from charging valve of the nitrogen bottle to
personnel. charge with nitrogen.
2. Permit only one operator on the machine. 4. When reading in the gauge reaches to
3. Keep all other personnel away from the 0.8+0.2 0MPa, turn off the charging valve
machine or in the operator's sight. of the nitrogen bottle and remove the
4. Position the work tool on the ground. gauge. Charging is finished.
5. Engage the parking brake. 5. Install the cap.
LOCKED position.
The following procedure can be used in

order to test the pilot oil valve accumulator.
The accumulator maintains pressure in the
pilot hydraulic system. It allows you to lower
the boom and the work tools with a stopped
engine.
When you test or charge the pilot oil valve

accumulator, the pressure in the pilot
hydraulic system must be released. The
temperature of the nitrogen gas must also
be taken into account. The pressure and
volume of nitrogen gas varies with
temperature.
Accumulator Charge Pressure-

Check
Required Tools:
Pressure Gauge 1
1. Release hydraulic system pressure.

Refer to "Hydraulic System Pressure--
Release".
2. Loose the cap.
3. Connect the gauge to test pressure.
Charge the accumulator if the nitrogen
pressure in the accumulator is lower than
0.7MPa.

Relief Valve (Load Sensing
Signal)--Test and Adjust Care must be taken to ensure that fluids
Personal injury can result from hydraulic prepared to collect the fluid with suitable
oil pressure and hot oil. containers before opening any
Hydraulic oil pressure can remain in the component containing fluids. Dispose of
hydraulic system after the engine has all fluids according to local regulations
been stopped. Serious injury can be and mandates.
caused if this pressure is not released
before any service is done on the Machine Preparation
hydraulic system.
Make sure all of the attachments have surface. Move the machine away from
been lowered, oil is cool before other operating machines and away from
removing any components or lines. personnel.
Remove the oil filler cap only when the 2. Permit only one operator on the machine.
engine is stopped, and the filler cap is Keep all other personnel away from the
cool enough to touch with your bare machine or in the operator's sight.
hand.
3. Position the work tool on the ground.

machine.


level surface. 3177
 Lower the work tool to the ground 5. Place the steering frame lock in the
and engage the parking brake. LOCKED position.
key.
 Block the wheels and install the

Relief Valve--Test and Adjust (a) Position the work tool on the ground.
Turn the engine start switch to the
Required Tools: OFF position.
Pressure Gauge 1
1. Start the engine and run the engine at

high idle. Operate the control levers and
move all the cylinders in order to
increase the temperature of the hydraulic
oil to normal operating temperature of
2. Lower the work tool to the ground.
position.
4. Release the hydraulic system pressure. 3179
Refer to "Hydraulic System Pressure-- (b) Remove the front guard group in
Release". order to access the load sensing
relief valve.
3178
5. Connect to the Pressure Gauge Group 3180
located on the left-side of the machine.
Note: In the following steps, do not keep the

pilot control lever in the RAISE
position for more than five seconds
while the pressure is at the relief
setting. 3115
6. Start the engine. Raise the work tool to
the maximum height. Hold the pilot 1. Adjustment screw 2. Locknut
control lever in the full RAISE position.
7. Increase the engine speed to high idle. Figure 39: Load Sensing Load Valve
Observe the pressure gauge with the
pilot control lever in the RAISE position. (c) Loosen locknut (2, Figure 39). Turn
The pressure setting for the load sensing adjustment screw (1, Figure 39)
relief valve should be 20+0.5 -0.2MPa clockwise in order to increase the
(2900+72 - 29 psi). pressure setting. Adjust screw
8. If the pressure setting of the load sensing counterclockwise in order to decrease
relief valve is not correct, proceed with the pressure setting of the relief valve.
the following steps.

(d) After adjustment screw is turned for Ride Control Accumulator-Test
an adjustment, hold adjustment
screw in place and tighten locknut.
and Charge
(e) Repeat Steps 6 and 7.
9. If the pressure setting is correct, position
Dry nitrogen is the only gas approved for
the work tool on the ground.
use in the accumulators. The charging of
10. Turn the engine start switch to the OFF oxygen gas in an accumulator will cause
position. an explosion.
11. Release the hydraulic system pressure.
Refer to "Hydraulic System Pressure-- Do not rely on color codes or other
Release". methods of identification to tell the
12. Remove the test equipment. difference between nitrogen and oxygen
13. Install the front guard group on the cylinders. In any application, never use
machine. an adapter to connect your nitrogen
charging group to a valve outlet used on
14. Start the engine, position the work tool both nitrogen, oxygen, or other gas
on the round. Turn the key start switch to cylinders. BE SURE YOU USE DRY
the OFF position. NITROGEN (99.8% purity).

escaping fluid under pressure. Even a
very small pin-hole size leak, can
penetrate body tissue and cause serious
injury and possible death. If fluid is
injected into your skin, it must be treated
immediately by a doctor familiar with this
type of injury.
3181 Always use a board or cardboard when

checking for a leak.
STORE position.

Shutdown Procedure
1. Start the engine and move the machine
Personal injury can result from hydraulic to a hard, level surface.
oil pressure and hot oil.
2. Move the transmission control lever to the
Hydraulic oil pressure can remain in the NEUTRAL position.
hydraulic system after the engine has 3. Engage the parking brake.
been stopped. Serious injury can be
before any service is done on the
hydraulic system.
Make sure all of the attachments have

removing any components or lines.
Remove the oil filler cap only when the
engine is stopped, and the filler cap is 1
cool enough to touch with your bare
3182
hand.
4. Move ride control switch to the ON

Sudden movement or accidental starting position.
of the machine can cause personal injury 5. Lower the bucket to the ground.
machine.
OFF position.
To prevent personal injury or death, 7. Move the lift control lever to the FLOAT
perform the following: position. This will relieve all of the
hydraulic pressure in the accumulator.
 Park the machine on a smooth, For more information about releasing the
level surface. hydraulic pressure in the system, refer to
 Lower the work tool to the ground "Hydraulic System Pressure--Release".
and engage the parking brake. 8. Move ride control switch to the OFF
 Stop the engine and remove the position.
key. 9. Loosen screw on accumulator and turn
 Block the wheels and install the the spool which is located under the
steering frame lock. screw counterclockwise for 2 turns.
Care must be taken to ensure that fluids

prepared to collect the fluid with suitable 3187
compartment or disassembling any 2. Accumulator Housing Screw
all fluids according to local regulations 10. Disconnect the hydraulic lines for
and mandates. servicing, as needed.

Accumulator—Discharge
If the accumulator must be replaced, first
perform the "Shutdown Procedure". Then
perform the following steps.
1
3182
4. Move ride control switch to the ON

position.
1
. 5. Lower the bucket to the ground.
3183
OFF position.
1. Cap & Connector on Accumulator Charger 7. Move the lift control lever to the FLOAT
Note: The ride control accumulator is position. This will relieve all of the
located on the left side of the hydraulic pressure in the accumulator. For
machine on the engine end frame more information about releasing the
near the articulated joint. hydraulic pressure in the system, refer to
"Hydraulic System Pressure--Release".
Required Tools: 8. Move ride control switch to the OFF
Description Quantity position.
Nitrogen Discharge Group 1 9. Operate the manual valve to completely
release the accumulator pressure.
1. Remove the cap of accumulator charger. 10. Disconnect the hydraulic lines for
2. Connect the charger with accumulator. servicing, as needed.
3. Open the charger valve to release the 11. Remove the cap of the accumulator
nitrogen in accumulator completely. charger.
12. Install spring (3, Figure 40) in pin(3,
Accumulators—Charge Figure 40), then install the pin into the
connector (1, Figure 40). See the
following figure.
Required Tools:
Nitrogen Discharge Group 1
1. Start the engine and move the machine

to a hard, level surface. 3184
2. Move the transmission control lever to the 1 2 3
NEUTRAL position.
3. Engage the parking brake. 1. Connector 2. Pin 3. Spring
Figure 40: Accumulator Charging Connector

13. Secure connector (1, Figure 40) on 1. Start the machine.
charger unit of the accumulator. 2. Move ride control switch to the OFF
position.
3. Place the bucket in the full DUMP
position. Lift the front wheels off the
ground by moving the lift control lever to
the LOWER position.
4. When the front wheels are off the ground,
place the lift control lever in the HOLD
position. In approximately 5 seconds, the
ride control switch is moved to the ON
position. The front wheels should lower
to the ground.
4 3183 5. If the wheels do not lower to the ground,
the shuttle valve spool has not shifted to
4. Connector on the Accumulator
the ON position.
14. Connect Gauge (5, Figure 41) to
The following conditions are probable
connector (1, Figure 40) and its other side
causes:
to nitrogen bottle valve.
(a) The ride control switch is faulty.
(b) The solenoid coil on the ride control
valve is faulty.
(c) The shuttle valve spool sticks.
Road Test
Note: 5MPa is recommended for machines

5 with typical buckets. For machines with
heavy buckets, the nitrogen pressure may
need to be increased in order to keep the
3185 accumulator piston from striking an internal
5. Nitrogen Filling Gauge stop during normal operation when the ride
control system is activated. However,
Figure 41: Nitrogen Filler Gauge raising the nitrogen pressure will result in a
stiffer ride.
15. Slowly open the nitrogen bottle valve to
charge with nitrogen gas. 1. Put a typical load in the bucket.
16. Turn off the nitrogen bottle valve and 2. Move the ride control switch to the ON
remove gauge and connector 1 when position.
reading in the gauge reaches to 5MPa. 3. Drive the machine over a rough road
17. Install cap of the accumulator charger. surface.
4. If the machine bounces too much or the
Ride Control Valve-Test accumulator piston is striking the stop,
the nitrogen pre-charge pressure must be
The following procedure is used to
increased.
determine whether the valve is operating
5. Increase the nitrogen pre-charge
correctly. Perform this test after the ride
pressure by 0.5MPa (72 psi) and perform
control accumulator is charged.
the road test again.

Unload Valve--Test and Adjust  Stop the engine and remove the
key.
The unload valve is located at the left side  Block the wheels and install the
of rear frame, closed to articulation pin. steering frame lock.

prepared to collect the fluid with suitable
all fluids according to local regulations
3186 and mandates.
Machine Preparation
Personal injury can result from hydraulic surface. Move the machine away from
oil pressure and hot oil. other operating machines and away from
personnel.
Hydraulic oil pressure can remain in the
2. Permit only one operator on the machine.
hydraulic system after the engine has
Keep all other personnel away from the
been stopped. Serious injury can be
machine or in the operator's sight.
before any service is done on the 3. Position the work tool on the ground.
hydraulic system. 4. Engage the parking brake.
Make sure all of the attachments have

removing any components or lines.
engine is stopped, and the filler cap is
hand.
3177
Sudden movement or accidental starting 5. Place the steering frame lock in the
of the machine can cause personal injury LOCKED position.
machine.


level surface.

Unload Valve--Test and Adjust
Required Tools:
Pressure Gauge 1
1. Start the engine and run the engine at

high idle. Operate the control levers and
move all the cylinders in order to
increase the temperature of the hydraulic
oil to normal operating temperature of
approximately 49°C to 65°C (120°F to
150°F).
2. Put a typical load in the bucket.
3. Lower the lift arms to the ground.
position. 3115
5. Connect Pressure Gauge Group on the 1. Adjustment Screw 2. Locknut
pressure tap. The pressure tap is located
on the left side of the machine. Figure 42: Unload Valve Pressure Adjuster
(b) Loosen Locknut (2, Figure 42). Turn
Adjustment Screw (1, Figure 42)
clockwise in order to increase the
pressure setting. Adjust screw
counterclockwise in order to decrease
the pressure setting of the relief valve.
(c) After adjustment screw (1, Figure 42)
is turned for an adjustment, hold
3178 adjustment screw in place and tighten
locknut.
6. Start the engine. Run the engine at high
(d) Repeat Steps 7.
idle. Raise the work tool to the maximum
height.
9. If the pressure setting is not correct,
7. During boom raising period, check the repeat Steps 8.
pressure gauge to see whether the 10. If the pressure setting is correct, position
reading is slowly raising to 16±0.5MPa the work tool on the ground.
(2320±72Psi) and then dropping to Zero 11. Turn the engine start switch to the OFF
quickly, then this reading is the correct position.
load pressure value. 12. Release the hydraulic system pressure.
8. If the reading is not 16±0.5MPa Refer to "Hydraulic System Pressure--
(2320±72Psi)or the reading does not Release".
drop to Zero quickly during raising the 13. Remove the test equipment.
boom, then adjust the unload valve.
Adjustment steps are as follows:
(a) Position the work tool on the ground.
Turn the engine start switch to the
OFF position.

Steering Hydraulic System
3188
Figure 43: Steering Hydraulic System
1. Steering cylinders 2. Oil suction filter

3. Metering pump 4. Hydraulic tank
5. Return oil filter 6. Check valve
7. Secondary steering pump 8. Tandem pump
9. Priority valve 10. Unload valve

Specifications
Hydraulic Tank Air Filter
3189
Torque for the gauge 10±2 Nm 7.4lb.ft
3056
1. Air filter 2. Oil strainer

Filter accuracy: 40μm

Vane pump (Steering) Secondary Steering Pump and
Electric Motor
3111
The rotation of the shaft is counterclockwise
when the rotation of the shaft is viewed from
the drive end.
The steering pump is a Fixed Displacement

Vane Pump.
Displacement 79.5 ml/rev

Output 164±7 L/min 43±2 Gal./min
Pump speed 2200 rpm
Engine speed 2200 rpm
Relief pressure 20MPa 2900.76psi
3116
1. Secondary steering motor

2. Inlet
3. Secondary steering pump
4. Ground terminal
5. Positive terminal
6. Outlet
7. Relief Valve
4. Torque for the nut 13 ± 1 Nm 9.6±0.7lb.ft

5. Torque for the nut 13 ± 1 Nm 9.6±0.7lb.ft

Test at Full Speed (24 VDC) Steering Cylinder
Output 22-25 L/ 5.8-6.6Gal./
min min
Pressure Relief
16MPa 2320.6psi
Valve Setting
Max. Pump Inlet
0.2MPa 29psi
Pressure
Motor Normal
Operating 20°C (70°F)
Temperature
Oil SAE 10 Oil
Oil temperature 38°C (100°F)
Note: The secondary relief valve is built into

the secondary steering pump.
3117
1. Inside diameter of a new 50.5 (+0.1,0) mm

cylinder head
2. Outside diameter of a 50 (-0.025,-0.05)
new cylinder rod mm
3. Inside diameter of the 90 (+0.054,0) mm
cylinder bore
4. Torque for 1560 1151±148lb.ft
the nut ±200Nm
Pin to pin length of a 806mm
retracted cylinder
Lubricate the sealing lips with a minimal amount
of the lubricant that is being sealed.

Metering Pump Priority Valve
3190 3191
Main Technology Parameter Main Technology Parameter

Max System Pressure 17.2MPa 2494.6psi Rated Flow 160 L/min 42 Gal./min
Max Back Pressure 2.1MPa 304.6psi Setting of the
Max System Operating Pressure Relief 17.2MPa 2494.6psi
93°C Valve
Temperature
Max differential Control Pressure 0.86MPa 124.7psi
temperature between 28°C
SCU and system
Power input torque 2.8- 2.1-
(with 6.3 Bar back 4.0Nm 3.0lb.ft
pressure)
QAM 1000 ml/r 2
Max manual input 136Nm 100lb.ft
torque
Oil cleanliness level ISO18/13

Unload Valve Check Valve
3192 3193
Main Technology Parameter Main technology parameter

Rated flow 160 L/min 42 Gal./min Pressure 20MPa 2900.76psi
Setting of the System Operating -20~80°C (-4~176°F)
Pressure Relief 16MPa 2320.6psi Temperature
Valve Oil Cleanliness Level ISO18/13
System Operating -20~80°C
Temperature
Oil Cleanliness Level ISO18/13

Operation Section The primary steering system is made up of
a high pressure circuit. When a machine is
Primary Steering System equipped with the secondary steering
attachment, the steering system includes
(Steering) (HMU Steering) one additional circuit.
Metering pump is attached to the bottom of

the steering column, and located under the
floor of the operator's cab.
Primary control valve is located on the left

side of the machine under the operator's
cab. Hydraulic oil tank is located on the right
side of the machine. Steering pump is
located under the operator's cab on the left
side of the machine.
High Pressure Circuit

The high pressure circuit consists of the
following components. Primary control
valve, left steering cylinder, right steering
cylinder, steering pump, backup relief valve,
and hydraulic oil tank.
The high pressure circuit provides the high

pressure oil for the steering cylinders. Oil is
drawn from hydraulic oil tank by steering
pump. Steering pump is a vane pump.
When the Metering pump is turn. The

Metering pump's pilot oil moves Primary
control valve's spool. The pressure oil is
directed to the Metering pump P port from
3194 priority control valve CF port. When a right
turn is made, the pressure oil flows to the
head end of steering cylinder. The pressure
When replacement parts are required for oil also flows to the rod end of steering
this product Liugong recommends using cylinder. This causes the machine to turn
Liugong replacement parts or parts with right. When a left turn is made, the pressure
equivalent specifications including, but oil flows to the head end of steering
not limited to, physical dimensions, type, cylinder. The high pressure oil also flows to
strength and material. the rod end of steering cylinder. This causes
the machine to turn left.
Failure to heed this warning can lead to
premature failures, product damage,
personal injury or death.

Secondary Steering System is also located above secondary steering
pump. Metering pump is attached to the
(HMU Steering) bottom of the steering column, and located
under the floor of the operator's cab.
Steering control valve is located below the

operator's cab. Steering control valve is also
located between the engine and the
operator's cab.
During normal machine operation, check

valve is off the seat, while check valve is
seated. Check valve prevents pressure oil
from flowing back to secondary steering
pump.
If steering pump fails or the engine fails, the

primary steering pressure switch changes
the state. The primary steering pressure
switch changes the state due to low oil
pressure in the steering system. The
primary steering pressure switch sends a
signal to the monitoring system. The
monitoring system then causes a Warning
Category 3 alarm to occur.
The alarm system indicates

that the primary steering system has
failed. Continuing to operate the
machine could result in additional
3195 damage to the steering system
components.
Note: The secondary steering system is an
attachment for these machines. The
Use the secondary steering system to steer
secondary steering system should
the machine to a safe stop immediately.
only be used if there is a failure of the
When the machine comes to a complete
primary steering system. Additionally,
stop, turn the start switch key to the OFF
only use the secondary steering
position and remove the key. Investigate the
system to steer the machine off the
cause of the problem before resuming
road.
operation.
The secondary steering circuit consists of
Do not use the secondary steering system
the following components. Secondary
as a limp home mode procedure.
steering valve, metering pump, steering
control valve, left steering cylinder, right
Do not use the secondary steering system
steering cylinder, secondary steering pump
for steering the machine when the machine
and electric motor and hydraulic oil tank.
is being towed.
Secondary steering valve is located on the
upper left frame. Secondary steering valve

A Warning alerts the operator that engine System Test and
shutdown should occur as soon as possible.
This helps prevent injury to the operator and Adjustment
potential damage to the machine.
Secondary steering pump draws oil from When replacement parts are required for
hydraulic oil tank. The oil then flows to this product Liugong recommends using
secondary steering valve. This causes Liugong replacement parts or parts with
check valve to unseat. The oil pressure then equivalent specifications including, but
causes check valve to seat. This prevents not limited to, physical dimensions, type,
pressure oil from flowing back to steering strength and material.
pump. The pressure oil then flows to
primary control valve. Failure to heed this warning can lead to
premature failures, product damage,
The oil that is pumped from the secondary personal injury or death.
steering pump causes the secondary
steering pressure switch to change the
state. The secondary steering pressure
switch activates secondary steering Personal injury or death can result from
indicator. escaping fluid under pressure. Escaping
fluid under pressure, even a very small
Note: The machine can be articulated pin-hole size leak, can penetrate body
during the three second test. tissue and cause serious injury and
possible death. If fluid is injected into
The secondary steering system can be your skin, it must be treated immediately
manually tested. Test switch for the by a doctor familiar with this type of
secondary steering system is located on the injury. Always use a board or cardboard
upper left console. Test switch is a when checking for a leak.
momentary on, normally open switch.
Sudden movement of the machine or
Push test switch in order to determine if release of oil under pressure can cause
secondary steering pump and secondary injury to persons on or near the
steering indicator are operational. When test machine.
switch is pushed, secondary steering pump
runs. This causes secondary steering In order to prevent possible injury,
indicator to turn on. This also causes the perform the following procedure before
action alarm to sound. testing and adjusting any of the machine
Relief valve is for the secondary steering hydraulic systems.
pump.
Relief valve limits the amount of oil pressure

in the secondary steering circuit. Care must be taken to ensure that fluids
all fluids according to local regulations
and mandates.

Machine Preparation Visual Inspection
surface. Move away from other operating
machines and away from personnel. Personal injury can result from hydraulic
Lower the implements to the ground. oil pressure and hot oil.
Stop the engine.
2. Permit only one operator on the machine. Hydraulic oil pressure can remain in the
Keep all other personnel away from the hydraulic system after the engine has
machine or in sight of the operator. been stopped. Serious injury can be
3. Engage the parking brake. Put blocks in caused if this pressure is not released
front of the wheels and behind the before any service is done on the
wheels. hydraulic system.
4. Install steering frame lock in the LOCKED Make sure all of the attachments have
position so the machine can not been lowered, oil is cool before
articulate. removing any components or lines.
engine is stopped, and the filler cap is
hand.

escaping fluid under pressure. Escaping
fluid under pressure, even a very small
pin-hole size leak, can penetrate body
tissue and cause serious injury and
3181 your skin, it must be treated immediately
Steering frame lock in the LOCKED position by a doctor familiar with this type of
injury. Always use a board or cardboard
5. Depress the brake pedal repeatedly. This when checking for a leak.
will relieve any pressure that may be
present in the brake hydraulic system.
6. Move the implement control levers Sudden movement or accidental starting
through the full range of travel. This will of the machine can cause personal injury
relieve any pressure that may be present or death to persons on or near the
in the implement hydraulic system. Place machine.
the lift control lever in the HOLD position.
Place the tilt control lever in the HOLD To prevent personal injury or death,
position. perform the following:
7. Turn the steering wheel several times in  Park the machine on a smooth,
both directions in order to relieve the level surface.
pressure in the steering system.  Lower the work tool to the ground
key.
 Block the wheels and install the

9. Inspect all of the hydraulic cylinders for
damage and leaks.
10. Inspect all of the control linkages for
components that are bent, broken, or
damaged.
containers before opening any Troubleshooting
all fluids according to local regulations Personal injury or death can result from
and mandates. machine articulation or movement.
A visual inspection of the systems is one of
the first steps when you are troubleshooting Machine frames can move and a person
a problem. Before any tests are performed, can be crushed.
visually inspect the systems for oil leaks and
for damaged parts. Connect the steering frame lock link
between the front and rear frames before
1. When possible, talk to the operator. Ask working on machine.
about the symptoms of the problem:
machine performance, noises, smells,
and frequency of the problem.
2. Prepare the machine for troubleshooting. Personal injury or death can result from
Refer to "Machine Preparation for escaping fluid under pressure. Escaping
Troubleshooting" for the machine that is fluid under pressure, even a very small
being serviced. pin-hole size leak, can penetrate body
tissue and cause serious injury and
3. Check the display of the monitoring
system for the following machine
your skin, it must be treated immediately
conditions: alert indicators, warnings, and
by a doctor familiar with this type of
service codes.
injury. Always use a board or cardboard
4. Be aware of the work environment. An when checking for a leak.
extreme work environment can greatly
affect the symptoms of a machine.
Performance tests for the steering system
5. Check the hydraulic oil level in the sight can be used for a diagnosis of poor
gauge. performance and for finding the source of oil
6. Look for air in the hydraulic tank oil leaks inside the hydraulic system.
immediately after the engine is stopped.
Use a clear container to obtain a sample This section provides probable causes to a
of the oil. Look for air bubbles in the oil in known problem. Since there may be several
the container. probable causes, specific inspections or
7. Remove the hydraulic oil filter and cut the specific instrument tests may be
filter open with a filter cutter. Look for recommended. These inspections and tests
particles in the filter elements. A magnet will help to identify the cause that is most
will separate the ferrous particles such as probable.
iron and steel from the nonferrous
particles such as brass, aluminum and Note: Make sure that you use hydraulic oil
rubber. with the correct viscosity for the
ambient temperature and for the
8. Check all oil lines and all connections for
operating conditions.
damage and for leaks.

For additional information about the various Problem 2: The machine does not
lubricant viscosities for your machine, refer turn evenly.
to "Lubrication Specifications" in the
Operation and Maintenance Manual of your Probable causes:
machine.
1. The steering metering pump is sticking.
Command Control Steering
2. The margin pressure of the steering
Problem List pump is set too high.
3. The steering control valve spool is
1. Turning the steering wheel is difficult. sticking.
2. The steering wheel will not return to the
NEUTRAL position. The machine is Problem 3: The machine turns slowly
steering all of the time. in both directions.
3. The impact at full articulation is too high. Probable causes:
4. The machine turns too slowly in one 1. Springs for the steering metering pump
direction. are not adjusted correctly.
5. The machine turns too slowly in both 2. There is not enough flow from the
directions. steering pump.
6. The machine turns too slowly in both 3. The main control spool does not move all
directions only when the machine turns the way.
against a load.
4. The margin pressure setting for the
7. The machine does not turn when the steering pump is too low.
steering wheel is turned.
8. The machine turns but the operator does Problem 4: The machine turns too
not turn the steering wheel. slowly in one direction.
9. The machine turns too quickly in order to Probable causes:
make small steering corrections when 1. Flow balance adjustment of main control
the machine moves at fast speeds. spool is not correct.
Problem 1: Turning the steering Problem 5: The steering wheel turns
wheel is difficult. with slight resistance but the
Probable causes:
machine does not turn.
Probable causes:
1. The oil is cold.
1. Oil is leaking from the steering crossover
2. There is a leak or blockage in the load relief valve.
sensing line.
2. A seal in the piston has worn out.
3. There is a leak or blockage in the
steering pump and the steering pump
pressure is low.
4. Bolts are too tight for the metering section
of the steering metering pump.
5. The check valve for the steering metering
pump is missing.

Problem 6: The machine turns slowly Problem 9: The machine turns too
in both directions only when the quickly in order to make small
machine turns against a load (high steering corrections when the
resistance). machine moves at fast speeds.
Probable causes:
Probable causes:
1. Oil is leaking from the relief valve seat or
1. The adjustment of the steering metering
from the seals.
pump is not correct.
2. The backup relief valve setting of the
2. The main control valve spool does not
steering control valve is set too low.
move freely.
3. The steering pump's high pressure cutoff
3. The orifices in the steering control valve
setting is too low.
are plugged.
Problem 7: The machine does not turn 4. The margin pressure of the steering
when the steering wheel is turned. pump is set too high.
Probable causes:
Problem 10: The pump makes noise
1. The steering control valve spool is and the steering cylinder rod does
sticking. not move freely.
2. There is a mechanical failure in the Probable causes:
steering. 1. There is air in the steering hydraulic
3. The steering pump's high pressure cutoff circuit.
setting is too low. 2. The steering pump has too much wear.
Problem 8: The machine turns but the 3. There is a loose connection of the oil line
operator does not turn the steering on the inlet side of the steering pump.
wheel. 4. The viscosity of the oil is incorrect.
Probable causes: 5. The oil level in the hydraulic oil tank is
low.
1. The spool in the steering control valve
does not return to the NEUTRAL position
correctly.
2. The bolts for the end covers of the
steering control valve are too tight.
Note: This cause may be corrected on
some machines by removing the
spool. Then, install the opposite end
of the spool first. The spring, the
retainer, and the shims must be
installed on the opposite end of the
spool. An adjustment to the timing of
the steering may be necessary.
3. The orifices in the steering control valve
are plugged.
4. Springs for the steering metering pump
are broken or damaged.

Brake Hydraulic System (MICO Valve)
3196
Figure 44: Brake Hydraulic System
1. Brake cylinder assembly 2. Pilot oil filter 3. Parking brake valve block
4. Accumulators 5. Charge valve 6. Brake valve

Specifications Charge Valve
Vane Pump
3197
Allowable
20.7MPa 3002.3psi
Maximum
System
Pressure
Charging
15.9±0.35MPa 2306±50.8psi
Cut-Out
Pressure
Charging
12.8±0.35MPa 1856.5±50.8psi
Cut-In
Pressure
3111
Charging
10.2±1.9L/min 2.7±0.5Gal./min
Speed
1.Torque for
68Nm 50lb.ft.
the Bolt
2.Torque for
187Nm 138lb.ft.
the Bolt
3.Shaft SAE C Spline
Test at Full Speed
Pump Speed
at rated 2100rpm
Engine Speed
Front Pump
153.95L/min 41gal/min
Output
Front pump
20MPa 2900.76psi
Pressure
Rear Pump
33.2 L/min 8.8gal/min
Output
Rear Pump
15MPa 2175.6psi
Pressure

Brake Valve Accumulators
3199
Nominal 1L 0.26 Gal

Capacity
Nominal 31.5MPa 4568.7psi
Pressure
3198
Charging Nitrogen
Allowable Gas
Maximum 20.7MPa 3002.3psi Petroleum base hydraulic oil
Work Media
System
Work -10°C~70°C (14-158°F)
Pressure
Temperature
Maximum
5.3±0.35MPa 768.7±50.8psi Charging 5.5MPa at 797.7psi at
Brake Pressure
Pedal Force pressure of 20°C 68°F
under Maximum 250N 56.2lbf accumulator
Pressure II, III
(approximate) Charging 9.2MPa at 1334 Psi at
Pedal Stroke pressure of 20°C 68°F
15° accumulator
(approximate)
I
Working
pressure of 12.8~15.9MPa 1856.5~2306psi
accumulator
II, III
Working
pressure of 15.9MPa 2306psi
accumulator
I

Parking Cylinder
3200
Fully Release Pressure 5.2MPa 754.2psi

Maximum Spring Force 6422N 1443.7lbf
Stroke 45mm
Rated Displacement 42ml 0.01gal
Work Pressure 15MPa 2175.6psi

Work Principle
3201
Figure 45: Brake System Schematic
1. Hydraulic oil tank 2. Tandem pump 3. Pilot oil filter

4. Charge valve 5. Accumulator III 6. Brake valve
7. Brake light switch 8. Front axle 9. Service brake clutch cut-off switch
10. Rear axle 11. Parking brake valve block 12. Parking brake switch
13. Service brake low pressure alert 14. Accumulator I 15. Parking brake clutch cut-off switch
16. Parking brake low pressure alert 17. Parking brake actuator 18. Accumulator II

The brake system is used to reduce speed tank. Two-way charging valve is fitted with
or stop the machine when the machine is low pressure warning switch, when the
operating or parked on a level ground or system pressure is below 6MPa, the system
slope for a long period. sends an alarm, indicating a malfunction to
two-way charging valve occurs. Immediately
This machine is provided with full hydraulic stop the machine and have the problem
dual circuit wet brake and a dry secondary resolved. When the system charges oil,
emergency brake (parking brake). pressure oil enters accumulators of the front
and rear circuit, the two circuits are
The brake system is composed of two independent each other, when leakage
brakes: occurs in one circuit, pressure in the other
circuit is not affected so as to improve
Service brake system (foot brake) is relative reliability.
commonly used for regular operating speed
control and stopping the machine during Depress the brake pedal, high pressure oil
operation. The service brake adopts full stored in accumulators in the service brake
hydraulic dual-circuit wet brake. It has circuit enters axle wheel brake to apply
advantages of stable brake, sensitive brake slow rotation of wheels. After
response, convenient operation, safety, releasing brake pedal to remove brake,
reliability and braking performance which is hydraulic oil inside the axle wheel brake
not affected by operation environment etc. flows back to oil tank through two-way brake
valve. Output oil pressure of two-way brake
Parking/emergency brake system (namely valve is proportional to the control force
manual brake): Used to hold the machine acted on the brake pedal. A little control
after parking, or when a malfunction occurs force can obtain 5.3MPa of brake oil
in the service brake system. Controlled by pressure necessary for complete brake.
emergency brake solenoid valve. When a
failure occurs in the system or oil pressure
of the accumulators in the service brake
circuit falls below 5.5MPa, Power to the
emergency brake solenoid valve is cut, the
transmission is moved to neutral position,
spring pressure in the parking brake
actuator exhausts oil to tank and applies
parking brake, loader urgently stops to
ensuring safe operation.
The service brake system is composed of

pump (used with pilot hydraulic system),
two-way charging valve, accumulator, two-
way brake valve, pressure switches and
pipes. The system pressure oil is provided
by the pump and enters the charging valve,
when the system pressure is below
12.8MPa, two-way charging valve opens to
charge oil for the system; When the system
pressure is over 15.9MPa, two-way
charging valve is shut down to stop
charging oil for the system. Oil from the
pump flows through the charging valve to
any downstream hydraulic system or to

Hydraulic Oil Tank Clutch Cut-off Function
3202 3203
The hydraulic oil tank is located on the right The clutch cut-off switch is located on the
side of the cab, the sight glass is located on front left switch panel in the cab. The
the front of the hydraulic oil tank and is used parking brake button is located on the right
to indicate the oil volume. side of the driver’s seat.
When the shift control lever is moved to

forward first & second gear or reverse first &
second gear, when clutch cut-off switch is
turned on (the button lamp illuminates),
depress the service brake, the electrical
control box sends signal to shift the
transmissions to neutral and shut down
power output. When shift control lever is
moved to forward first & second gear or
reverse first & second gear, and clutch cut-
off switch is turned off (the button lamp goes
out), the transmissions power output is not
shut down.
The clutch cut-off switch is fitted with a

locking buckle; refer to the Operation and
Maintenance Manual for particular using
method.

The brake to release gear function only acts the parking brake. When parking brake
in forward or reverse first & second gear. button is pushed down, the parking brake
When the loader is at high speed shift gear, low pressure alert indicator will blink. This is
in order to ensure safe operation, the because oil pressure in the parking brake
electrical control box will not send any circuit is lower than the warning pressure
power shutdown command when engaging (6MPa). Operate the machine only after the
brake, regardless of the clutch cut-off switch parking brake low pressure alert indicator
operating position. Operation is determined goes out.
by running features of the loader.
Pull up the parking brake button, the
solenoid valve is de-energized, hydraulic oil
inside the parking brake actuator flows back
If the shift control lever is turned to F1, to the oil tank under spring pressure through
F2 or R1, R2 gear when the machine is the parking brake solenoid valve to engage
running, do not turn off the clutch cut-off brake. During operation, if oil pressure in
switch, otherwise brake and power train the accumulator I is below 6Mpa due to
system will be damaged. Only when foot failure in the parking brake circuit, then the
brake is needed for uphill operation can parking brake low pressure alert indicator
this function be used to ensure running will blink. Stop operation, park the machine
safety. on a level ground, lower all attachments to
the ground, pull up the parking brake button
When starting the engine, the service brake and block the wheels with wedges to stop
low pressure alert indicator could illuminate the machine from moving. Have the parking
for a short time, the warning buzzer will brake system checked and repaired before
sound. This is because oil pressure of the resuming operation.
accumulators in the service brake circuit is
below warning pressure (9MPa), the alarm If oil pressure of the accumulators in the
will stop after oil pressure of the service brake circuit falls below 7Mpa due to
accumulators is higher than warning malfunction in the system, the clutch cut-off
pressure. Push down the parking brake switch of the system will automatically shut
button only after the alarm stops. During down power output so that the
operation, if oil pressure of the transmissions is shifted to neutral. At the
accumulators in the service brake circuit is same time, the solenoid valve is de-
below 9MPa due to a malfunction occurs in energized, and then hydraulic oil in parking
the system, the service brake low pressure brake actuator flows back to the oil tank
alert indicator blinks, the buzzer sounds at under spring pressure through parking
the same time. Stop operation, park the brake solenoid valve to engage brake, the
machine on a level ground, lower all loader stops immediately.
attachments to the ground, pull up the
parking brake button and block the wheels
with wedges to stop the machine from
moving. Have the parking brake system Do not use the parking brake when the
checked and repaired before resuming machine is moving, except for
operation. emergencies. Use of the parking brake in
normal operation will cause serious
Push down the park braking button, the damage to the brake and power train
solenoid valve is energized, the valve port is system.
opened. High pressure oil stored in the
accumulators in the parking brake circuit
flows to the parking brake actuator through
park braking solenoid valve to disengage

Tandem Pump Pilot Oil Filter
3205
Pilot oil filter is located on the inside right

frame, under the hinge plate.
3204
Charge Valve
The pump used in the brake system is the
same as that used in pilot hydraulic system.
3206
Two-way charging valve is fixed in the

cabinet beneath the left hand entry steps.

Service Instructions When a dual accumulator is used in a split
hydraulic brake system each individual
Charge Valve action is separately controlled. This valve
uses an internal spool valve to control
hydraulic system flow to pressurize both
accumulators. The primary advantage of a
dual accumulator charging valve is that if
half of the brake system fails the remaining
half will continue to function. A dual
charging valve charges the accumulator
from the open center circuit upon demand
and within it’s preset operating charge rate
3197 and maximum pressure.
1. AC1 2. AC2 3. Tank port

4. Flow through port 5. Switch port
6. Pressure port
Charging Mode:
At pump start up, the Spring (1, Figure 46)
force positions of the Valve Spool (12,
Figure 46) causes flow restriction to the
Flow Thru Port (O, Figure 46). Fluid then
travels through a filter (10, Figure 46) past
the Check Valve (3, Figure 46) and the
Poppet Valves (7-8, Figure 46) to the
Accumulator Ports (A1, A2, Figure 46). The
spring (9, Figure 46) force holds the Low
Limit Check Ball (4, Figure 46) open and
3207 closes the High Limit Check Ball (6, Figure
Figure 46: Charging Mode for Valve 46). The Pilot Valve Spool (5, Figure 46)
only allows one check ball to be open at a
time. Flow to the accumulators also passes
O: Flow Thru Port P: Pressure Port
SW: Switch Port T: Tank Port the open low limit check ball and enters
A1: Accumulator Port A2: Accumulator Port Cavity One (2, Figure 46). Simultaneously
1. Spring 2. Cavity One pressure is building in Cavity Two (11,
3. Check Valve 4. Low Limit Check Ball Figure 46) and moving the valve spool. This
5. Pilot Valve pool 6. High Limit Check Ball allows hydraulic flow to the flow through
7. Poppet Valve One 8. Poppet Valve Two port. The position of the valve spool
9. Spring 10. Filter continues to change until the force of fluid
11. Cavity Two 12. Valve Spool pressure and spring forces are balanced at
both ends of the valve spool. Spring force
on the valve spool generates a pressure
differential on the Pressure Port (P, Figure
46) side of the Valve Spool (12, Figure 46).
Assuring that pump pressure is always
higher than accumulator pressure. This
guarantees priority of the charging function.

Standby Mode:
When accumulator pressure reaches the
high charge limit, the High Limit Check Ball
(7, Figure 47) opens and the Low Limit
Check Ball (6, Figure 47) closes. With the
high limit check ball open, fluid in Cavity
One (3, Figure 47) is allowed to flow to the
Tank Port (P, Figure 47). Fluid pressure in
Cavity Two (11, Figure 47) will move the
Valve Spool (12, Figure 47) toward the
Spool Stop (1, Figure 47) increasing the
3208 flow clearance to the Flow Thru Port (O,
Figure 47) and Check Valve (4, Figure 47)
Figure 47: Standby Mode for Valve seats, then isolating accumulator pressure.
The charging valve is now in standby mode
O: Flow Thru Port P: Pressure Port and pump pressure is now equal to the
SW: Switch Port T: Tank Port spring force or any down stream
A1: Accumulator Port A2: Accumulator Port requirements which ever is greater. The
1. Spool Stop 2. Spring Poppet Valves (7& 8, Figure 47) are
3. Cavity One 4. Check Valve designed so only one can be closed at a
5. Check Valve Seat 6. Low Limit Check Ball time. Pressure in the accumulator with the
7. High Limit Check Ball 8. Poppet Valve One
9. Poppet Valve Two 10. Spring
higher charge is held by one poppet valve
11. Cavity Two 12. Valve Spool while pressure in the accumulator with the
lower charge is held by the other poppet
valve. Pressure at the Low Limit Check Ball
(6, Figure 47) is always from accumulator
with the lower pressure. The charging valve
returns to the charging mode when
accumulator pressure drops to the level
where spring (10, Figure 47) force unseats
the low limit check valve ball. The rate at
which the accumulators are charged
depends on the orifice and the check valve
seats. High and low limit pressure limit
settings are determined as above for single
accumulator charging valves.

The charging valve high and low pressure
threshold is determined by the high and low
limit check valve. Hydraulic pressure reacts
against the diametrical areas of the check
balls as they seat against the insert, notice
A and B areas on this diagram. While the
accumulator is charging, hydraulic pressure
acts on the seat area of the high limit check
ball until it overcomes the spring force and
3209 allows the low limit check ball to seat at this
point. The accumulator is charged to its
higher limit and accumulator pressure is
now acting upon the seat area of the low
limit check ball. The low limit check ball
remains in the seated position until the
pressure stored in the accumulator is
depleted to the point where spring force
overcomes the force of accumulator
pressure acting on the seat area of the low
limit check ball. At the point that the low limit
check ball is unseated the accumulator is at
the low limit charge the high and low limit
3208
charge pressures and or threshold can be
O: Flow Thru Port P: Pressure Port
changed by changing the diameter of the
A: Accumulator Port T: Tank Port check balls or the angle of the seat on the
inserts.
Standby Mode Accumulator charging valves

used by LiuGong incorporate an integral
relief valve. The relief valve controls main
system pressure in the brake circuit and any
additional down stream hydraulics. The
picture illustrates the relief valve as fitted in
a single accumulator charge valve and is
added to provide an example of the relief
valve function. Any increase in pressure
from down stream hydraulic function acting
via the flow through port acts on the relief
valve and is directed to tank thus protecting
the accumulator charging circuit and
accumulators.

3210
Figure 48: Charging Valve Repair Kit
1. Plug 2. O-ring 3. Spool 4. Seal 5. Spring

6. Rod 7. Plug 8. Plug 9. O-ring 10. Screw
11. Pin 12. Spring 13. Retainer 14. Ball 15. Housing
16.O-ring 17. O-ring 18. Insert 19.Spool 20. Ball
21. Stop 22. Spring 23. Plug 24.Washer 25. Filter
26.Washer 27. Seat 28. Steel ball 29. Spring 30. Screw assembly
31.O-ring 32.Nut 33. Spring 34. Poppet 35.O-ring
36. Sleeve 37. O-ring 38. Poppet 39. Spring 40.O-ring
41. Plug 42. O-ring 43. Back-up ring 44. Relief valve 45. Plug

8. BEFORE moving screw (10),
ACCURATELY MEASURE ITS DEPTH
from the end of housing (15) and record
Be sure system energy is relieved from for reassembly purposes. Remove screw
accumulator charging valve before (10) from housing (15).
removing from machine. See machine
operating instructions for procedures to 9. Remove spring (12), retainer (13) and
relieve system energy. ball (14). Be sure to keep ball (14)
separate from ball (20) for reassembling.
Disassembly (For all parts reference, 10. Remove pin (11) from screw (10) using
see Figure 48) a drive pin punch.
1. Remove plug (7) from housing (15). NOTE: Be careful not to damage threads.
Remove o-ring (2) from plug (7). 11. Remove plug (23) from housing (15).
NOTE: Plug (7) is under spring tension. Remove o-ring (9) from plug (23). 12.
Remove spring (22), stop (21) and ball
2. Remove spring (5) and rod (6) from
(20) from housing (15).
housing (15).
13. Place housing (15) on a bench with plug
3. Remove plug (1) from housing (15) and (23) end down. Spool (19) may or may
remove o-ring (2) from plug (1). not fall out at this point.
4. Remove spool (3) from housing (15) 14. Using a 6.35-7.87mm (0.25-0.31in)
through plug (7) end ONLY. Remove seal diameter wood or plastic dowel,
(4) from spool (3). carefully remove insert (18) and spool
(19) from housing (15). Insert (18) must
5. Earlier Models: Loosen nut (32) on screw
come out plug (23) end of housing (15).
assembly (31) and remove screw
Be careful not to scratch or mar valve
assembly (31) from housing (15).
seats on insert (18).
Remove o-ring (30) from screw assembly
(31). Remove spring (29), poppet or steel 15. Remove spool (19) from insert (18).
ball (28), seat (27), o-ring (9) and washer Remove o-rings (16 & 17) from insert
(26) from housing (15). (18).
Later Models: Some later models use a 16. Remove plug (41) from housing (15).
directional spring (29). Directional spring Remove o-ring (40) from plug (41). 17.
(29) is attached to screw assembly (30) Remove spring (39), poppet (38), sleeve
by means of the small diameter end of (36), poppet (34), and spring (33) from
spring (29) being snapped into a groove housing (15).
on the nose end of screw assembly (30). NOTE: Be careful not to scratch, mar the
See Figure 11b.
housing or sleeve bore.
Remove nut (32) and remove screw
18. Remove o-rings (35 & 37) from sleeve
assembly (30) from housing (15).
(36).
Remove o-ring (31) from screw assembly
(30) from nut (32) side of screw 19. Remove relief valve (44) from housing
assembly. Remove shim (46), spring (15). Remove o-rings (42 & 30) and
(29), steel ball (29), seat (27), o-ring (9) back-up ring (43) from relief valve (44).
and washer (26) from housing (15).
6. Remove filter (25) and washer (24) from
housing (15). Relief valve (44) is preset at the factory.
DO NOT READJUST or system damage
7. Remove plug (8) from housing (15) and or failure may occur.
remove o-ring (9) from plug (8).

20. Remove plug (45) from housing (15) 10. Turn housing (15) so plug (1) is
switch port. Remove o-ring (9) from plug vertically upward. Install ball (14) in
(45). housing (15). Be sure ball (14) is
centered in bottom of hole in housing
NOTE: Not all models use plug (45) or o-
(15). Install retainer (13) and spring (12)
ring (9) in housing (15) switch port.
into housing (15).
NOTE: Observe torque specifications as
11. Insert new pin (11) in screw (10). Be
indicated in assembly procedures
sure pin (11) is aligned properly and is
or system damage or failure may
evenly driven into screw (10).
occur.
NOTE: Be careful not to damage threads.
Assembly (For all parts reference, see 12. Thread screw (10) into housing (15) to
Figure 48) the depth recorded during disassembly.
Clean all parts with clean solvent and dry. 13. Install new o-ring (9) on plug (8). Install
Lubricate all rubber parts with clean system plug (8) in housing (15) and torque 47.5-
fluid prior to assembly. Be sure entire 54.2Nm (35-40lb·ft).
assembly procedure is done with
contamination free methods. 14. Install washer (24) and new filter (25) in
housing (15).
1. Install new o-ring (2) on plug (1). Install 15. Earlier Models: Install new o-ring (30) on
plug (1) in housing (15) and torque 67.8- screw assembly (31). Install washer
81.4Nm (50-60lb ft). (26), o-ring (9), seat (27), new poppet or
2. Install new seal (4) on spool (3). Be sure steel ball (28), spring (29) and screw
seal (4) does not twist in groove. assembly (31) into housing (15). Torque
screw assembly (31) 24.4-29.8Nm (18-
3. Lubricate spool (3) with clean system 22lb·ft). Then install nut (32) on screw
fluid and properly install into housing (15). assembly (31) and torque nut 43.4-
4. Install spring (5) and rod (6) into housing 51.5Nm (32-38lb·ft). Later Models:
(15). Some later models use a directional
5. Install new o-ring (2) on plug (7). Install spring (29). Directional spring (29) is
plug (7) into housing (15) and torque 67.8- attached to screw assembly (30) by
81.4Nm (50-60lb ft). means of the small diameter end of
spring (29) being snapped into a groove
6. Install new o-rings (16 & 17) on insert on the nose end of screw assembly
(18) and install insert into housing (15). (30). If necessary, reattach the small
Note direction of assembly. Seat insert diameter of spring (29) into the groove
(18) with a 12.7mm (0.50in) diameter on the nose end of screw assembly (30)
wood or plastic dowel. using a slight twisting motion. See
7. Install spool (19) into insert (18) in Figure 11b. Install new o-ring (31) on
housing (15). Note direction of spool (19), screw assembly (30) from nut (32) side
long shoulder end faces end plug (23). of screw assembly. Install washer (26),
See Figure 11a. new o-ring (9), seat (27), steel ball (28)
and spring (29) in housing (15). Fully
8. Install ball (20) on insert (19) in housing lubricate shim (46) with clean system
(15). Install stop (21) over ball (20), and fluid and install in housing (15) on end of
spring (22) over stop (21). seat (27). Install screw assembly (30) in
9. Install new o-ring (9) on plug (23). housing (15). Torque screw assembly
Carefully install plug (23) into housing (30) 24.4-29.8Nm (18-22lb·ft). Then
(15), centering spring (22). Torque plug install nut (32) on screw assembly (30)
(23) 47.5-54.2Nm (35-4lb·ft). and torque nut 43.4-51.5Nm (32-38lb·ft).

16. Install new o-rings (35 & 37) on sleeve Valve Adjustment
(36).
17. Install spring (33), new poppet (34),
sleeve (36), new poppet (38) and spring
(39) into housing (15).
18. Install new o-ring (40) on plug (41).
Install plug (41) in housing (15) and
torque 67.8- 81.4Nm (50-60lb·ft). 19.
Install new o-rings (30 & 42) and new
backup ring (43) on relief valve (44).
20. Install relief valve (44) in housing (15)
and torque 47.5-54.2Nm (35-40lb·ft). Figure 49: Valve Adjustment Screw
1. See servicing instructions to properly
reinstall accumulator charging valve. Tee
Relief valve (44) is preset at the factory. an accurate pressure gauge on an
DO NOT READJUST or system damage accumulator line.
or failure may occur.
2. Start pump and allow approximately one
21. Install new o-ring (9) on plug (45). Install minute for charging to start (pressure in
plug (45) in housing (15) switch port and gauge will read accumulator pre-charge
torque 47.5-54.2Nm (35-40lb·ft). plus). If valve does not begin to charge
remove plug (8, Figure 49) and internal turn
NOTE: Not all models use plug (45) or o- screw in, stopping when gauge shows an
ring (9) in switch port. increase in pressure. Check the High Limit
Specifications (see Table 3) and internal
adjust screw until the high limit setting is
met. Reinstall plug (8, Figure 49). This
pressure can be checked correctly only if
after each adjustment of screw the
accumulator pressure is reduced below the
low limit setting and the system recharges
the accumulator pressure to its high limit.
Repeat process until high pressure setting
is accurately adjusted.
NOTE: Be sure to reinstall plug (8, Figure
49) before starting pump.
3. Torque plug (8) 47.5-54.2Nm (35-40lb·ft).

Service Checks for Hydraulic
Systems
Accumulator charging cycle repeats Accumulator fails to start charging
frequently when accumulator is not 1. No oil or low oil level in tank
normally being discharged in service 2. Worn or inoperative pump
Causes: 3. Inoperative relief valve
1. Leaking accumulator lines or fittings 4. Air in accumulator line
2. Incorrect setting of accumulator gas 5. Inoperative charging valve
charge Solutions:
3. Line to accumulator plugged Check functionality and settings of system
4. Inoperative charging valve components; also check oil level within
Solutions: holding tank. Adjust settings, bleed air in
Fix or replace components within the lines and replace components as
accumulator system as needed. necessary; replenish oil if low.
Accumulator starts to charge but Very rapid cycling of charging valve

does not reach high limit 1. Incorrect setting of accumulator gas
charge
Causes:
2. Inoperative charging valve
1. No oil or low oil level in tank
2. Feed pump is worn or not delivering full Solutions:
flow or pressure Check functionality and settings of system
3. System relief valve is either leaking or components; Adjust settings and replace
has low setting components as necessary.
Lack of adequate flow through valve
Solutions:
Check functionality of system components 1. Inoperative pump, relief valve or charging
and oil level within holding tank. Check valve
settings, replace components as necessary 2. Blocked lines
and replenish oil if low. Solutions:
Check functionality of system components;
Accumulator charging time too long Replace components as necessary.
1. No oil or low oil level in tank
2. Relief valve setting too low
3. Pump worn or inoperative and not
delivering full flow or pressure
Solutions:
Check functionality and settings of system
components; also check oil level within
holding tank. Adjust settings and replace
components as necessary; replenish oil if
low.

Service Diagnosis (For all parts 1. Make sure that all exterior pipes of Two-
Way Charging Valve (2, Figure 50) are
reference, see Figure 48)
properly connected.
2. Connect exact pressure gauge at
Accumulator charging cycle repeats Pressure Testing Joint (1, Figure 50)as
frequently when accumulator is not shown below.
normally being discharged in service
1. Poppet or ball (28) leaking.
2. O-ring (9) next to seat (27) leaking.
3. O-ring (17) leaking.
4. Ball (20) leaking.
5. Inoperative seat on insert (18).
Accumulator starts to charge but

does not reach high limit
1. O-ring (16) leaking.
2. Seal (4) on spool (3) has been damaged 3211
or worn.
1. Pressure Testing Joint 2. Two-Way Charging
Accumulator charging time too long Figure 50: Two-Way Charging Valve
1. Dirt in filter (25).
2. Poppet or ball (28) or poppet’s (34 or 38)
stuck, partially closed.
3. Seat (27) partially plugged.
Accumulator fails to start charging

1. Broken spring (12).
2. Broken spring (5).
3. Spool (3) stuck.
4. Dirt in filter (25).
Very rapid cycling of charging valve

3212
1. Insert (18) worn. Figure 51: Pressure Gauge
2. Poppet’s (34 or 38) stuck, partially
3. Start the machine and after one minute
closed.
the charging valve should be
pressurized.
Accumulator pressures are not
isolated from one another 4. Stop the oil supply and note that the
pressure of Testing Pressure Gauge
1. O-rings (35 or 37) leaking. (Figure 51) continues to rise.
2. Inoperative poppet’s (34 or 38). 4. Remove pipes at port T and joints.
5. Slowly turn adjustment nut until maximum
Adjust Maximum Charging reading of the pressure gauge is
Pressure 15.9±0.35Mpa.
When maximum charging pressure does not
meet the setting value (15.9±0.35MPa) at
ex-factory, the following adjustment is
made:

Single Modulating Power Brake
 Always connect port T pipes and Valve
joints after every adjustment to avoid
oil leakage from oil vent.
 The pressure value of the two-way
charging valve is adjusted before
leaving the factory. If a failure occurs
or adjusting pressure is improper,
contact the factory or distributor.
Brake Valve
3214
Figure 52: Cutaway of Power Brake Valve
With no force applied to the brake pedal, the

valve is maintained in the neutral position by
the Bias Spring (7, Figure 52). A Return
Spring (5, Figure 52) holds the Input Piston
(6, Figure 52) and pedal in the release
3213 position. The Spool (4, Figure 52) blocks
hydraulic system pressure at the Pressure
The brake valve is installed at the left front Port (3, Figure 52) and the Brake Port (1,
side of the cab. It is controlled by left foot. Figure 52) is open to the tank through the
Tank Port (2, Figure 52).

3215
Figure 53: Cutaway of Power Brake Valve
As force is applied to the pedal it is

transferred through the Pressure
Compensating Spring (2, Figure 53) to the
Spool (1, Figure 53). While the spool moves
the Bias Spring (5, Figure 53) is
compressed to the point where the spool
Lands (3 & 4, Figure 53) isolate all valve
ports. This is the closed position the first
stage in the actuation of a modulating valve.
Depending on the land relationship of the
spool and housing, the closed position can
be obtained by long or short distance spool
travel. The amount of pedal and spool travel
it takes to arrive at the closed position is
called free travel because brake system
pressure has not yet been affected. In the
closed position there are two factors that
control the spool location. Pedal force
transmitted through the Compensating
Spring (2, Figure 53)and force supplied by
the Bias Spring (5, Figure 53).

3215
3215
Figure 54: Spool Location of Power Brake Figure 55: Power Brake Valve
Valve
When forces acting on each end of the
Additional pedal force moves the spool spool equalize, it is considered balanced
beyond the closed position and allows fluid and assumes a closed position that stops
to flow by land one to the brake port. This the fluid flow at Land One (4, Figure 55). If
can happen gradually or rapidly depending pedal force on the Compensating Spring (2,
on the amount of pedal force. Figure 55) is increased the Spool (1, Figure
55) will open at land one and allow fluid flow
Resistance to fluid flow downstream from to the brake port. Pilot pressure in the
the brake port is communicated through the Cavity (3, Figure 55) increases until the
Pilot Orifice (6, Figure 54) and into the spool is once again balanced. When pedal
Cavity (3, Figure 54). Pressure in the cavity force is decreased, the spool moves closing
acting against the area of the Spool (1, at land one and opening at Land Two (5,
Figure 54)as well as the force of the Bias Figure 55). This allows pressurized fluid in
Spring (5, Figure 54) provides a counter the brake system to flow to the tank until the
force to the Compensating Spring (2, Figure forces on the spool are again balanced. Any
54). There are three factors influencing the change in pedal force is countered by
spool location. Pedal force transmitted change in the opposing force which
through the compensating spring, force ultimately controls the amount of pressure in
supplied by the bias spring and counter the brake system. Maximum achievable
force of pilot pressure on the spool. Spool brake system pressure occurs when the
position will continue to change until these pedal is fully applied and the piston is
forces balance at each end of the spool. bottomed in the housing. When the pedal is
completely released the valve will return to
the neutral condition shown earlier. A Check
Ball (8, Figure 55) prevents a sudden
pressure increase of the tank port from
entering the piston area and affecting the
pedal feel. Brake pressure can be adjusted
by changing the compensating spring and
or adding and removing shims. Not to be
adjusted by the customer.

Tandem Modulating Power
Brake Valve
3216
Figure 56: Tandem Modulating Power Brake 3216
Tandem Modulating Power Brake Valves Figure 57: Tandem Modulating Power Brake
isolate front and rear brakes by providing
two individual Pressure Output Ports (4 & 5, Additional pedal force moves the upper
Figure 56) within a single valve. In the event spool beyond the closed position and allows
of failure within either half of the brake fluid to flow by land two to the brake port.
system the other portion of the valve will Resistance to fluid flow downstream from
continue to function. the brake port is communicated through the
pilot one and into the cavity one. Pressure
Similar to a single power brake valve but in the cavity one builds and moves the lower
has two Spools (6 & 7, Figure 56) and two spool beyond the closed position and allows
sets of ports. This arrangement allows for fluid to flow by land four to the brake port.
the independent operation of each half Pressures in cavities one and two as well as
regardless of the condition of the other half force of the bias spring continue to change
of the valve. With no force applied to the until they equal the force of the
brake pedal, the valve is maintained in the compensating spring which independently
neutral position by the Bias Spring (8, balances upper and lower spools.
Figure 56). The Upper and Lower Spools 5
& 6, Figure 56) block hydraulic system
pressure at the pressure ports. Brake Ports
(1 & 2, Figure 56) are open to the tank
through the Tank Ports (3, Figure 56).

While upper and lower spools are in the
balanced condition fluid flow at lands two
and four stops. If pedal force on the
compensating spring is increased the
spools will open at lands two and four which
will allow fluid flow to the brake ports.
Pressure in the cavities one and two will
increase until the spools are once again
balanced. When pedal force is decreased
the upper and lower spools move to close at
lands two and four and open at lands one
and three. This allows pressurized fluid in
the brake system to flow to the tank until the
forces on the spool are again balanced. Any
change in pedal force is countered by
change in the opposing force which
ultimately controls the amount of pressure in
the brake system. Maximum achievable
brake system pressure occurs when the
pedal is fully applied and the piston is
bottomed in the housing. When the pedal is
completely released the valve will return to
the neutral condition shown earlier. A check
ball prevents a sudden pressure increase of
the tank port from entering the piston area
and affecting the pedal feel. Brake pressure
(See Table 4) can be adjusted by changing
the compensating spring and or adding and
removing shims. Not to be adjusted by the
customer.
Table 4 (Specification)

Figure 13: Tandem Modulating Power Brake Valve (Spool Design)

Disassembly (For all parts reference, Assembly (For all parts reference, see
see Figure 13) Figure 13)
NOTE: Housings (8 & 13) and spools (9 & 12) Lubricate all rubber components from repair
are manufactured as matched sets. kit with clean type fluid used in the system.
These sets (housing & spool) must not 1. Clean all parts thoroughly before
be intermixed with other parts.
assembling.
1. Remove boot (22) from piston (21) and 2. Install new o-rings (10 & 11) in proper o-
housing (13). Not all models use boot ring pockets on housings (8 & 13).
(22). 3. Lubricate spool (12) with clean system
2. Remove piston (21), springs (18,19 & fluid and carefully slide into bottom end of
20), shim(s) (17) and retainer assembly housing (13) bore. Note direction of spool
(16) from housing (13). Not all models use (12).
spring (18).
NOTE: Spool must slide freely into bore. If
NOTE: Be aware of the number of shim(s) either part is damaged, a new
being removed from housing. spool/housing assembly may be
3. Carefully remove cup (15) and seal (14) required.
from housing (13) bore. 4. Reassemble housings (8 & 13) using cap
NOTE: Be careful not to scratch or mar screws (4) and washers (5). Use Loctite
housing bore. 242 on cap screws and torque 29.8-
33.9Nm (22- 25lb·ft).
4. Remove end plug (1) and spring (3) from
housing (8). Remove o-ring (2) from end NOTE: Make sure housings line up correctly
plug (1). and o-rings (10 & 11) remain in
their pockets during assembly.
5. Remove plug (6) from housing (8).
Remove o-ring (7) from plug (6). Not all 5. Install new o-ring (7) on plug (6) and
models use plug (6) and o-ring (7). install plug (6) in housing (8). Torque plug
6. Separate housings (8 & 13) by removing (6) 27.1- 32.5Nm (20-24lb·ft). Not all
cap screws (4) and washers (5). Remove models use plug (6) and o-ring (7).
o-rings (10 & 11) from housings (8 & 13). 6. Lubricate spool (9) with clean system
7. Carefully remove spools (9 & 12) from fluid and carefully slide into housing (8)
housings (8 & 13). bore. Note direction of spool (9). NOTE:
Spool must slide freely into bore. If either
NOTE: Be careful not to damage spools or part is damaged, a new spool/housing
housing bores. assembly may be required.
7. Install new o-ring (2) on end plug (1).
8. Install spring (3) and end plug (1) into
Do not intermix spools & housings.
housing (8). Torque end plug 47.5-
Spool (9) and housing (8) are a matched
54.2Nm (35-40lb·ft).
set as are spool (12) and housing (13).
9. Carefully install new cup (15) and new
seal (14) into housing (13) bore. Note
direction and order of cup and seal.
NOTE: Be careful not to scratch or mar
housing bore.
10. Assemble springs (18, 19 & 20), shim(s)
(17) and retainer assembly (16) in piston
(21). Not all models use spring (18).

11. Carefully install piston (21) assembly 5. Apply brakes, holding pedal down 10
into housing (13) bore. seconds; then release pressure for one (1)
12. Install new boot (22) on housing (13) minute. Repeat this step two more times.
and piston (21). Not all models use boot 6. Repeat step 3.
(22). 7. Check for system leaks and be sure of
13. When reinstalling pedal actuated valve proper brake operation.
use new hex cap screws (23), 5/16-
18UNC SAE grade 8. Torque cap
Service Check for 466 Series Power
screws 24.4-29.8Nm (18-22lb·ft). Brake Valves
NOTE: Not all repair kits include cap screws Brakes slow to apply
(23). Causes:
NOTE: After service, the valve must 1. No or improper gas charge in
develop the pressure indicated in accumulator
the specifications. Shim(s) (17) may 2. Brakes not properly adjusted
be added or removed to obtain the 3. Inoperative brakes
correct pressure setting. 4. Hydraulic lines or fittings leaking
5. Inoperative automatic adjuster
Bleeding 6. Damaged hydraulic brake lines
Solutions: Check brake system
Brake lines should be bled very carefully as components for proper operation, fluid or
soon as the valve is installed in the pressure levels and physical damage;
machine. Air in the system will not allow the adjust settings where needed and replace
brakes to release properly and may damaged components before putting
severely damage them. machine back into operation.
1. Start engine and allow accumulator to
reach full charge. Shut down engine, Insufficient brakes
then slowly apply and release brakes, Causes:
waiting one minute between applications 1. No oil or low oil level in tank
until brakes will not apply. Repeat this 2. Brakes not properly adjusted
step three times. 3. Oil or grease on brake lining
2. Operate engine to maintain accumulator 4. Brake line damaged
pressure within working limits throughout 5. Inoperative automatic adjusters
the bleeding procedure. 6. No or improper gas charge in
3. Open bleeder screw at wheel closest to accumulator
brake valve and apply brakes cautiously 7. Inoperative brakes
until all air is bled out of line. Then close 8. Brake valve inoperative
bleeder screw. Repeat this step at each 9. Inoperative system relief valve
wheel, moving to the next farthest wheel 10. Worn pump
from the brake valve each time, as Solutions: Check brake system
follows: components for proper operation, fluid or
(a) Left front pressure levels and physical damage;
(b) Right front adjust settings where needed and replace
(c) Right rear damaged components before putting
(d) Left rear machine back into operation.
4. Release brake pressure for at least one

(1) minute.

Excessive braking Pedal kickback when brakes are
Causes: applied
1. Inoperative brakes Cause: Air in brakes
2. Inoperative brake valve Solution: Bleed brakes
components for proper operation and
Service Diagnosis
physical damage; replace damaged Brakes will not release completely
components before putting machine back
into operation. 1. Piston (21) binding
2. Pedal angle out of adjustment
Brakes will not release completely 3. Spring (3) broken
Causes: Brakes will not release
1. Brakes not properly adjusted 1. Binding spools (9 & 12)
2. Inoperative brakes 2. Piston (21) binding
4. Inoperative wheel cylinders No brakes
5. Inoperative automatic adjuster 1. Piston (21) binding
6. Air in brakes (when automatic adjusters 2. Broken spring (19)
used Goodrich Hi-torque Brakes only)
7. Pressure on return line too high Outlet pressure too high (excessive
8. Inoperative brake valve braking)
Solutions: Check brake system 1. Too many shims (17) installed in valve.
components for proper operation, fluid or Excessive accumulator leakage when
pressure levels and physical damage;
brakes are applied
adjust settings and bleed lines as needed.
Replace damaged components before 1. Damaged spools (9 & 12)
putting machine back into operation. 2. Damaged housings (8 & 13)
Excessive accumulator leakage when
No brakes
brakes are not being used
Causes:
1. Damaged spools (9 & 12)
1. No oil in hydraulic system 2. Damaged housings (8 & 13)
2. Broken or damaged brake line
3. Brakes not properly adjusted Insufficient brakes
4. Inoperative system relief valve 1. Broken spring (19)
5. Worn pump 2. Pedal travel is inhibited
6. Inoperative automatic adjuster
7. Inoperative or worn brakes
8. Inoperative brake valve
components for proper operation, fluid or
adjust settings where needed and replace
damaged components before putting
machine back into operation.

Tandem Modulating Power When the pedal tandem modulating valve
with pilot apply power brake valve is
Brake Valve with Pilot Apply operated. The pedal force is mechanically
communicated through a push rod to an
input piston. The operation of this valve is
the same as the tandem modulating power
brake valve. However this valve has
incorporated a pilot apply section for
hydraulic application from a remote location.
Pressurized fluid enters the pilot port and
acts on the differential area of the piston.
The piston moves to provide force on the
input piston. When the valve is applied
using the pilot instead of the main pedal the
modulated pedal feel from the remote
activated devise will not be precise. This is
due to hysteresis caused by seal drag and
the resistance to fluid flow from the pilot
line.
Table 5 (Specification)

Figure 14: Tandem modulating power brake valve with pilot

Disassembly (For all parts reference, 10. Carefully remove spools (9 & 12) from
housing halves (8 & 13).
see Figure 14)
NOTE: Be careful not to damage spools or
NOTE: Housing halves (8 & 13) and spools housing bores.
(9 &12) are manufactured as
matched sets. These sets (Housing
half & Spool) must not be intermixed Do not intermix spools & housings.
with other parts. Spool (9) and housing half (8) are a
1. Remove boot (32) from push rod (31). matched set as are spool (12) and
Then remove push rod (31) and spring housing half (13).
(29) from pilot housing (28) bore.
2. Separate pilot housing (28) and valve Assembly (For all parts reference, see
housing half (13) by removing cap screws Figure 14)
(30). Remove o-ring (14) from valve Lubricate all rubber components from repair
housing half (13). kit with clean type fluid used in the system.
3. Remove piston (25) from pilot housing 1. Clean all parts thoroughly before
(28). Piston must be removed through the assembling.
bottom end of pilot housing.
2. Install new o-rings (10 & 11) in proper o-
NOTE: Be careful not to scratch or mar ring pockets on housings (8 & 13).
housing bore. A wooden dowel will 3. Lubricate spool (12) with clean system
help in this procedure. fluid and carefully slide into bottom end of
4. Remove o-rings (24 & 26) and back-up valve housing half (13) bore. Note
rings (23 & 27) from piston (25). direction of spool.
NOTE: Be careful not to damage o-ring or NOTE: Spool must slide freely into bore. If
back-up ring grooves. either part is damaged, a new
spool/housing assembly may be
5. Remove piston (22), springs (19, 20 &
required.
21), shim(s) (18) and retainer assembly
(17) from valve housing half (13). Not all 4. Reassemble valve housing halves (8
models use spring (19). &13) using cap screws (4) and washers (5).
Use Loctite 242 on cap screws and torque
NOTE: Be aware of the number of shim(s)
29.8- 33.9Nm (22-25lb·ft).
being removed from housing.
NOTE: Make sure valve housing halves line
6. Carefully remove cup (16) and seal (15)
up correctly and that o-rings (10 &
from valve housing half (13) bore.
11) remain in their pockets during
NOTE: Be careful not to scratch or mar assembly.
housing bore.
5. Install new o-ring (7) on plug (6) and
7. Remove end plug (1) and spring (3) from install in valve housing half (8). Tighten
valve housing half (8). Remove o-ring (2) securely. Not all models use plug (6) and o-
from end plug. ring (7).
8. Remove plug (6) from valve housing half 6. Lubricate spool (9) with clean system
(8). Remove o-ring (7) from plug. Not all fluid and carefully slide into valve housing
models use plug (6) and o-ring (7). half (8) bore. Note direction of spool (9).
9. Separate housing halves (8 & 13) by NOTE: Spool must slide freely into bore. If
removing cap screws (4) and washers (5). either part is damaged, a new
Remove o-rings (10 & 11) from housing spool/housing assembly may be
halves. required.

7. Install new o-ring (2) on end plug (1). Bleeding
8. Install spring (3) and end plug (1) into
Brake lines should be bled very carefully as
valve housing half (8). Torque 47.5-
soon as the valve is installed in the
54.2Nm (35- 40lb·ft).
machine. Air in the system will not allow the
9. Carefully install new seal (15) and new brakes to release properly and may
cup (16) into valve housing half (13) bore. severely damage them.
Note direction and order of cup and seal.
1. Start engine and allow accumulator to
NOTE: Be careful not to scratch or mar reach full charge. Shut down engine, then
housing bore. slowly apply and release brakes, waiting
10. Assemble springs (19, 20 & 21), shim(s) one minute between applications until
(18), and retainer assembly (17) in piston brakes will not apply. Repeat this step
(22). Not all models use spring (19). three times.
11. Carefully install piston (22) assembly 2. Operate engine to maintain accumulator
into valve housing half (13) bore. pressure within working limits throughout
the bleeding procedure.
12. Install new o-rings (24 & 26) and new
backup rings (23 & 27) on piston (25). 3. Open bleeder screw at wheel closest to
Note order of o-rings and back-up rings. brake valve and apply brakes cautiously
until all air is bled out of line. Then close
13. Install piston (25) into pilot housing (28)
bleeder screw. Repeat this step at each
through the bore on the bottom end. Be
wheel, moving to the next farthest wheel
sure to install piston as far as it will go
from the brake valve each time, as
into pilot housing bore.
follows:
14. Install new o-ring (14) on valve housing
half (13). (a) Left front
(b) Right front
15. Carefully attach pilot housing (28) to
(c) Right rear
valve housing half (13) using cap
(d) Left rear
screws (30). Torque cap screws 27.1-
33.9Nm (20-25lb·ft). 4. Release brake pressure for at least one
16. Install spring (29) and push rod (31) into (1) minute.
pilot housing (28) bore. 5. Apply brakes, holding pedal down 10
17. Install new boot (32) on push rod (31) seconds; then release pressure for one (1)
and pilot housing (28). minute. Repeat this step two more times.
6. Repeat step 3.
NOTE: After service, the valve must
develop the pressure indicated in the 7. Check for system leaks and be sure of
specifications. Shim(s) (18) may be proper brake operation.
added or removed to obtain the
correct pressure setting.

Service Check for 466 Series Power Brakes will not release completely
Brake Valves Causes:
Brakes slow to apply 1. Brakes not properly adjusted
2. Inoperative brakes
Causes: 3. Pedal angle out of adjustment
1. No or improper gas charge in 4. Inoperative wheel cylinders
accumulator 5. Inoperative automatic adjuster
2. Brakes not properly adjusted 6. Air in brakes (when automatic adjusters
3. Inoperative brakes used Goodrich Hi-torque Brakes only)
4. Hydraulic lines or fittings leaking 7. Pressure on return line too high
5. Inoperative automatic adjuster 8. Inoperative brake valve
6. Damaged hydraulic brake lines Solutions: Check brake system
Solutions: Check brake system components for proper operation, fluid or
components for proper operation, fluid or pressure levels and physical damage;
pressure levels and physical damage; adjust settings and bleed lines as needed.
adjust settings where needed and replace Replace damaged components before
damaged components before putting putting machine back into operation.
No brakes
Insufficient brakes
Causes:
Causes: 1. No oil in hydraulic system
1. No oil or low oil level in tank 2. Broken or damaged brake line
2. Brakes not properly adjusted 3. Brakes not properly adjusted
3. Oil or grease on brake lining 4. Inoperative system relief valve
4. Brake line damaged 5. Worn pump
5. Inoperative automatic adjusters 6. Inoperative automatic adjuster
6. No or improper gas charge in 7. Inoperative or worn brakes
accumulator 8. Inoperative brake valve
7. Inoperative brakes Solutions: Check brake system
8. Brake valve inoperative components for proper operation, fluid or
9. Inoperative system relief valve pressure levels and physical damage;
10. Worn pump adjust settings where needed and replace
Solutions: Check brake system damaged components before putting
components for proper operation, fluid or machine back into operation
adjust settings where needed and replace Pedal kickback when brakes are applied
damaged components before putting
Cause: Air in brakes
Solution: Bleed brakes
Excessive braking
Causes:1
1. Inoperative brakes
2. Inoperative brake valve
components for proper operation and
physical damage; replace damaged
components before putting machine back
into operation.

Service Diagnosis (For all parts Accumulators
reference, see Figure 14)
Brakes will not release completely

1. Piston (22) binding
3. Spring (3) broken
Brakes will not release
1. Binding spools (9 & 12)
No brakes
2. Broken spring (20)
Outlet pressure too high (excessive
braking)
1. Too many shims (18) installed in valve.
brakes are applied
2. Damaged housings (8 & 13)
brakes are not being used
2. Damaged housings (8 & 13)
Insufficient brakes
1. Broken pressure regulating spring (20)
2. Pedal travel is inhibited
Maximum Brake Pressure-

Adjust Three accumulators are used for the brake
system. They are located on the left side of
The pressure value of the power modulating the rear frame and under of the cab covered
valve is adjusted at ex-factory. If trouble by an accumulator hood. Accumulator I is
occurs or adjusting pressure is improper, used for the parking brake circuit and
contact the factory or distributor. accumulators II and III are used for the
service brake circuit.

Only inflate nitrogen into the accumulators, Structure and Principle of
do not inflate oxygen, compressed air or
other flammable gas. Always inflate nitrogen Accumulator
into accumulators with special inflating tool. Accumulators in the service brake and
Accumulator Structure Diagram parking brake circuits are bladder
accumulators as shown above. The function
of the bladder accumulators is to store
pressure oil for brake use. Its principle is to
store fluid under pressure in a sealed
housing with the bladder with preset
pressure. Under different pressure, fluid
which is absorbed or released is used for
brake. When the brake pump works, it
inputs pressured fluid to the accumulators
through charging valve to store energy, then
air from bladder is compressed so that fluid
pressure is equal to air pressure of the
bladder to obtain energy. Air inflated in the
bladder is non-flammable nitrogen.
The housing of bladder accumulators is

made of even and seamless housing. It has
bottle-like body and ball-like heads.
Openings are provided at one side of the
housing and air inflation valves are fixed.
The flexible pear-like bladders made of
synthetic rubber are fixed at the opening on
the other side. The bladders are mounted
inside the accumulators and fixed at the
upper side of the housing with the locking
nut. Oil inlet and outlet are fixed at the
bottom of the housing. Besides, a spring
3107 bracket type valve body (mushroom valve)
1. Protective Cap 2. Inflation Valve is fixed at the bottom of the housing to
3. O-Ring 4. O-Ring control the flowing fluid in order to prevent
5. Locknut 6. Gland Nut the bladder from being squeezed out of the
7. Support Ring 8. Rubber Ring housing. The special feature of the bladder
9. Housing 10. Bladder accumulators is that bladders provide a
11.Mushroom Valve 12. Rubber Ring permanent inter layer between air and fluid
13. Support Ring 14. O-Ring to obtain absolute seal between air and
15. Pressure Ring 16. Back-Up Ring fluid.
17.Spring 18. Valve Body
19.Locknut 20. Piston
21.Locknut 22. Locknut

Inflating Method of Accumulators Maintenance of Accumulators
1. First stop the machine but do not turn off Directly check inflation pressure inside
the start switch. Continuously depress accumulator bladder with the inflator (it is
down the brake for about 20 times, then unnecessary to connect the nitrogen bottle
repeatedly engage the parking brake by just check the inflation pressure). As for
solenoid valve for about 20 times to newly produced accumulators, check the
discharge high pressure oil in the bladder pressure in the first week from the
accumulators. Then slowly release the date when the accumulators are produced.
exhaust plug on the oil outlet beneath the After that, check the bladder pressure within
accumulators. At this moment, there may the first month; later check the inflation
be pressure oil still exists in the pressure once every half a year.
accumulators, pay attention not to Periodically check the inflation pressure can
allowing the residual pressure oil in the ensure optimal use condition, find out
accumulators to spray personal body. leakage as early as possible and repair for
2. Remove the air valve protection cap from use in time.
the accumulators. Notices to Use Accumulators
3. Connect one end of the inflator with the Always check accumulators before charging
pressure gauge to the air valve on the top with nitrogen. Do not charge with nitrogen if
of the accumulators, the other end to the accumulator is not equipped with
nitrogen bottle. nameplate or the words on the nameplate
4. Turn on the switch on the nitrogen bottle, has dropped which causes trouble to
when pressure of the pressure gauge is identify the accumulator type; or the steel
stable, turn on the switch on the air inflator mark is not completed or hard to identify, or
slowly, that is, eject up the air inflation the housing is defective from which the
valve to charge the accumulators. safety can not be guaranteed.
5. The pressure could be reached in a short
time, turn off the nitrogen bottle switch; The accumulators are inflated and repaired
see if the pressure of the pressure meter only by specialized person from dealers or
is stable. If pressure is insufficient, re- special repair stations.
inflate it again. If pressure is too high,
deflate air by removing the air plug on the The accumulators are only charged with
inflator till pressure drops to the proper nitrogen, never use oxygen, compressed air
value. or other flammable air so as to avoid
6. After desired pressure is inflated, first turn explosion.
off the nitrogen bottle switch, then turn off
the inflator switch. Slowly charge the accumulators with
nitrogen to avoid burst of bladder.
7. Remove the inflator.
8. If the accumulators are leaked (apply The accumulators should be installed
engine oil to the top of the accumulator vertically toward up. Fix it on the support
valve, bubbles mean leakage), gently firmly; do not fix the accumulators by
strike the air valve of the accumulator with welding. Do not weld any boss on the
a hammer or small screwdriver to lower it accumulators.
firstly then quickly return it to the original
position let the seal surface completely Before removing the accumulators, always
contacted. drain pressure oil first; then use charging
9. Install the protection cover of the air valve tools to exhaust residual nitrogen in the
of the accumulator. bladders, after that, remove each part of
10. Inflate other two accumulators according them.
to the steps above.

Do not drill any holes on the accumulators The parking brake valve block is located at
or close the accumulators by carrying any the right inner side of the rear frame and
open fire or heat to it. under the two-way charging valve. Port P is
connected to port W of the charging valve,
Always release the residual nitrogen n with port T to oil tank, port A to accumulator I
the inflator before discarding the and port B to the brake. A check valve is
accumulators. The discarded accumulators provided between port P and port A to
should be handled by specialized person prevent oil from accumulator I from flowing
from distributors or special repair stations. back to the charging valve.
Parking Brake Valve Block Push down the emergency brake button, the
emergency brake button solenoid valve is
energized, valve port is opened, pressure oil
stored in the accumulator I in the parking
brake circuit enters the parking brake
through emergency brake solenoid valve to
remove parking brake. The instant the
emergency brake button is pressed, the
parking brake low pressure warning lamp
will illuminate. This is because oil pressure
in the parking brake circuit is lower than the
warning pressure(10MPa). Start the
machine after the parking brake low
pressure warning lamp goes out. Push
down the emergency brake button,
emergency brake solenoid valve is not
energized, hydraulic oil of the parking brake
flows back to the oil tank through
emergency brake solenoid valve to engage
parking brake. During operation, if a
malfunction occurs in the parking brake
circuit, when oil pressure in the accumulator
I is below 10Mpa, the parking brake low
pressure warning lamp will illuminate. At
that time, stop operation at once and stop
the machine and check.
When a malfunction occurs in the system,

oil pressure of the accumulator in the
service brake circuit is below 5.5MPa, it can
automatically cut off power of emergency
brake solenoid valve to engage the
transmissions at the neutral, the loader
urgently stops to ensure safety running.
Oil pressure in the accumulator I can be

measured when a pressure gauge is fixed
at the pressure testing joint.

Pressure Switch Parking Brake Switch Schematic
Look at the part number printed on the

pressure switch so as to install the correct
switch to the correct location. 3120
Parking Brake Valve Block
3118
Service Brake Low Pressure Alert Switch

Schematic
3119

Parking Brake Clutch Cut-Off Switch Schematic
3121
Parking Brake Low Pressure Alert Switch Schematic
3122

Service Brake Valve Service Brake Clutch Cut-Off Switch
Schematic
3123
Part No. To Switch Critical

3124
Pressure
1. 30B0546 Service brake clutch 1.5MPa
cut-off switch (218psi)
2. 30B0547 Brake light switch 0.5MPa
(72psi)
Brake Light Switch Schematic
3125

Parking Brake Actuator When oil pressure of the system reaches
operating pressure and parking brake
Brake Actuator button is pushed down, pressure oil is
directed to left chamber of brake actuator to
compress spring 5 to push spring support
and piston 3 rightward and push the parking
brake button to disengage brake. After that,
the machine can run as normal.
3127
The brake actuator is located on the front
left side of transmission housing.
Refer to the picture above for the brake

actuator structure; its working pressure is
15MPa. Engagement and disengagement of
the parking brake is controlled by the brake
actuator. The rod of the brake actuator is
connected to cam rod of the brake.
When no oil pressure in the system or the

parking brake button is engaged, then no
pressure oil will go to the left chamber of the
brake actuator. Spring 5 support and piston
3 are pushed to left end. Then brake is
engaged by pushing the parking brake
button to realize brake function.

When oil pressure inside the accumulators
in the service brake circuit is below 6MPa,
then clutch cut-off switch of the system is
actuated to cut off power of solenoid valve.
Hydraulic oil inside the brake actuator
returns to oil tank through parking brake
solenoid valve. Spring 5 support and piston
3 is pushed leftward under the force of
spring 2 to pull up the parking brake button
to engage the brake. At the same time, the
transmission is turned to neutral gear to
actuate parking brake for the loader.
The machine is fitted with springs and

hydraulic controlled parking brake (work
through brake actuator). If the engine,
hydraulic system or brake system fails to
work, then brake is actuated to stop the
machine from running. If a trailer is needed,
firstly remove pin shaft 6 of the brake
actuator, as shown in above picture, and
tow the machine only after the parking
brake is disengaged.
Personal injury or death could result

when towing a disabled machine
incorrectly. Block the machine with
wedges before the towed machine is
released to avoid movement of the
machine. Failing to obey this instruction
will cause danger from a moving
machine.
Always slowly to tow the machine. If the

machine has lost brake ability, when tow
the machine downhill, a big trailer or
other machines is needed behind the
towed machine to avoid rolling when it is
out of control.

Diagram of Brake Actuator Clamp
1. Nut 2. Pressure plate 3. Stud screw 4. Spring 5. Bolt
Brake Actuator—Remove
Do not allow unauthorized personnel to
The spring of the parking brake has big remove the brake actuator by
elasticity, use special tools when installing themselves. Only allow specialized
and removing, otherwise danger could be personnel from dealers or special repair
easily caused. Refer to above picture for stations to remove the brake actuator.
removal of the brake actuator. Design a special clamp for the brake
actuator as shown in above picture.
1. Prepare two pressing plates and M14 &
L=400 stud screws by yourselves as
shown in the figure.
2. Remove pin shaft and connecting fork.
3. Put stud screw 3 through two pressing
plates and tighten two ends of the screw
with nut.
4. After tightening, completely release bolt 5
of the brake actuator with a spanner.
5. After completely removing bolt 5, slowly
turn two right bolts 1 with the spanner by
turns till the spring is completely released.
6. Remove the spring and spring support.
Use the clamp too when installing the
brake actuator, refer to the methods that
mentioned above, the step is just on the
opposite.

Parking Brake Assembly After checking and repairing the brake
system, air existence in the pipes could
affect brake performance. Therefore,
exhaust the system after checking, repairing
and replacing parts. Exhaust nozzles are
provided at the left and right wheel brakes
of axles and oil outlet of accumulators. As
shown in the figure. Follow the method
below to exhaust the system at these
positions:
Exhaust Nozzles of Accumulators
As shown in the figure, the parking brake is

an automatic boost and internal expanding
brake; it is engaged and disengaged by
brake actuator. The parking brake is an
attached component of ZF4WG200
converter & transmission assembly. It is
fixed on the output flange of the
transmission.
Refer to Maintenance Manual of ZF Axles

and Transmissions for maintenance of the
parking brake. Be careful when exhausting the system
because high pressure oil exists in the
System Exhaust wheel brake and accumulators. Do not
completely screw out the exhaust
Exhaust Nozzles of Wheel Brake nozzles and exhaust plug and do not
approach the exhaust nozzles with eyes
and body to avoid personal injury due to
the spraying oil.
1. Park the machine on a flat surface.
2. Turn the shift control lever to neutral
position. Start the engine and let it run at
idle speed; pull up the parking brake
button. Stop the engine after the service
brake low pressure alert indicator and
parking brake low pressure alert indicator
go out, and then turn on the start switch
again.
3. Connect a transparent hose on the
exhaust nozzles of the left and right wheel
brake of the front axle and put the other
side of the hose into the oil collector.

4. Get two people to work together, one
people releases exhaust nozzles and
observe exhausting conditions; the other
people depress down the brake pedal for
several times. Release the brake pedal
until no air bubbles are exhausted from
oil. Tighten the exhaust nozzle.
5. Exhaust the rear axle with the same
method.
6. After exhausting the front and rear axles,
continuously pull up and push down the
parking brake button for 3~4 times to
exhaust the parking brake pipes.
7. Carefully and slowly release the exhaust
plug under the accumulators until there is
oil comes out of the exhaust plug thread.
Meanwhile, there may be air bubble also
comes out. Tighten the plug when no
bubble appears.

Air Conditioning System
Air Conditioning System
The air conditioner is used to adjust the air

temperature inside the cab to provide a
comfortable operating environment for the HFC134 refrigerant is used in this air
operator. conditioner system. Do not use any other
refrigerant except HFC134a to avoid
damaging the air conditioner system.
Main Performance Specifications
Refrigerating Output 4300W
Cool Air Capacity 420m3/h
Heat Output 5520W
Warm Air Capacity 380m3/h
Voltage 24VDC
Total Power ≤380W
Refrigerant HFC134a
Filling Capacity for 950g±50g
Refrigerant

Specifications Compressor The compressor used in this machine is a
swash plate type, which compresses the
vaporous refrigerant at low temperature and
low pressure into vaporous refrigerant at
high temperature and high pressure. It
compresses and conveys the refrigerant
steam to ensure the normal cooling effect.
Use ND-OIL8# refrigerating oil only for the

compressor. Do not use any other
refrigerating oil except ND-OIL8#,
otherwise the compressor may be affected
and lead to a fault to cooling system.
1. Pulley A/C Panel
2. Compressor air intake port
3. Compressor exhaust port
4. Compressor Body
5. Electromagnetic Clutch
2. Torque for 8~12Nm 5.9~8.85lb.ft

hose captive
bolt M6
hose captive
bolt M6
Technical Parameters and Specifications 1. Power switch

Model 10S15C 2. Cooling switch
Displacement 167.3cc/r 3. Wind setting buttons
4. Internal circulation button
Shaft power consumption 3.02KW
5. External circulation button
Refrigerant HFC134a
6. Temperature adjusting button
Lubricant ND-OIL8 180cm
7. Fan speed adjusting button
Rev 700~3000rpm
Clutch model L50T(no protective
cover) The air conditioner control panel is used to
Pulley A-single groove control the temperature, fan speed, internal/
Power consumption ≤40W external air change and cooling state and so
on.

Condenser As Ventilation Device
1. Condenser 2. Condenser fan

3. Refrigerant inlet 4. Refrigerant outlet
1. Ventilation box 2. Air door
3. Motor of air door
hose The ventilation device is used to control the
connection fresh air input capacity through controlling
thread the air door by the motor to exchange
M22×1.5
internal circulation with external circulation.
4. Torque for 15.7~24.5Nm 11.6~18.1lb.ft
hose
connection Fluid Reservoir
thread
M16×1.5
The condenser assembly is composed of

condenser and blower. It is a double-stroke
type. The function for the condenser is to
release the high-temperature and high-
pressure vaporous refrigerant from the
compressor out of the cab to condense the
vaporous refrigerant into high temperature
and high-pressure liquid refrigerant.
1. Connector 2. Fluid reservoir

When storing the condenser, do not A. Refrigerant inlet B. Refrigerant outlet
open the cap of refrigerant inlet and Tightening torque: 8~12Nm (5.9~8.85lb.ft)
outlet to prevent wet air and foreign
matters coming in.
When installing and carrying the

condenser, make sure that the
condenser lines and fins are free from
damage.

Technical Parameters: Belt Tensioner
Quality Capacity 370cc
Absorption Capability 32g
The tank receiver is used to store the liquid

refrigerant, and to dry and filter the
refrigerant. Meanwhile, the refrigerant level
can be viewed from the liquidometer on the
tank receiver connector.
1. Nut 2. Cover
3. Pulley 4. Bushing
5. Shaft 6. Screw rod
During tank receiver storage period, do
not open the plug on the tank receiver to
avoid wet air going into the dryer to The pulley is used to regulate the tension of
damage it. the compressor belt to ensure the
compressor can work normally.
A/C Hose
The hose is used to convey refrigerant and

connect the main components such as
compressor, condenser, evaporator and
dryer and so on together as a unit to form
the cooling system.
For the hose installation, make sure that

the rotating and movable parts do not
fractionize with the hose. Use strap or
clamp to fix the hose.

Evaporator As
8. Torque for 29.4~34.3Nm 21.7~25.3lb.ft
hose connection
thread M24×1.5
9. Torque for 12~15Nm 8.85~11lb.ft
hose connection
threadM16×1.5
10. High 3.14MPa 455.4psi
pressure
protective
shutoff pressure
10. Low 0.196MPa 28.4psi
pressure
protective
shutoff pressure
Evaporator is mainly composed of

evaporator housing, cooling unit, expansion
valve, pressure protecting switch,
temperature sensor, motor of air door,
evaporator blower, return air screen and
heating unit. Its function is to vaporize the
liquid refrigerant, which has been throttled
and reduced, to absorb the hot air around
the evaporator to lower temperature. Then
evaporator blower blows the cool air
through air duct into cab to lower the cab
temperature.

Work Principle
Cooling System
Cooling System Schematic
1. Expansion valve 2. Evaporator 3. Compressor

4. Condenser 5. Tank receiver

The air conditioner system of this machine Heating System
is vapor-compression type, which is mainly
composed of compressor, expanded valve, The heating system use residual heat as its
condenser, dryer and evaporator. Its work power. The heat source of the heating
principle can be divided into fours system in air conditioner comes from
processes. residual heat from engine cooling water.
(1) Compression Process: The refrigerant Open the warm water valve on engine and
turns into low-temperature and low-pressure turn on the air conditioner switch, then
vaporous refrigerant after heat is absorbed cooling water in engine will flow through the
into the evaporator. Then the low evaporator to the heating unit. Warm air
temperature and low-pressure vaporous then will be blown out by the evaporator
refrigerant converts into high-temperature blower to supply heat for the cab.
and high-pressure state after sucked in by
the compressor, then this high-temperature
and high-pressure vaporous refrigerant is
sent to the condenser.
(2) Condensing Process: After the high
temperature and high-pressure vaporous
refrigerant enters into the condenser, the
refrigerant turns into high-temperature and
high-pressure liquid refrigerant when the
condenser fan drives the air flows through
condenser to bring heat away.
(3) Throttle Process: After filtered by dryer,
the high-temperature and high-pressure
liquid refrigerant then goes through
expansion valve to narrow its flow and
reduce temperature and pressure to turn
into low temperature and low-pressure liquid
refrigerant, finally the refrigerant goes into
evaporator.
(4) Evaporating Process: Low-temperature
and low-pressure liquid refrigerant which is
throttled by the expansion valve vaporizes
in evaporator. Driven by evaporator blower,
air in cab flows through the evaporator
surface, then the refrigerant absorbs hot air
to lower the cab temperature and release
condensed water at the same time. The
refrigerant then turns into low-temperature
and low-pressure vaporous refrigerant.
Sucked in and compressed by compressor
again, the refrigerant will recycle the cooling
process.

Electrical Schematic Diagram of Air Conditioner
3126

A/C System Test and Low pressure gauge: it is a combinative
gauge which is used to judge the vacuum
Adjustment degree of system. The vacuum degree
indicates the leakage degree in system.
Pressure Test and Adjustment Therefore, a combinative gauge with
Manifold Pressure Gauge pressure and vacuum degree is needed.
Under normal work condition, the reading in
low pressure gauge should be between 10 -
35psi (0.7-2.4bar) after the system works for
about 10-15minutes.
High pressure gauge: it is used to check the

high pressure of the system. Its range
should be at least between 0-400psi (0-
27.6bar). Under normal work condition, the
pressure reading should be between 120-
310psi (8.3-21.4bar).
1. Low Pressure Gauge

2. High Pressure Gauge
3. Manual Low Pressure Valve
4. Manual High Pressure Valve
5. Low Pressure Hose
6. Middle Hose
7. Nut 8. High Pressure Hose
Note: Reading in manifold pressure gauge

is not accurate enough to indicate the
correct filling capacity of HCF-134a
refrigerant. It is mainly used to test for
normal work pressure of the system
and refrigerant sufficiency. Release,
recover or fill the refrigerant according
to the recommended work pressure of
HFC-134a from the reading in
manifold pressure gauge.
Manifold Pressure Gauge is the
indispensable tool to check the low/high
pressure of the system when repairing the
air conditioner system. It is the tool to judge
whether the refrigerant filling capacity is
proper and the work pressure is normal.
Pressure reading of high pressure port (air
outlet) and low pressure port (air inlet) is
shown in this manifold pressure gauge.

System Pressure Test
Table 6: Temperature-Charging Pressure
Ambient Indicating Range of High Pressure Indicating Range of Low Pressure
Temperature Gauge Gauge
Degree Celsius Psi Kg.f/cm2 Psi Kg.f/cm2

15.5°C 120~150 8.4—10.5 22.5—28 1.57—1.9
21.1°C 150—180 10.5—12.6 22.5—28 1.57—1.9
26.6°C 180—200 12.6—14 23.9—31 1.67—2.1
32.2°C 200—220 14—15.4 23.9—31 1.67—2.1
35°C 220—230 15.4—16.4 25.4—31 1.77—2.1
37.7°C 230—250 16.1—17.5 25.4—31 1.77—2.1
40.5°C 250—275 17.5—19.3 28—35 1.9—2.4
43.3°C 260—310 18.2—21.8 28—38 1.9—2.6
The above table is temperature-charging Procedures of the system pressure test

pressure, which is carried out based on the are as follows:
following factors: 1. Clean the compressor surface and
1. The engine runs at the speed of high/low pressure hose. Open the plug (1)
1800~2000r/ min without load. Turn on the of the service valve on the air inlet pipe
air conditioner switch. Make sure the fan and air outlet pipe.
speed is at maximum position. Adjust the
temperature to the lowest value and
ensure all of air outlets and air doors are
open.
2. All of the doors are installed and closed.
3. The filter is clean and installed.
4. The heating unit valve is closed.
5. Carry out this test after the air conditioner
works for 15 minutes. Make sure that the
two valves on the manifold pressure
gauge are closed when testing the
pressure of air conditioner system. Figure 15: Manifold Service Valve
Note: A high humidity will increase the air 2. Make sure that the manual high pressure
duct temperature and air inlet valve and manual low pressure valve on
pressure. The data in the following the manifold pressure gauge are closed.
table is from the test under a low Connect the red high pressure hose (2,
humidity environment. If it is Figure 16) on the manifold pressure
necessary to change the following gauge with the service valve on the air
data, please do it based on the outlet pipe; connect the blue low pressure
above-mentioned factors. hose (3, Figure 16) with the service valve
on the air inlet pipe.

System Pressure Adjustment
Check the system work pressure for further
adjustment if it is needed according to
reading in manifold pressure gauge and
temperature pressure table after system
pressure test is finished. Release and
recover part of the refrigerant if the pressure
is too high, or refill with refrigerant if the
pressure is too low. If no pressure exists in
the system, then it needs to vacuum
pressurize the system and fill with
Figure 16: Manifold Pressure Hoses refrigerant.
3. Start the engine, set its rotating speed
to1800~2000rpm. Turn on the air
conditioner switch; adjust the temperature When it is necessary to release, recover,
to the lowest value and the fan speed to refill and vacuum pressurize the system
maximum position. Then open the cab to refill with refrigerant, do use the
door. Observe the high pressure and low special tool and equipment to carry out
pressure reading in the manifold pressure this operation. Do not discharge the
gauge after the air conditioner system residual or excessive refrigerant into air
works for 15 minutes. directly to avoid air pollution.
Release and recover the refrigerant
If the system work pressure is too high, then
release or recover some the refrigerant to
ensure the work pressure of the air
conditioner system is at normal condition.
Steps are as follows:
1. Clean the compressor surface and
high/low pressure hose. Open the plug (1)
of service valve on the air inlet hose and
air outlet hose.
Figure 17: Manifold Pressure Gauge 2. Connect the high pressure hose (2,
Figure 16) of the refrigerant recover
4. Take off the manifold pressure gauge (4,
equipment with the high pressure service
Figure 17) from the service valve and
valve in air conditioner system and the
install the plug(1, Figure 15).
low pressure hose (3, Figure 16) with the
low pressure service valve.
Wear protective glass when working with

refrigerant to prevent the eye from being
damaged by the liquid refrigerant.

3. Open the low pressure valve switch (5) Replenishment of Refrigerant
and high pressure valve switch (6) on the
recover equipment. If the work pressure of system is low, check
the system for refrigerant leakage and refill
with refrigerant to ensure the air conditioner
can work normally. Refill steps are as
follows:
1. Clean the compressor surface and
high/low pressure hose. Open the
plug (1, Figure 15) of service valve
on air inlet hose and air outlet hose.
Figure 18: Low & High Pressure Switches

4. Turn the power source switch to ON
position and pressure button (7, Figure
19) to start the automatic recover
equipment.
2. Connect the high pressure hose (2,

Figure 20) of manifold pressure gauge
with the high pressure service valve of air
conditioner system; connect the low
pressure hose (3, Figure 20) with the low
pressure service valve and middle hose
(8) with refrigerant bottle (9).
3. Open the valve switch (10) of the
refrigerant bottle and loose the nut (11) of
Figure 19: Pressure Button the manifold pressure gauge on the
The recover equipment will close the middle hose until you hear the vaporous
recover function automatically after the refrigerant is flowing inside, then tighten it.
recover operation is finished. The purpose for doing this is to discharge
air in middle hose.
5. Remove the manifold pressure gauge
form the service valve and install the plug 4. Open the manual low pressure valve (12)
onto the service valve. and start the engine; turn on the air
conditioner switch and adjust the fan
speed to maximum position and
temperature to the lowest value to let the
Wear protective glass with working with vaporous refrigerant sucked in to
refrigerant to prevent the eye from being compressor from the low pressure side.
damaged by the liquid refrigerant. Close the manual low pressure valve (12)
and switch valve (10) on the refrigerant
Before operating the recover equipment, bottle after the refrigerant capacity
read the operation manual and safety reaches to specific value.
cautions carefully.

5. Check the high/low pressure reading in
the manifold pressure gauge. If the
reading is consistent with that in
temperature-pressure table, then shut
down the engine and stop filling the
refrigerant; if the system pressure is still
too low, then repeat step 4 until the
system pressure reaches to normal value;
if the system pressure is too high, then
release and recover the refrigerant until it
reaches to normal value.
6. Shut down the engine, remove the
manifold pressure gauge and refrigerant
bottle from the system.
Suggestion: R134a refrigerant will cause

air pollution. It is suggested to fill with
environmental refrigerant and recycle with
environmental recover equipment to avoid
air pollution.
Figure 20: Pressure Manifold & Vacuum

Wear protective glass when working with Pump
refrigerant to prevent the eye from being 2. Turn on the manual high pressure valve
damaged by the liquid refrigerant. (13) and low pressure valve (12) on the
pressure manifold pressure gauge, start
Never charge the refrigerant from the the vacuum pump (14) for about 20~30
high pressure side when filling the air minutes to create a vacuum till the reading
conditioner with refrigerant. reaches to 98.7~99.99kPa.
Note: Read the operation manual and
safety cautions of the recover Close the manual high pressure valve (13,
equipment carefully before operating Figure 21) and low pressure valve (12,
the recover equipment. Figure 21) on the manifold pressure
gauge; maintain the pressure for 15
Vacuum pressurize the system and minutes to see whether the gauge pointer
fill with refrigerant. moves or not. Movement of the pointer
If no pressure is found in the system or the indicates the system has leakage, check
pressure is too low, then it needs to vacuum and repair the system. If the pointer keeps
pressurize the system again, refill with still, then open the manual high/low
refrigerant after pressure retaining to ensure pressure valve and start the vacuum
the work pressure of air conditioner is at pump again for 10~20 minutes more.
normal condition. Steps are as follows:
1. Connect the High Pressure Hose (2,
Figure 20) of the manifold pressure gauge
with the high pressure service valve of
system; connect Low Pressure Hose (3,
Figure 20) with the low pressure service
valve and the Middle Hose (yellow) (8)
with Vacuum Pump (14, Figure 20).

6. Open the Manual Low Pressure Valve
(12, Figure 21) to let the refrigerant enter
into the cooling system. Close the Manual
Low Pressure Valve (12, Figure 21) when
the pressure reaches to 0.4MPa.
Figure 21: Pressure Gauge

3. Close the manual high/low pressure valve
on the manifold pressure gauge. Remove
the Middle Hose (8, Figure 20) of the
manifold pressure gauge from the vacuum
pump (14). Shut down the vacuum pump.
4. Connect the Middle Hose (8, Figure 20)
and refrigerant bottle.
Figure 22: Switch Valve-Refrigerant Bottle

5. Open the switch valve (10, Figure 22) of
refrigerant bottle and loose the nut (11,
Figure 21) of the manifold pressure gauge
on the middle hose until you hear the
vaporous refrigerant is flowing inside, then
tighten it. The purpose for doing this is to
discharge air in middle hose.

7. Start the engine and turn on the air Note: Read the operation manual and
conditioner switch. Press button (15, safety cautions of the recover
Figure 23) and (16, Figure 23) to adjust equipment carefully before operating
the fan speed to maximum position and the recover equipment.
the temperature to lowest value.
A/C Belt Tension
Adjustment
A/C Belt Tension
Air conditioner belt tension: apply a load
W=1.5Kg onto the center point of tangent
line between the belt and the two pulleys
(compressor belt pulley and engine belt
pulley). The deflection should be between
Figure 23: Air Conditioner Panel Buttons 4±1mm. See the following illustration.
8. Open the Manual Low Pressure Valve

(12, Figure 21) on the manifold pressure
gauge again to let the refrigerant enter
into the cooling system until the system
pressure reaches to normal value.
9. Close the manual low pressure valve.
Adjust the engine rotating speed to
1800~2000r/ min, then the work pressure
of the system should be consistent with
that in the temperature-charging pressure
Table 6
10. After finish charging, close the manual
low pressure valve (12, Figure 21) on the
manifold pressure gauge and the inlet
valve on the refrigerant bottle. Remove
the high/low pressure on the manifold
pressure gauge from the service valve
after the engine stops running. It will be
better to remove the hose quickly to avoid
too much refrigerant leakage.
Suggestion: R134a can cause air pollution.
It is suggested to fill with environmental
refrigerant and operate with environmental
recover equipment to avoid air pollution.
Wear protective glass when working with

refrigerant to prevent the eye from being
damaged by the liquid refrigerant.

Belt Tension Adjustment
Adjust the belt timely when the belt is slack
to ensure the compressor work efficiency.
The adjustment methods are as follows:
Figure 24: AC System Belts

1. Loose the locknut (2, Figure 24) on the
belt tensioner with spanner.
2. Tighten the screw rod (3, Figure 24) of
the belt tensioner clockwise to adjust the
belt tension to proper position.
3. Tighten the locknut (2, Figure 24) on the
belt tensioner with spanner.
Note: If the belt can not be adjusted to

proper tension position through
adjusting the screw rod, then change
the belt immediately to ensure the
compressor and air conditioner
system can work normally.

Troubleshooting and Repair Fault Diagnosis
Fault diagnosis is mainly through methods
of observation, listening, touch and test.
Be careful when maintaining the air Meanwhile, ask the operator for more
conditioner system because the high detailed information about the fault to judge
pressure, high temperature and chemical whether it is caused by incorrect operation
material will do harm to health. Any or the machine itself. For the former,
rotating parts, belt and pulley will also introduce correct operation method to the
cause injury to human body. operator; for the latter, analyze the features
according to the four methods to find out the
Only allow the trained personnel to reason for the fault then eliminate it.
check and repair the air conditioner
Observe—observe the air conditioner
system. Wear protective glass or
protective mask when working with 1. Observe the refrigerant flow through the
refrigerant, checking refrigerant leakage liquidometer on the dryer. If bubbles are
with special tools, adjusting connectors found in the refrigerant, then the system is
and connecting the high pressure and insufficient for refrigerant. Fill with
low pressure connectors. refrigerant until it reaches to the correct
level.
Wear protective glass when repairing or
servicing the air conditioner system. 2. Check to see whether all of parts in
Serious injury could be resulted if the system have a good connection with lines.
liquid refrigerant splashes into eyes. Check to see whether there is leakage.
Wash eyes with clean water for 15 Wet and dusty is the obvious features if
minutes and see a doctor immediately if there is a leakage.
the refrigerant splashes into eyes or 3. Check if the condenser is blocked by
around the eyes. foreign material and check if the radiator
fins are distorted.
Personnel injury could result if the liquid
refrigerant splashes to skin. If it is Listen—to check whether the air
necessary to maintain the refrigerant, conditioner has abnormal noise.
slowly and carefully open the connector. Touch—touch all of the air conditioner parts
If the refrigerant splashes to skin, and lines surface.
immediate measurement should be taken 1. The high pressure circuit (compressor
or see a doctor right away. outlet → condenser → tank receiver →
Do not expose the refrigerant box under expansion valve inlet) should be hot if you
sunshine. Keep the bottle away from tough it. It indicates that the system is
other hot source. Keep the bottle under a blocked if the outlet and inlet temperature
environment with a temperature less of some part has a big difference.
than 40°C. 2. The low pressure circuit (Including the
Do not work with refrigerant in a closed expansion valve outlet, evaporator and
place with naked flame because the compressor inlet) should be cool if you
vaporous refrigerant and naked flame touch it. It indicates that if the system has
will create poisonous phosgene that will leakage or no refrigerant if the high/low
cause injury to human body. pressure side has no obvious temperature
difference.
When refrigerant leakage is found,
ventilation should be done at once. If Test—use relevant instrument and gauge to
refrigerant content in air exceeds 25%, test the system. Analyze the result to find
then personnel death could be resulted out and eliminate the trouble.
from asphyxia.

Service Tools Introduction Leakage Meter of Refrigerant
A refrigerant leakage meter is used to check
Vacuum pump refrigerant leakage during air conditioner
The vacuum pump is used to create assembly, disassembly and troubleshooting,
vacuum to discharge air and water in and check the leaking condition on the
cooling system. Vacuum pressurize the position after parts replacement.
cooling system can not discharge water out,
but that can lower the boiling point of water
to let it boil under a lower temperature, then
water steam is discharged out of the
system. It is very important to vacuum
pressurize the system before filling
refrigerant after repair the system. If the
system is failed to be vacuum pressurize
completely, the work efficiency will be
affected.
Refrigerant Recover/Recycle/ Vacuum

Pressurize/Charger
Refrigerant recover/recycle/ vacuum
pressurize /charging is the basic function of
repair equipment for the air conditioner. It is
integrated equipment which is easy to
operate.
Manifold Pressure Gauge

Manifold pressure gauge (8, Figure 17) is
the indispensable tool for repairing the air
conditioner system. It is connected to
cooling system and it has vacuum
pressurize, refrigerant filling and cooling
system trouble diagnosis function.
Note: Refer to operation manual of the

special repair tools for detailed using
information.

Troubleshooting temperature switch opens or the relay is
attracted.
When checking the air conditioner system
2. Check the high/low pressure protective
for trouble reason, first check that according
switch of the evaporator and the range of
to its running feature, and then take
the switch (maximum high pressure
measures to eliminate the trouble. The
3.14MPa, minimum low pressure
common trouble of the air conditioner
0.2MPa). The high pressure switch is
system can be divided as: no refrigerating,
actuated when the pressure is too high
poor cooling capacity and intermittent
and the low pressure switch is actuated
working etc.
when the pressure is too low to cutoff the
clutch power. Short-circuit the high/low
No Refrigerating
pressure protective switch to judge
Start the engine to let the engine rotate at whether the switch is at good condition. If
high idler speed. Turn on the Power Source the clutch attracts and the system begins
Switch (1, Figure 25) of air conditioner panel to work, then change a new switch
and Cooling Switch (2, Figure 25) adjust because that indicates that it has a fault.
Temperature Button (4, Figure 25) till
Indicator (5, Figure 25) turns on. Adjust the
Fan Speed Button (3, Figure 25) to HI (high
speed) position. There should be cool air
goes out of Air Outlet (6, Figure 25) after the
air conditioner runs for 2 minutes, if not,
check the air conditioner as follows:
Figure 26: Pressure Protection Switch
Do not short-circuit the High/Low

Pressure Protection Switch (7) for too
long, otherwise, the air conditioner
system could be damaged.
3. Check the compressor belt for loose
condition. If it is slack, adjust the belt
tension.
Figure 25: Temperature Control Panel &

System Air Duct
1. Check to see whether the fuse is broken,
the circuit is shorted, the connectors are in
good connection, the evaporator blower
and compressor clutch works, the

4. Check to see whether the refrigerant is 2. Cooling capacity will be affected if the air
sufficient. If the system has a big outlet flow from the evaporator blower is
refrigerant leakage, then reading shown in poor. The main reason could be the air
the gauge is very low and no cool air inlet (9, Figure 28) is blocked. Clean the
blows out even tough the compressor is return air filter immediately (10, Figure
working. If the system has no refrigerant, 28).
vacuum pressurize the system and fill with
refrigerant.
5. The cooling system is blocked by foreign
material so that the refrigerant can not
flow which will cause poor cooling
capacity. Then pointer in low pressure
gauge will indicate vacuum state but
reading in the high pressure gauge tends
to be higher. This often happens for the
tank receiver or expansion valve. Change
the tank receiver or expansion valve.
6. The compressor is damaged, so it can
not discharge the high-temperature and
high pressure refrigerant. Pressure
reading in high/low pressure gauge is
nearly the same. Temperature at
compressor outlet and inlet is also nearly
the same. Change the compressor or
remove the compressor to repair.
Poor cool air

Figure 28: Air Inlet & Return Air Filter
1. Poor cooling capacity. Oil contamination,
mud or foreign material affects the cooling 3. Refrigerant in cooling system is
effect of the condenser. Check with a insufficient. Test with high/low pressure
pressure gauge, reading in the high/low gauge (8, Figure 27), the reading in the
pressure gauge (8, Figure 27) will be gauge is lower than normal value.
higher than normal. Clean the foreign Bubbles are found from the liquidometer
material and washer the condenser. of the tank receiver. Refill with refrigerant
until it reaches to normal level.
4. Reading in the gauge (8, Figure 27) will
be lower than normal value. Too much
refrigerant, which leads to a higher
evaporating temperature. Release and
recover part of the refrigerant.
5. Air is mixed in the cooling system. Test
with high/low pressure gauge (8, Figure
27), reading in the gauge is higher than
normal value. This indicates that the
condenser temperature is higher than
normal which results in a poor cooling
Figure 27: High/Low Pressure Gauge
effect. Vacuum pressurize the system and
refill with new refrigerant after release and
recover the refrigerant.

Intermittent work
1. The cooling system works intermittently.
The main reason could be: water is mixed
in the cooling system which leads to ice in
expansion valve that prevents the cooling
system working. But the cooling system
can work again after the ice is melting.
Intermittent work is caused by this
recycling process. Pressure reading in the
high pressure gauge is lower than normal
value and reading in the low pressure
gauge is negative value. Release the
refrigerant and change the tank receiver.
Vacuum pressurize the cooling system in
a dry environment for a longer time. Firstly
for 30 minutes then keep the pressure for
15 minutes, after that, continue for 15
minutes if there is no leakage is found.
Lastly refill with refrigerant.
2. The circuit is in poor connection. Check
the air conditioner circuit carefully.

A/C System Fault and Repair Process
Control Circuit Fault
No vaporous refrigerant flow (the evaporator does not work)

No cool air (the compressor does not work)

Poor Cooling Capacity

Abnormal Noise Trouble

manual and the actual value shown on the
Electrical System meter due to the measurement error within the
VOM. For example, when use the 200Ω range
Preface of the VOM to measure the object with 0
resistance value, the red probe and the black
This manual is written to allow the probe should be short circuit, measure the
service technician to quickly locate the down lead resistance value. When performing
information on the electrical systems, any of the tests, use the actual measured
resistance value minus the lead resistance
according to the main electrical value, the loop lead resistance value and the
functions. The service technician connector contact resistance value. Compare
should have both knowledge of the calculated resistance value with the
electrical troubleshooting and the description resistance value in this manual.
needed test equipment to follow the NOTE: The loop lead resistance and the
service procedures. connector contact resistance can be
neglected in this manual, the differences does
not exceed 10Ω between the measuring
The manual will introduce the system to be resistance value and the actual resistance
tested, its function, the main components and value.
their function, and as needed, a portion of the
overall electrical schematic for that circuit.
Test the electronic system fault by following
System troubleshooting will be the first step in
these steps:
problem identification, followed by the
systems to test and repair.
 Supply voltage
The illustrations or photographs presented in  Short to ground
this section will show, as clearly as possible,  Short from probe to probe
the main components of the electrical system,  Open circuit
and where they are located on the machine.  Function check
Special symbols or components will be
referenced to make the service instructions as Usage of Special Probes
clear as possible, and to assist in
troubleshooting and electrical system and
identifying the potential system fault. The During the inspection of electrical equipments,
module fault diagnosis and test don't contain special probes are in some cases needed to
all faults phenomenon, so the service person properly check the circuits being serviced. The
must think over and accumulate experience probes shown in Figure 1 are some of the
during operation. special probes that can be used to penetrate
the insulation on the wire, contacting with the
All possible fault conditions may not be copper core of the wire. Measure the testing
addressed in this manual, so the service parameters of the electrical equipment with
technician needs to be able to complete the the power ON. The inspection steps
system diagnosis based on their field of introduced in this manual refer to the usage of
experience. special probes, so we will introduce the use
methods of special probes in this section.
The electrical system schematics, where
possible, will be shown in color to assist in a
better understanding of the circuit being tested
and repaired.
When testing using the multi-meter or Volt

Ohm Meter (VOM), there may be a small
difference between the value presented in this

There are two special probes, a red probe and showed in Figure 3. The pinhead of the probe
a black probe (See Figure 1), which are used has been undrawn, the pricker needle and
with the meter pens of the digital VOM. During prick device are exposed at this time.
measurement, if the inspected object has a
polarity requirement, the red probe connects
with the positive terminal, and the black probe
connects with the negative terminal. But if the
inspected object does not have the polarity
requirement, the red and black probes can
connect with each terminal of the inspected
object.
Figure 3 – Probe Use – Step 1
Step 2
Put the wire in the opening and release the
pinhead of the probe resets after being
released, the pricker needle inside the probe
penetrates through the wire insulation, making
contact with the wire.
Figure 1 – Red and Black Probes
To use these probes, pull out the pinhead of

the special probe, and then you can see the
pricker needle (Figure 2). During
measurement, use the pricker needle to
penetrate the insulating layer of the wire to
contact the inside copper core. The hole on
the insulating layer is very small, and it does
not impact the overall wire insulation
Step 3
Repeat this process with the other probe on
the same wire. Adjust the digital VOM to the
appropriate position and range. Insert the red
meter pen and the black meter VOM pens into
the inspection point of red and black probes to
read the circuit test values.
Figure 2 – Pricker Needle
Step 1
When using the probe in a normal fashion,
hold the end of probe in the palm of your
hand, then use the forefinger and middle
finger to fasten the extrusion seat, press it
toward the end of the probe, the direction is

Ignition Switch
Power-Supply System
Introduction
The power supply system of the machine

supplies power for all the electrical systems
and components. The battery supplies
electrical power before the diesel engine is
started, and the battery and alternator supply 3500
electrical power together after the engine is
started. Figure 6 – Ignition Switch
Under normal conditions, power can be Ignition Switch Terminals

supplied to all the electrically powered
components by rotating the ignition switch to
the ON position, or starting the engine. Under
certain conditions, turning the ignition switch
to the P position (Figure 7) can supply
electricity to some of the system components,
including the radio, hazard flashers (front and
rear, left and right turn signal lights), dome
light, rotating beacon and horn.
3501
Figure 7 – Ignition Switch Positions and

Terminal Table

Six terminals are provided for the start switch, two terminals is infinite.
namely, "30"; "58"; "15"; "17"; "19"; "50", see
the table in Figure 7. Terminals that are used 4. Turn the ignition switch to P position.
in this machine are: Use the two probes of the digital VOM
to test the six terminals of the start
 Terminal 30- power supply from switch with two terminals for each
battery time, as the same procedures in Step
 Terminal 58-for P position. When start 3. When testing terminal [30,58], the
switch is rotated to the P position, reading in the VOM is 0, which
terminal 30 is connected with terminal indicates the resistance between the
58. two terminals is 0, but reading of other
 Terminal 15- for turning on the power terminals is "1".
supply for the whole machine. When
the ignition switch at either I position 5. Turn the ignition switch to I position,
and III position, terminal 30 is use the two probes of the VOM to test
connected with terminal 15. the six terminals of the ignition switch
 Terminals 15 and 19. When the with two terminals for each time, as
ignition switch at II position, terminal the same procedures in Step 3. When
30 is connected with both terminal 15 testing terminal [30,15], the reading in
and terminal 18. the VOM is 0, which indicates the
 Terminal 17-for engine starting. When resistance between the two terminals
the ignition switch is rotated to III is 0, but reading of other terminals is
position, terminal 30 is connected with "1".
terminal 17.
6. Turn the ignition switch to II position;
Test Procedure use the two probes of the VOM to test
the six terminals of the start switch
with two terminals for each time.
When testing terminal [30,15]; [30,19];
Shock Hazard. The cable going to terminal [15,19], the reading in the VOM is 0,
30 will carry full battery power. Prevent which indicates the resistance
this cable from contacting any metal. between those terminals is 0, but
reading of other terminals is "1".
1. Remove all the connectors that
connect to the ignition switch terminals 7. Turn the ignition switch to III position
to disconnect the ignition switch from and hold it in this position. The ignition
the whole circuit. switch cannot hold automatically at
this position, and when released will
2. Turn the digital VOM to Ω position for return to the ll position. Use the two
200 Ω. probes of the VOM to test the six
terminals of the start switch with two
3. Turn the ignition switch to O position. terminals for each time, as the same
Use the two probes of the VOM to test procedures in step 3. when testing
the six terminals of the ignition switch terminals [30,15]; [30,17], [30,50];
with two terminals for each time. [15,17]; [15,50]; [17,50],reading in the
There are 15 groups for test, namely, VOM is 0, and reading of other
[30,58]; [30,15]; [30,17]; [30,19]; terminals is 1.
[30,50]; [58,15]; [58,17]; [58,19];
[58,50]; [15,17], [15,19]; [15,50]; If all readings from the tests are the same as
[17,19]; [17,50]; [19,50]. Reading "1" is shown in the 7 steps above, the ignition switch
shown on the VOM display which is working normally. If any of the readings are
indicates the resistance between the not as shown above, the ignition switch needs
to be replaced.

Control Box
3502
Figure 8 – Control Box Schematic

Control Box
3503
Figure 9 – Control Box Diagram

Control Box
3504
Figure 10 – Control Box Schematic

Control Box
3505
Figure 11 – Control Box Diagram

If a fuse has blown, replace it only with a
fuse of equal amperage value.
The fuse box is located at the rear left side of

the operator’s seat. The fuse box contains
most of the electrical system fuses and relays.
Located on the inside of the fuse boxes cover
is a fuse block diagram showing which circuit
is protected by which fuse or relay. Spare
fuses and a fuse removal tool are also
included in the fuse box. If a fuse needs to be
replaced and a spare fuse from the fuse box is 3509
used, replace the fuse with an appropriate
sized blade type of automotive fuse. Figure 13 – Main Fuses
Also located in the in the main electrical wiring

is a 30 A line fuse in a separate holder. This
fuse is an automotive style fuse that can be
inspected after removing the fuse holder
cover. If this fuse has blown, it can be
changed by removing the fuse and replacing it
with a new fuse of equal value.
3506
Figure 12 – Fuse Block

3508
Shock Hazard – Disconnect both cables Figure 14 – 30A Line Fuse

from the battery before proceeding with
changing either of the main line fuses if The main schematic on the next page shows
either of these main fuses have blown, or the fuse block and indicates which fuse size
need to be changed. (Figure 15) is used for each of the circuits on
the wheel loader.
Located on the fuse block (1 and 2, Figure 13)
are two high amperage line fuses. If the
engine starter does not engage, or if the entire
electrical system does not function, inspect
these fuses. A close inspection of these fuses
will show if one or both fuses have blown and
need to be replaced. Replacement fuses are
located along the bottom edge of the fuse
block.

3510
Figure 15 – Fuse Block Electrical Schematic

Fuses are used to protect the circuit when a 14 relays are used in this machine and six for
short circuit or over current situations happen. the power-supply system to control different
Automotive style blade fuses and bolt-in fuses circuits. The six relays include,
are used in the machine power-supply  Power-supply relay K1, K2, K3, K4,
system. The current for the bolt-in main fuses  Gear/start interlock relay K11 and
is 80 A.. The automotive style fuses include  Work relay K14 for P position of start
30A, 20A, 15A, 10A ,7.5A, and 5A fuses, switch.
which are used to protect the branch circuits.
When the fuse box is energized, if a fuse has Relay specifications and schematic is
blown, an inspection of the fuse will show provided on each of the relay housings. Figure
which one has failed. 15 shows a normal relay, its connection pins,
and a basic electrical schematic for the relay.
The normal open contact for the rated current

Shock Hazard – Disconnect both cables of this relay contact circuit is 30A, and the
from the battery before proceeding with normal closed contact is 10A.
changing the pre-heat system line fuse.
These relays are a normally closed variety.
The engine pre-heat system is protected by its When a voltage of +24 V is applied to the
own 150A fuse. If the pre-heat system does relay coil, the electromagnetic force from the
not work, check this line fuse to determine if it energized coil attracts the magnet inside the
has blown. Make sure to replace this line fuse relay to open the contact, turning off the relay.
with a fuse of equal type and value.
A normally open relay is used to control the
starting circuit in this machine. This is the K5
If the new fuse blows immediately after it is start relay in the main electrical schematic.
When 24 VAC is applied to this relay when the
installed, the circuit needs to be checked for
ignition switch is rotated to the START
the cause of the short circuit.
position. This voltage causes the coil to close
the relay, energizing the starter circuit.
Relays Specifications and the relay schematic are
provided on the relay housing, as shown in
Figure 17.
3513
Figure 17 – Basic Relay Information on case

3514
Figure 16 – Basic Electrical Relay

Test Procedure Alternator
1. Remove the relay from the relay
holder. The alternator supplied for this machine is
2. Turn the digital VOM to 2KΩ range at attached to the CUMMINS diesel engine
Ω position. assembly. Its voltage and current is 24V/70A.
3. Connect the red probe of the VOM to This alternator has a built-in electronic voltage
terminal 86 or 1 and the black probe to regulator. This manual will provide some
terminal basic tests for the alternator, but more
85 or 2. detailed information can be found in the
(a) As to relay 31B0095, the engine service manual.
reading in the VOM should be
about "255".
(b) As to 31B0113 relay, the
reading in the VOM should be
about "155"
4. Turn the VOM to 200Ω range at Ω
position.
5. Connect one probe of the VOM to
terminal "30" or “5” of the relay, and
another one to terminal "87" or “3”.
The reading in the VOM should be "1".
Move the probe from terminal "87" to
terminal "87A" or “4”, the reading in
the VOM should be "0".
6. Connect the positive pole of the +24V
power supply to terminal "86" or “1”
and the negative pole to terminal "85"
or “2”; meanwhile, connect one probe
of the VOM to terminal "30" of the 3515
relay, and another one to terminal "87"
or “3”, the reading in the VOM should Figure 18 - Alternator
be "0". Move the probe for terminal
"87" to terminal "87A" or “4”, the There are 3 terminals for the alternator,
reading in the VOM should be "1". Battery Positive, Ground, and Indicator Lamp
(See
After finish these tests, if the reading in the Figure 18). The alternator is the main power-
VOM is the same with that described in the supply generator for the machine. It converts
above steps, then the relay is good. If testing the diesel engine power into electrical energy
indicates that there is damage to the open for all the electrical systems, and charges the
contact or the closed contact, replace the batteries.
relay.
Note: When testing relay 31B0113, it is

unnecessary to check terminal "87a".

3517
3516 Figure 20 – Alternator Schematic
Figure 19 – Alternator Electrical Connections Work Principle
The alternator and battery set compose the
The alternator is composed of rotator, stator,
power supply system of the machine. Before engine belt and pulley, fan, front and rear end
starting the diesel engine, batteries supply
caps and electrical brushes. Generally, the
electricity for the electrical systems on the excitation winding circles on the rotator. The
machine, but after starting the engine, the stators are presented in the schematic in the
alternator will supply the needed electricity to
triangular shape and produces AC electrical
all electrical systems. When the energy power. The rectifier converts the AC power to
provided by the alternator cannot meet the
DC power for use on the machine.
need of systems, both the alternator and
batteries will supply power at the same time. 1. When the direct current acts on both
Figure 20 shows the basic electrical sides of FIELD COIL, a magnetic field
schematic for the alternator on this machine. will be produced from the current.
When the alternator is being rotated
by the diesel engine, the magnetic
field is rotating with the rotator,
creating an alternating current, or AC
current. Under the effect of rotating
magnetic field, the three phrase
symmetric winding of the stator will
produce three-phrase sine electro-
dynamic force which has the same
frequency and amplitude.

2. The AC electrical power is converted 2. Turn on the disconnect switch of the
or “Rectified” to direct current, or DC machine. Do not start the diesel
power, by conduction function of the engine. Connect the red probe of the
silicon diode. At any moment, only the VOM to the positive terminal of the
positive diode which has highest alternator, the black probe to "Ground"
potential and connects with the one- terminal of the alternator. Keep a
phrase winding is conducting; also, record of the VOM reading. The
only the negative diode which has normal reading should be between
lowest potential and connects with "24" and "26".
one-phrase winding is conducting. In 3. Start the diesel engine. The test
this way, the six diodes conduct in methods are the same with the
turn, producing a stable direct current instruction in step 2. Record the
(DC) voltage. reading in the VOM again. The
reading should higher than that in step
3. The terminal voltage of the alternator 2, which indicates that the alternator is
is proportional to the engine speed. working normally.
Therefore, the terminal voltage will
change as the engine rotates at The above-mentioned steps should be carried
different speeds. The alternator is out when the machine is in an “unloaded
equipped with a voltage regulator to condition”. (Unloaded condition means that all
maintain a constant voltage level. of the electrical components are turned off
when rotating the ignition switch.)
If the reading on the VOM does not change

Shock Hazard – During the operation of after Step 2 and Step 3, turn off the ignition
diesel engine, do not allow any metal tools switch and check the engine again according
or other metal conductors contact the to the following steps:
battery positive terminal, or to the Ground 1. Check the alternator drive belt
terminal of the alternator. A high amperage according to the instructions in engine
short circuit can cause a serious electrical service manual. If it is loose, adjust it.
shock or burn. 2. Check the connection of the cable on
the alternator terminals. If they are
loose, tighten them.
Without batteries connected to the machine, If it still does not work after the tests, please
do not allow the engine to supply electrical refer to the engine service manual.
power for only the electrical components.
Test Procedure
Do not remove the alternator from the to

check its operating condition. It should remain
connected on the machine during all testing
procedures.
The following testing should not be performed

on the alternator if the battery charge is low,
or if the battery voltage reaches 28V.
1. Turn the digital VOM to 200 V range at

its voltage position.

Start Motor teeth on the engine flywheel. As the starter
motor rotates, it rotates the flywheel, starting
The starter motor is a main component of the the engine.
CUMMINS diesel engine. The starter is a 24V/
5.8KW electric motor. See Figure 21. When the ignition key is released, it rotates
back to the II position, the starter solenoid is
de-energized and returns to its normally open
condition. Electrical power stops flowing to
the starter motor. The Bendix is de-
energized, retracting the yoke and pulling the
starter drive gear away from the engine
flywheel. The starter motor also stops
spinning.
3519
Figure 22 – Engine Starter Motor
Schematic of the start motor

3518
Figure 21 – Starter Motor

 Shock Hazard – Disconnect both
Work Principle cables from the battery before
proceeding with servicing of the
The starter motor is composed of an Bendix starter motor.
(1, Figure 22), direct current motor (5, Figure
22), yoke (3, Figure 22) and drive gear. The  Keep the power leads away from
Bendix is controlled by the starter contact. the fuel lines.
When the ignition switch is turned to III
position (start position), the starter solenoid
closes. When the starter solenoid closes, full
battery power flows to the starter motor, and
activates the starter motor. At the same time,
the battery power flows through the Bendix,
which is an electro-magnet. The Bendix
moves the yoke assembly, which moves the
starter drive gear outwards, engaging the gear

Test Procedure
Evaluate the starter motor for normal

operation from its running noise. When the
starter switch is turned to III position (start)
position,
 if the starter does not engage the

engine,
 if there is no activation noise,
 or if the engine does not start,
Check the starter motor and the starting

circuit. Do not remove the start motor for
checking. Ensure that the parking brake is
engaged and the travel control lever is in the
Neutral position. The starter switch will not 3520
remain in the III position (START) for a long
time due to its auto-reposition function, Figure 23 – Starter Motor Components
therefore, an assistant may be needed to help
to check the starter motor.
1. Turn the digital VOM to 50V range at Sometimes the starter motor spins when the
its voltage position. ignition switch is rotated to III position, but the
2. Turn the ignition switch to III (START) engine does not start. One possible reason
position until Step 2 is finished. may be from an abnormal engagement of the
Connect the black probe of the VOM drive gear inside the start motor, or the
to any metal units on the frame, the injection pump of the engine has trouble or
red probe to the big contact terminal of other troubles in the engine. See the engine
the start motor (See Figure 23)). service manual for more detailed starter motor
Reading on the VOM should be about service procedures.
"24". If the starter motor has no
response even though the reading is
correct, then the starter motor has
failed. If the reading is incorrect,
continue to Step 3.
3. Turn the ignition switch to III (start)

position again; hold the ignition switch
until Step 3 is finished. Connect the
black probe of the VOM to any metal
units on the frame, the red probe to
SWITCH TERMINAL on the start
motor (See Figure 23). Reading in the
VOM should be about "24". If the
starter motor has no response even
though the reading is correct, then the
starter motor has failed. If the reading
is incorrect, check the circuits that
control the starter motor. See the
engine service manual for more
detailed starter motor service
procedures.

Disconnect Switch  Do not turn the disconnect switch off
during operation of the machine, or it
will result in serious damage to the
machines electronic system.
 It is important to shut off the engine
 Shock Hazard – Disconnect both first, and then turn the main
cables from the battery before disconnect switch to the OFF position.
proceeding with servicing of the
 Turn the main disconnect switch on,
main power disconnect switch.
and then rotate the ignition switch to
start the machines engine.
 Keep the power leads away from
 Turn the disconnect switch OFF when
the fuel lines.
connecting the battery cables,
tightening the battery cable terminals
The disconnect switch (Figure 24) is used to
or removing the battery cables.
control the connection between battery
 Turn off the disconnect switch when
negative pole and frame of the machine.
welding on the machine.
When the disconnect switch is at "O" (OFF)
position, the power supply of the machine is
shut off. The electrical components cannot Test Procedure
work even though the ignition switch is turned
on. When the disconnect switch is at "I" (On)
position, the negative pole of the power supply  Shock Hazard – Disconnect both
is energized. Then the connection between cables from the battery before
the electrical components and the power proceeding with servicing of the
supply can be controlled by the ignition switch, main power disconnect switch.
and the engine can now be started.
 Keep the power leads away from
the fuel lines.
1. Remove the cables that connect to the

disconnect switch.
2. Turn the digital VOM to 200 Ω range
at Ω position.
3. Turn the main disconnect switch to I
position according to the symbol.
Connect the two probes of the VOM
respectively to the two terminals on
the back of the disconnect switch.
Reading in the VOM should be "0".
3521 4. Turn the disconnect switch to O
position. Connect the two probes of
Figure 24 – Main Power Disconnect Switch the VOM respectively to the two
terminals on the back of the
disconnect switch. Reading in the
VOM should be "1".
 Turn off the electrical disconnect
switch after daily work has been If reading on the VOM is the same with the
completed. With the disconnect switch above-mentioned value after finishing these
in the ON position, electrical service inspection steps, we can presume that
components left on when the engine the disconnect switch is in good operating
has been shut off may drain the condition. If the inner contact (plate) of the
battery. disconnect switch is abraded seriously, do not
use the above checking steps.

 Never over charge a lead acid
Battery battery.
 Only replenish fluid with distilled
water.
Two 12 V batteries are connected in series to  Emergency wash stations should
produce the 24 V power supply for this be located near lead-acid battery
machine. The rated capacity of the battery is storage and charging areas.
120 Ah, and the starting current at low  Lead-acid storage and charging
temperature is 850 Cold Cranking Amps. With areas should be posted with
the batteries connected in series the electrical "Flammable - No Smoking" signs.
system can supply a high current level for  Wear a protective face guard and
short periods of time, such as starting the gloves when filling the battery. Only
engine. The batteries also function as a large refill distilled water or pure water to
capacitor which can absorb the overvoltage the battery which is fully charged.
that could happen at any time in the circuit in Do not use tap water, battery acid,
order to protect all the electrical components or any other liquid to fill the battery.
of the machine.  Do not charge the machine
batteries when they are connected
in series.
Battery Check
Testing for Electrolyte Density
After the battery has charged, use a

hygrometer to test each of the cells. The
hygrometer (1, Figure 26), tests the
specific gravity of the electrolyte within
each cell of the battery. If the electrolyte
3522
reaches the red section of the hygrometer,
it indicates the battery power is insufficient
Figure 25 - Battery
and needs to be recharged. If it moves to
the green section, it indicates the battery
has power and can still be used. If the
EXPLOSION HAZARD - Prevent open level moves to the yellow section, the
flames, sparks or electric arcs in battery power is sufficient.
charging areas, and charge the
batteries in well ventilated locations.
If acid gets into your eyes, flush

immediately with water for 15 minutes,
and then promptly seek medical
attention.
 If acid gets on your skin, rinse the
affected area immediately with
large amounts of water. Seek
medical attention if the chemical
1074
burns appears to be a second
degree or greater. Figure 26 – Hygrometer Testing

Battery—Charge
Charge the battery if the hydrometer if the When battery temperature exceeds 50° C
hygrometer reads in either the red or yellow (122° F), stop charging temporarily until
reading areas. the temperature falls below 40° C (104°
F), or reduce the charging current, drop
Over-discharged Battery down temperature to ensure the normal
temperature for the battery.
1. Turn the main power disconnect

If the hygrometer shows that the battery switch to the O position and turn the
power is less than 20%, recharge the start switch to O position; then remove
battery. the ignition key.
2. Remove the battery from the machine.

If a battery has been fully discharged, or When removing the battery,
over-discharged, a lead sulfate layer may disconnect the negative cable first and
produce at the positive terminal and then disconnect the positive cable.
negative terminal on battery. This coating
on the terminals within the battery can 3. Clean the battery terminals and
make charging difficult. Sometimes, surface with a clean cloth. Remove
the oxide on the surface.
severe over-discharge may cause a
polarity change in the battery, making the 4. Under normal room temperature,
battery unusable. Repeatedly over- connect the positive pole (+) clamp of
discharging the battery can shorten the the charger to the position terminal (+)
battery service life. of the battery; the negative pole (-)
clamp of the charger to the negative
Over-charged Battery terminal (-) of the battery. Make sure
Over-charging of the battery may cause that the battery terminals are clean
excessive electrolyte electrolysis and the charge circuit is at good
(separation of hydrogen gas and oxygen). connection.
These gasses will exit the battery through
5. Charge the battery until the
the vent caps and can accumulate around hydrometer test of the battery reads in
the battery, creating an explosion hazard. the green area. A green hydrometer
Make sure that the battery charging area indicates that the battery is fully
is well ventilated. charged. NOTE: Most battery
chargers will automatically shut off
after the battery has been fully
Over charging the battery can also
charged. If the charger being used
increase the battery temperature. An does not automatically shut off,
overheated battery will cause greater monitor the charging process to make
levels of electrolysis, and will cause higher sure that the battery does not over
evaporation of the water in the battery. It charge.
is recommended to utilize a thermometer
(2, Figure 26) while charging the battery.

6. When the battery discharge is severe, 6. Check the battery cables to make sure
the battery may not fully charge or that they are tightly connected to the
retain a full charge. The battery battery terminals. If they are loose,
charge current can resume step by turn the main power disconnect to the
step along with the charge process. It OFF position before tightening the
may take about 14 hours for charging cable clamps.
the battery.
7. Make sure that no loose metal or tools
7. During charging, if the battery make contact with the battery
temperature exceeds 50° C (122° F), terminals.
stop charging the battery until the
battery temperature drops down to Test Procedure
room temperature, halve the current,
and keep charging. The machine is on flat level ground, the
parking brake has been set, and the shift
8. Check the hydrometer state once per control lever is in the Neutral position. The
hour during the charging process. hydrometer test of the battery reads in the
Stop charging when the hydrometer green area. Doing the following testing steps
test reading is in the green portion of needs an associate's help. NOTE: These tests
the hygrometer. will be done with the batteries connected in
series.
Notice of Operation
1. Turn the disconnect switch to O
1. All use or charging of the battery must position.
comply with the warning label
requirements shown on the surface of 2. Adjust the digital VOM to 200V range
the battery. of voltage function.
2. Do not use different type or brand 3. Connect the red probe of the VOM to
batteries when they are connected in the positive terminal of one battery
series. and connect the black probe to the
negative terminal of the other battery.
3. Do not use batteries with different Pay attention not to contact the cable
rated voltages when they are terminals. The digital VOM reading
connected in series. should read between 24V and 31V.
4. Turn off the disconnect switch before 4. Leave the VOM probes connected to
attaching or removing the battery the batteries as in Step 3. Have an
cables. Attach the positive cables first, assistant turn the main power
then the negative cables. When disconnect switch to the I, or ON
removing the battery, remove the position. Rotate the ignition switch to
negative cables first, and then the the START position and start the
positive cables. engine.
5. The battery must be securely clamped 5. The digital reading should be between
down during machine operation to 20V and 24V when the starter motor
prevent bouncing or movement. has turned the engine over and it has
just started running, and the VOM
should return to the reading described
in Step 3 after the diesel engine
started running.

The batteries are good if the above steps can 1-B Starting the diesel engine
be finished, the engine can be started
successfully, and the battery set voltage does The following components are needed for
not drop below the minimums shown in Step starting the diesel engine on the machine:
5. If the above steps couldn't be finished, or if
the voltage readings are less than those 1. Diesel engine ECM
shown above, continue with the following 2. Power supply disconnect switch
testing steps: 3. Battery
4. Ignition switch
1. Remove all the connection cables 5. Starter motor
from the batteries, completely 6. Power supply contactor
separating the two batteries at this 7. Starter contactor
time. 8. Neutral/start interlock relay
9. Diode group
2. Adjust the digital VOM to 200V voltage 10. Fuse
range.
1-C Power supply of all the electro-devices
3. Connect the red probe of the VOM to on the machine
the positive terminal of one battery,
connect the black probe to the The following components are needed to
negative terminal of the same battery, supply electrical power of all the components
the digital VOM reading should be on the machine after starting the diesel
about 12-16V. engine:
4. Check the other battery according to 1. Disconnect switch

step 3, the reading is the same with 2. Battery
step 3. Replace the battery if the 3. Ignition switch
testing shows a voltage lower than the 4. Fuses and relays
recommended reading. 5. Power supply contactor
6. Diode group
Function Operation 7. Alternator
The power supply system controls the
The battery supplies power separately, which
following functions:
will be changed after starting the diesel
engine. When the engine is running, the
1-A Turn on the power supply
alternator will be the main power supply to the
machine.
The following components are needed for
realizing turning on the power supply:
1. Disconnect switch
2. Battery
3. Start switch
4. Fuses and relays
5. Power supply contactor
6. Diode group

1-D Ignition switch P terminal supplies devices in the same step, for example, B1;
power B2; B3 etc..
The following components are needed for The experienced service personnel can test
activating the ignition switch P terminal. the system faults according to the evaluation
steps in the sub-section electrical schematics
1. Disconnect switch shown in this section.
2. Battery
3. Start switch
4. Fuse
5. P work relay
6. Diode group
The P terminal on the ignition switch supplies

power which is used when the machine
engine is not running. Turn the start switch left
to P position to turn on the electrical
components, including the radio, hazard
flashers (front-rear L/R turning indicators),
dome light, rotating beacon, horn. Their power
supply comes from the battery, with long term
use of these items without the engine running
will drain the battery.
1-E Power supply of the electrical lift

system
The following components are needed for

activating the power supply of the electrical lift
system:
1. Disconnect switch
2. Battery
3. Breaker
4. Fuse
The electrical lift system is the only

component that can activate the lift function
without going through the control of the
ignition switch.
Troubleshooting
In this section, the description of the fault
diagnosis and test methods of the electrical
system is focused on the functions introduced
in Function Operation section. Other faults are
routine.
The function operation devices will be marked

according to step A or B in the principle
schematic. Sign step + No. on the operation

3523
Figure 27 – Principle Electrical Schematic

3524
Figure 28 – Ignition Switch Power Circuits

1-A Principle of Machine Power through K14 NC contact → terminal
Supply 30 → wire 402 → the fuse panel,
supplies power to the corresponding
Step A: electric components through 10A fuse,
electrical horn, radio, flash relay;
As shown in the Principle Electrical Schematic supplies power to the corresponding
(Figure 27), when the disconnect switch is at electric components through 5A fuse,
"I" position, it can be read from the rotation beacon, dome light. All of the
schematics: above mentioned electric components
are fully energized, and can work by
1. Wire 100 was drew from the battery turning on the corresponding switch.
positive pole→XH4 connector→XA4
connector→80A fuse, the voltage is 2. One way voltage passes wire
divided into two ways, one way 120→terminal 86 of K1 main relay
passes wire 176 and reaches K1, K2, 1→the relay winding → wire 212 →
K3, K4 power relay. The other way ground, which forms the current loop.
passes wire 177→XH4 K1 main relay works, its NO contact
connector→XA4 connector, connects closes. The voltage reached K1
to alternator terminal for alternator through wire 176 in step A arrived wire
excitation. 185 through K1 NO contact, and
reaches the fuse panel and supplies
2. At the same time, the voltage passes power to the following branch circuit
wire 176 and reaches terminal 87 of fuses. Branch circuit fuses controlled
K14 start switch P work relay. by K1 relay are: secondary steering
10A, parking brake 5A, grid heating
relay 10A, instrument 5A, centralized
3. Wire 100→XH4 connector→third
branch circuit of XA4 connector→ lubrication system10A, shift control
fuse→5A engine indicator fuse→wire system 7.5A, bucket positioner 5A,
boom shocker 5A, stabilized power
121, enters into engine system.10A
supply 10A, the counterweight system
start switch fuse→wire 111→XA5
5A, start switch power supply 5A,
connector→XY1 connector→terminal
cooling control 5A. K1 relay will supply
30 of start switch, prepares for the
work of start switch. power to the corresponding electric
components by the branch circuit
fuses.
Step B:
3. One way voltage passes wire 120 →
When the operator turns on the start switch terminal 86 of K2 main relay 2 → the
and turns it to "I" position, the voltage which relay winding → wire 212 → ground,
which forms the current loop. K2 main
reaches terminal 30 is divided into 5 ways
through terminal 15 → wire 120 → XY1 relay works, its NO contact closes.
The voltage reached K1 through wire
connector → XA2 connector. As shown in
Figures 27 and 28. 176 in step A arrived wire 186 through
K1 NO contact, and reaches the fuse
1. One way voltage enters into the diode panel and supplies power to the
following branch circuit fuses. Branch
through wire 120 → terminal 86 of K14
circuit fuses controlled by K2 relay
start switch P work relay → the relay
are: A/C 20A, A/C 5A, wiper 20A,
winding → wire 212 → ground, which
forms the current loop. K14 start lighter 10A. K2 relay will supply power
to the corresponding electro-devices
switch P work relay works, its NO
by the branch circuit fuses.
contact closes, its NC contact opens.
The voltage reached 87 terminal of
K14 start switch P work relay in step A

4. One way voltage passes wire 120 → 1. The shift control unit supplies power to
terminal 86 of K3 main relay → the wire 584 when the shift control lever is
relay winding → wire 212 → ground, at NEUTRAL state, the voltage forms
which forms the current loop. K3 main current loop through wire 584→XA5
relay works, its NO contact closes. connector → terminal 86 of K11 gear
The voltage reached K1 through wire start interlock relay → relay winding →
176 in step A arrived wire 187 through wire 212→ground, K11 gear start
K1 NO contact, and reaches the fuse interlock relay works, its NO contact
panel and supplies power to the closes.
following branch circuit fuses. Branch
circuit fuses controlled by K3 relay 2. The voltage forms current loop from
are: backup alarm 10A, brake light terminal 87 of K11 gear start interlock
10A, electric seat 5A, positioner light relay → terminal 30 of K11 gear start
10A, front floodlight 15A, rearview interlock relay → wire 182 → terminal
system 10A. K3 relay will supply 86 of K start relay → relay winding →
power to the corresponding electro- wire 212 → ground, K5 start relay
devices by the branch circuit fuses. works, its NO contact closes. The
voltage reached K5 through terminal
5. One way voltage passes wire 120 → 176 in step A, reaches terminal 183
terminal 86 of K4 main relay → the through K5 NO contact → XA3
relay winding → wire 212 → ground, connector → XH3 connector →
which forms the current loop. K4 main terminal 50 of start motor induction
relay works, its NO contact closes. switch control terminal → ground,
The voltage reached K1 through wire forms current loop, its NO contact
176 in step A arrived wire 188 through closes, the starter motor works,
K1 NO contact, and reaches the fuse starting the engine.
panel and supplies power to the
following branch circuit fuses. Branch 1-A-F1 Main Component Power
circuit fuses controlled by K4 relay Supply Fault Test Procedure
are: work light 20A, rear floodlight
15A, and the defroster 20A. K4 relay The flow chart (Figure 29) on the next page
will supply power to the corresponding and procedures present the testing sequence
electro-devices by the branch circuit for the main components.
fuses.
Step C:
The engine can be started when the operator

turns the start switch to "III" position. The
voltage reached terminal 30 of the start switch
passes terminal 17 terminal → wire 180 →
XY1 connector → XA5 connector → terminal
87 of K11 gear start interlock relay. As shown
in above illustration.

Figure 29: Main Component Power Supply Fault Test Procedure

Fault Definition:
Step 2. Listen to the activation sound of
Turn the main power disconnect switch and the main power supply relay
the starter switch to I (ON) position, if each
instrument does not respond, the electrical 1. Turn the main power disconnect
components on the machine (except radio; switch and ignition switch to I position.
horn; flasher; beacon/doom lamp) don't
respond (i.e. - the light does not work when 2. Listen for the engaged sound (click) of
turn on the light switch; the wiper does not the main power supply relay under the
move when operating the wiper, etc). left side of driver seat in cab.
Step 1. Test the voltage of battery positive Conclusion:

terminal to ground.
If the result is OK, move to Step 3.
1. Adjust the digital VOM to 200 V range
of voltage function. If no sound is heard, move to Step 6.
2. Turn the main power disconnect Step 3. Test 80 A fuse blows.

switch to I (ON) position.
3. Open the battery box, and disconnect

the battery positive terminal. Connect Shock Hazard – Use extreme caution when
the red probe of the digital VOM to the testing the main fuses. Main battery
battery positive terminal, the black voltage and amperage will be available
probe to ground. during this procedure.
Test Result: 1. Turn the main power disconnect

switch and ignition switch to I position.
The reading of the digital VOM is between
24V and 31V. 2. Test the power across both main
fuses (1, 2, Figure 30) on the main
fuse panel.
Conclusion:
a. Set the digital VOM to the Ω
setting,
If the result does OK, move to Step 2.
b. Read the power across the
mounting screws of each fuse
If the result is not correct, test as follows:
1. First, make sure every cable

connection to the battery and the
machine ground of the main power
disconnect switch are good.
2. Then, measure the voltage between

the positive terminal and the negative
terminal of the battery. The battery is
low in power if the digital VOM reading
is the same as Step1; charge the
battery.
3. Otherwise, check the disconnect

switch to determine if it is damaged
according to the test methods
presented in the Main Component.

Step 5. Test 10A fuse of start switch for
failure
1. Open the main fuse panel, find the

10A Start Switch fuse and pull it out
and inspect it to determine if it has
blown. NOTE: A fuse panel layout
label is located on the inside of the
fuse panel cover.

3. If the fuse has blown, it couldn't be

judged, set the digital VOM to the Ω
3509 function to test the circuit according to
the Main Component section
Figure 30 – Main Power Fuses instructions.
Conclusion: Conclusion:
If the fuse blew, move to Step 13. If the fuse blew, move to Step 10.
If the fuse does not blow, move to Step 4. If the fuse didn’t blow, move to Step 6.
Step 4. Test No.176 wire connection Step 6. Test No.120 wire connection
voltage of main relay voltage of main relay winding terminal
1. Turn the main power disconnect 1. Turn the main power disconnect
switch and ignition switch to I position. switch and ignition switch to I position.
2. Set the digital VOM to 200V range of 2. Adjust the digital VOM to 200V range
voltage function. of voltage function.
3. Connect the red probe of the digital 3. Connect the red probe of the digital
VOM to No.176 wire on main relay, VOM to No.86 terminal of No.120 wire
the black probe to the machine on main relay, and the black probe to
ground. the machine ground.
Test result: Test Result:
The digital VOM reading is between 24V and The digital VOM reading is between 24V and
31V. 31V.
Conclusion: Conclusion:
If the result is OK, move to Step14. If the result is OK, please test the main relay
according to Main Component section
If the result is not OK, move to Step 5. instruction.
If the result is not OK, move to Step 7.

Step 7. Test No.111 wire connection Step 9. Test 30A start switch and start fuse
voltage of start switch for failure

Shock Hazard – Use extreme caution when
2. Adjust the digital VOM to 200V range testing the starter fuses. Main battery
of voltage function. voltage and amperage will be available
during this procedure.
3. Connect the red probe of the digital
VOM to No.111 wire connection 1. Turn the main power disconnect
terminal of ignition switch, the black switch and ignition switch to I position.
probe to the machine ground.
2. Test the power across the starter fuse
Test Result: on the main fuse panel.
a. Set the digital VOM to the Ω
The digital VOM reading is between 24V and setting,
31V. b. Read the power across the
mounting screws of the fuse
Conclusion:
Test Result:
If the result does OK, move to Step 11. The digital VOM reading is between 24V and
31V.
Step 8. Test No.100 wire connection

Conclusion:
voltage of start switch fuse
If the result does OK, there are two probable
1. Turn the main power disconnect causes.
switch and ignition switch to I position.  First, the line from No.100 wire
connection of starter motor to No.100
2. Adjust the digital VOM to 200V range wire connection of the fuse block has
of voltage function. a fault or the connector has loosened,
check them carefully.
3. Connect the red probe of the digital  Second, XH4 connector has failure,
VOM to No.100 wire connection pull out and insert over again. Pull the
terminal of the ignition switch fuse, the wire connecting with the XH4
black probe to the machine ground. connector slightly by hand in order to
judge whether the inside connector
Test Result: has loosened, and replace the
connector if it has loosened. If the
result is not OK, the positive cable
The digital VOM reading is between 24V and
connection to the battery has
31V.
loosened.
Conclusion:
If the result is OK, the line from the fuse to

start switch has failed or the connector has
loosened.

Step 10. Test voltage of wire No. 102 to Step 12. Replace 60A main fuse of the
fuse electronic centralized box

Shock Hazard – Use extreme caution when
2. Adjust the digital VOM to 200V range testing the main fuses. Main battery
of voltage function. voltage and amperage will be available
during this procedure.
VOM to No.102 wire connection 1. Replace 60A fuse.
terminal of ignition switch, and the
black probe to the machine ground. 2. Turn the main power disconnect
switch to I position.
Conclusion:
3. Turn the ignition switch to I position.
If the fuse blew, the line has a short circuit
fault. Test it according to 1-A-F3 test method. Conclusion:
If the fuse does not blow, there is not fault. If the fuse blows, the line has short circuit
fault, test it according to 1-A-F3 test method.
Step 11. Test No.120 wire grounding
voltage of start switch If the fuse does not blow, there is not fault.
1. Turn the main power disconnect Step13. Test the connection terminal
switch and ignition switch to I position. voltage of fuse panel
2. Adjust the digital VOM to 200V range 1. Turn the main power disconnect
of voltage function. switch and ignition switch to I position.
3. Connect the red probe of the digital 2. Adjust the digital VOM to 200V range
VOM to No.120 wire connection of voltage function.
terminal of ignition switch, and the
black probe to the machine ground. 3. Connect the red probe of the digital
VOM to the connection terminal of the
Test Result: fuse panel, and the black probe to the
machine ground.
31V. Test Result:
Conclusion: The digital VOM reading is between 24V and

31V.
If the result is OK, the line from No.120 wire
connection of start switch to No.120 wire Conclusion:
connection of start switch fuse has a fault.
If the result is OK, there may be an open
If the result is not OK, check the ignition circuit inside the main fuse panel, replace the
switch according to the Main Component fuse panel.
section instructions, and replace it if it is
damaged. If the result is not OK, test K1, K2, K3 and K4
main relays according to Main Component
section instruction. Replace them if they are
damaged.

1-A-F2 Electro-devices Power Supply Fault Test Procedure
Fault Definition: Step 1. Test the condition of other

electronic components.
Turn the main power disconnect switch and
ignition switch to I position. Turn on the 1. Turn the main power disconnect
switches for the radio, horn, hazard flasher, switch and ignition switch to I position.
rotating beacon and dome light, their
corresponding components don't respond. 2. Turn on the other component switches
Except for these components, the other (e.g. the front floodlight switch, A/C
electrical components on the machine work switch) except for the radio, horn,
normally. hazard flasher, rotating beacon and
dome light, and determine whether
The power supply used in test 1-A-F1 is these components can work.
different from this step. Inside the fuse box,
different fuses are used to supply power. Conclusion:
Therefore, if there is power supply fault for
these components after the ignition switch is If the components work, please turn to step 2.
turned on, the power supply used for these
components needs to be determined, and if it If the components don’t work, test them
is the fuse panel power supply that has failed, according to 1-A-F1 test steps.
refer to 1-A-F1 fault test steps.

Step 2. Test the condition of K14 start Step 4. Test No.176 wire connection
switch P work relay. voltage of K14 start switch P work relay
contact terminal.
1. Rotate the main power disconnect
switch to the I position. 1. Adjust the digital VOM to 200 V range
of voltage function.
2. Open the electronic fuse box and
locate the K14 starter switch P work 2. Open the electronics fuse panel, and
relay. pull out K14 ignition switch P work
relay.
3. Turn the ignition switch to the I
position. While turning the ignition 3. Turn the main power disconnect
switch on and off, touch the case of switch and ignition switch to I position.
the K14 relay to try to feel the contact
movement. 4. Find No.176 wire connection of K14
start switch P work relay contact
Conclusion: terminal. Insert the red probe of the
digital VOM into No.100 wire
If the result is OK, move to Step 3. connector on the back side of the
relay base. Connect the black probe to
If the result is not OK, move to Step 5. the machine ground.
Step 3. Test No.402 wire connection Test Result:

voltage of K14 start switch P work relay
contact terminal. The digital VOM reading is between 24V and
31V.
switch and ignition switch to I position. Conclusion:
2. Adjust the digital VOM to 200V range If the result is OK, check or eliminate the line
of voltage function. fault from No.176 wire connection of K14start
switch P work relay to that of the wiring
3. Open the fuse panel. harness in the cab.
4. Find the fuse locations for the radio, If the result is not OK, please check K14 start
horn, flasher, rotating beacon and switch P work relay according to Main
dome light, insert the red probe into Component section instruction. Replace it if it
the fuse holder. Connect the black is damaged.
probe to the machine ground.
Step 5. Test the voltage between No.466
Test Result: wire and No.212 wire of K14 start switch P
work relay terminal.
31V. 1. Adjust the digital VOM to 200 V range
of voltage function.
Conclusion:
2. Open the electronics fuse panel, find
If the result is OK, check whether each branch K14 start switch P work relay and pull
fuse has blown. it out from the relay base.
If the result is not OK, move to Step 4. 3. Turn the main power disconnect

4. Insert the red probe of the digital VOM
into No.86 terminal (No.466 wire
connection) of the relay base, and
insert the black probe into No.85
terminal (No.212 wire connection) of
the relay base.
Test Result:

31V.
Conclusion:
If the result is OK, please check K14 ignition

switch P work relay according to Main
Component section instruction. Replace it if it
is damaged.
Step 6. Test No.212 wire grounding

condition of K14 start switch P work relay.

switch to the I position. Turn the
ignition switch to the O position.
2. Adjust the digital VOM to 200 Ω range.
3. Open the electronics fuse panel, find

K14 ignition switch P work relay, and
pull it out from the relay base. Insert
one probe of the digital VOM into
No.85 terminal (No.212 wire
connection) of the relay base. Connect
the black probe to the machine
ground.
Test Result:
The digital VOM reading is "0" Ω.
Conclusion:
If the result is OK, the test is finished.
If the result is not OK, check the ground line

and correct the ground fault.

1-A-F3 Engine Fault Test Procedure
Fault Phenomenon Definition: Test Result:

Turn the disconnect switch to I position, turn
The digital multimeter reading is between 24V
the start switch clockwise to III position, the
and 27V or not.
engine can't start.
Conclusion:
Step 1. Confirm whether the fault comes
from the main electro-devices power
If the result is YES, please turn to step 3.
supply
connection faults. If the result is NO, the battery electricity is not
enough, please replace the battery.
1. If it is the main electro-devices power
supply connection fault, please check the Step 3. Test No.183 wire voltage of start
fault according to 1-A-F1 about the main
motor terminal.
electro- devices power supply faults.
1. Turn the disconnect switch to I position.
2. If the main electro-devices power supply
can be connected, please turn to step 2.
2. Turn the start switch clockwise to III
position.
Step 2. Test whether the battery
electricity is 3. Adjust the digital multimeter to 200V range.
enough.
1. Turn the disconnect switch to O position. multimeter to No.183 wire of start motor
terminal, the black probe to the nearby
2. Adjust the digital multimeter to 200V range. machine housing (grounding).
multimeter to the positive terminal of the
battery, the black probe to the negative
terminal of the battery, and don't connect to
the connection cable terminal.

Test Result: 2. Turn the disconnect switch to I position.
3. Turn the start switch clockwise to I
The digital multimeter reading is between 24V position.
and 27V or not. 4. Adjust the digital multimeter to 200V
range.
Conclusion: 5. Connect the red probe of the digital
multimeter to No.86 terminal of original
If the result is NO, please turn to step4. Neutral/start interlock relay in the
centralized control box, the black probe
If the result is YES, perhaps the start motor to the nearby machine housing
has inner fault, please check the start motor (grounding).
according to Main component section
instruction. Test Result:
Step 4. Test start relay wire winding The digital multimeter reading is between 24V
voltage. and 27V or not.
1. Turn the disconnect switch to I position. Conclusion:

If the result is NO, please check the fault
position.
according to the shift control system service
manual.
3. Adjust the digital multimeter to 200V range.
If the result is YES, perhaps the Neutral/start
4. Connect the red probe of the digital interlock relay has inner fault, please check
multimeter to No.86 terminal of original start the fault according to Main Component
relay in the centralized control box, the section instruction, and replace the
black probe to the nearby machine housing Neutral/start interlock relay if it is damaged.
(grounding).
Step 6. Test No.30 terminal voltage of
Test Result: Neutral/ start interlock relay in the
centralized control box.
and 27V or not.
1. Pull out the Neutral/start relay from the
centralized control box.
Conclusion:
If the result is NO, please turn to step5.
If the result is YES, perhaps the start relay position.
has inner fault, please check the start relay
according to Main component section 4. Adjust the digital multimeter to 200V range.
instruction and replace the start relay if it is
damaged. 5. Connect the red probe of the digital
multimeter to No.30 terminal of original
Step 5. Test No.86 terminal voltage of Neutral/start interlock relay in the
Neutral/ start interlock relay in the centralized control box, the black probe to
centralized control box. the nearby machine housing (grounding).
1. Pull out the Neutral/start interlock relay from

the centralized control box.

Test Result:

and 27V or not.
Conclusion:
If the result is NO, please turn to step7.
If the result is YES, the test is finished.
Step 7. Test No.120 wire terminal voltage

of start switch.

position.
3. Adjust the digital multimeter to 200V range.

multimeter to No.120 wire terminal of start
switch, the black probe to the nearby
machine housing (grounding).
Test Result:

and 27V or not.
Conclusion:
If the result is NO, the start switch has inner

fault, please check the start switch according
to Main Component section instruction, and
replace the start switch if it is damaged.
If the result is YES, the test is finished.
NOTICE: If the fault couldn't be eliminated

according to above steps, please test by refer
to Chapter 3-Electrical Engine System in this
manual. The engine starting fault maybe the
mechanical failure, so please refer to the
engine system service manual if the fault still
exists after eliminating the electronic system
fault

Instrument System There are the engine coolant temperature
gauge, the torque converter oil temperature
gauge and the fuel level gauge on right side of
Introduction the instrument.
Attached to the dashboard is the multi-
function display. In addition, the display panel also has function
interfaces for optional alert and indicators. For
example, axle oil pressure alert, or a water in
fuel alert indicator. But these extended
function interfaces are not available for all III
series wheel loaders. Connection information
of these optional instrument displays can be
obtained from electronic principle drawing of
the III series wheel loaders. The sensor and
pressure switches connected to the
instrument system will be introduced in this
section.
3525
Figure 31 – Multi-Function Display
The instrument cluster contains 3 display

sections.
There are 18 alarms and indicators on the left

panel. These include the left turn indicator,
right turn
indicator, secondary steering running indicator
(optional), parking brake low pressure alert
indicator, service brake low pressure alert
indicator, steering system fault indicator,
charge indicator, hydraulic oil temperature
alert indicator, transmission oil pressure alert
indicator, Lubrication system fault alert
indicator (optional), hydraulic oil filter alert
indicator (optional), intake air filter alert
indicator (optional), lubrication running
indicator, front floodlight high beam indicator,
engine oil pressure alert indicator, engine
coolant level alert indicator, clutch cut-off
indicator, start state indicator, etc.
The lubrication fault alert indicator, hydraulic

oil temperature alert indicator, hydraulic oil
filter alert indicator, engine coolant level alert
indicators are not available for machine.
There are electronic diesel engine state

indicators, engine tachometer, and LCD
speedometer on the central instrument.

Main Components
It is recommended to disconnect the wiring
Instrument Panel connector to the multi-function display (1,
Figure 31) before doing any welding on the
machine. Voltage spikes that could be picked
up by the wiring harness in the machine
during welding can damage the multi-function
display.
3528
Figure 31 – Multi-function Display Connector
The instrument system can be divided into

microcontroller mode, input mode and output
mode etc. according to the function. The
control principle drawing as follows:
Buzzer Alert
The instrument system has an audible buzzer

alert. The buzzer will sound and an indicator
light will turn on when any of the fault
indicators have received a fault signal.
3526
 When a fault alert indicator flashes
Figure 30 – Display Interconnect Wiring and the buzzer sounds, the
machine has a severe fault and
The description of display signal source will be needs to be stopped immediately.
introduced in detail in fault test and service All machine operation must be
section. halted until the fault has been
identified and repaired.
The icons used on the instrument system
comply with the current ISO standards.  When a fault alert indicator flashes
but the buzzer does not sound, the
machine has a fault. The operator
should immediately stop all work,
but can drive the machine to the
service location

Parking
Temperature Sensor 30B054 brake low
NC 11.5 (1,670)
0 pressure
alert switch
Service
30B054 brake low
NC/NO 10 (1,450)
0 pressure
alert switch
Parking
30B054 brake clutch
NC 0.9 (130)
5 cut-off
3529 indicator
Parking
30B054 brake
Figure 32 – Engine Temperature Sensor 1 control
NO 7 (1,015)
switch
Work Principle Service
30B054 brake clutch
NO 1.5 (218)
The engine temperature sensor used on the 6 cut-off
engine in this machine is a contact and switch
30B054 Brake light
resistance type thermometer. The sensor 7 switch
NO 0.5 (72)
portion of the temperature sensor is in direct Transmissio
contact with the engine coolant. When the 30B013 n oil
NC 1.45 (210)
coolant temperature rises and exceeds the 2 pressure
limits designed into the temperature sensor, a alert switch
signal is sent to the multi-function display Secondary
30B029 steering
noting the over-temperature condition. More NO 0.6 (87)
1 running
detailed information on testing this sensor, switch
and its replacement can be found in the Steering
engine service manual. 30B029 system low
NC 0.6 (87)
2 pressure
Pressure Switch alert switch
In the table above, NC shows there is one

Pressure switches are used in this machine
group of contacts inside the pressure switch
for each system pressure alarm. Their
where the contact condition is NC (Normally
exteriors look very similar, but action values,
Closed) when the system is not pressurized.
pressure monitoring values and installation
NO (Normally Open) shows there is a group of
sizes are all different. When testing these
contacts inside the pressure switch that are
sensors, make sure to note the part numbers
NO (Normally Open) when the system is not
on each of the switches to determine which
pressurized. NC/NO shows there are two
sensor is being worked on.
groups contacts inside the pressure switch,
one is NO, the other one is NC.
The pressure switch table below lists all
pressure switch types and parameters. Refer
to this table when evaluating the sensor for an Work Principle
internal failure.
According to the different inner configurations,
the pressure switches are divided into two
Pressure Switch Parameter
categories, diaphragm type pressure switch
and piston type pressure switch. But how they
work is the same no matter the type.
Pressure
Part Contac Measureme
Name
No. t Type nt Rating
MPa (psi)

Steering system low pressure alert
switch
When the steering system low pressure

alert indicator turns on, the main fault alert
indicator lighten and the buzzer sounds,
immediately stop all machine use, start the
secondary steering pump and place the
3532 machine in the transport position and
shutoff the engine. Check the fault
Figure 33 – Pressure Switch Cut-away immediately, and only operate the machine
after the faults has been corrected.
1. Pressure switch connection
2. Dissepiments The steering system low pressure switch is a
3. Compression spring NC contact pressure switch. When the
4. Piston operator turns on the ignition switch and
5. Contact disc before the engine starts, the steering pump is
6. Contact not running and there is no pressure in the
7. Adjusting pole steering oil line. The steering system low
pressure alert switch closes, and the steering
As shown in Figure 33, the left side is the system low pressure alert indicator of the
diaphragm type pressure switch which has instrument system will turn on. When the
one group of NO contacts, and the right side operator starts the engine, the steering pump
is the piston type switch which has one group runs, steering oil line is pressurized and the
NC contacts. warning light turns off.
The measured medium acts on the pressure Secondary steering running switch
switch through the pressure switch connection
(1, Figure 33), the piston (4, Figure 33) will
drive the contact disc (5, Figure 33) if the
measured pressure is greater than the When the secondary steering running
pressure of the compression spring (3, Figure indicator turns on, the secondary steering
33), thereby closing the circuit contacts (6, pump will only function for 60 seconds.
Figure 33). The switch will open again if the Position the machine in the transport
measured pressure is less than the position, set the parking brake and shut off
compression spring. the engine. Do not operate the machine
until all steering system repairs have been
For the pressure switch of NC contacts, the completed.
function of the contacts is opposite.
The secondary steering running switch is NO
Regulate the pressure switch action pressure contact pressure switch. When a failure of the
by the adjustment screw (7, Figure 33). The main steering pump is noted, the control
monitored pressure of the pressure switch has system automatically starts the secondary
been adjusted at the factory, and should not steering pump and the secondary steering oil
be adjusted. line is pressurized and the NO contact of the
secondary steering switch closes. The
secondary steering running indicator in the
instrument system will turn on. The
secondary steering system can also be
manually started by pressing the switch on the
control panel in the cab.

3533
Figure 34 – System Monitors and Indicator Lights Signal Sources
Function Operation 2-B Torque converter oil temperature

gauge
The machine is equipped with a wide variety
of sensors and pressure switches in the The following electronic components are used
instrument system to monitor system for monitoring the torque converter oil
components (See Figure 34). The sensors temperature.
measure the system work information and
show them by gauges when the machine is 1. 5 A fuse
working. The pressure switches monitor the 2. Instrument system
systems normal work condition, and act when 3. Torque converter oil temperature
a system fault has been noted, triggering an sensor
alarm.
2-C Fuel level gauge
The following is a brief description of the
electronic monitoring systems on the machine. The following electronic components are used
for monitoring the fuel level.
2-A Engine coolant temperature gauge
1. 5 A fuse
The following electronic components are used 2. Instrument system
for monitoring the engine coolant temperature. 3. Fuel level sensor
1. 5 A fuse
2. Instrument system
3. Coolant temperature sensor

2-D Speed LCD 2-I Clutch cut-off indicator
The following electronic components are used There are other components that work in the
for monitoring the machine transport speed. clutch cutoff function, which will be introduced
in detail in Chapter 6 Parking Brake and
1. 5 A fuse Clutch Cut-off of this service manual.
3. ZF shift control system EST control The clutch cut-off indicator in this system
unit shows the state of wire No.600 of the ZF shift
control system. The clutch cut-off indicator will
2-E Engine speedometer turn on when the grounding voltage of No.600
wire is about +24 V, and the shift control
The following electronic components are used system executes the clutch cut-off function.
for monitoring the engine speed in RPM. The clutch cut-off indicator will go out when
the grounding voltage of No.600 wire is 0 V.
1. 5 A fuse
2. Instrument system The following electronic components are used
3. CUMMINS electrical diesel engine for monitoring the clutch cut-off indication.
ECM
1. 5 A fuse
2-F Turn left indicator 2. Instrument system
3. ZF shift control system
The following electronic components are used
for monitoring the left turn signal. 2-J Lubrication pump activation indicator
1. 5 A fuse When the lubrication pump is running the

2. 10 A FLASH fuse lubrication indicator will turn on. The following
3. Instrument system electronic components are used for monitoring
4. K15 flashing relay the lubrication system activation indication.
5. Combination switch
1. 5 A fuse
2-G Turn right indicator 2. Instrument system
3. Auto-return lubrication system
for monitoring the right turn signal. 2-K Secondary steering running indicator
1. 5 A fuse The following electronic components are used

2. 10 A FLASH fuse for monitoring the secondary steering
3. Instrument system activation indication.
4. K15 flashing relay
5. Combination switch 1. 5 A fuse
2-H Front floodlight high beam indicator 3. Secondary steering running switch

for monitoring the front floodlight high beam
use.
1. 5 A fuse
3. 10 A front floodlight fuse
4. Position light & front floodlight switch
5. Combination switch

2-L Steering system fault indicator 2-Q Transmission oil pressure alert
indicator
for monitoring the steering system fault The following electronic components are used
indication. for monitoring the transmission oil pressure
alert indication.
1. 5 A fuse
2. Instrument system 1. 5 A fuse
3. Steering system low pressure alert 2. Instrument system
switch 3. Transmission oil pressure alert switch
2-M Start state indicator 2-R Engine intake air filter alert indicator
The following electronic components are used The following electronic components are used
for monitoring the start state indication. for monitoring the engine intake air filter alert
indication.
1. 5 A fuse
2. Instrument system 1. 5 A fuse
3. Start motor 2. Instrument system
3. Engine intake air filter alert switch
2-N Parking brake low pressure alert
indicator 2-S Alternator charge indicator
The following electronic components are used The following electronic components are used
for monitoring the parking brake low pressure for monitoring the alternator charge indication.
alert indication.
1. 5 A fuse
1. 5 A fuse 2. Instrument system
2. Instrument system 3. Alternator
3. Parking brake low pressure alert 4. Battery
switch
2-T Buzzer
2-O Service brake low pressure indicator
The following electronic components are used for monitoring the buzzer sounding indication.
for monitoring the service brake low pressure
alert indication. 1. 5 A fuse
1. 5 A fuse 3. Mute switch
2. Instrument system 4. Buzzer
3. Service brake low pressure alert
switch 2-U Instrument system works normally
2-P Engine oil pressure alert indicator The following electronic components are used
for monitoring the instrument system normal
The following electronic components are used working indication.
for monitoring the engine oil pressure alert
indication. 1. 5 A fuse
1. 5 A fuse
3. Engine oil pressure alert switch

2-V Instrument system background
illumination

for monitoring the instrument system
background illumination.
1. 5 A fuse
3. Position light & front floodlight switch
3534
Figure 35 – Indicator Lights and Signal Sources
When turning the ignition switch to the ON position, but before the engine starts, the hydraulic,
brake, shift control systems don't have any pressure, and most of the alert indicators will flash (See
Figure 35). When the engine is started, and the system pressures are normal, these indicators will
go out one by one.
If during normal machine operation any of the indicator lights turn on and/or the warning buzzer
sounds, all machine operations must immediately be stopped and the problem investigated. Do not
use the machine until all operational problems have been identified and corrected.

Fault
Item Sign Fault point Remark
description
Start relay fault
The indicator does Neutral/start interlock
not turn on when the relay fault
engine starter motor ZF system fault
Engine starter motor
it working Start switch fault
indicator
Indicator damaged
The starter working Start motor fault
light does not go out Start relay fault
after engine starts
Check engine oil level See engine service
using the oil dipstick manual
Does engine oil pump
Engine oil
Alarm sounds during run normally
pressure
operation CUMMIUS electrical
alert indicator
system fault
Engine oil pressure
switch damage
Air filter blocked or
Intake air filter alert plugged, clean pre-filter
Alert
indicator and replace main air
filters.
Check the engine See engine service
coolant overflow bottle manual
for the proper coolant
Engine coolant level level. If the level is low,
Alert
alert indicator fill with the proper
water/coolant mix for
the ambient. See
engine service manual.
Check transmission oil Refer to
level using the Transmission
transmission oil service manual
Transmission oil
Alarm sounds during dipstick. Add
pressure alert
operation transmission oil if the
indicator
level is low.
Shift control valve fault
ZF system fault
Immediately stop Refer to Brake of
machine use. Check service manual
the brake fluid level in
Service brake alert Alarm sounds during the master cylinder. Fill
indicator operation as needed with
approved brake fluid.
Check brake fluid lines
to each axle for leaks.
Immediately stop Refer to Brake of
machine use. Check service manual
the brake fluid level in
Parking brake alert Alarm sounds during the master cylinder. Fill
indicator operation as needed with
approved brake fluid.
Check brake fluid lines
to each axle for leaks.
Engine is not running
properly
Steering system Alarm sounds during Steering pump
fault indicator operation damaged
Hydraulic line leaking

See engine service
The indicator does Engine damaged
manual
not turn on before
Line fault Troubleshoot line
Engine charge starting engine
The indicator damaged Replace display
indicator
The indicators don’t
See engine service
go out after starting Engine damaged
manual
engine
The indicator does Control mode of
not lighten when instrument system
Secondary steering engine goes out damages
running indicator abnormally or
steering pump
The indicator damages
damages

Troubleshooting

Pin Identification
Input Signal Table
Pin Wire
Function Outer signal source Signal control state
No No.
Lubrication system
1 Lubrication system output 305
fault alert indicator
Service brake alert Service brake low pressure See signal instructions
2 303
indicator alert switch in instrument system
Steering system low See signal instructions
5 Steering system fault 312
pressure alert switch in instrument system
Intake air filter alert See signal instructions
6 Intake air filter alert switch 310
indicator in instrument system
Parking brake alert Parking brake low pressure See signal instructions
7 300
indicator alert switch in instrument system
CUMMINS electrical ECM See signal instructions
9 Warning indicator 320
output in instrument system
Transmission oil Transmission oil pressure See signal instructions
10 307
pressure alert indicator alert switch in instrument system
13 Wait to start indicator 321
Hydraulic oil filter alert Hydraulic oil filter alert See signal instructions
14 308
indicator switch in instrument system
Engine charge See signal instructions
17 L terminal of engine output 800
18 Service indicator 322
Boom shock absorber Boom shock absorber See signal instructions
19 495
output switch in instrument system
ZF shift control system
20 Speed signal 705
output
Axle oil pressure alert Axle oil pressure alert See signal instructions
21 304
indicator switch in instrument system
22 Stop indicator 324
Fuel level sensor
23 Fuel level sensor signal 703
signal
Torque converter oil Torque converter oil
24 702
temperature sensor temperature sensor
Hydraulic oil
Hydraulic oil temperature See signal instructions
25 temperature alert 309
switch in instrument system
indicator
Front floodlight high See signal instructions
26 Combination switch 403
beam indicator in instrument system
LCD display shift & See signal instructions
28 LCD display shift switch 361
unit shift in instrument system
See signal instructions
29 Turn right indicator Combination switch 404
in instrument system
30 Turn left indicator Combination switch 405
No. 50 terminal of start See signal instructions
31 Start state indicator 407
motor in instrument system
Lubrication running See signal instructions
33 Lubrication system input 411
Parking brake clutch cut-off
34 Clutch cut-off indicator pressure switch and 600
parking brake button
Secondary steering Secondary steering running See signal instructions
35 408
running indicator switch in instrument system

Power Supply Signal Introduction Table
Pin Wire
No No.
Use it when instrument +24V IN from battery
4 Battery power +24V 121
returns power supply
+24V IN power supply
8 +24V IN 122
of instrument system
Instrument system
12 Ground 200
ground
+24V IN. light power
32 Instrument lights Gauge back light power 416
supply
16 RS232/RXD Communication interface 755
11 SAE J1939(+) Electrical ECM signal Electrical ECM 750
15 SAE J1939(-) Electrical ECM signal Electrical ECM 751
3 SAE J1939 SHIELD Electrical ECM signal Electrical ECM 752
Output Signal Introduction Table
Pin Wire
No No.
27 Buzzer output Buzzer 417
Secondary steering Secondary steering
36 409
output control relay

Instrument System Signals
Alert Signal Table
In/out In/out
Alert
Flash or signal level signal level
Item indicator Sign Remark
not at normal at alert
color
state state
Hang in the
Turn left indicator Green Flash Flash signal
air
Turn right Hang in the

Green Flash Flash signal
indicator air
Front floodlight
Hang in the
high beam Blue No +24V
air
indicator
Clutch cut-off Hang in the
Yellow No +24V
indicator air
Lubrication Hang in the

Green No +24V
running indicator air
Secondary
Hang in the
steering running Yellow No +24V
air
indicator
Steering system
Red No
fault indicator
Start state
Yellow No Ground +24V
indicator
Parking brake Hang in the

Red No Ground
alert indicator air
Service brake Hang in the

Red No Ground
alert indicator air
Engine oil
Hang in the
pressure alert Red No Ground
air
indicator
Transmission oil
Hang in the
pressure alert Red No Ground
air
indicator
Engine intake air
Hang in the
filter alert Red No Ground
air
indicator
Engine charge D+ terminal D+ terminal
Red No
indicator of engine of engine

In/out In/out
Alert
Flash or signal level signal level
Item indicator Sign Remark
not at normal at alert
color
state state
Hang in the
Stop indicator Red No Ground
air
Hang in the
Warning indicator Yellow No Ground
air
Maintenance Hang in the

Blue No Ground
indicator air
Wait to start Hang in the

White No Ground
indicator air
Instrument Signals
Indication Area Sensor

Item Connection Sign
Yellow area Green area Red area Part No. screw
thread
Torque
converter oil 40-60° C 60-130° C 130-150° C
30B0100 M14X1.5
temperature (104 – 140° F) (140 – 266° F) (266 – 302° F)
gauge
Fuel level gauge 1-0.2 0-0.2 30B0279
Scale Indication Area

Item Signal Source Sign Remarks
Normal area Red area
Engine Impulse signal comes from

0 – 25 Scale 25 – 30 Scale X 100 RPM
Tachometer engine ECM
LCD Display Area

Item Unit Signal Source
1 2 3 4
Impulse signal comes

Individual 1 digit after
Speedometer 0 – 25 Scale Radix point Km/h from transmission shift
digits radix point
control system

2-B-F Torque Converter Oil
Temperature Gauge Fault Test 1. Prepare a 10 m (11 ft.) lead by
Procedure stripping insulation from about 12 - 20
mm (1/2” – ¾”) from each end of the
wire.
Fault Definition:
2. Disassemble the steering column
Test the failure of the torque converter oil assembly and disconnect the
temperature gauge in the instrument panel if it multifunction display connector from
does not show the proper transmission oil the multifunction display panel. Wrap
temperature or the reading is not on time. one end of the test around the lead
copper connector of the torque
Step 1. Test the torque converter oil converter oil temperature sensor,
temperature gauge to determine if it has another end of the test wire is
failed. NOTE: It is suggested to have another connected the multifunction display
person assist in this procedure. connector in the cab.
1. Turn on the ignition switch, the torque 3. Remove wire No.702 from pin No.24
converter oil temperature indicator of the multifunction display connector.
should move and point to the min read Inspect the connection condition. If
in Yellow area. Turn off the ignition the connector is loose, using the
switch; the indicator drops down to the proper tool tighten the connection.
minimum reading. The torque
converter oil temperature gauge has 4. Adjust the digital VOM to the 200 Ω
failed if the torque converter oil range of the Ω function. Connect one
temperature gauge indicator does not probe to the lead inside the cab,
move. another probe to No. 24 core of the
instrument system.
2. Turn off the ignition switch, and
remove the lead wire connector to the
torque converter oil temperature
Test Result:
sensor.
The digital VOM reading is 0 Ω.
3. Turn on the ignition switch, ground the
wire and the indicator on the torque Conclusion:
converter oil temperature gauge
should move to indicate the maximum If the result is OK, the line does not have fault,
reading. Move to Step 3.
4. Remove the wire from ground and the If the result is not OK, the line has a fault.
torque converter oil temperature Disassemble the steering column shrouds and
gauge indicator should drop to the remove the fuse panel cover on the left-rear
minimum reading. side of the cab.
Conclusion: 1. Check for any loose conditions of No.2

pin in the XK4 connector.
2. Check the condition of wiring
If the result is not OK, move to Step 2. harnesses from torque converter oil
temperature gauge connector to the
Step 2. Test whether there is fault in the line sensor.
from torque converter oil temperature gauge
to the sensor.

Turn on the ignition switch and the fuel level
gauge indicator should move and point to the
Burn hazard. High temperature water and min read in the red area. Turn off the ignition
oil will cause severe burns. Wear safety switch and the fuel level gauge indicator
glasses and gloves. should move to the minimum reading.
Step 3. Test to determine if the torque Conclusion:

converter oil temperature sensor is damaged.
If the result is OK, please turn to Step 2.
1. The torque converter oil temperature
sensor may be damaged if the above If the result is not OK, the instrument system
test does not show any faults in the has damaged if the fuel level gauge has
system. failed.
2. Turn off the ignition switch. After the Step 2. Test XG1 connector resistance.
engine has cooled to the touch,
remove the torque converter oil 1. Turn off the ignition switch and locate
temperature sensor and replace it. the XG1 connector at the fuel level
NOTE: If a significant amount of sensor on the fuel tank and disconnect
coolant was lost in this repair the connector.
procedure, add engine coolant to the
overflow bottle, but don’t overfill the 2. Set the digital VOM to the 200 Ω
cooling system. range. Connect the red probe to wire
No.703 of pin No.3 on the XG1
3. If after testing the wiring, the oil connector, and the black probe to wire
temperature gauge still does not work No.201 of pin No.2. Turn on the
properly, replace the multifunction ignition switch and observe the
display assembly. reading of the digital VOM.
Conclusion: Test Result:

If it is suspected that the torque converter oil The digital VOM reading should be between 9
temperature sensor is not working properly, Ω and 78 Ω .
replace the entire multifunction display
assembly.
Conclusion:
If the result is OK, move turn to Step 3.

2-C-F Fuel Level Gauge Fault Test
Procedure If the result is not OK, replace the sensor.
Fault Definition: Step 3. Test the resistance of multifunction

display connector.
Test the failure of the fuel level gauge in the
multifunction display assembly if it does not 1. Pull out the 36-pin multifunction
move or show an incorrect fuel level. display connector from the control
console. Set the digital VOM to the
Step 1. Test the fuel level gauge to determine 200 Ω range. Connect the red probe
if it is damaged or not. to wire No.703 of pin 3, and the black
probe to machine ground and observe
the reading of the digital VOM.

Test Result: Fault Definition:
The digital VOM reading should be between 9 The speedometer LCD does not show any
Ω and 78 Ω. reading during travel, it just shows 0.
Conclusion: Step 1. Test whether the machine can shift

successfully and run normally.
If the result is OK, the multifunction display
connector is damaged. Conclusion:
If the result is not OK, the line has a fault. If the result is OK, the machine can shift
2-D-F Speedometer LCD Fault Test successfully and run normally which shows
Procedure that the ZF shift control system does not have
fault, the rev sensor works normally, and the
Visually inspect the speedometer display. If a signal source is normal.
black spot can be seen on the display, it has
failed and needs to be replaced. If the result is not OK, check as follows:
If the visual test is OK, observe the 1. Has the rev sensor been replaced? If
speedometer display when the ignition switch it has been replaced, adjust the gap
is turned on. If the display does not turn on, or between rev sensor and transmission
if the entire display does not light up, the gear until the whole machine can shift
display has failed and needs to be replaced. successfully (refer to the shift control
system section for details).
The travel speed sensor is used to check
transmission output gear rev when traveling. 2. If the rev sensor has not been
The rev signal is translated into an impulse replaces, use the digital VOM set to
signal, which is read by the EST electronic the 2000 Ω range of Ω function, pull
control unit. The EST electronic control unit out the plug of the rev sensor, connect
exports the transmission impulse signal to the the probes of the digital VOM to two
instrument system through the wiring harness. pins of the rev sensor, the VOM
A CPU inside the instrument system reading should be 1,020 ± 100 Ω. If
calculates the input impulse signal number the reading is anything other than the
and sends a signal to the speedometer one shown, the rev sensor is
display. damaged and must be replaced.
The original signal of the speed signal comes 3. Is the rev sensor signal wire of ZF shift
from the rev sensor, through EST electronic control system broken?.
control unit and CPU of the instrument
system, and finally reaches the speedometer Step 2. Test the line fault
display. Special test equipment is required to
test the entire system. If this test equipment is 1. Prepare a 1 m (3 ft.) test lead by
not available, use a spare instrument system stripping insulation from about 12 - 20
and display to do the following test steps. mm (1/2” – ¾”) from each end of the
wire
The LCD normal working temperature range is
-18° ~ 50° C (0° ~ 122° F) for the instrument 2. Disassemble the steering column
system. If the machine is working in extremely assembly and disconnect the
cold or extremely hot conditions, make sure to multifunction display connector from
keep the operator’s cab temperature at normal the multifunction display panel.
temperature levels.

3. Remove wire No.705 from pin No.24 2-E-F Engine Tachometer Fault Test
of the multifunction display connector. Procedure
Inspect the connection condition. If
the connector is loose, using the The tachometer signal of the engine comes
proper tool tighten the connection. from the Engine Control Module (ECM) which
is an impulse signal, coming from the engine
4. Adjust the digital VOM to the 200 Ω ECM. A special test instrument is needed to
range of the Ω function. Connect one test the signal source.
probe to the lead inside the cab,
another probe to wire No. 705 at the The engine ECM is the control center of the
X5 7connector.. engine system, which has self-check function.
The engine state indicator group on the
5. Adjust the digital VOM to 200 Ω range instrument system will give alarm when the
of Ω function, connect one probe with engine system has fault.
No.20 wire of the instrument system,
and the other probe to the instrument The engine state indicator group will give
system ground. alarm signal if the engine system has fault and
the tachometer does not indicate the proper
Test result: engine speed.
The digital VOM reading is 0 Ω. Fault Definition:

Conclusion: The tachometer does not show the correct
engine speed.
If the result is OK, the line does not have fault,
move to Step 3. Step 1. Test the line for a fault.
If the result is not OK, the line has an open. 1. Prepare a 1 m (3 ft.) test lead by
Check No.705 wire carefully, especially at the stripping insulation from about 12 - 20
connector, or where the wires pass through mm (1/2” – ¾”) from each end of the
any opening or bulkhead for signs of wear or wire
grounding.
2. Disassemble the steering column
Step 3. Replace the instrument system assembly and disconnect the
multifunction display connector from
1. Turn off the start switch, disassemble the multifunction display panel.
the steering column assembly, and
replace the old multifunction display of 3. Insert one terminal of the lead into
the machine with a new one. No.31 core of connector wiring
harness of the instrument system, and
2. Assemble the steering column, turn on make sure the lead core connects well
the start switch, and operate the to No.31 copper, pull another terminal
machine. Observe if the speed LCD from the cab to 50-pin connector.
works normally.
4. Remove wire No.704 from the
Conclusion:
multifunction display connector.
Inspect the connection condition. If
If the result is OK, the line does not have fault
the connector is loose, using the
and no further action is required.
proper tool tighten the connection.
If the result is not OK, there is fault in the lines
of ZF system.

5. Adjust the digital VOM to the 200 Ω Check the lights according to lights
range of Ω function, connect one subassembly section in this service manual if
probe with wire No.704 wire, and the the front-left turn indicator and rear-left
another probe contacts with the indicator don't flash normally.
ground.
Step 1. Test the line fault
Test Result:
1. Turn off the start switch, disassemble
The digital VOM reading is 0 Ω. the steering column, and pull out the
connector of the instrument system.
Conclusion: Find the connector in the steering
column of the instrument system.
If the result is OK, the line does not have a
fault, move to Step 2. 2. Adjust the digital VOM to 200 Ω range
of Ω function. Connect one probe with
If the result is not OK, the line has an open. wire No.405 of the multifunction
Check No.704 wire carefully, especially at the display, and connect the other probe
connector, or where the wires pass through with wire No 405 going to the display.
any opening or bulkhead for signs of wear or
grounding. Test result:
Step 2. Replace the instrument system The digital VOM reading is 0 Ω.
1. Turn off the start switch, disassemble Conclusion:

replace the old multifunction display of If the result is OK, the line does not have fault,
the machine with a new one. move to step 2.
2. Assemble the steering column, turn on If the result is not OK, the line has open
the start switch, and operate the circuit, check No.405 wire carefully, especially
machine. Observe if the engine at the connector, or where the wires pass
tachometer works normally. through any opening or bulkhead for signs of
Conclusion: wear or grounding.
If the result is OK, the line does not have fault Step 2. Replace the instrument system.
and no further action is required.
If the result is not OK, check the engine state the steering column assembly, and
indicator for warning signal, check the fault replace the old multifunction display of
code according to the engine fault code table the machine with a new one.
in the engine service manual.
2. Assemble the steering column, turn on
2-F-F Left Turn Indicator Fault Test the start switch, and operate the
Procedure machine. Observe if the left turn signal
indicator works normally.
Fault Definition:
Conclusion:
The front-left turn indicator and rear-left turn
indicator flash normally, but the left turn If the result is OK, the left turn indicator of the
indicator on the instrument system does not instrument system is damaged, replace the
turn on. instrument system.

2-G-F Right Turn Indicator Fault Test 2. Assemble the steering column, turn on
Procedure the start switch, and operate the
machine. Observe if the right turn
Fault Definition: signal indicator works normally.
The front-right turn indicator and rear-right Conclusion:

turn indicator flash normally, but the right turn
indicator on the instrument system does not If the result is OK, the right turn indicator of
turn on. the instrument system is damaged, replace
the instrument system.
Check the lights according to lights
subassembly section in this service manual if 2-H-F Front Floodlight High Beam
the front-left turn indicator and rear-left Indicator Fault Test Procedure
indicator don't flash normally.
Fault Definition:
Step 1. Test the line fault
The front floodlight high beam indicator does
1. Disassemble the steering column not indicate when the front floodlight is on high
assembly and disconnect the beam.
multifunction display connector from
the multifunction display panel. Check the lights according to this service
manual if the front floodlight is not on high
2. Adjust the digital VOM to 200 Ω range beam.
of Ω function. Connect one probe with
wire No.404 of the multifunction Step 1. Test the line fault
display, and connect the other probe
with wire No 404 going to the display. 1. Disassemble the steering column
assembly and disconnect the
Test Result: multifunction display connector from
the multifunction display panel.
2. Pull lightly on wire No.403, which is
Conclusion: connected to pin No.26 on of the
instrument system connector. If the
If the result is OK, the line does not have fault, connector is loose, using the proper
move to step 2. tool tighten the connection.
If the result is not OK, the line has open 3. Adjust the digital VOM to the 200 Ω
circuit, check No.404 wire carefully, especially range of Ω function, one probe
at the connector, or where the wires pass contacts with No.403 wire of the
through any opening or bulkhead for signs of instrument system, another probe
wear or grounding. contacts with pin No.26 of the
instrument system.
Step 2. Replace the instrument system.
Test Result:
the steering column assembly, and The digital VOM reading is 0 Ω.
replace the old multifunction display of
the machine with a new one. Conclusion:
If the result is OK, the line has no fault, move

to Step 2.

If the result is not OK, the line has an open. 1. Turn off the ignition switch, and pull
Check No.403 wire carefully, especially at the out the connector of the multifunction
connector, or where the wires pass through display.
grounding. 2. Turn on the ignition switch, don't start
the engine, and press down the
Step 2. Replace the instrument system parking brake button.
1. Turn off the start switch, disassemble 3. Adjust the digital VOM to 50 V range
the steering column assembly, and of voltage function. Connect the red
replace the old multifunction display of probe with pin No.34 of the
the machine with a new one. multifunction display connector, and
connect the black probe to ground.
2. Assemble the steering column, turn on
the start switch, and turn on the front Test Result:
headlights. Move the turn signal lever
forward to turn on the high beam The digital VOM reading is between 24 V and
lights. Observe if the high beam light 31 V.
indicator works normally.
Conclusion:
Conclusion:
If the result is OK, the high beam indicator
inside the instrument system was damaged. If the result is not OK, move to Step 3.
Step 2. Replace the instrument system.

2-I-F Clutch Cut-off Indicator Fault
Test Procedure 1. Turn off the start switch, disassemble
Fault Definition: replace the old multifunction display of
the machine with a new one.
Turn on the ignition switch, and pull up (set)
the parking brake button, the clutch cut-off 2. Assemble the steering column, turn on
indicator does not turn on. the ignition switch, and set the parking
brake. Make sure that the clutch cut-
The clutch cut-off indicator does not turn on off light turns on.
when the operator presses KD button.
Conclusion:
The clutch cut-off indicator turning on or not is
only related to No.600 wire state no matter If the result is OK, the clutch cut-off indicator
how many components are related to clutch of the instrument system is damaged, and
cut-off function. The clutch cut-off indicator will needs to be replaced.
turn on when the grounding voltage of No.600
wire is +24 V, the clutch cut-off indicator will Step 3. Test the grounding voltage of No.600
turn off when the grounding voltage of No.600 wire and No.170 wire in turn.
wire is 0 V.
1. Set the parking brake and turn off the
Step 1. Set clutch cut-off condition for the ignition switch. Remove the parking
machine, and check the grounding voltage of brake button plate from the right hand
No.600 wire of the instrument system control console. Check that the
grounding cable is connected to
machine ground.

2. Set the digital VOM to the 50 V range. pull out the connector to the
Turn on the ignition switch, and multifunction display. Locate where
connect the red probe with wire wire No.411 wire is connected to
No.600 of the parking brake button, multifunction display connector pin
and the black probe connects to No.8, and check to make sure that the
machine ground. The digital VOM wire is firmly connected. If the
reading is between 24 V and 31 V. connector is loose, using the proper
tool tighten the connection.
3. Connect the red probe to wire No.170
of the parking brake button, and 2. Pull out the XK7 connector of the
connect the black to machine ground. lubrication system, and locate wire
The digital VOM reading is between No.411, connected to pin No.33, and
24 V and 31 V. check to make sure that the wire is
firmly connected. If the connector is
Conclusion: loose, using the proper tool tighten the
connection.
1. Wire No.600 of the parking brake
switch has no voltage. Check wire 3. Prepare a 1 m (3 ft.) test lead by
No.600’s circuit carefully, especially stripping insulation from about 12 - 20
the connector, and the entire wiring mm (1/2” – ¾”) from each end of the
harness to make sure that it has not wire.
been damaged or is shorting to
ground. 4. Connect one end of the test lead to
pin No.33, and the other end is
2. Wire No.600 of the parking brake connected to XK7 connector of the
switch does not have voltage, but wire lubrication system.
No.170 has voltage, which shows the
parking brake switch is damaged. 5. Adjust the digital VOM to 200 Ω range
of Ω function, one probe contacts with
3. Both wire No. 600 and wire No.170 of pin No.3 of XK7 connector of the
the parking brake switch don't have lubrication system, the other probe is
voltage. Wire No.170 has a fault if ZF connected to the lubrication system
shift control system works normally, lead. Observe the VOM reading.
7.5 A shift control fuse may fail if the
ZF shift control system does not work. Test Result:
2-J-F Lubrication Running Indicator The digital VOM reading is 0 Ω.

Fault Test Procedure
Conclusion:
Fault Definition:
The lubrication running indicator does not move to step 2.
lighten when the lubrication system piston
pump runs. If the result is not OK, the line has an open.
Check No.411 wire carefully, especially at the
Check the lubrication system piston pump connector, or where the wires pass through
according to this service manual if the piston any opening or bulkhead for signs of wear or
pump does not run. grounding.
Step 1. Test for a line fault Step 2. Test the grounding voltage of wire
No.411 of the instrument system.
1. Turn off the ignition switch,
disassemble the steering column, and

1. Turn off the ignition switch, Test Result:
disassemble the steering column, and
pull out the connector to the The digital VOM reading is reading between
multifunction display. 24 V and 31 V.
2. Adjust the digital VOM to 50 V range Conclusion:

of voltage function. Turn on the
ignition switch, and press the KD key If the result is OK, move to step 2.
to start the piston pump. Connect the
red probe with the connector pin If the result is not OK, check as follows:
No.33. Connect the black probe to
machine ground. 1. Does the multifunction display have
power or not, do all indicators turn on
Test Result: or not, or does the 5 A fuse blow if the
multifunction display does not have
The digital VOM reading is between 24 V and power?
31 V.
Conclusion: 2. Wire No.122 has a fault if the
instrument system works normally.
If the result is OK, the lubrication running
indicator of the multifunction display is Step 2. Determine if the pressure switch is
damaged. damaged or not.
If the result is not OK, the lubrication system 1. Open the fuse box and remove the
has fault. secondary steering relay to prevent
the secondary steering piston pump
2-K-F Secondary Steering Running from starting during testing.
Indicator Fault Test Procedure
2. Using the test lead, connect wire
No.122 and wire No.408. Check to
Fault definition: see if the secondary steering running
indicator turns on or not.
The secondary steering indicator does not
turn on when the secondary steering motor
runs.
Conclusion:
Check the secondary steering motor If the result is OK, the secondary steering
according to the service manual if the pressure switch is damaged.
secondary steering motor does not run
normally. If the result is not OK, move to Step 3.
Step 1. Test the voltage of wire No.122 of the Step 3. Replace the instrument system.
secondary steering pressure switch has +24
V. 1. Turn off the start switch, disassemble
1. Pull out the two connectors of the replace the old multifunction display of
secondary steering pressure switch. the machine with a new one.
2. Turn on the ignition switch, and set the 2. After the new multifunction display has
digital VOM to 50 V range of voltage been installed, turn on the ignition
function. Connect the red probe with switch. Using the test lead, connect
wire No.122. Connect the black probe wire No.122 and wire No.408. Check
to machine ground. to see if the secondary steering
running indicator turns on or not.

Conclusion: 3. Adjust the digital VOM to 200 Ω range
of Ω function, connect one probe with
If the result is OK, the secondary steering pin No. 11 of the multifunction display
indicator of the original instrument system was connector, and the other probe to
damaged. machine ground.
If the result is not OK, the line has an open, Test Result:
check wire No.411 carefully, especially at the
connector, or where the wires pass through The digital VOM reading is 0 Ω.
grounding. Conclusion:
2-L-F Steering System Fault Indicator If the result is OK, the line does not have fault,
Fault Test Procedure move to Step 3.
Fault Definition: 1. If the result is not OK, the line has an

open. Check wire No.312 carefully,
The steering system fault indicator does not especially at the connector, or where
turn on when the secondary steering pump is the wires pass through any opening or
running. bulkhead for signs of wear or
grounding.
The steering system fault indicator does not
turn on when the secondary steering pump 2. Check the grounding condition of
does not run. No.231 wire carefully. The grounding
resistance is 0 Ω or not.
Step 1. The steering system fault indicator
does not turn on when the secondary steering Step 3. Test to make sure that the steering
pump has run. pressure alert switch is not damaged.
1. Replace the multifunction display. 1. Connect the multifunction display

connector to the display.
2. Please move Step 2 if the secondary
steering pump does not run. 2. Connect wire No 312 and wire No.
231 together.
Step 2. Test whether wire No.312 and wire
No.231 have a line fault. 3. Disassemble the dashboard assembly
and remove the K6 secondary
1. Turn off the ignition switch, steering relay from the fuse box to
disassemble the steering column, and prevent the secondary steering motor
pull out the multifunction display from starting.
connector. Find wire No.312 which is
connected to pin No. 5 of the 4. Adjust the digital VOM to 50V range of
multifunction display, pull the wire voltage function. Find terminals No.85
slightly to determine if it is loose. If it is and No.86 for the relay socket
loose, use the correct tool to tighten according to the schematic printed on
the connection. the relay, these are the sockets for
wire No.409 and wire No.212. Insert
2. Find the steering pressure alert switch red probe into terminal No.86 of the
on the bottom of the dashboard, pull relay socket, and the black probe into
out its two connectors. Connect both terminal No.85.
of these wires.

5. Turn on the ignition switch, see if the Turn on the ignition switch, and start the
steering system fault indicator of the engine, the steering system pressure is built
instrument system turns or not, and step by step, the NC contact of the steering
observe the digital VOM reading. pressure alert switch has been pushed open,
the signal rises from low level to high level by
Test Result: the resistance action inside the multifunction
display.
The digital VOM reading should be between
24V and 31V. The steering pressure alert switch NC contact
closes newly and grounds by outer circuit
Conclusion: when operating and running the machine, the
steering system pressure loses due to the
If the result is OK, the steering pressure alert fault, the resistance action inside the
switch is damaged when the steering system instrument system is counteracted. The signal
fault indicator turns on. declines from high level to low level. The
steering system fault indicator lightens on the
If the result is not OK, the multifunction display instrument system.
is damaged when the steering system fault
indicator does not turn on. CPU inside the multifunction display collects
the signal condition from the power supply
system and the steering pressure alert switch,
when the low level signal of the steering
pressure alert switch reaches, the secondary
steering exports +24V voltage to drive the
secondary steering control relay and then
drives the steering motor. As shown in the
third line of above illustration.
The battery power will be consumed rapidly

due to the big work current after the
secondary steering motor starting to work.
3535 The work time of the secondary steering
motor is 60 seconds which is setup by CPU in
Figure 36 - Secondary Steering Start Control
the instrument system. Therefore, it will stop
work automatically after working for 60
As shown in Figure 36, grounding can be seconds.
considered as low level, +24V as high level.
The first line is the voltage sine wave shape of
the power supply system. The second line is 2-M-F Start State Indicator Fault Test
the voltage wave shape of the steering Procedure
pressure alert switch, as measured at pin No.
11 of the multifunction display connector. The
third line is the secondary steering output
control voltage condition, measured at Pin No.
36 of the multifunction display connector.
Keep monitoring the multifunction display for

the steering pressure alert switch signal. The
steering system does not build voltage before
turn on the start switch, close the NC contact
of the steering pressure alert switch and
grounds by the outer circuit, the level is low
level, as shown in the second line of above
illustration.

Fault Definition: any opening or bulkhead for signs of wear or
grounding.
The start state indicator does not turn on
when starting the engine and running the Step 2. Replace the instrument system.
starter motor.
If the starter motor does not function, see the disassemble the steering column, and
Engine Service Manual. replace the multifunction display.
Step 1. Test for a line fault. 2. Assemble the steering column, turn on
the ignition switch and start the
1. Turn off the ignition switch, engine. Observe if the start state
disassemble the steering column to indicator turn on.
access the multifunction display
connector. Conclusion:
2. Pull wire No.407, connected to the If the result is OK, the start state indicator of
multifunction display connector pin the original multifunction display is damaged.
No.31 and pull lightly by hand to see if
it’s loose. If it is loose, use the proper 2-N-F Parking Brake Low Pressure
tool to tighten the connection. Alert Indicator Fault Test Procedure
3. Prepare a 1 m (3 ft.) test lead by Fault Definition:
stripping insulation from about 12 - 20
mm (1/2” – ¾”) from each end of the The parking brake low pressure alert indicator
wire. does not turn on when pressing the parking
brake button.
4. Connect one end of the test lead one
terminal of the lead to wire No.407 or The parking brake low pressure indicator does
to wire No.183, the other end of the not turn on when turning the ignition switch,
test lead is connected to the and press the parking brake button.
multifunction display connector in the
cab. Step 1. Test the parking brake pressure alert
switch to determine if it is damaged or not.
5. Adjust the digital VOM to the 200 Ω
range of Ω function, connect one 1. Turn off the ignition switch, find the
probe with wire No.407 of the parking brake pressure alert switch on
multifunction display, the other probe the parking brake cylinder, pull out
is connected to ground. wires No. 300 and No. 231. Connect
both of these wires together.
Test Result:
2. Turn on the ignition switch, set the
The digital VOM reading is 0Ω. parking brake and observe if the
parking brake pressure alert indicator
Conclusion: turns on or not.
If the result is OK, the line does not have a

fault, move to Step 2.
If the result is not OK, The line has an open.

Check wire No.407 carefully, especially at the
connector, or where the wires pass through

Conclusion: 2-O-F Service Brake Low Pressure
Alert Indicator Fault Test Procedure
If the result is OK, the parking brake pressure
alert switch is damaged. Fault Definition:
If the result is not OK, move to Step 2. The service brake low pressure indicator does
not turn on when the service brake system
Step 2. Test if wires No.300 and No.231 have pressure is low.
a fault.
After the machine has not operated for a long
1. Turn off the ignition switch, time period, the service brake low pressure
disassemble the steering column to indicator does not turn on when the ignition
access the multifunction display switch is turned on.
connector.
Step 1. Check if the service brake low
2. Wire No.300 is connected to the pressure alert switch is damaged.
multifunction display connector pin
No.2 and pull lightly by hand to see if 1. Turn off the ignition switch, and find
it’s loose. If it is loose, use the proper the service brake low pressure alert
tool to tighten the connection. switch on the brake pedal in the cab.
Remove the two connectors, and
3. Connect wires No. 300 and No. 231 connect wires No.303 and No.231
together. together.
4. Adjust the digital VOM to 200 Ω, 2. Turn on the ignition switch but don't
connect one probe to pin No.7 of the start the engine. Observe if the service
multifunction display connector, and brake low pressure alert switch turns
the other probe to pin No.12 of the on.
connector (ground).
Conclusion:
Test Result:
If the result is OK, the service brake low
The digital VOM reading is 0 Ω. pressure alert switch is damaged.
Conclusion: If the result is not OK, move to Step 2.

the parking brake low pressure alert indicator
inside the original the multifunction display is
damaged. Replace the multifunction display.
1. If the result is not OK, the line has

open circuit. Check No.300 wire
carefully, especially at the connector,
or where the wires pass through any
opening or bulkhead for signs of wear
or grounding.
2. Check the grounding condition of

No.231 wire carefully. The grounding
resistance value is 0 Ω or not.

Step 2. Test if wires No.303 or No.231 have a The transmission oil pressure alert indicator
line fault. does not turn on when the transmission oil
pressure is low.
1. Turn off the ignition switch and The transmission oil pressure alert indicator
disassemble the steering column to does not turn on when the ignition switch is
access the multifunction display turned on but the engine has not been started.
connector.
Step 1. Test transmission oil pressure alert
2. Wire No.303 is connected to the switch is damaged or not.
multifunction display connector pin
No.2 and pull lightly by hand to see if 1. Turn off the ignition switch, find the
it’s loose. If it is loose, use the proper transmission oil pressure alert switch
tool to tighten the connection. under the transmission. Remove the
two connectors, and connect wires
3. Connect wires No. 303 and No. 231 No.307 and No.231 together.
together.
2. Turn on the ignition switch but don't
4. Adjust the digital VOM to 200 Ω, start the engine, observe the
connect one probe to pin No.2 of the transmission oil pressure alert
multifunction display connector, and indicator turns on.
the other probe to pin No.12 of the
connector (ground). Conclusion:
Test Result: If the result is OK, the transmission oil

pressure alert switch needs to be replaced.
Conclusion:
Step 2. Test whether No.307, No.231 wires
If the result is OK, the line does not have fault, have line fault.
the service brake low pressure alert indicator
inside the original instrument system is 1. Turn off the ignition switch,
damaged. Replace the multifunction display. disassemble the steering column, and
pull out the connector of the
1. If the result is not OK, the line has an multifunction display. Find wire No.307
open circuit. Check No.303 wire connection to pin No.10. Lightly pull
carefully, especially at the connector, on wire No.307 to determine if its
or where the wires pass through any connection is loose. If it is loose, use
opening or bulkhead for signs of wear the proper tool to tighten the
or grounding. connection.
2. Check the grounding condition of 2. Keep wires No.307 and No.231 of the
No.231 wire carefully. The grounding transmission oil pressure alert switch.
resistance value should be 0 Ω.
3. Adjust the digital VOM to 200 Ω,
2-Q-F Transmission Oil Pressure connect one probe to pin No.10 of the
Alert Indicator Fault Test Procedure multifunction display connector, and
connect the other probe to pin No.12
core of the multifunction display
Fault Definition: connector (ground).

Test Result: Conclusion:
If the result is OK, the engine intake air filter
The digital VOM reading is 0 Ω. switch is damaged.
Conclusion: If the result is not OK, move to Step 2.

Step 2. Test whether wires No.310, No.229
If the result is OK, the line does not have fault, have a line fault.
the engine oil pressure alert indicator inside
multifunction display is damaged. 1. Turn off the ignition switch,
disassemble the steering column, pull
1. If the result is not OK, the line has an out the connector of the multifunction
open. Check No.307 wire carefully, display. Find wire No.310 connection
especially at the connector, or where to pin No.6. Lightly pull on wire No.310
the wires pass through any opening or to determine if its connection is loose.
bulkhead for signs of wear or If it is loose, use the proper tool to
grounding. tighten the connection.
2. Check the ground connection of wire 2. Keep wires No. 310 and 229 together.
No.231 carefully. The ground
resistance value should be 0 Ω. 3. Adjust the digital VOM to 200 Ω.
Connect one probe with pin No.6, and
2-R-F Engine Intake Air Filter Alert connect the other probe to pin No.12
Indicator Fault Test Procedure (ground).
Fault Definition: Test Result:
The engine intake air filter indicator does not The digital VOM reading is 0Ω.
turn on when the engine air filter is blocked.
Conclusion:
When operating the machine and the engine
is producing a lot of black smoke (not If the result is OK, the line does not have fault,
including starting and an increase in engine the engine intake air filter alert indicator inside
speed), stop the engine and check the engine the multifunction display is damaged.
air filter intake to make sure it is not blocked
and that the intake air alert indicator has not 1. If the result is not OK, the line has an
turned on. open. Check No.310 wire carefully,
especially at the connector, or where
Step 1. Test the engine intake air filter alert the wires pass through any opening or
switch for damage. bulkhead for signs of wear or
grounding.
1. Turn off the ignition switch, and find
the engine intake air filter alert switch 2. Check the grounding condition of wire
on the engine air filter. Pull out the No.229 carefully. The ground
connectors for wires No. 310 and 229. resistance should be a value of 0 Ω.
Connect both wires No. 310 and 229
together.
2. Turn on the ignition switch, but don't

start the engine and observe if the
engine intake air filter alert indicator
turns on.

2-S-F Engine Charge Indicator Fault If the result is not OK, No.800 wire has an
Test Procedure open. Check wire No.800 carefully, ,
especially at the connector, or where the wires
Fault Definition: pass through any opening or bulkhead for
signs of wear or grounding.
The voltage/service meter works normally
after starting the engine. The engine charge 2-T-F Buzzer Fault Test Procedure
indicator does not turn on when the engine
service meter is not working properly. Fault Definition:
Step 1. Test the voltage of No. 800 wire on When any one of the steering system fault
the instrument system. indicator, engine oil pressure alert indicator,
parking brake low pressure alert indicator and
Turn off the ignition switch, disassemble the the service brake low pressure alert indicators
steering column, and pull out the connector of turns on, the buzzer mute switch is OFF (not
the multifunction display. Find wire No.800 muted), and the buzzer does not sound.
connection to pin No.17. Lightly pull on wire
No.800 to determine if its connection is loose. Step 1. Test the voltage of wire No.417 of the
If it is loose, use the proper tool to tighten the mute switch.
connection.
1. Turn off the ignition switch, use
1. Turn off the ignition switch, screwdriver to remove the 8-joint
disassemble the steering column, and pendant switch from the steering
pull out the connector of multifunction column (disassemble the steering
display. Find wire No.800 connection column if it can't be removed). Locate
to pin No.17. Lightly pull on wire wire No.417 of the mute switch on the
No.800 to determine if its connection 8-joint pendant switch.
is loose. If it is loose, use the proper
tool to tighten the connection. 2. Adjust the digital VOM to 50 V range.
Insert the red probe into wire No.417
2. Adjust the digital VOM to 50 V range. hole of the mute switch connector,
Connect the red probe to pin No.17 of keep contacting with copper piece
the multifunction display connector, inside No.417 wire. Connect the black
and connect the black probe to pin probe to ground.
No.12 (ground).
3. Turn on the ignition switch, pull up the
3. Turn on the ignition switch and start parking brake button, and observe the
the engine. Observe the digital VOM digital VOM reading.
reading.
Test Result:
Test Result:
The digital VOM reading is between 24V and 31V.
31V.
Conclusion:

the engine charge indicator inside the original
multifunction display is damaged.

Conclusion: 3. Insert one of the VOM probes into the
No. 8 pin and the other in No. 12 pin.
If the result is OK, move to Step 2. NOTE: Make sure that the probes do
not contact each other.
If the result is not OK, the multifunction display
has inner fault. 4. Turn on the start switch and observe
the digital VOM reading.
Step 2. Test the voltage of No.418 wire of the
mute switch. Test Result:
1. Continue with the procedures shown The digital VOM reading is between 24V and
Step1. Insert the red probe of the 31V.
digital VOM into wire No.418 hole of
the mute switch connector, and Conclusion:
connect the black probe to ground.
If the result is OK, the line does not have fault
Test Result: and the multifunction display has a fault.
The digital VOM reading is between 24V and If the result is not OK, check as follows:
31V.
(1) Check fuse 5A to make sure that it
Conclusion: has not blown.
If the result is OK, the buzzer is damaged. (2) Check that the ground resistance of
wire No.200 is 0 Ω.
If the result is not OK, the mute switch is
damaged. (3) Check that the ground resistance of
wire No.122 is 0 Ω.
2-U-F Fault Test When the
Multifunction Display Can't Work 2-V-F Fault Test When the
Multifunction Display Background
Fault phenomenon definition: Illumination does not turn on
The gauge pin does not return to 0, parts of Fault Definition:

indicators don't give alarm after turning on the
start switch. Turn on the ignition switch and then turn on
the headlights. The multifunction display
Step 1. Test the voltage of No.122 wire of the background light does not turn on.
instrument system.
Step 1. Test the voltage of wire No.416 on the
1. Turn off the ignition switch, multifunction display.
disassemble the steering column and
find wire No.122 pin No.8 and wire 1. Turn off the ignition switch,
No.200 pin No.12. disassemble the steering column and
locate wire No.416 pin No.32 and wire
2. Lightly pull on wire No. 122 and wire No.200 pin No.12. Pull them slightly
No.200 to determine if their by hand and determine if their
connections are loose. If either one connections are loose. If either one
are loose, use the proper tool to are loose, use the proper tool to
tighten the connection. tighten the connection.

2. Insert one of the VOM probes into the Main Components
No. 12 pin and the other in No. 32 pin.
NOTE: Make sure that the probes do
not contact each other. Electronic Accelerator Pedal
3. Turn on the start switch and observe The electronic accelerator pedal (1, Figure 37)
the digital VOM reading. provides parameters for the ECU based on
how far the pedal moves, or travels. From the
Test Result: pedal position, the ECU controls the fuel
injection quantity and the throttle open/close
The digital VOM reading is between 24V and position to adjust engine speed.
31V.
Turn off the engine, and set the machine
Conclusion: Diagnostic ON/OFF switch to the ON position
to the enter the fault code diagnostic mode.
If the result is OK, the line does not have a Fully press and release the accelerator pedal
fault, the multifunction display has a fault. three times in order to enter the accelerator
fault code diagnostic mode. When in the
If the is not OK, please check as follows: diagnostic mode, press the accelerator pedal
fully downwards and then release. The fault
(1) Check that the ground resistance of code will flash on the STOP indicator light.
wire No.200 is 0 Ω or not. Read and record the specific code number
noted by the stop indicator on the panel
(2) Check that the ground resistance of assembly. Refer to the STOP INDICATOR
wire No.122 is 0 Ω. instruction for the read methods.
Electronic Diesel Engine

System
Introduction
The electronic fuel injection system (EFI) uses
an electronic control unit (ECU) as the control
center to test every engine parameter through
various sensors installed on the engine. This
system can check all kinds of engine faults,
gives the users warning through the
corresponding warning indicators on the
multifunction display panel, and display the
corresponding fault code, in order to maintain
and service the engine.
3536
Figure 37 – Electronic Pedal

Electronic Diesel Engine ECU Control Switches
CUP is the core of the ECU, which has the The on-board diagnostics system is controlled
computer and control functions. The ECU (1, by two switches. These switches are located
Figure 38) collects sensor signals from the along the lower left side of the dashboard
control sensors, and computes, and then assembly. The Diagnostic ON/OFF switch (1,
transforms the results into control signals in Figure 40) turns the diagnostic system on or
order to control the operation of the controlled off, and the Idle/Diagnosis switch (2, Figure
objects. 40) allows any fault codes to be observed.
3539
Figure 40 – Diagnostic Control Switches
Diagnostic ON/OFF Switch
The Diagnostic ON/OFF rocker switch (1,

Figure 41) contains a lock, which is normally
3537 locked in the OFF position. The lock button
must be pressed while the button is moved to
Figure 38 – Engine Control Unit the ON position. This design is used to
prevent the unanticipated use of this function.
Data Diagnostic Interface
See "Engine Fault Code" on page 288 for
detailed electrical diesel engine fault codes.
A data diagnostic interface (1, Figure 39) is
located in the operator’s cab.(see illustration
3-4, 3-5), which allows for computer based
diagnostics to work with the engine control
systems. See the engine manual for more
details on these procedures.
3540
Figure 41 – Diagnostic ON/OFF Switch
3538
Figure 39 – Data Diagnostic Interface

Diagnostic ON/OFF Switch (Idle/diag Figure 42 – Machine Indicator Lights
[diagnostic]) The diagnostic code flash mode is available
by using the diagnostic ON/OFF switch or
The Idle/Diag (diagnostic) increase/decrease accelerator pedal. The ignition switch must in
switch (2, Figure 40) is in the engine idle set the ON position and the engine shut off (not
function when the diagnostic switch is in OFF running) to enter the fault code flash mode.
position. NOTE: Make sure the diagnostic Use the diagnostic ON/OFF switch to enter
switch is at OFF position until service this mode. The ECM will flash the 1st fault
diagnosis is needed. Press the idle/diag code automatically when the diagnostic
increase/decrease switch up or down to adjust ON/OFF switch is at ON position.
the engine idle when the diagnostic switch is
at OFF position. The idle adjustment range is Press the idle/diag (diagnostic) inc /dec switch
600-1200 RPM. up/down for moving forward or backward in
the presented fault codes.
When the Diagnostic ON/OFF switch is in the
ON position, and the engine has a fault, the Stop indicator displays the fault code
fault codes will be displayed through the illustration, Example - Obtain No. 244 fault
STOP warning indicator on the panel code.
assembly. If the engine has more than two
faults, press the idle/diag (diagnostic) inc /dec Stop indicator displays as follows:
switch up or down to display the various
engine fault codes. The fault codes will be Flash twice continuously → Stop→ Flash four
displayed through the STOP warning indicator times continuously → Stop→ Flash four times
on the panel assembly. continuously = 244
Electronic Diesel Engine Indicators Display of a diagnostic code (244) is shown as

presented above. If there is only one fault
Stop Indicator code recorded, this code will be repeated as
long as the idle/diag switch is in the diagnosis
The stop indicator symbol is STOP (2, Figure position. If more than one code has been
recorded, use the Inc/Dec switch to show the
42). This indicator provides emergency
information of the operator. This condition additional fault codes. The fault code
requires the operator to respond quickly and description table is in an appendix in this
take correct measures. The operator needs to manual.
stop the machine and turn off the engine to
check. If the machine cannot be stopped in a Warning Indicator
timely manner, the system will force the
machine to stop automatically according to the The warning indicator symbol is WARN (3,
seriousness of the fault. This indicator will also Figure 42). The warn indicator provides
be used for the fault code flash diagnosis. important information to the operator, and
denotes any system faults which require the
operator’s attention. The warning indicator
also can describe the diagnostic fault codes.
If the warning indicator flashes during

machine operation, stop the machine
immediately and turn off the engine. When the
engine has stopped, turn the ignition switch to
the ON position again, move the idle/diag to
the Diag position. Read and record the fault
code according to DIAGNOSTIC ON/OFF
3542 SWITCH instructions

The warning indicator is also used as
maintenance warning indicator. The warning
indicator will turn on and stay on when the
machine maintenance preset service time has
arrived (the default system maintenance
interval is 250 operating hours). This is not a
fault warning, and no fault code will be
displayed.
Wait to start indicator
The wait to start indicator symbol is WTS (4,

Figure 42). When the ambient operating
temperature is lower than 18° C (65° F), the
machine will switch on the intake air grid
heater automatically when the ignition switch
is turned ON. While this light is on, do not start
the engine. When the indicator turn off, the air
intake temperature has reached the desired
setting and the engine now be started.

Principle Electrical Schematic
3543
Figure 43 – Principle Electrical Schematic

Work Principle
(a) Voltage arrives at No.160 wire and
NOTE: The following information refers to No.161 wire through the electronic
Figure 43 – Principle Electrical Schematic. fuse, and then is divided into two
branches. One way passes through
1. The two batteries provide power to the No.160 wire to the connector XA1and
electronic diesel engine system after arrives at 9-pin data diagnostic
turning ON the battery disconnect switch. interface at the power supply of the
interface. The other way passes
(a) The voltage passes along wires through wire No.161 to the XA5 and
No.102, 101, 104, 106, and 105 and 50-pin connectors, and then arrives at
then arrives at the 30 A fuse inside the the electronic diesel engine ECU
electronic control box. Power passes power supply.
to the ECU after passing through
No.113 wire and reaches the XH7 4- (b) The voltage arrives at No.172 wire
pin connector. through the grid heating relay 150A
fuse (4, Figure 45), and passes XA5
(b) The voltage passes along wire No.102 connector to No.87 terminal of the grid
and arrives at the 150 A fuse inside heating relay (2, Figure 45) inside the
the electronic control box, then electronic control box. If the ambient
reaches the contact of K14 heater operating temperature that ECU
along wire No.103. system is set for is lower than 18° C
(65° F), the ECU will give off the pre-
2. Turn the ignition switch to the “I “ position, heating signal and wait to start signal
the power supply is ON. Every branch to the multifunction display assembly
fuse in the control box (1, Figure 44) has indicator, notifying the operator that
voltage, including the two-way fuses that the machine is at WTS state.
are part of the electronic diesel engine
system. (c) The pre-heating signal arrives at No.86
terminal of the grid heating relay
through the 50-pin connector and
No.478 wire. No.85 terminal of the grid
heating relay grounds and forms
current loop through No. 252 wire,
Therefore, the current creates a
magnetic field after passing the grid
heating relay winding (1, Figure 45)
and which then closes the relay
contact. The voltage reaches No.30
terminal through No.87 terminal, then
reaches the control winding terminal of
K14 heating contactor through No.489
wire, the heating contactor control
winding creates a magnetic field and
closes the contact. No.103 wire and
3544 No.488 wire are connected, and the
grid heater starts heating when the
Figure 44 – ECU Power Supply voltage arrives at the grid heater.

The corresponding warning signal of each
wire is as follows:
Wire
Signal
No.
320 Alarm signal
Wait to start
321
signal
324 Stop signal
The tachometer displays the current engine

speed after the panel receives the ECU RPM
signal through the CANBUS cables.
5. The ECU signal arrives at the diagnostic

ON/OFF switch after passing through the
50-pin connector, wire No.905, and XY2
3545 connector, and adjusts the idle speed by
1. Heating Relay 2. Grid Heating Relay the idle/diag (diagnostic) inc /dec switch or
3. 30A Fuse 4. 150A Fuse read the fault code by the STOP alert
indicator light on the multifunction display
Figure 45 – ECU Power Supply Components assembly.
The ECU stops power supply to No.487 wire The ECU signal arrives at the idle/diag
automatically after about 20 seconds and the inc/dec switch after passing through the
pre-heating cycle has been completed. The 50-pin connector, wires No.906, and
ECU sends a signal to release the WTS No.907, and XY2 connector, and adjusts
WARN, the indicator goes out, and the the idle speed or reads the fault code by
operator can start the machine. the idle/diag inc/dec switch.
3. The ECU provides +5V voltage to the 6. The ECU provides signals to the data
accelerator pedal along wires No.756 and diagnostic interface after passing through
No.758, and the accelerator pedal returns the 50-pin connector and CANBUS
the feedback voltage to ECU through wire cables. Through the straight
No.756. This feedback voltage changes communication between the data
along with the accelerator pedal position. diagnostic interface and ECU, the user
ECU controls the diesel fuel injection can read the fault codes and content.
pump according to the feedback signal in
order to change the engine speed. 7. Engine coolant level sensor (1, Figure 45)
is installed on the engine radiator. The
4. The ECU measures the various engine engine coolant level sensor closes when
performance parameters by monitoring the engine coolant liquid level gets too low
the sensors installed on the engine. These and is less than the desired level.
signals arrive at the panel assembly to
provide the corresponding warning signal
after passing through the 50-pin
connector, wires No.320, 321, 324 and
the XY2 connector. The needed indicator
lights will be turned on after receiving the
appropriate signal from the ECU.

Step 2. Check 5A fuse
1. Check the 5 A fuse of the start switch

power inside the main fuse box in the
cab, and replace the corresponding
fuse if the fuse has blown.
Step 3. Check the accelerator
1. Check to make sure there is 5 V

between wires No.756 and No.758 at
the XL3 with the VOM.
2. Check the voltage between wires

3546 No.757 and No.758, the normal value
should be between 0.5 V – 4 V, based
Figure 46 – Engine Coolant Level Sensor on the accelerator position. If this
voltage is not available, the
The engine coolant level signal arrives at the accelerator may be damaged.
50-pin connector by XH8. The ECU warns the
operator to fill the engine coolant reservoir NOTE: Pay attention to the wire colors
after receiving the low engine coolant signal. and number of XL3 connector when
replacing the accelerator.
Electrical Wiring
Indicator Fault Test Procedure
Troubleshooting
Fault Phenomenon Definition:
Accelerator Fault Test Procedure
Turn on the ignition switch and in normal
Fault Definition: conditions five indicators on the multifunction
display should turn on for a few moments, and
The engine speed (RPM) can't be increased, then go out. There are system faults if the
the engine stays at idle speed when indicators, especially the STOP indicator and
depressing the accelerator. the WARN indicator don't turn on.
Step 1. Check the wiring Fault Test Steps:

1. Check the wire connection condition 1. Check the connections of wires
for wires No.756, No.757, and No.758 No.320, No.321, No.322, No.323,
wire from the engine through the XH5 No.324 and No.704 wire from the
50-pin connector to XL3 connector. engine through the 50-pin connector
Connect the wires again if they have to the XY5 connector of panel
loosened and make sure that the assembly. Connect the wires again if
connection is reliable. they have loosened and make sure
the connection is reliable.
2. Test the voltage between wires
No.756 and No.758 at the XL3 2. Check the 5 A fuse of the ignition
connector with the VOM after switch power inside the fuse panel in
connecting the wires. The standard the cab, and replace the
voltage is 5 V. The wire may be corresponding fuse if the fuse has
disconnected if there is not the proper blown.
voltage.

3. Check the indicators. Turn the ignition
switch to the ON position and check
all of the indicators on the
multifunction display. The indicators
are damaged if they don't turn on.
Replace the damaged indicators.
Typical Fault Codes
Typical fault codes are: 131, 132, 364, and

391;
131: Accelerator position sensor circuit –

HV short circuit;
132: Accelerator position sensor circuit -

LV short circuit. The accelerator
maybe faulty when there is either 131
fault code or 132 fault code.
197: The engine coolant level warning.

The engine coolant level is low, fill
the coolant reservoir.
364: CANBUS communication error of fuel

pump control module - abnormal
update rate.
391: The power supply voltage of fuel shut

off valve is wrong.
See "Engine Fault Code" Tables beginning on

page 308 for detailed diesel engine electrical
fault codes.

Engine Fault Code Tables
FAULT LAMP
CUMMIMUS DESCRIPTION
CODE COLOR
Engine Control Module Critical internal failure - Bad intelligent Device
111 Red or Component
Engine Speed/Position Sensor Circuit lost both of two signals from the
115 Red magnetic pickup sensor – Data Erratic, Intermittent, or incorrect
Intake Manifold Pressure Sensor Circuit – Voltage
122 Amber Above Normal, or Shorted to High Source
Intake Manifold Pressure Sensor Circuit – Voltage
123 Amber Below Normal, or Shorted to Low Source
Accelerator Pedal or Lever Position Sensor Circuit - Voltage Above
131 Red Normal, or Shorted to High Source
Accelerator Pedal or Lever Position Sensor Circuit - Voltage Below
132 Red Normal, or Shorted to Low Source
Remote Accelerator Pedal or Lever Position Sensor Circuit – Voltage
133 Red Above Normal, or Shorted to High Source
Remote Accelerator Pedal or Lever Position Sensor Circuit – Voltage
134 Red Below Normal, or Shorted to Low Source
Oil Pressure Sensor Circuit - Voltage Above Normal, or Shorted to High
135 Amber Source
Oil Pressure Sensor Circuit - Voltage Below Normal, or Shorted to Low
141 Amber Source
Oil Pressure Low – Data Valid but Below Normal
144 Amber Operational Range - Moderately Severe Level
Coolant Temperature Sensor Circuit – Voltage Above
145 Amber Normal, or Shorted to High Source
Coolant Temperature Sensor Circuit – Voltage Below Normal, or Shorted to Low
146 Amber Source
Coolant Temperature High - Data Valid but Above
147 Red Normal Operational Range - Moderately Severe Level
Accelerator Pedal or Lever Position Sensor Circuit – Abnormal
148 Red Frequency, Pulse Width, or Period
Coolant Temperature Low - Data Valid but Above
151 Red Normal Operational Range - Most Severe Level
Intake Manifold Air Temperature Sensor Circuit - Voltage Above Normal, or Shorted
153 Amber to High Source
Intake Manifold Air Temperature Sensor Circuit - Voltage Below
154 Amber Normal, or Shorted to Low Source
Intake Manifold Air Temperature High – Data Valid but Above Normal
155 Red Operational Range - Most Severe Level
Sensor Supply Voltage #2 Circuit – Voltage Below
Coolant Level Sensor Circuit - Voltage Above Normal, or Shorted to
195 Amber High Source
Coolant Level Sensor Circuit - Voltage Below Normal, or Shorted to
196 Amber Low Source
Coolant Level - Data Valid but Below Normal
211 Red Additional Auxiliary Diagnostic Codes logged - Condition Exists
Engine Oil Temperature Sensor 1 Circuit – Voltage Above Normal, or Shorted to
Engine Oil Temperature Sensor 1 Circuit - Voltage Below Normal, or Shorted to Low
213 Amber Source
Engine Oil Temperature - Data Valid but Above Normal Operational Range - Most
214 Red Severe Level
Barometric Pressure Sensor Circuit – Voltage Above Normal, or Shorted to High
221 Amber Source

Barometric Pressure Sensor Circuit – Voltage Below Normal, or Shorted to Low
222 Amber Source
Sensor Supply Voltage #2 Circuit – Voltage Above Normal, or Shorted to High
227 Amber Source
231 Amber Coolant Pressure Sensor Circuit - Voltage Above Normal, or Shorted to High Source
232 Amber Coolant Pressure Sensor Circuit - Voltage Below Normal, or Shorted to Low Source
Coolant Pressure - Data Valid but Below Normal Operational Range - Moderately
233 Amber Severe Level
Engine Speed High - Data Valid but Above Normal Operational Range - Most
Coolant Level Low - Data Valid but Below Normal Operational Range - Most Severe
235 Red Level
External Speed Input (Multiple Unit Synchronization) - Data Erratic, Intermittent, or
237 Amber Incorrect
Sensor Supply Voltage #3 Circuit – Voltage Below Normal, or Shorted to Low
238 Amber Source
241 Amber Vehicle Speed Sensor Circuit - Data Erratic, Intermittent, or Incorrect
Vehicle Speed Sensor Circuit tampering has been detected – Abnormal Rate of
242 Amber Change
245 Amber Fan Control Circuit - Voltage Below Normal, or Shorted to Low Source
Ambient Air Temperature Sensor Circuit – Voltage Above Normal, or Shorted to
Ambient Air Temperature Sensor Circuit – Voltage Below Normal, or Shorted to Low
256 Amber Source
Engine Fuel Temperature - Data Valid but Above Normal Operational Range -
261 Amber Moderately Severe Level
Engine Fuel Temperature Sensor 1 Circuit – Voltage Above Normal, or Shorted to
Engine Fuel Temperature Sensor 1 Circuit – Voltage Below Normal, or Shorted to
268 Amber Fuel Pressure Sensor Circuit - Data Erratic, Intermittent, or Incorrect
High Fuel Pressure Solenoid Valve Circuit – Voltage Below Normal, or Shorted to
High Fuel Pressure Solenoid Valve Circuit – Voltage Above Normal, or Shorted to
Fuel Pumping Element (Front) – Mechanical System Not Responding Properly or
275 Amber Out of Adjustment
High Fuel Pressure Solenoid Valve #1 – Mechanical System Not Responding
281 Amber Properly or Out of Adjustment
Engine Speed/Position Sensor (Crankshaft) Supply Voltage Circuit - Voltage Below
285 Amber SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate
286 Amber SAE J1939 Multiplexing Configuration Error – Out of Calibration
SAE J1939 Multiplexing Accelerator Pedal or Lever Sensor System Error - Received
287 Red Network Data In Error
SAE J1939 Multiplexing Remote Accelerator Pedal or Lever Data Error - Received
288 Red Network Data In Error
Auxiliary Temperature Sensor Input # 1 Circuit - Voltage Above Normal, or Shorted
Auxiliary Temperature Sensor Input # 1 Circuit - Voltage Below Normal, or Shorted
294 Amber to Low Source
295 Amber Barometric Pressure Sensor Circuit - Data Erratic, Intermittent, or Incorrect
296 Red Auxiliary Pressure Sensor Input 1 – Special Instructions
Auxiliary Pressure Sensor Input # 2 Circuit – Voltage Above Normal, or Shorted to
Auxiliary Pressure Sensor Input # 2 Circuit – Voltage Below Normal, or Shorted to
319 Maint Real Time Clock Power Interrupt - Data Erratic, Intermittent, or Incorrect
322 Amber Injector Solenoid Cylinder #1 Circuit – Current Below Normal, or Open Circuit

334 Amber Coolant Temperature Sensor Circuit – Data Erratic, Intermittent, or Incorrect
Idle Shutdown Vehicle Accessories Relay Driver Circuit – Voltage Above Normal, or
338 Amber Shorted to High Source
Idle Shutdown Vehicle Accessories Relay Driver Circuit – Voltage Below Normal, or
339 Amber Shorted to Low Source
341 Amber Engine Control Module data lost - Data Erratic, Intermittent, or Incorrect
342 Red Electronic Calibration Code Incompatibility - Out of Calibration
Engine Control Module Warning internal hardware failure – Bad Intelligent Device or
343 Amber Component
351 Amber Injector Power Supply - Bad Intelligent Device or Component
352 Amber Source
Sensor Supply Voltage #1 Circuit – Voltage Above \Normal, or Shorted to High
386 Amber Source
Accelerator Pedal or Lever Position Sensor Supply Voltage Circuit - Voltage Above
Oil Pressure Low – Data Valid but Below Normal Operational Range - Most Severe
415 Red Level
Water in Fuel Indicator High - Data Valid but Above Normal Operational Range –
418 Maint Least Severe Level
422 Amber Coolant Level - Data Erratic, Intermittent, or Incorrect
425 Amber Engine Oil Temperature - Data Erratic, Intermittent, or Incorrect
428 Amber Water in Fuel Sensor Circuit - Voltage Above Normal, or Shorted to High Source
429 Amber Water in Fuel Sensor Circuit - Voltage Below Normal, or Shorted to Low Source
Accelerator Pedal or Lever Idle Validation Circuit - Data Erratic, Intermittent, or
431 Amber Incorrect
432 Red Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration
433 Amber Intake Manifold Pressure Sensor Circuit – Data Erratic, Intermittent, or Incorrect
434 Amber Power Lost without Ignition Off - Data Erratic, Intermittent, or Incorrect
435 Amber Oil Pressure Sensor Circuit - Data Erratic, Intermittent, or Incorrect
Battery #1 Voltage Low - Data Valid but Below Normal Operational Range –
Battery #1 Voltage High - Data Valid but Above Normal Operational Range –
Accelerator Pedal or Lever Position Sensor Supply Voltage Circuit - Voltage Below
Fuel Pressure High - Data Valid but Above Normal Operational Range – Moderately
Injector Metering Rail #1 Pressure Sensor Circuit - Voltage Above Normal, or
Injector Metering Rail #1 Pressure Sensor Circuit - Voltage Below Normal, or
Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range -
497 Amber Multiple Unit Synchronization Switch Circuit – Data Erratic, Intermittent, or Incorrect
OEM Intermediate (PTO) Speed switch Validation - Data Erratic, Intermittent, or
523 Amber Incorrect
527 Amber Auxiliary Input/Output 2 Circuit - Voltage Above Normal, or Shorted to High Source
528 Amber Auxiliary Alternate Torque Validation Switch – Data Erratic, Intermittent, or Incorrect
529 Amber Auxiliary Input/Output 3 Circuit - Voltage Above Normal, or Shorted to High Source
Accelerator Pedal or Lever Idle Validation Circuit - Voltage Below Normal, or

Injector Metering Rail #1 Pressure High – Data Valid but Above Normal Operational
553 Amber Range - Moderately Severe Level
554 Amber Fuel Pressure Sensor Error - Data Erratic, Intermittent, or Incorrect
Injector Metering Rail #1 Pressure Low – Data Valid but Below Normal Operational
584 Amber Starter Relay Circuit - Voltage Above Normal, or Shorted to High Source
585 Amber Starter Relay Circuit - Voltage Below Normal, or Shorted to Low Source
Turbocharger #1 Speed High - Data Valid but Above Normal Operational Range –
Electrical Charging System Voltage High – Data Valid but Above Normal
Electrical Charging System Voltage Low – Data Valid but Below Normal Operational
Electrical Charging System Voltage Low – Data Valid but Below Normal Operational
598 Red Range - Most Severe Level
649 Maint Change Lubricating Oil and Filter – Condition Exists
Turbocharger #1 Speed Low - Data Valid but Below Normal Operational Range –
689 Amber Primary Engine Speed Sensor Error – Data Erratic, Intermittent, or Incorrect
Turbocharger #1 Compressor Inlet Temperature Sensor Circuit – Voltage Above
Turbocharger #1 Compressor Inlet Temperature Sensor Circuit – Voltage Below
ECM Internal Temperature Sensor Circuit – Voltage Above Normal, or Shorted to
ECM Internal Temperature Sensor Circuit – Voltage Below Normal, or Shorted to
Extended Crankcase Blow-by Pressure Circuit - Voltage Above Normal, or Shorted
Extended Crankcase Blow-by Pressure Circuit - Voltage Below Normal, or Shorted
729 Amber to Low Source
Engine Speed/Position #2 mechanical misalignment between camshaft and
731 Amber crankshaft sensors - Mechanical System Not Responding Properly or Out of
Adjustment
Engine Speed/Position #2 Camshaft sync error – Data Erratic, Intermittent, or
753 Amber Incorrect
757 Amber Electronic Control Module data lost - Condition Exists
778 Amber Engine Speed Sensor (Camshaft) Error – Data Erratic, Intermittent, or Incorrect
Warning Auxiliary Equipment Sensor Input # 3 (OEM Switch) – Root Cause Not
779 Amber Known
Cylinder Power Imbalance Between Cylinders – Data Erratic, Intermittent, or
951 None Incorrect
1117 None Power Lost With Ignition On - Data Erratic, Intermittent, or Incorrect
Injector Cylinder #1 - Mechanical System Not Responding Properly or Out of
1139 Amber Adjustment
Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above Normal, or
Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below Normal, or

Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or
1242 Red Incorrect
Control Module Identification Input State Error – Data Erratic, Intermittent, or
1256 Amber Incorrect
Control Module Identification Input State Error – Data Erratic, Intermittent, or
1257 Red Incorrect
Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range
1911 Amber - Most Severe Level
Coolant Temperature 2 Sensor Circuit – Voltage Above Normal, or Shorted to High
2111 Amber Source
Coolant Temperature 2 Sensor Circuit – Voltage Below Normal, or Shorted to Low
2112 Amber Source
Coolant Temperature 2 - Data Valid but Above Normal Operational Range -
Coolant Temperature 2 - Data Valid but Above Normal Operational Range - Most
2116 Amber Coolant Pressure 2 Circuit - Voltage Above Normal, or Shorted to High Source
2117 Amber Coolant Pressure 2 Circuit - Voltage Below Normal, or Shorted to Low Source
Sensor Supply Voltage #4 Circuit – Voltage Above Normal, or Shorted to High
2185 Amber Source
2186 Amber Source
2195 Red Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special Instructions
Fuel Pump Delivery Pressure - Data Valid but Below Normal Operational Range -
Fuel Pump Delivery Pressure - Data Valid but Above Normal Operational Range –
2217 Amber ECM Program Memory (RAM) Corruption – Condition Exists
Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational Range
2249 Amber - Most Severe Level
Fuel Priming Pump Control Signal Circuit – Voltage Above Normal, or Shorted to
Fuel Priming Pump Control Signal Circuit – Voltage Below Normal, or Shorted to
Fuel Inlet Meter Device - Data Valid but Above Normal Operational Range -
Fuel Inlet Meter Device flow demand lower than expected - Data Valid but Below
2293 Amber Normal Operational Range - Moderately Severe Level
2311 Amber Fueling Actuator #1 Circuit Error – Condition Exists
2321 None Engine Speed / Position Sensor #1 - Data Erratic, Intermittent, or Incorrect
2322 Amber Engine Speed / Position Sensor #2 - Data Erratic, Intermittent, or Incorrect
2345 Amber Turbocharger speed invalid rate of change detected - Abnormal Rate of Change
Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above Normal
2346 None Operational Range – Least Severe Level
Turbocharger Compressor Outlet Temperature (Calculated) - Data Valid but Above
2347 None Normal Operational Range – Least Severe Level
Engine Brake Actuator Circuit #1 – Voltage Below Normal, or Shorted to Low
2362 Amber Source
Engine Brake Actuator Circuit #2 – Voltage Below Normal, or Shorted to Low
2363 Amber Source
Engine Brake Actuator Circuit #1 – Voltage Above Normal, or Shorted to High
2367 Amber Source
2377 Amber Fan Control Circuit - Voltage Above Normal, or Shorted to High Source
2384 Amber VGT Actuator Driver Circuit - Voltage Below Normal, or Shorted to Low Source
2385 Amber VGT Actuator Driver Circuit - Voltage Above Normal, or Shorted to High Source
2555 Amber Intake Air Heater #1 Circuit - Voltage Above Normal, or Shorted to High Source
2556 Amber Intake Air Heater #1 Circuit - Voltage Below Normal, or Shorted to Low Source
2557 Amber Auxiliary PWM Driver #1 - Voltage Above Normal, or Shorted to High Source

2558 Amber Auxiliary PWM Driver #1 - Voltage Below Normal, or Shorted to Low Source
Engine Coolant Temperature High - Data Valid but Above Normal Operational
2963 None Range – Least Severe Level
Intake Manifold Temperature High - Data Valid but Above Normal Operational
2964 None Range – Least Severe Level
2973 Amber Intake Manifold Pressure Sensor Circuit – Data Erratic, Intermittent, or Incorrect

Shift Control System (Fully- handle (1, Figure 48), travel speeds of 1 to 4
are selected, and by raising or lowering the
Automatic) shift lever, travel direction is selected, the
travel directions are Forward (F) - Neutral (N)
- Reverse (R).
Introduction
This machine uses a ZF transmission and

axle. The transmission is electro-hydraulic
4WG-200.
This manual introduces electronic control
component of this transmission, called the
shift control system.
This section mainly introduces the shift control

system in the fully-auto mode of operation. 3549
The operator shifts the control lever to the
selected gear through the shift control system. Figure 48 – Travel Shift Lever and Schematic
EST125 electronic control unit of the shift The DW-3 shift lever is also available with
control system receives a signal from the gear integrated KD button, in the end of the shift
selector, the speed sensor, or KD key and lever. When traveling in travel speeds, 2, 3,
sends these signals to the computer to or 4, pressing the KD or Kick Down, button,
calculate the proper speed and travel gear. the transmission will automatically shift down
The CPU controls the shift control valve on one gear level. The transmission will remain in
the transmission to obtain the desired gear. this lower gear until the gearshift is moved to
change machine direction, or the speed
selector is rotated to either a higher or lower
travel speed.
For the protection from an unintended engine

start, a Neutral interlock is installed. The
engine cannot be started if the travel direction
lever is either in the Forward or Reverse
position, only in the Neutral position.
For additional protection, the travel direction

lever can be locked in the Neutral position. To
set this lock, move the travel direction lever to
the Neutral position (1, Figure 48), and then
slide the Neutral Lock Tab (3, Figure 48) to
3547 the “N” position. Release the travel direction
lever by moving the lock tab to the “D” Drive
Figure 47 – Transmission Control System position.
Components
Work Principle
Main Components
The gear selector contains many micro-
switches inside. The inner micro-switches run
DW-3 Gear Selector when the operator selects the gear and
direction, these variational gears and direction
The shift lever is mounted on the left side of signals enter into EST125 electronic control
the steering column. By rotating the shift lever unit through the wiring harness connection.

3550
Figure 49 – DW-3 Gear Selector Schematic
As shown in Figure 49, the upper half of the schematic (X1, Figure 49) is the gear selector electrical
schematic, the lower part (X2, Figure 49) is the micro-switch action connection schematic. Using a
digital VOM, check the gear selector fault according to above illustration. This method is not suitable
for checking any damage of the micro switches contacts inside the gear selector. In general, it will
show no fault by the digital VOM measurement, but the control does not work normally due to the
micro switch damage.

Output Signal Table
Forward Reverse Neutral

Gear KD
1 2 3 4 1 2 3 4 1 2 3 4
AD1 B1      
AD2 B2      
AD3 B3            
AD4 V    
AD5 R    
AD6 AS    
AD7 KD 
DW-3 Gear Selector Troubleshooting black wire are connected. In the Output
Signal Table, "1", "2", "3", "4" refer to the
Using the digital VOM to check the gear gear (speed) range. "●"means
selector fault is a very straight and convenient connection. The gear/digital combination
method, the details show as follows: reflects the outer shift signal. For example,
when the operator sets the shift control
1. Turn off the start switch, open the steering lever to F1 (FORWARD 1), AD4 is
column assembly, and pull out the X2, X3 connected, and AD1, AD3 are also
connector connected to DW-3 gear connected. Therefore, AD4, AD1 and AD3
selector and wiring harness. are connected together when the shift
control lever is at F1. AD# and ED1 are
2. Adjust the digital VOM to 200 Ω range of always connected.
resistance. Inspect the following wire
arrangements when the DW-3 gear 4. AD1, AD3, AD6 ED1 outputs are
selector is set to one of the travel connected when DW-3 is set to gear 1 in
positions: the NEUTRAL position, its inner micro-
switch S4 contact is closed, S1 normal
a. [BLACK,GREEN], [BLACK,BLUE], close contact is closed. The
b. [BLACK,PURPLE], [BLACK,RED], corresponding blue wire, black wire, gray
c. [BLACK,GRAY], [BLACK,YELLOW], wire, red wire should be connected, the
d. [BLACK,PINK], [GREEN,BLUE], resistance value between each two wires
e. [GREEN,PURPLE], [GREEN,RED], is 0. Insert two probes of the digital VOM
f. [GREEN,GRAY], [GREEN,YELLOW], separately into the corresponding color
g. [GREEN,PINK], [BLUE,PURPLE], connector sockets of combination colors
h. [BLUE,RED], [BLUE,GRAY], listed in Step 2. [BLACK,BLUE],
[BLUE,YELLOW], [BLACK,GRAY], [BLACK,RED],
i. [BLUE,PINK], [PURPLE,RED], [BLUE,RED], [BLUE,GRAY], [RED,GRAY
[PURPLE, ], the digital VOM reading of the above
j. GRAY], [PURPLE,YELLOW], combinations is 0, and the reading of the
k. [PURPLE,PINK], [RED,GRAY], other combinations should be 1.
[RED,YELLOW],
l. [RED,PINK], [GRAY,YELLOW],
m. [GRAY,PINK].
3. See the principle drawing, output AD3 →

black wire, AD2 → green wire, AD1 →
blue wire, AD7 → purple wire, ED1 → red
wire, AD6 → gray wire, AD 4→ yellow
wire, AD5 → pink wire. The red wire and

5. AD3,AD6,ED1 outputs are connected 8. AD3,AD1,AD4,ED1 outputs are connected
when DW-3 is set to gear II in the when DW-3 is at Forward 1 (F!), its inner
NEUTRAL position, its inner micro-switch micro-switch S4 contact is closed, S1
S1 normal close contact is closed. The normal open contact is closed, S2 normal
corresponding black wire, gray wire, red open contact is closed. The corresponding
wire should be connected, the resistance black wire, blue wire, yellow wire and red
value between each two wires is 0 Insert wire should be connected, the resistance
two probes of the digital VOM separately value between each two wires is 0. Insert
into the corresponding color connector two probes of the digital VOM separately
sockets of combination colors listed in into the corresponding color connector
Step 2. [BLACK,GRAY], [BLACK,RED], sockets of combination colors listed in
[RED,GRAY ], the digital VOM reading of Step 2. [BLACK,BLUE], [BLACK,RED],
the above combinations is 0, and the [BLACK,YELLOW], [BLUE,RED],
reading of the other combinations should [BLUE,YELLOW], [RED,YELLOW], the
be 1. digital VOM reading of the above
combinations is 0, and the reading of the
6. AD3,AD2,AD6,ED1 outputs are connected other combinations should be 1.
when DW-3 is set to gear III in the
NEUTRAL position, its inner micro-switch 9. AD3,AD4,ED1 outputs are connected
S5 contact is closed, S1 normal close when DW-3 is at F2, its inner micro-switch
contact is closed. The corresponding S4 contact is closed, S1 normal open
black wire, green wire, gray wire and red contact is closed, S2 normal open contact
wire should be connected, the resistance is closed. The corresponding black wire,
value between each two wires is 0. Insert yellow wire and red wire should be
two probes of the digital VOM separately connected, the resistance value between
into the corresponding color cores of each two wires is 0. Insert two probes of
combination colors listed in step 2. the digital VOM separately into the
[BLACK,GREEN], [BLACK,RED], corresponding color connector sockets of
[BLACK,GRAY ] , [GREEN,RED], combination colors listed in Step 2.
[GREEN,GRAY], [RED,GRAY], the digital [BLACK,RED], [BLACK,YELLOW],
VOM reading of the above combinations is [RED,YELLOW], the digital VOM reading
0, and the reading of the other of the above combinations is 0, and the
combinations is 1. reading of the other combinations should
be 1.
7. AD3,AD2,AD1,AD6,ED1 outputs are
connected when DW-3 is at gear IV of 10. AD3,AD2,AD4,ED1 outputs are connected
NEUTRAL position, its inner micro-switch when DW-3 is at F3, its inner micro-switch
S4, S5 contact is closed. The S5 contact is closed, S1 normal open
corresponding black wire, green wire, blue contact is closed, S2 normal open contact
wire, gray wire and red wire should be is closed. The corresponding black wire,
connected, the resistance value between green wire, red wire and yellow wire
each two wires is 0. Insert two probes of should be connected, the resistance value
the digital VOM separately into the between each two wires is 0. Insert two
corresponding color connector sockets of probes of the digital VOM separately into
combination colors listed in Step 2. the corresponding color connector sockets
[BLACK,GREEN], [BLACK,BLUE], of combination colors listed in Step 2.
[BLACK,RED], [BLACK,GRAY], [BLACK,GREEN], [BLACK,RED],
[GREEN,BLUE], [GREEN,RED], [BLACK,YELLOW], [GREEN,RED],
[GREEN,GRAY], [BLUE,RED], [GREEN,YELLOW], [RED,YELLOW], the
[BLUE,GRAY], [RED,GRAY], the digital digital VOM reading of the above
VOM reading of the above combinations is combinations is 0, and the reading of the
0, and the reading of the other other combinations should be 1.
combinations should be 1.

11. AD3,AD2,AD1,AD4,ED1 outputs are reading of the other combinations should
connected when DW-3 is at F4, its inner be 1.
micro-switch S4, S5 contacts are closed,
S1 normal open contact is closed, S2 14. AD3,AD2,AD5,ED1 outputs are connected
normal open contact is closed. The when DW-3 is at R3, its inner micro-switch
corresponding black wire, green wire, blue S5 contact is closed, S1 normal open
wire, yellow wire and red wire should be contact is closed, S3 normal open contact
connected, the resistance value between is closed. The corresponding black wire,
each two wires is 0. Insert two probes of green wire, red wire and pink wire should
the digital VOM separately into the be connected, the resistance value
corresponding color connector sockets of between each two wires is 0. Insert two
combination colors listed in Step 2. probes of the digital VOM separately into
[BLACK,GREEN], [BLACK,BLUE], the corresponding color connector sockets
[BLACK,YELLOW], [BLACK,RED], of combination colors listed in Step 2.
[GREEN,BLUE], [GREEN,RED], [BLACK,GREEN], [BLACK,RED],
[GREEN,YELLOW], [BLUE,RED], [BLACK,PINK], [GREEN,RED],
[BLUE,YELLOW], [RED,YELLOW], the [GREEN,PINK], [RED,PINK], the digital
digital VOM reading of the above VOM reading of the above combinations is
combinations is 0, and the reading of the 0, and the reading of the other
other combinations should be 1. combinations should be 1.
12. AD3,AD1,AD5,ED1 outputs are connected 15. AD3,AD2,AD1,AD5,ED1 outputs are

when DW-3 is at R1, its inner micro-switch connected when DW-3 is at R4, its inner
S4 contact is closed, S1 normal open micro-switch S4, S5 contacts are closed,
contact is closed, S3 normal open contact S1 normal open contact is closed, S3
is closed. The corresponding black wire, normal open contact is closed. The
blue wire, pink wire and red wire should corresponding black wire, green wire, blue
be connected, the resistance value wire, pink wire and red wire should be
between each two wires is 0. Insert two connected, the resistance value between
probes of the digital VOM separately into each two wires is 0. Insert two probes of
the corresponding color connector sockets the digital VOM separately into the
of combination colors listed in Step 2. corresponding color connector sockets of
[BLACK,BLUE], [BLACK,PINK], combination colors listed in Step 2.
[BLACK,RED], [BLUE,PINK], [BLACK,GREEN], [BLACK,BLUE],
[BLUE,RED], [PINK,RED], the digital VOM [BLACK,PINK], [BLACK,RED],
reading of the above combinations is 0, [GREEN,BLUE], [GREEN,RED],
and the reading of the other combinations [GREEN,PINK], [BLUE,PINK],
should be 1. [BLUE,RED], [RED,PINK], the is 0, and
the reading of the other combinations
13. AD3,AD5,ED1 outputs are connected should be 1.
when DW-3 is at R2, its inner micro-switch
S4 contact is closed, S1 normal open
contact is closed, S3 normal open contact
is closed. The corresponding black wire,
pink wire and red wire should be
connected, the resistance value between
each two wires is 0. Insert two probes of
the digital VOM separately into the
corresponding color connector sockets of
combination colors listed in Step 2.
[BLACK,PINK], [BLACK,RED],
[PINK,RED], the digital VOM reading of
the above combinations is 0, and the

16. Press KD key and hold it which will
increase AD7 output connection no matter
DW-3 is at any position. For example,
press KD key and hold it when DW-3 is at
R2, D3,AD5,ED1,AD7 outputs are
connected, the corresponding black wire,
pink wire, red wire and purple wire should
be connected, the resistance value
between each two wires is 0. Insert two
probes of the digital VOM separately into
the corresponding color connector sockets
of combination colors listed in Step 2.
[BLACK,PINK], [BLACK,RED],
[PINK,RED], [BLACK,PURPLE],
[PINK,PURPLE], [RED,PURPLE], the
digital VOM reading of the above
other combinations should be 1.
The DW-3 gear selector is good if it can pass

all of the above tests successfully.

FNR Function Module
Introduction
FNR function module is developed for the travel selector FNR (Forward – Neutral – Reverse) lever.
This system is applicable for the ZF fully-automatic shift control system. FNR function provides the
operators with more convenient operation methods which can the improve operators’ work
efficiency.
FNR joystick lever has the horn button (1, Figure 50), F, N, R and switch positions (2, Figure 50),
and the KD (Kick-down) key on the back of the control lever (3, Figure 50). The operator can perform
loading, forward travel, reverse travel and KD function switching by right hand simultaneously. It is
very easy to operate.
3552
Figure 50 – Travel/ Loader Function Joystick
FNR lever (FS-2), DW-3 lever (FS-1) and FNR module is combined to use as shown below.
3551
Figure 51 – Joystick Function Control Diagram

Operating Principle
3553
Figure 52 – FNR Module Schematic
The location of the FNR control module in the cab (1, Figure 53). NOTE: Depending on the cab
installed, this module may be found in more than one location.
3554 3555
Figure 53 – FNR Module Locations

FNR External Wire whether FNR function module’s harness is
connected properly. If the power source
The FNR lever connector pin numbers are indicator is ON, and the wiring harness is
from right to left in counterclockwise tightly attached, move to Step 2.
sequence.
2. Check wire #504 of DW-3 lever, the
ground voltage should be 24 V. If the
voltage is not correct, check the ZF shift
control system. If the voltage is correct,
move to Step 3.
3. Turn the DW-3 lever to II position, check

ground voltage of wire #524, #528 ,#544
of FNR function module, the
corresponding values should be: 0 V, 0 V,
24 V. If the voltage value is not correct,
check connector X2, X2a of DW-3 lever
and frame harness for good connections.
If the voltage is correct, move to Step 4.
4. Move the FNR key of FNR joystick lever to

the N position. Check wire #374 of FNR
function module, the ground voltage
should be 0 V. If the voltage is more than
1.5 V, check XF7 of FNR lever and frame
harness for a good connection. If the
voltage is correct, check whether FNR
function has returned to normal. If FNR
function still does not work, replace the
3556 FNR function module.
Figure 54 – FNR Control Wiring Connections The FNR function module has three LED
indicators, they combine to flash to indicate
1. Horn, connected to Pins 5 and 6 different conditions of the function module.
2. Forward key, connected to Pins 8 and 12 The indicators (1, 2, 3, Figure 55) are located
3. Neutral key, connected to Pins 9 and 12 at the top of the module circuit board.
4. Reverse key, connected to Pins 11 and 12
5. Kick Down key, connected to Pins 7 and
10
6. Pin 1
7. Pin 6
8. Pin 7
9. Pin 12
3557
Troubleshooting
Figure 55 – FNR Control Module LED’s
If any of the FNR functions have failed, check
the controller as follows:
1. Start the machine, observe the power
source indicator of FNR function module.
If the power source indicator does not turn
on, check the shift control fuse of the fuse
box. If the fuse is in good condition, check

The indication content is shown as the following table. If FNR function fault occurs, the operator can
consult the service man according to the indication content of the indicators.
LED Fault Table
Operating Condition/Fault Illustration LED1 LED2 LED3

1 Power source is abnormal Operating condition Out Out Out
2 FS-1 is effective, F position Operating condition ON 1 ON
3 FS-1 is effective, N position Operating condition ON 2 ON
4 FS-1 is effective, R position Operating condition ON 3 ON
5 FS-2 is effective, F position Operating condition ON 4 ON
6 FS-2 is effective, N position Operating condition ON 5 ON
7 FS-2 is effective, R position Operating condition ON 6 ON
8 FS-1 is effective, KD position duration ≥ 3 Seconds Fault ON 1 1
9 FS-2 is effective, KD position duration ≥ 3 Seconds Fault ON 2 1
10 FS-1 is effective, R, N position occur simultaneously. Fault ON 1 2
11 FS-1 is effective, R, F position occur simultaneously. Fault ON 2 2
12 FS-1 is effective, F, N position occur simultaneously. Fault ON 3 2
FS-1 is effective, R, N, F position occur
13 simultaneously. Fault ON 4 2
14 FS-1 is effective, R, N, F position don’t exist. Fault ON 5 2

15 FS-2 is effective, R, N position occur simultaneously Fault ON 1 3
16 FS-2 is effective, R, F position occur simultaneously Fault ON 2 3
17 FS-2 is effective, F, N position occur simultaneously Fault ON 3 3
18 FS-2 is effective, R, N, F position occur simultaneously Fault ON 4 3
19 FS-2 is effective, R, N, F position don’t exist Fault ON 5 3
20 I, II, III, IV position input is ineffective. Fault ON 1 4
NOTE:
1. LED1 only indicates power source. LED 1 will always light as long as the controller is powered
normally.
2. The corresponding numbers of LED 2 and LED 3 indicate their flash sequence. When
performing work condition or fault indication, first count LED 3 flash count, then start LED 2 flash
count.
3. When indicating several of the operating conditions, after finishing one condition indication, the
system will move to the next indication after 2 seconds. LED2 and LED 3 will both go out during
this interval.
4. When indicating a fault condition, after finishing one indication, after finishing one condition
indication, the system will move to the next indication after 2 seconds. LED2 and LED 3 will both
go out during this interval.

Solenoid Group
The shift control valve contains 5 solenoids, M1- M5, their positions are shows in Figure 56. A signal
from the DW-3 gear selector is sent into the EST125 electronic control unit when the operator
selects the travel direction and gear. The electronic control unit sends a corresponding shift signal
according the software calculation and sends a voltage signal to the appropriate solenoid. The
purpose of the solenoid is to turn the oil flow to the clutches in the transmission on and off and to
control the transmission shift or direction change.
3558
Figure 56 – Shift Control Valve
Solenoid test
The solenoids' resistances are about 90 Ω, X9 located on the shift control valve is the solenoid group
connector. Remove X9 connector, and observe A, B, C, D, E, F pins, F is the common pin of the 5
solenoids. Use the digital VOM's resistance function to test the X9 connector (the terminal of shift
control valve), the resistance values of A-F, B-F, C-F, DF, E-F should be about 85-100 Ω. If these
readings are not noted, the solenoid has failed and needs to be replaced.

3559
Figure 57 – Solenoid and Clutch Voltage Table
"●" The corresponding solenoid is activated.

"○" The corresponding solenoid is activated, but the corresponding solenoid will be cut off during
executing transmission clutch cut-off function.
Figure 57 shows the activation condition of each gear solenoid and the corresponding mating clutch
activation condition. For example, M2, M3, M4 solenoids in the shift control valve work when the
machine is at F1 gear, and K1, KV clutches mate in the transmission at the same time.

3560
Figure 58 – Transmission Oil Schematic – 4WG-200
Compare the transmission oil schematic (Figure 58) with the solenoid and clutch action drawing
(Figure 57), to see the control relationship between the solenoid and the clutch. Basically, solenoid
M5 controls the clutch K4, M3 controls KV, M1 controls KR. The solenoid is activated and the clutch
is engaged. Solenoids M2 and M4 control the clutch K1, K2, K3 together. M4 is activated, M2 is not
activated, and K2 clutch works. M2 and M4 are activated together, K1 clutch works. M2 and M4 are
not activated, K3 clutch works.
The transmission clutch cut-off function is used only for gears I& II, no matter if the machine is in
FORWARD and REVERSE gear. When the clutch cut-off function is activated, solenoid M3 or M1 is
cut off, then clutches KV or KR are disengaged. Because KV and KR clutches separately control
Forward or Reverse travel, the transmission clutch cut-off order activates the appropriate direction
clutch.

Output Speed Sensor
The fully-auto shift control system machine

uses two speed sensors, which are used
separately to monitor the input gear speed
and the output gear speed of the
transmission. See solenoid and clutch drawing
(Figure 57) for the specific location. The EST-
125 electronic control unit needs these two
speeds to judge the states of the diesel
engine and the travel speed, and analyze the
load condition and the speed condition for 3562
deciding the proper transmission gear
selection. Figure 60 – Speed Sensor
Work Principle Observe the condition of the sensor mounting

location before installation. Use an
The output speed sensor (Figure 59) is fixed appropriate measuring device to measure the
at the transmission housing for testing the distance from the mounting surface to the
output gear speed of the transmission. gear top, and select the suitable spacer
washer according to the measurement, and
then install the speed sensor. After the
sensor has been installed, recheck the gap
measurement.
If the electronic control unit still can't read the

sensor signal after installation, the speed
sensor needs to be reinstalled and realigned.
The installation steps are as follows:
1. Remove the speed sensor. Align a gear

tooth directly in the center of the threaded
3561 sensor opening.
Figure 59 – Speed Sensor 2. By hand, screw the sensor into the hole
until the end of the tip of the sensor just
makes contact with the gear tooth.
Installation of the Speed Sensor
3. Turn the sensor back out 1/2 turn (180° in
The installation of the speed sensor is very
the counterclockwise direction). This sets
important. Generally, keep L distance at about
the gap (L) to 0.3 - 0.5 mm (0.01 - 0.02
0.3 - 0.5 mm (0.01 - 0.02 in) from the gear
in).
teeth as shown in Figure 60. If the size of L is
wider, the effect of the magnetic field will
4. Measure the distance between the sensor
decrease due to the limited magnetic field
mounting surface and the sensor
effect, and the winding can't induce the signal.
mounting surface. Select the suitable
If the distance is too close, the speed sensor
spacer washer, remove the speed sensor,
could be damaged by the gear in high speed
put the washer on it, then reinstall and
rotation.
secure the sensor.
5. Install the electrical connector X10 onto

the speed sensor.

Connector X10 must point slightly downwards Whenever performing any welding on the
to prevent water from flowing into the machine, disconnect the X1 connector from
connector along with the wiring harness. the control unit. Welding may cause a strong
Water could cause the sensor to fail. electric current through the control system,
damaging the electronic control unit.
Speed Sensor Resistance Check
Function Operation
Use the digital VOM to test the resistance of
the speed sensor. The measured resistance The shift control system can complete the
value should be 1020 ± 100 Ω. Remove the
following operations.
X10 connector from the speed sensor and
measure the resistance value between two
pins of speed sensor. If the reading is not as 5-A Shift and Change Running
specified, the speed sensor is damaged. Direction
Electronic Control Unit EST125 When the operator selects the travel direction
and gear by operating the DW-3 gear selector
(1, Figure 62) signals are sent into EST125
EST125 electronic control unit (Figure 61) is
electronic control unit (2, Figure 62), which
the core component of the transmission shift
also receives signals from the speed sensor,
control system. Signals from gear selector, the
KD key and transmission clutch cut-off at the
speed sensor, KD button, and transmission
same time. The electronic control unit
clutch cut-off signal are delivered into EST125
processes these signals and activates the
electronic control unit for processing. EST125
shift control valve (3, Figure 62) on the
will process the control signals and send a
transmission to obtain the desired gear and
control signal to the proper solenoid to finish
travel direction. See the following
transmission shifting. If the gear selector is
components:
placed in the NEUTRAL position, the EST125
sends the NEUTRAL signal to the drive
Neutral/start interlock relay. The control unit
also sends a signal to the backup alarm relay
when the direction control is moved to the
reverse position.
3563
3565
Figure 61 – Electronic Control Unit
Figure 62 – Speed Sensing Components

Figure 63 shows the locations of the
transmission input speed sensor (2, Figure
63) and the output speed sensor (3, Figure
63).
3567
Figure 64 – Auto Shift System Components
1. Shift control valve

2. KD button (may be located at the end of
gear selector shaft (3, Figure 64)
3. Gear and direction selector
4. EST 125 electronic control unit
5. Wiring harness
6. Output speed sensor
Transmission model 4WG-200 used on the

machine is a 4-gear transmission, which
contains F1, F2, F3, F4 and R1, R2, R3 travel
speed and direction selections. There are only
three travel speeds available for reverse
travel. When the gear selector is moved to the
3566 R4 position, the EST125 electronic control unit
sends an R3 control signal control signal to
Figure 63 – Shift Control Components the transmission.
The following illustration shows the
component locations for the fully-auto 5-B Neutral/Start Interlock Protection
transmission control system. Function
The machine can only be started when the

DW-3 gear selector is in the NEUTRAL
position. In this location, both the Neutral and
Start relays (1, 2, Figure 65) are activated and
enable the engine to be started.

3570
Figure 67 – Neutral Lock in Locked Position

3568
5-D Transmission Clutch Cut-off
Figure 65 – Neutral and Start Relays Function
The following components are needed for this
function to operate:
1. Neutral/start interlock relay  The transmission clutch cutoff

2. DW-3 gear selector function should only be used when
3. EST125 electronic control unit the transmission is in either F1, F2
4. Start switch or R1, R2 travel speeds. It is not
5. Start relay used when the machine in a high
6. Fuse speed gear or traveling at a high
rate of speed. Loss of machine
5-C Neutral/Lock Function control could occur.
On the wheel loader, the Neutral/lock switch  Do not use the transmission clutch
may be located on the top of the gear cut-off function when driving or
selector or may be on the dash panel. operating the machine on the ramp.
Regardless of the location, the Neutral/lock Loss of machine control could
switch prevents the gear selector from being occur.
moved to a travel direction.
 The transmission clutch cutoff
Figure 66 shows the lock in the locked switch should be in the LOCK
position (1, Figure 66). Move the lever to the position when driving or operating
left the machine on the flat ground,
(1, Figure 67) to unlock the travel control otherwise it will affect the brake
lever. performance and could cause a
loss of machine control
The operator can select transmission clutch

cutoff function when the machine is operating
on flat ground. The transmission clutch cut-off
function can be selected by pressing the
transmission clutch cutoff switch inside the
cab.
3569
Figure 66 – Neutral Lock in Locked Position

The transmission power output is disengaged The transmission clutch cut-off switch has a
when the transmission clutch cut-off switch is lock for preventing accidental operation (1,
moved to the UNLOCK position during the Figure 68). In normal operating conditions,
machine braking. This will increase the brake the switch is locked in the LOCK position. To
performance, but also can protect the activate the UNLOCK function, press the lock
transmission and the power train. Moreover, button and move the switch to the UNLOCK
the power that would go to the transmission is position.
used for the hydraulic system and improves
the work efficiency. The following components are needed for
activating the transmission clutch cut-off
The transmission clutch cut-off function is function:
cancelled when the transmission clutch cut-off  Fuse
switch is in the LOCK position, and the  Transmission clutch cut-off switch
transmission power output is not cut off when  EST125 electronic control unit
the machine brakes.  DW-3 gear selector
 Shift control valve (transmission)
5-E Direct forward/reverse change

function
DW-3 gear selector does not have a direction

forward/reverse change interlock. The
3571 operator can change the direction of the
machine using the forward/reverse direction
Figure 68 – Transmission Clutch Cut-Off control lever. Directional shifting can be done
Switch as follows:
 In speeds 1 and 2, direct reversing

EST125 electronic control unit sends the can be done at any time. (1F<=>1R &
transmission clutch cut-off signal. The 2F<=>2R)
electronic control unit executes the shift order
by activating a solenoid on the shift control  When the operator changes direction
valve when the machine runs or operates. The when travelling in a higher gear (III or
transmission clutch cut-off order is sent to the IV) and the machine running at a
electronic unit when the machine in either F1, speed greater than 14 Km/H (9 mph),
F2 or R1, R2 travel speeds. The electronic the EST125 electronic control unit will
control unit will cut off power supply to the not change directions until the
solenoid which controls travel direction, machine travel speed has decreased
thereby shutting off the clutch. to a safe level.
The transmission clutch cut-off function is only

5-F Start speed limit function
used when the transmission is in either F1, F2
or R1, R2 travel speed settings. The EST125
Begin travel with the machine transmission set
electronic control unit does not execute the
for speeds 1 or 2. If the speed selector is set
transmission clutch cut-off order even if the
for a higher gear, the transmission will
transmission clutch cut-off switch is at
automatically shift to the Speed 2 setting and
UNLOCK position during braking to prevent
will begin travelling. When the travel speed
the machine from loss of control when
has increased, the transmission will
traveling in a high speed gear.
automatically shift to the higher travel speed
setting.

5-G Downshift (Kick Down) control 5-H System self-protection function
The downshift switch is only active when the EST125 electronic control unit executes a self
DW-3 shift lever is set to second gear. Press test operation of the shift control system when
and release the downshift switch to make the the operator turns on the ignition switch but
transmission remain drop into first gear. The does not start the diesel engine. The EST125
transmission will remain in first gear until the electronic control unit does not send out
shift lever is moved; either changing speed or neutral starting order if the travel system has
direction, or by pressing the KD button a any faults. These faults could include the DW-
second time. 3 gear selector fault, the shift control valve
solenoid fault, the speed sensor fault,
Depending on the travel controls installed on electronic control unit software and hardware
the machine, there are two KD switch faults etc.
locations. If the machine is equipped with the
steering column mounted travel direction EST125 electronic control unit keeps
controls, the KD switch is located at the end of monitoring the travel system signals when
the direction control handle (4, Figure 69). On driving and operating the machine. If the
the joystick controls, the KD switch is located signals are abnormal, EST125 electronic
on the back of the control handle (1, Figure control unit may lock output or not according
69). to the fault degree. EST125 will export the
fault code if the machine is assembled with
optional LCD of shift control system, the
operators and service people will look for the
corresponding faults according to the fault
codes.
Troubleshooting
One of the first service checks when the shift

control system has faults and the machine will
not drive is the transmission oil level. An oil
level that is too high or too low can result in a
transmission abnormality and the machine will
not run. The shift control system will work
normally only if the transmission oil level is at
normal levels.
The shift control system has faults when the

transmission oil level is normal, check it
according to the instructions in this section.
3579 3572
Figure 69 – Kick
Down Switch The transmission fault may be caused by a
Locations mechanism fault if after inspection the
electronic control part of shift control system is
normal. For example, the shift control valve is
blocked, and the shift oil line has leakage, etc.
Please refer to the transmission fault test
section of service manual.

The X5 connector is very important and it is The EST125 electronic controller couldn't
the electronic connection interface between pass the self-test, which shows the shift
the ZF shift control system and the machines control system has a fault. The purpose of the
transmission. The connections are as follows: following steps is to eliminate the faults of the
measurable components in the system
Pin Function through the digital VOM.
No. Signal
Number Description
Neutral/start Step1. Test whether terminals No.85, No.86 of
+24 V Neutral/start interlock relay socket have +24V.
584 2 interlock signal
output
output
+24 V Backup alarm 1. Turn off the start switch, disassemble
588 3 the interior left-rear decoration
output signal output
Digital assembly and cup mat on the left-rear
592 4 KD key of the cab. Pull out Neutral/start
input
Impulse interlock relay from the electronic
705 1 Rev signal output control box.
output
The system
executes 2. Turn on the start switch, set the DW-3
transmission gear selector to the NEUTRAL
clutch cutoff order position, and pull out the parking
when has +24V brake switch. Adjust the digital VOM to
+24 V voltage input; the the 50 V range. Insert red probe into
600 6 terminal No.86 of relay socket and
input system does not
execute the keep contact with the inner connector;
transmission insert the black probe into relay socket
clutch cutoff order terminal No.85, and keep contact with
when has 0V the inner connector.
voltage input.
170 9 +24 V Power Test Result:
170 10 +24 V Power
228 14 -- Power The digital VOM reading is between 24 V and
228 15 -- Power 31 V.
For the shift control system schematic Conclusion:

diagram, refer to "Appendix 7: Shift Control
System (fully automatic) Schematic Diagram". If the result is OK, the EST125 electronic
control unit of shift control system has sent the
5-A-F1 Starting fault test of the Neutral - Start interlock signal, the start fault of
the diesel engine is not related to shift control
machine system. Inspect it according to the power
supply system section of this service manual.
Fault Definition
The operator turns on the start switch and
sets the DW-3 gear selector to NEUTRAL Step 2. Test if terminal No.86 of Neutral - Start
position, then starts the diesel engine, but interlock relay socket and grounding terminal
there is not any response from the diesel have +24 V.
engine. Did the shift control system send out
the Neutral/start interlock signal? As instructed in Step 1, hold red probe
terminal No.86 of relay socket in contact with
the inner connector, and connect the black
probe to a common ground connection.

Test Result:
The digital VOM reading is between 24 V and

31 V.
Conclusion:
If the result is OK, the connection between the

ground wire of Neutral - Start interlock relay
socket and the whole machine ground
terminal is not good.
Step 3. Test whether the power supply of shift

control system at X1 connector has +24 V.
1. Turn off the start switch, and plug the

Neutral/start interlock relay over again.
Pull out X1 connector of EST125
electronic control unit.
2. Turn on the start switch, measure the

power supply of shift control system
according to the shift control system
principle drawing and the following
table.
Test power supply at X1 connector:
POS PIN WIRE POS PIN READING

X1 1 682 X14 + 24 v
X1 2 654 X14 + 24 v
X1 18 666 X15 --
X1 36 678 X15 --
The above table lists the function of the X1

connector core, which comes from the right
table of the following illustration 5-21, the
comprehension method is the same as the
following right table.
As shown in Figure 70, left side is the number

position of X1 connector core, right side is the
lead connection table of shift control system.
For example, "X1 31 430 X9 A" shows that
No.430 wire connects No.31 pin of the X1 3574
connector to A core of X9 connector. Refer to
the principle drawing, this is the lead from the Figure 70 – X1 Connector Terminals & Wiring
EST125 electronic control unit to the shift
control valve solenoid.

3. Refer to the principle schematics, X14 is
"+ "short circuit terminal of power supply, Corresponding
X1 Pin
X15 is "-" short circuit terminal of the Resistance connector X9 Pin
No.
power supply. All leads that connected to No.
the short circuit terminals are connected. 31 – 35 A–F
So pin 1 and pin 2 of connector X1 are 33 – 35 B–F
connected to pin A and pin B of connector 15 – 35 85 - 200 Ω C–F
X12, that is connected to wire No.170, 32 – 35 D–F
which is the power line of shift control 14 - 35 E-F
system. Therefore, there is +24V voltage
of grounding at pin 1 and pin 2 of 2. Adjust the digital VOM to 200 Ω range of
connector X1. Pin18 and pin 35 of Ω function, use the probes positive or
connector X1 are " - " short circuit negative to measure the pin combinations
terminals power supply of shfit control separately in above table [31,35], [33,35],
system. Adjust the digital VOM to 50V [15,35], [32,35], [14,35].
range of voltage function. Measure [1,18],
[1,35], [2,18], [2,35] core combinations of Test Result:
connector X1 separately. Please notice
that only insert red probe into pin 1 and The digital VOM reading is between 85 Ω and
pin 2, black probe into pin18 and pin 35. 100 Ω.
Test Result: Conclusion:
The digital VOM reading is between 24V and If the result is OK, move to Step 6.
31V.
If the result is not OK, test as follows:
Conclusion:
1. Check whether there is an open circuit or
If the result does OK, please turn to step4. If any other fault in the line from the shift
the result does not OK, please test as follows: control valve to the EST125 electronic
control unit.
1. Check the condition of 7.5A ZF shift fuse,
replace it if it has blown. If the new fuse 2. The shift control solenoid valve is
still blows, check for a short circuit fault. damaged if the line does not have a fault.
The test of 5 couples of combinations
2. Check for a short circuit fault from the fuse corresponds with 5 solenoids separately in
to the X5 connector. Check from the X5 the shift control valve. Maintain the shift
connector to X1 connector if the 7.5A ZF control valve if the test value of any couple
shift fuse does not blow. is not in the range of measurement.
3. Check the grounding condition wires of Step 5. Test whether the speed sensor of shift
No.666, No.678, No.632, No.636, and control system has a fault at the X1 connector.
No.228 of the X12 and X1 connectors.
1. Refer to the shift control system principle
Step 4. Test whether the shift control valve drawing (Figure 49) and Figure 60. Test
solenoid has fault at X1 connector. the speed sensor at X1 connector:
1. Refer to the shift control system principle Corresponding
drawing (Figure 49) and Figure 60. Test X1 Pin
Resistance connector X9
THE shift control valve solenoid at X1 No.
Pin No.
connector: 920 - 1120
17 – 27 1–2
Ω

2. Adjust the digital VOM to THE 2K Ω range
of Ω function and measure the pin Pinch hazard – keep hands and clothing
combinations in above table [17,27]. away from the rotating belting.
Step 1. Test the transmission oil level with the

Test Result:
engine running.
The digital VOM reading is between 920 Ω
1. Start the diesel engine, let the
and 1120 Ω.
machine run for about 10 minutes to
fully warm up all systems. With the
Conclusion: engine running, check the
transmission oil level.
If the result is OK, test the machine after
replacing the EST125 electronic control unit.
Test Result:
If the result is not OK, please as follows:
The transmission oil level should in the normal
range on the oil dipstick when the machine is
1. Check if there is an open circuit or any
running.
other fault in the line from the speed
sensor to the EST125 electronic control
Conclusion:
unit.
 HIGH oil level – Drain some of the
2. Replace the speed sensor.
transmission oil from the transmission
 LOW - Fill transmission with the
5-A-F2 Fault test of the machine correct transmission oil for the
when no gear after starting operating conditions
 If the transmission oil level is OK,
Fault definition: move to Step 2.
The machine couldn't run no matter which Step 2. Test DW-3 gear selector at X1
gear the operator selects after starting the connector according to Step 4 introduced in 5-
diesel engine. A-F1.
Conclusion:
 Make sure to apply the parking brake
If the result is OK, replace the EST125
before beginning this procedure to
prevent the machine from moving.
 If working in an enclosed area, vent If the result is not OK, test as follows:
exhaust to outside when engine must
be run for service. 1. Check if there is an open circuit or any
fault in the line from the DW-3 gear
selector to the EST125 electronic control
unit.
2. Replace the DW-3 gear selector.

5-A-F3 Fault test of the machine Step 2. Turn the transmission clutch cut-off
when no gear I and II after starting switch to the UNLOCK position, and observe
whether the indicator on the multifunction
Fault Definition: display is going out.
The machine will not move when the shift 1. Turn on the ignition switch, but don't
control lever is at F1/F2 or R1/R2 after starting start the diesel engine. Set the
the diesel engine. transmission clutch cutoff switch to the
UNLOCK position.
2. Insert the parking brake clutch cut-off

 Make sure to apply the parking brake switch connector over again.
Test Result:
 If working in an enclosed area, vent
Observe if the indicator on the multifunction
display is going out.
be run for service.
Step1. Disconnect the transmission clutch cut- Conclusion:

off signal, test to determine if the machine has
travel gears I, II in either direction. If the result is OK, the parking brake clutch
cut-off switch is damaged and should be
1. Set the transmission clutch cut-off replaced.
switch to the LOCK position, remove
wire No.600 connector from the If the result is not OK, either the service brake
parking brake clutch cutoff switch. clutch cut-off switch or the transmission clutch
Turn on the ignition switch and move cut-off switch are damaged and need to be
the DW-3 gear selector to the replaced.
NEUTRAL position. Make sure the
parking brake has been set. Observe Step 3. Pull out the parking brake button, and
whether the clutch cut-off indicator on press down. The clutch cut-off indicator on the
the multifunction display is turning off. multifunction display will turn on and then go
out.
2. Start the diesel engine with the
transmission in either I, II gear. Does 1. Turn on the ignition switch, but don't
the engine start normally? start the diesel engine. Pull out and
press down the parking brake button.
Test Result:
2. Insert the connector of parking brake
The machine starts when the indicator goes clutch cut-off switch over again.
out.
Test Result:
Conclusion:
Observe whether the indicator on the
If the result is OK, the machine is in the multifunction display turns on and then goes
transmission clutch ON position. If the line has out.
a fault, and the engine couldn't be started,
move to Step 2.

Conclusion: 2. Turn on the ignition switch, set the
parking brake switch, start the diesel
If the result is OK, replace the EST125 engine, and move the DW-3 gear
electronic control unit selector to either R1, R2. Adjust the
digital VOM to 50 V range of voltage.
If the result is not OK, the parking brake Insert the red probe into pin No.3 (wire
switch is damaged and needs to be replaced. No.588) of the X5 connector. Insert
black probe into pin No.14 or pin
5-A-F4 Fault test of the machine No.15 (wire No.288) of the X5
when no Gear III and IV after starting connector.
Fault Definition: Test Result:

The transmission would not shift to the
desired gear when the shift control lever is at 31 V.
F3, F4 or R3, R4 after starting the machine
and the ground condition is good. Conclusion:
Conclusion: If the result is OK, EST125 electronic control

unit of shift control system has sent the
Replace the speed sensor after make sure the backup alarm signal, the back-up alarm is
line does not have a fault. When replacing the damaged or its line has fault if the backup
speed sensor, make sure to set the gap alarm does not beep. If the line does not have
between the sensor and the gear teeth is a fault, the back-up alarm needs to be
correct. replaced.

5-A-F5 Fault test of no back-up alarm
when the shift control lever is at R Step 2. Test DW-3 gear selector according to
after starting the machine Step 4 introduced in 5-A-F1.
Fault Definition: Conclusion:
The back-up alarm does not beep when the If the result is OK, replace the EST125
shift control lever is in the R position after electronic control unit.0
starting the engine.
If the result is not OK, DW-3 gear selector is
damaged and needs to be replaced.

be run for service.
Step1. Test whether wire No.588 has +24 V.

disassemble the left rear interior panel
assembly in the cab and locate the X5
connector.

Shift Control System (SEMI- Main Components
AUTOMATIC) Main components of the semi-automatic
shift control system include DW-3 gear
Introduction selector (refer to "DW-3 Gear Selector"),
This machine uses ZF transmission and solenoid group (refer to "Solenoid Group"),
axle. The transmission is electro-hydraulic output speed sensor. Semi-automatic shift
4WG-200. This manual introduces control system is only assembled output
electronic control component of speed sensor, no input speed sensor. Refer
transmission, called the shift control system. to "Output Speed Sensor" for output speed
sensor information.
This section mainly introduces the shift
control system semi-auto mode. The Electronic Control Unit EST117
operator shifts the control lever to the
scheduled gear through controlling the
transmission. For any weld maintenance, pull out X1
connector from the EST117 electronic
EST117 electronic control unit of the shift control unit, to protect it from fire
control system receives the outer signals damage due to the strong impulse
from the gear selector, the speed sensor, current caused by welding. Re-connect
KD key, disposes these signals and sends X1 connector after welding, otherwise
them into the computer to calculate. CPU the machine can not be started.
drives the shift control valve on the
transmission for getting the desired gear by
output circuit.
3630
Figure 71: Transmission Electronic Control 3631

System Components Figure 72: X1 Connector

EST117 electronic control unit is the core 5-A Shift and Change Running
component of the shift control system. See Direction
illustration 5-1, the gear signal, the speed
sensor signal, KD signal, transmission The operator selects the running direction
clutch cut-off signal are delivered into and gear by operating DW-3 gear selector;
EST117 electronic control unit for disposal these signals are sent into EST117
and calculation. EST117 will export the electronic control unit, which also received
control signals to drive the solenoid after the signals from the speed sensor, KD key
disposal, then finish shifting finally. At the and transmission clutch cut-off at the same
same time, EST117 exports NEUTRAL time. The electronic control unit disposes
signal to drive Neutral/start interlock relay these signals and drives the shift control
action when DW-3 gear selector is at valve on the transmission combination
NEUTRAL. EST117 exports backup alarm action by output circuit for getting desired
signal to drive the backup alarm relay. gear and running direction.
See the following components:

DW-3 gear selector EST117 electronic
control unit
Shift control valve
KD key (additional)
Output speed sensor
3632
Figure 73: EST117 Electronic Control

Switch
3633
Function Operation
The shift control system can complete the
following operations.

3635
1. Shift Control Valve

2. KD Key (additional)
3. DW-3 Gear Selector
4. EST117 Electronic Control Unit
5. Connection wiring harness
6. Output speed sensor
Transmission 4WG-200 fixed on the
machine is 4-gear transmission, which
contains F1, F2, F3, F4 and R1, R2, R3.
EST117 electronic control unit exports R3
control signal when DW-3 gear selector is at
R4.
5-B Neutral/Start Interlock Protection

Function
3634
Figure 74: Semi-Auto Shift Control System
See above photo of shift control system

components. The following illustration is the
component connection drawing of semi-auto
control system.
3636
Figure 75: Neutral/Start Interlock Relay and
Start Relay

The machine can be started when DW-3 5-G Downshift control
gear selector is at NEUTRAL, which is the The downshift switch is only active when the
special Neutral/start interlock protection DW-3 shift lever is set to second gear.
function. Press and release the downshift switch will
make the transmission remain in first gear
The following components are needed for until the shift lever is moved; either speed or
realizing this function: direction is changed.
1. Neutral/start interlock relay
2. DW-3 gear selector Release the KD function by the following
steps:
3. EST117 electronic control unit
1. Press KD key again
4. Start switch
2. Change the running direction
5. Start relay
3. Turn the lever to change gear
6. Fuse
4. Exceed the speed limited range.
5-C Neutral/Lock Function KD function will stop automatically once turn
the lever to NEUTRAL position. There are
The same as fully-auto shift control system, two KD key on the machine, they have the
refer to "5-C Neutral/Lock Function". same function. See the following illustration,
KD key is located on the pilot control lever.
5-D Transmission Clutch Cut-off
Function
Except the electronic control unit (fully-auto

shift control system is EST125, semi-auto
shift control system is EST117), the other
information is the same as fully-auto shift
control system, refer to "5-D Transmission
Clutch Cut-off Function
5-E Direct forward/reverse change 3637

function Figure 76: KD key on the pilot control lever
Except the electronic control unit (fully-auto KD key located on the end of the shift
shift control system is EST125, semi-auto control lever (refer to DW-3 gear selector
shift control system is EST117), the other outline drawing for KD key position).
information is the same as fully-auto shift
control system, refer to "5-E Direct 5-H System self-protection function
forward/reverse change function".
. EST117 electronic control unit executes the
5-F Start speed limit function self- test operation of the shift control
system firstly when the operator turns on
Except the electronic control unit (fully-auto the start switch but doesn't start the diesel
shift control system is EST125, semi-auto engine, EST117 electronic control unit
shift control system is EST117), the other doesn't send out neutral starting order if the
information is the same as fully-auto shift system has faults. These faults contain DW-
control system, refer to "5-F Start speed 3 gear selector fault, the shift control valve
limit function". solenoid fault, the speed sensor fault,
electronic control unit software and
hardware faults etc.

EST117 electronic control unit keeps
monitoring above signals when driving and
operating the machine. If the signals are
abnormal, EST117 electronic control unit
will decide to lock output or not according to
the fault degree. EST117 will export the
fault code if the machine is assembled with
optional LCD of shift control system, the
operators and service people will look for
the corresponding faults according to the
fault codes.
Troubleshooting
PR-68 Penetrometer is the special tool of 3638

shift control system, which can be used to Figure 77: PR-68 Penetrometer
test EST117 electronic control box inside
the shift control system, DW-3 gear Check the transmission oil level at starting
selector, the speed sensor, the shift control condition according to manual requirement
valve solenoid and lines rapidly& easily and when the shift control system has faults and
judge the faults. Assemble PR-68 could not drive. Too high or too low oil level
Penetrometer for the machine if it is can result in transmission abnormality and
possible. the machine may not run properly. The shift
control system can work normally only the
PR-68 Penetrometer usage is very transmission oil level is at optimum level.
convenient, it has a conversion connector.
Pull out X1 connector which is connected to If the shift control system has faults when
EST117 electronic control unit, and insert the transmission oil level is normal and
the connector of PR-68 Penetrometer into there is no PR-68 Penetrometer, please
EST117 electronic control unit and then check it according to the instruction in this
insert X1 connector into PR-68 section
Penetrometer. Please refer to the accessory
manual (need to order in addition) of PR-68
Penetrometer for the other operations. This
manual does not describe again. The fault may be caused by mechanism
failure if the electronic control part of shift
control system is normal after inspection.
For example, the shift control valve is
blocked and the shift oil line has leakage,
etc.. Please refer to the transmission fault
test section of service manual.

X5 connector is very important, which is the
electronic connection interface between ZF
shift control system and OEM (machine
manufacturer). Its connection relationship is:

3639
Figure 78: Shift Control System Principle Schematic

5-A-F1 Starting fault test of the Conclusion:
machine
If the result does OK, EST117 electronic
Fault Phenomenon Definition control unit of shift control system has
exported Neutral/ start interlock signal, the
The operator turns on the start switch and start fault of the diesel engine is not related
turns DW-3 gear selector to NEUTRAL to shift control system, please inspect it
position, then starts the diesel engine when according to the power supply system
the whole machine electrifies, but there isn't section of this service manual. If the result
any respond in the diesel engine. Consider does not OK, please turn to Step 2.
whether the shift control system has sent
out the Neutral/start interlock signal firstly. Step 2. Test whether No.86 terminal of
Neutral/start interlock relay socket and
In general, EST117 electronic unit couldn't grounding terminal have +24V.
pass the self-test, which shows the shift
control system has fault. The purpose of the Keep on test of Step 1, and hold red probe
following steps is to eliminate the faults of connection not changed, insert black probe
the measurable components in the system into common grounding terminal on the left-
through the digital multimeter. rear floor of the cab.
Step 1. Test whether No.85, No.86 Test result:

terminals of Neutral/start interlock relay
socket have +24V. The digital multimeter reading is between
24V and 31V.
1. Turn off the start switch, disassemble the
interior left-rear decoration assembly and
cup mat on the left-rear of the cab. Pull
out Neutral/start interlock relay from the
electronic control box.
2. Turn on the start switch, turn DW-3 gear

selector to NEUTRAL position, and pull
out the parking brake switch, adjust the
digital multimeter to 50V range of voltage
function. Insert red probe into No.86
terminal of relay socket (contrast it with
the relay, the pin of relay is marked with
terminal number), and keep contacting
with the inner copper connector; insert
black probe into No.85 terminal of relay
socket, and keep contacting with the
inner copper connector.
Test result:
The digital multimeter reading is between

24V and 31V.

Conclusion: See the following illustration, left side is the
number position of X1 connector core, right
If the result does OK, the connection side is the lead connection table of shift
between the ground wire of Neutral/start control system. For example, "X1 31 430 X9
interlock relay socket and the whole A" shows that No.430 wire connects No.31
machine grounding terminal is not good. If core of X1 connector to A core of X9
the result does not OK, please turn to Step connector. Refer to the principle drawing,
3. this is the lead from EST117 electronic
control unit to shift control valve solenoid.
Step 3. Test whether the power supply of
shift control system at X1 connector has
+24V.
1. Turn off the start switch, and plug the

Neutral/ start interlock relay over again.
Pull out X1 connector of EST117
2. Turn on the start switch, measure the

power supply of shift control system
according to the shift control system
principle drawing and the following table.
3640
Figure 79: Test Power Supply at X1
Connector
See above table, it lists the function of X1

connector core, which comes from the right
table of the following illustration 5-21, the
comprehension method is the same as the 3641
following right table.
Figure 80: EST117 Electronic Control Unit
X1 (35-PIN)

3. Refer to the principle drawing, X14 is "+ Step 4. Test whether DW-3 gear selector
"short circuit terminal of power supply, of shift control system has fault at X1
X15 is "-" short circuit terminal of power connector.
supply. All leads that connected to the
short circuit terminals are connected. So 1. Turn off the start switch, measure the
No.1, No.2 cores of X1 connector are condition of DW-3 gear selector in the
connected to No.9 core, No10 core of X5 shift control system according to the Shift
connector, that is connected to No.170 Control System Principle drawing (see
wire, which is the power line of shift Figure 78).
control system. Therefore, there is +24V
voltage of grounding at No.1, No.2 cores Check DW-3 gear selector at X1 connector, "●"
of X1 connector. No.18, No.35 cores of shows connection:
X1 connector are " - " short circuit
terminals power supply of shift control
system. Adjust the digital multimeter to
50V range of voltage function. Measure
[1,18], [1,35], [2,18], [2,35] core
combinations of X1 connector separately.
Please notice that only insert red probe
into No.1, No.2 cores, black probe into
No.18, No.35 cores.
Test result:

24V and 31V.
Conclusion:
If the result does OK, please turn to step4. If

the result does not OK, please test as
follows: 3642
1. Check the condition of 7.5A ZF shift fuse, 2. Adjust the digital multimeter to 200Ω
replace it if it is melted. If the new fuse range of Ω function, measure the
still melts, please check the short circuit following combinations when pulling each
fault. gear of DW-3 gear selector, [25,5], [25,8],
[25,23], [25,26], [25,29], [25,24], [25,19],
2. Check the short circuit fault from fuse to [5,8], [5,23], [5,26], [5,29], [5,24], [5,19],
X5 connector, X5 connector to X1 [8,23], [8,26], [8,29], [8,24], [8,19],
connector if 7.5A ZF shift fuse does not [23,26], [23,29], [23,24], [23,19], [26,29],
melt. [26,24], [26,19], [29,24], [29,19], [24,19],
there are 28 couples of combinations.
3. Check the grounding condition of No.666
wire, No.678 wire, No.632 wire, No.636,
No.228 wire of X5 and X1 connectors.

3. Turn DW-3 gear selector to N1, refer to [25,26], [25,19], [23,26], [23,19], [26,19],
above table, 25,26,29,19 of X1 connector the digital multimeter reading of the
are connected each two at N1, use the above combinations is 0, and the reading
probe positive or negative of the of the other combinations is 1.
multimeter to measure the resistances of
28 couples of combinations. [25,26], 8. Turn DW-3 gear selector to F2, refer to
[25,29], [25,19], [26,29], [26,19], [29,19], above table, 25,23,19 of X1 connector
the digital multimeter reading of the are connected each two at F2, use the
above combinations is 0, and the reading probe positive or negative of the
of the other combinations is 1. multimeter to measure the resistances of
28 couples combinations. [[25,23],
4. Turn DW-3 gear selector to N2, refer to [25,19], [23,19], the digital multimeter
above table, 25,29,19 of X1 connector reading of the above combinations is 0,
are connected each two at N2, use the and the reading of the other
probe positive or negative of the combinations is 1.
28 couples of combinations. [25,29], 9. Turn DW-3 gear selector to F3, refer to
[25,19], [29,19], the digital multimeter above table, 25,8,23,19 of X1 connector
reading of the above combinations is 0, are connected each two at F3, use the
and the reading of the other probe positive or negative of the
combinations is 1. multimeter to measure the resistances of
28 couples combinations. [25,8], [25,23],
5. Turn DW-3 gear selector to N3, refer to [25,19], [8,23], [8,19], [23,19], the digital
above table, 25,8,29,19 of X1 connector multimeter reading of the above
are connected each two at N3, use the combinations is 0, and the reading of the
probe positive or negative of the other combinations is 1.
28 couples combinations. [25,8], [25,29], 10.Turn DW-3 gear selector to F4, refer to
[25,19], [8,29], [8,19], [29,19], the digital above table, 25,8,23,26,19 of X1
multimeter reading if the above connector are connected each two at F4,
combinations is 0, and the reading of the use the probe positive or negative of the
other combinations is 1. multimeter to measure the resistances of
6. Turn DW-3 gear selector to N4, refer to [25,26], [25,19], [8,23], [8,26], [8,19],
above table, 25,8,26,29,19 of X1 [23,26], [23,19], [26,19], the digital
connector are connected each two at N4, multimeter reading of the above
use the probe positive or negative of the combinations is 0, and the reading of the
multimeter to measure the resistances of other combinations is 1.
[25,29], [25,19], [8,26], [8,29], [8,19], 11.Turn DW-3 gear selector to R1, refer to
[26,29], [26,19], [29,19], the digital above table, 25,5,26,19 of X1 connector
multimeter reading of the above are connected each two at R1, use the
combinations is 0, and the reading of the probe positive or negative of the
other combinations is 1. multimeter to measure the resistances of
7. Turn DW-3 gear selector to F1, refer to [25,19], [5,26], [5,19], [26,19], the digital
above table, 25,23,26,19 of X1 connector multimeter reading of the above
are connected each two at F1, use the combinations is 0, and the reading of the
probe positive or negative of the other combinations is 1.
28 couples combinations. [25,23],

12.Turn DW-3 gear selector to R2, refer to Conclusion:
above table, 25,5,19 of X1 connector are
connected each two at R2, use the probe Generally, the self-test of EST117 electronic
positive or negative of the multimeter to control unit couldn't check the faults of DW-
measure the resistances of 28 couples 3 gear selector completely. It just can check
combinations. [25,5], [25,19], [5,19], the the current gear of DW-3 gear selector
digital multimeter reading of the above before starting. The instruction in this step
combinations is 0, and the reading of the can check all functions of DW-3 gear
other combinations is 1. selector. Therefore, it is allowed to check
the current gear of DW-3 but not needed to
13.Turn DW-3 gear selector to R3, refer to check all gears when dispose the machine's
above table, 25,5,8,19 of X1 connector start fault. It is necessary to check DW-3
are connected each two at R3, use the function completely if there is not any fault
probe positive or negative of the of the gear after starting the machine.
28 couples combinations. [25,5], [25,8], If the result does OK, please turn to step 5.
[25,19], [5,8], [5,19], [8,19], the digital
multimeter reading of the above If the result does not OK, please test as
combinations is 0, and the reading of the follows:
other combinations is 1.
1. Check whether there is open circuit or
14.Turn DW-3 gear selector to R4, refer to any other fault in the line from DW-3 gear
above table, 25,5,8,26,19 of X1 selector to EST117 electronic control
connector are connected each two at R4, unit.
use the probe positive or negative of the
multimeter to measure the resistances of 2. Replace DW-3 gear selector.
[25,26], [25,19], [5,8], [5,26], [5,19],
[8,26], [8,19], [26,19], the digital
multimeter reading of the above
other combinations is 1.
15.Press KD key of DW-3 gear selector and

hold it, refer to above table, 25,24,19 of
X1 connector are connected each two at
KD function, use the probe positive or
negative of the multimeter to measure
the resistances of 28 couples
combinations. [25,24], [25,19], [24,19],
the digital multimeter reading of the
above combinations is 0, and the reading
of the other combinations is 1.

Step 5. Test whether the shift control Step 6. Test whether the speed sensor of
valve solenoid has fault at X1 connector. shift control system has fault at X1
connector.
1. Refer to shift control system principle
drawing (see Figure 79). 1. Refer to shift control system principle
drawing (see Figure 79).
Test shift control valve solenoid at X1
connector: Test the speed sensor at X1 connector:
3644
2. Adjust the digital multimeter to 2K Ω
range of Ω function, use the probe
positive or negative to measure the core
3643 combinations in above table [17,27].
2. Adjust the digital multimeter to 200 Ω
Test Result:
range of Ω function, use the probes
positive or negative to measure the core The digital multimeter reading is between
combinations separately in above table 920Ω and 1120Ω.
[31,35], [33,35], [15,35], [32,35], [14,35].
Conclusion:
Test result:
If the result does OK, test the machine after
The digital multimeter reading is between replaced with new EST117 electronic
85Ω and 100Ω. control unit.
Conclusion: If the result does not OK, please test as

follows:
If the result does OK, please turn to Step 6.
1. Check whether there is open circuit or
If the result does not OK, please test as any other fault in the line from speed
follows: sensor to EST117 electronic control unit.
1. Check whether there is open circuit or 2. Replace the speed sensor.

any other fault in the line from shift
control valve to EST117 electronic 5-A-F2 Fault test of the machine when no
control unit. gear after starting
2. The inner solenoid of shift control valve is Fault phenomenon definition:

damaged if the line hasn't fault. The test
of 5 couples of combinations The machine could not run whatever gear
corresponds with 5 solenoids separately the operator turns after starting the diesel
in the shift control valve. Maintain the engine.
shift control valve if the test value of any
couple is not in the range of
measurement.

Step 1. Test the transmission oil level Step 1. Disconnect the transmission
when the machine is running. clutch cut-off signal, judge whether the
machine has gear I, II.
1. Turn on the start switch, and start the
diesel engine, let the machine runs for 1. Turn the transmission clutch cut-off
about 10mins. Test the transmission oil switch to LOCK position, remove No.600
level. wire connector from the parking brake
clutch cut- off switch. Turn on the start
Test result: switch and turn DW-3 gear selector to
NEUTRAL position. Press down the
The transmission oil level should in the parking brake switch for releasing the
normal range of oil dipstick when the parking brake. Observe whether the
machine is running. clutch cut-off indicator on the panel is
going out.
Conclusion:
2. Start the diesel engine at I, II gear. Judge
HIGH-Drain oil whether the machine can start normally.
LOW-Fill oil
Test Result:
If it is OK, please turn to step2.
The machine starts when the indicator goes
Step 2. Test DW-3 gear selector at X1 out.
connector according to step4 introduced
in 5-A-F1. Conclusion:
Conclusion: If the result does OK, the machine is at

transmission clutch ON position if the line
If the result does OK, please replace with has fault and the machine could not be
new EST117 electronic control unit. started. Please turn to Step 2.
If the result does not OK, please test as If the result does not OK, please turn to
follows: Step 3
1. Check whether there is open circuit or Step 2. Turn the transmission clutch cut-
any fault in the line from DW-3 gear off switch to UNLOCK position, observe
selector to EST117 electronic control whether the indicator on the panel is
unit. going out.
2. Replace DW-3 gear selector. 1. Turn on the start switch, don't start the
diesel engine, and turn the transmission
5-A-F3 Fault test of the machine when no clutch cut- off switch to UNLOCK
gear I and II after starting position.
Fault phenomenon definition: 2. Insert the parking brake clutch cut-off

switch connector over again.
The machine could not be started when the
shift control lever is at F1/F2 or R1/R2 after Test Result:
starting the diesel engine.
Observe whether the indicator on the panel
is going out.

Conclusion: 5-A-F5 Fault test of no backup alarm
when the shift control lever is at R after
If the result does OK, the parking brake starting the machine
clutch cut-off switch is damaged.
If the result doesn't OK, the service brake

clutch cut-off switch or the transmission  Make sure to apply the parking brake
clutch cut-off switch is damaged. before beginning this procedure to
Step 3. Pull out the parking brake button
and press down. The clutch cut-off  If working in an enclosed area, vent
indicator on the panel will lighten and exhaust to outside when engine must
then go out. be run for service.
1. Turn on the start switch, don't start the Fault phenomenon definition:
diesel engine, pull out and press down
the parking brake button. The backup alarm doesn't beep when the
shift control lever is at R after starting the
2. Insert the connector of parking brake machine.
clutch cut-off switch over again.
Step 1. Test whether No.588 wire has
Test result: +24V.
Observe whether the indicator on the panel 1. Turn off the start switch, disassemble the
lightens and then goes out. left- rear interior decoration assembly
and cup mat on the left-rear side of the
Conclusion: cab, find X5 connector.
If the result does OK, please replace 2. Turn on the start switch, pull up the
EST117 electronic control unit parking brake switch, start the diesel
engine, and pull DW-3 gear selector to
If the result doesn't OK, the parking brake R1, R2. Adjust the digital multimeter to
switch is damaged. 50V range of voltage function. Insert red
probe into No.3 core (No.588 wire) of X5
5-A-F4 Fault test of the machine when no connector, keep contacting with the inner
gear III and IV after starting copper core of connector. Insert black
probe into No.14 core or No.15 core
Fault phenomenon definition: (No.288 wire) of X5 connector, keep
contacting with the inner copper of
The machine's speed couldn't reach the connector.
desired gear when the shift control lever is
at F3, F4 or R3, R4 after starting the Test Result:
machine and the ground condition is good.
Conclusion: 24V and 31V.
Replace the speed sensor after make sure

the line hasn't fault. Pay attention to the
fixing gap of the speed sensor when fixing.

Conclusion:
If the result does OK, EST117 electronic

control unit of shift control system has
exported the backup alarm signal, the
backup alarm is damaged or its line has
fault if the backup alarm doesn't beep,
please check it carefully. If the result doesn't
OK, please turn to step2.
Step 2. Test DW-3 gear selector

according to step4 introduced in 5-A-F1.
Conclusion:
If the result does OK, please replace

EST117 electronic control unit
If the result doesn't OK, DW-3 gear selector

is damaged.

Parking Brake and
Transmission Clutch Cut-off
System
Introduction
The parking brake and transmission clutch

cut-off system can be used to control the
parking brake and shut off transmission
power. The manual brake is set by activating
the parking brake switch controlling the brake
3576
solenoid. The transmission clutch cut-off
protection function is also activated when the
Figure 82: Parking Brake Switch Location
machine is running by unlocking the
transmission clutch cut-off switch.
2. The transmission clutch cut-off switch is a
rocker switch, located on the dashboard
Main Components switch panel. This switch has a self-
locking switch. The self-lock will be locked
in the normal operating position. To
1. Parking brake switch: this switch consists change the switch position, press inwards
of the button and two contacts (one is on the self-lock button (1, Figure 83)
normally open, another is normally before pressing downwards on this switch.
closed). Pulling out the button, the Keep this switch at LOCK position when
normally close contact is closed, the the machine is operating in normal
normally open contact is off; pressing the condition. If the operating conditions
button inwards, opens the normally closed require using the brake on down slopes,
contact, and the normally open contact is activate the transmission shut off to keep
closed. See Figure 81. the transmission connected to the drive
train when the service brake is pressed.
3571
Figure 83: Transmission Clutch Cut-off

3575 Switch
Figure 81: Parking Brake Switch
The Parking Brake switch is located to the

right of the operator’s seat (1, Figure 82).

3. Parking brake clutch cut-off switch (1,
Figure 84) consists of two contacts, one is
normally open, the other is normally
closed, three terminals, with the middle
terminal is the common terminal of these
two contacts. The normal closed contact is
off, the normally open contact is on when
the pressure is higher than 11.5 MPa
(1,670 psi), the normal close contact is on,
the normal open contact is off when the
pressure is lower than 11.5MPa (1,670
psi).
3577
Figure 84: Parking Brake Cut-off Switch

Location

4. Service brake clutch cut-off switch (1, At this time, wire No.600 high level signal
Figure 85) consists of two normal open is sent to the light, and the clutch cut-off
contacts. The pressure will rise when indicator light of the multifunction display
depressing the service brake pedal, and turns on.
the normal open contact is on when the
pressure is higher than 1.5 MPa (220 psi), 3. Press the parking brake switch, wire
the normal open contact is off when No.136 and wire No.478 are connected. If
pressure is lower than 1.5 MPa (220 psi). the pressure of the parking brake clutch
cut-off switch is lower than 11.5 MPa
(1,670 psi), its normal close contact
remains closed (wire No.478 and wire
No.600 are connected), 24 V signal is sent
to the EST-25T control unit through wire
No.600 at the X5 connector, thereby cut-
off the power output of transmission gear
I, and gear II. At this time, wire No.486 is
not powered, the parking brake solenoid
does not work, and the machine is at the
parking brake state. If the pressure of the
parking brake clutch cut-off switch is
3578
higher than 11.5 MPa (1,670 psi), its
normally open contact is closed (wire
Figure 85: Service Brake Cut-off Switch
No.478 and wire No.486 are connected),
Location wire No.486 is powered, the parking brake
solenoid is activated and the parking
5. The parking brake solenoid an accessory brake is released; at the same time, wire
to the brake valve. The brake solenoids No.600 is not powered and the
function, when the parking brake button is transmission power outputs normally.
pulled out, is activated, with the
electromagnetically activated plunger 4. The service brake clutch cut-off switch
creates pressure on the parking brake contact is closed when the brake pedal is
cylinder, setting the parking brake. The pressed. Wire No.170 and wire No.602
solenoid winding resistance is 40 ohm’s. are connected, No.602 wire is powered. At
Using a VOM, it is easy to check the this time, wire No.600 is powered and
condition of this solenoid assembly. sends power to the control unit by through
the X5 connector, if the transmission
Work Principle clutch ON/ OFF switch is closed. If the
transmission clutch ON/OFF switch is
1. Turn on the ignition switch, the 5A fuse of open, wire No.600 is not powered and the
parking brake electrifies and supplies transmission power is output normally.
power to wire No.136, and the 7.5A fuse
of the shift control lever electrifies and NOTE: Understand how the shift control
supplies power to wire No.170. system works; wire No.600 is the
clutch cutoff signal wire of shift control
2. Pull out the parking brake switch, wire system. When No.600 wire sends high
No.170 and wire No.600 are connected, level power to the EST-25 shift control
24V voltage it supplied to wire No.600 system control unit, the shift control
after passing from wire No.170 to coil lever is at 1st, 2nd gear, the
No.11 of the XA1 connector, and reaches transmission clutch disengages, and
parking brake switch. Wire No.600 high the transmission is at NEUTRAL with
level signal is sent to the EST-25 shift no power output.
control unit, thereby cut-off the power
output of transmission gear I, and gear II.

3580
Figure 86: Parking Brake and Clutch Cut-off Schematic

Troubleshooting
6-A-F Fault test of the machine  Make sure to apply the
without gears I or II parking brake before
beginning this procedure to
Fault Definition: prevent the machine from
moving.
The machine can drive forward and backward
normally when the shift control lever is at III,  If working in an enclosed
IV gear, but can't drive forward and backward area, vent exhaust to
at I,II gear. outside when engine must
be run for service.
Fault Test Cause Analysis: Step 1. Test the voltage of No.600 wire at X5
connector.
Fault can be caused by 24 V abnormal
voltage at wire No.600 when the machine runs 1. Turn on the start switch, and press the
normally. This fault appears when the parking brake button after the engine
machine operates normally, it may be caused starting for 30 seconds, use 200 V
by the transmission mechanical fault if the voltage setting of the VOM to measure
grounding voltage of wire No.600 is at 0 V. whether the ground voltage of wire
Refer to the TRANSMISSION SYSTEM No.600 at the X5 connector is
SERVICE MANUAL to eliminate the faults; or between 24 V and 31 V.
they may caused by the shift control system, 2 Move to Step 2 if the voltage is
refer to SHIFT CONTROL SYSTEM section to between 24 V and 31 V.
eliminate the faults. 3 If the voltage is 0, see the
transmission System Service manual
for testing and repair instructions; or
refer to shift control system section to
test and repair faults.
Step 2. Test whether the parking brake clutch
cut-off switch is good.
1. Turn on the ignition switch and press

the parking brake button after the
engine has run for 30 seconds, pull
out wire No.600 from the parking
brake clutch cut-off switch. If the
clutch cut-off indicator is still on, so the
parking brake clutch cut-off switch is
OK. If the clutch cut-off indicator turns
off, check if the parking brake clutch
cut-off switch is damaged or not.
2 Turn on the ignition switch and press

the parking brake button after the
engine run for 30 seconds, pull out
wire No.600 and wire No.478 from the
parking brake clutch cut-off switch.
Use the resistance function of the
VOM to measure the resistance of the
parking brake clutch cut-off switch’s

normally closed contact (two contacts Step 3. Test whether the parking brake button
connected to wire No.478 and wire is good.
No.600). If the resistance is 0, use a
pressure gauge to check whether the 1. Turn off the ignition switch and pull out
pressure of the parking brake clutch the parking brake button. Use the
cut-off switch is higher than 11.5 MPa resistance function of the VOM to
(1,670 psi). The parking brake clutch measure the resistance of the parking
cut-off switch is damaged if it is and brake button’s normally open contacts
needs to be replaces. Check for brake (two contacts connected to wire
system faults if the pressure is lower No.136 and wire No.478), the
than 11.5 MPa (1,670 psi). Refer to resistance value should be infinity;
the brake system section in the measure the resistance of normally
service manual. Move to Step 3 if the closed contacts (two contacts
fault still exists. connected to wire No.170 and wire
No.600), the resistance value should
also be 0.
2. Press the parking brake button and

use the resistance function of VOM to
measure the resistance of the parking
brake button’s normally open contact.
The resistance should be 0, measure
the normal closed contact resistance,
the resistance value should be infinity.
3. Move to Step 4 if the test resistance

value is correct.
4. If the test resistance value is not

correct, the parking brake button is
damaged, and must be replaced. If the
fault still exists, move to Step 4.
Step 4. Test whether the service brake clutch

1. Use the resistance function of the

VOM to measure the contact
resistance of the service brake clutch
cut-off switch. The resistance value
should be infinity.
2. If the resistance is 0, the service brake

clutch cut-off switch is damaged and
must be replaced. If the fault still
exists, move to Step 5.
3. If the resistance is infinity, move to

Step 5.

Step 5. Test whether No.600 wire is short Fault test steps:
circuit to power supply
Step 1. Test whether 5A parking brake fuse
1. Turn on the ignition switch, but don't has damaged?
start the engine. Pull up the parking
brake button, pull out wire No.600 1. Check if the 5A parking brake fuse
from the parking brake clutch cut-off has blown. Replace the blown fuse. If
switch. Use the 200 V voltage function the fuse blows again, or if the fault still
of the VOM to measure whether the exists, move to Step 2.
ground voltage of wire No.600 at the
X5 connector is between 24 V and 26
V.
 Make sure to apply the
2. If the voltage is between 24 V and 26 parking brake before
V, check whether the wiring harness is
beginning this procedure to
damaged, especially at the connector,
or where the wires pass through any prevent the machine from
opening or bulkhead for signs of wear moving.
or grounding.  If working in an enclosed
area, vent exhaust to
3. If the voltage is 0, refer to the outside when engine must
Transmission System or Shift Control be run for service.
System service manual to eliminate
the faults. Step 2. Test whether the parking brake
solenoid electrifies.
6-B-F Fault test of the machine
1. Turn on the ignition switch; remove
without any travel gears the connector of the parking brake
solenoid after the engine has been
Fault Definition: running for 30 second. Use the 200 V
voltage function of the VOM to
The machine can't drive forward and measure if the voltages of wire No.486
backward when the shift control lever is at I, II, and wire No.214 are between 24 V
III, IV gear, and with the parking brake button and 31 V.
is pressed down and pulled up the parking
brake cylinder does not move up and down. 2. Move to Step 3 if the voltage is
between 24 V and 31 V.
Fault test cause analysis:
3. Move to Step 4 if the voltage is 0.
If this fault appears when the machine
operates normally, it may be caused by an
abnormal electrical signal or the parking brake
solenoid is damage. This fault may also be
caused by a transmission system mechanical
fault. Consult the TRANSMISSION SYSTEM
SERVICE MANUAL to eliminate the faults.

Step 3. Test whether the parking brake Step 4. Test whether the parking brake clutch
solenoid is good. cut-off switch is good
1. Use the resistance function of the
VOM to measure the resistance of the 1. Turn on the ignition switch, and press
two pins of the parking brake solenoid. the parking brake button after the
The normal value is about 40 ohm. engine is running for 30 seconds.
Remove wire No.486 and wire No.478
2. The parking brake solenoid is from the parking brake clutch cut-off
damaged if the resistance is infinity switch. Use the resistance function of
and requires that the parking brake the VOM to measure the normal open
solenoid is replaced. If the fault is contact resistance of the parking
corrected, return the machine to brake clutch cut-off switch (two
service. Move to Step 4 if the fault still contacts connected to wire No.478
exists. and wire No.486).
3. If the resistance is about 40 ohm, 2. If the resistance is infinity, check

move to Step 4. whether the pressure of the parking
brake clutch cut-off switch is higher
than 11.5 MPa (1,670 psi) using a
pressure gauge. The parking brake
 Hydraulic oil under pressure can clutch cut-off switch is damaged if the
penetrate body tissue causing serious pressure is higher than 11.5 MPa
injury and possible death. When (1,670 psi). Replace the parking brake
troubleshooting a hydraulic system for clutch cut-off switch, and retest the
leaks, always use cardboard or wood system. Move to Step 4 if the fault still
exists. Check for brake system faults if
as a detector. DO NOT USE YOUR
the pressure is lower than parking
BARE HANDS. If you are injected with brake clutch cut-off switch. Refer to
hydraulic oil or any other fluids, the BRAKE SYSTEM section of the
immediately seek treatment by a doctor service manual.
trained in the treatment of penetrating
fluid injuries. 3. Move to Step 5 if the resistance value
read using the VOM is 0.
before beginning this procedure to Step 5. Test whether the parking brake clutch
prevent the machine from moving. cut-off switch is good condition
exhaust to outside when engine must 1. Turn off the ignition switch, and set the
be run for service. parking brake switch. Use the
 High pressure brake oil may cause resistance function of the VOM to
injury and death! Never disassemble measure the resistance of the parking
the parking brake clutch cut-off brake switch normally open contacts
pendant switch and the parking brake (two contacts connected to wire
solenoid before without discharging No.136 and wire No. 478). The
the brake pressure. Please discharge resistance value should be infinity.
the brake pressure firstly according to Next measure the resistance of the
BRAKE SYSTEM SERVICE MANUAL normally closed contacts (two contacts
instruction if it is necessary to replace connected to wire No.170 and wire
the service brake clutch cut-off switch, No.600), the resistance value is 0.
the parking brake clutch cutoff switch
and the parking brake solenoid during
maintenance.

2. Press the parking brake button, use 3. Check if the resistance value of wire
the resistance function of the VOM to No.136 is 0 or not by 3 m (10 ft) lead
measure the resistance of the parking from the 5A fuse of parking brake to
brake button normally open contact. parking brake button. It’s normal if the
The resistance value should be 0 and resistance value is 0. If the resistance
the resistance value of the normally value is infinity, check wire No.136
closed contact should be infinity carefully for abrasion, or check the
connecting condition of XA1, XK4
3. Move to Step 6 if the resistance value connector, and repair or replace the
is correct. wiring as needed.
4. The parking brake button is damaged Troubleshooting

if the resistance value is not correct,
and requires that the parking brake
button is replaced. Move to Step 6 if 6-A-F Fault test of the machine
the fault still exists. without transmission gears I or II
Step 6. Check whether the wiring is Fault Definition:

disconnected?
The machine can drive forward and backward
1. Check the resistance value of No.486 normally when the shift control lever is at III,
wire is 0 or not by using a 3 m (10 ft) IV gear, but can't drive forward and backward
test lead from the parking brake clutch at I,II gear.
cut-off switch to the parking brake
solenoid. It is normal if the resistance Fault Test Cause Analysis:
value is 0. Check wire No.486
carefully for abrasion if the resistance Fault can be caused by 24 V abnormal
value is infinity, or check the voltage at wire No.600 when the machine runs
connecting condition of XH2 normally. This fault appears when the
connector, or where the wires pass machine operates normally, it may be caused
through any opening or bulkhead for a transmission mechanical fault if the ground
signs of wear or grounding. voltage of wire No.600 is 0. Refer to the
TRANSMISSION SYSTEM SERVICE
2. Check if the resistance value of wire MANUAL to eliminate the faults; or may be
No.478 is 0 or not by using a 3 m (10 caused by the shift control system, refer to
ft) lead from the parking brake clutch SHIFT CONTROL SYSTEM section to
cut-off switch to the parking brake eliminate the faults.
button. It’s normal if the resistance
value is 0. If the resistance value is
infinity, check wire No.478 carefully, or
where the wires pass through any
opening or bulkhead for signs of wear
or grounding, or check the connecting
condition of XH2 connector, and repair
the wiring.

control system section to eliminate
faults.
 Hydraulic oil under pressure can Step 2. Test whether the parking brake clutch
penetrate body tissue causing serious cut-off switch is god.
injury and possible death. When
troubleshooting a hydraulic system for 1. Turn on the ignition switch, and set the
leaks, always use cardboard or wood parking brake button after the engine
is running for 30 seconds, pull out wire
No.600 from the parking brake clutch
BARE HANDS. If you are injected with cut-off switch. If the clutch cut-off
hydraulic oil or any other fluids, indicator is still on, so the parking
immediately seek treatment by a doctor brake clutch cut-off switch is OK. If the
trained in the treatment of penetrating clutch cut-off indicator turn off, check
fluid injuries. the parking brake clutch cut-off switch
to make sure it is not damaged.
before beginning this procedure to 2. Turn on the ignition switch, set the
prevent the machine from moving. parking brake button after the engine
 If working in an enclosed area, vent is running for 30 seconds. Pull out
exhaust to outside when engine must wire No.600 and wire No.478 from the
be run for service. parking brake clutch cut-off switch.
 High pressure brake oil may cause Use the resistance function of the
injury and death! Never disassemble VOM to measure the parking brake
the parking brake clutch cut-off clutch cut-off switch normal closed
pendant switch and the parking brake contact (two contacts connected to
solenoid before without discharging wire No.478 and wire No.600). If the
the brake pressure. Please discharge resistance is 0, use pressure gauge to
the brake pressure firstly according to check whether the hydraulic pressure
BRAKE SYSTEM SERVICE MANUAL of the parking brake clutch cut-off
instruction if it is necessary to replace switch is higher than 11.5 MPa (1,670
the service brake clutch cut-off switch, psi). The parking brake clutch cut-off
the parking brake clutch cutoff switch switch is damaged if it is and should
and the parking brake solenoid during be replaced. Check the brake system
maintenance. for faults if the pressure is lower than
11.5 MPa (1,670 psi), refer to the
brake system section in the service
Step 1. Test the voltage of No.600 wire at X5
connector. manual. Move to Step 3 if the fault still
exists.
1. Turn on the ignition switch, and set the
parking brake button after the engine
is running for 30 seconds. Use the 200
V voltage function of the VOM to
measure whether the ground voltage
of wire No.600 at the X5 connector is
2. Move to Step 2 if the voltage is

3. If the voltage is 0, refer to the

transmission system service manual
to eliminate faults; or refer to shift

Step 3. Test whether the parking brake button Step 5. Test if wire No.600 is short circuited to
is good. the power supply
1. Turn off the ignition switch, set the 1. Turn on the ignition switch, don't start
parking brake button. Use the the engine, and set the parking brake
resistance function of the VOM to button. Pull out wire No.600 from
measure the resistance of the parking parking brake clutch cut-off switch.
brake button normally open contacts Use the 200 V voltage function of the
(two contacts connected to wire VOM to measure if the ground voltage
No.136 and wire No.478). The of wire No.600 at X5 the connector is
resistance value should be infinity. between 24 V and 26 V.
Measure the resistance of the
normally closed contacts (two contacts 2. If the voltage is between 24 V and 26
connected to wire No.170 and wire V, check if the wiring harness is
No.600), The resistance value should damaged. If any damage is noted,
be 0. replace the wiring harness.
2. Set the parking brake button and use 3. If the voltage is 0, refer to the
the resistance function of the VOM to transmission system or shift control
measure the resistance of parking system service manual to repair the
brake button normally open contact. faults.
The resistance should be 0. Measure
the normally closed contact 6-B-F Fault test of the machine
resistance. The resistance value without transmission gears
should be infinity.
Fault Definition:
3. Move to Step 4 if the test resistance
value is correct. The machine can't drive forward and
backward normally when the shift control lever
4. If the test resistance value is not is at I, II, III, IV gear. Press down and pull up
correct, the parking brake button is
the parking brake button while the machine
damaged, and must be replaced. If drives normally and the parking brake cylinder
the fault still exists, move to Step 4. does not move up and down.
Step 4. Test whether the service brake clutch
Fault Test Cause Analysis:
1. Use the resistance function of the This fault appears when the machine operates
VOM to measure the contact normally, it may be caused by the abnormal
resistance of the service brake clutch electrify or damages of the parking brake
cut-off switch. The resistance value solenoid. Moreover, it may be caused by the
should be infinity. transmission mechanical fault. Please consult
with the TRANSMISSION SYSTEM SERVICE
2. If the resistance is 0, the service brake MANUAL to eliminate the faults.
clutch cut-off switch is damaged, and
must be replaced. If the fault still
exists, move to Step 5.
3. If the resistance is infinity, move to

Step 5.

Step 2. Test whether the parking brake
solenoid electrifies.
 Hydraulic oil under pressure can 1. Turn on the ignition switch and
penetrate body tissue causing serious remove the connector of the parking
injury and possible death. When brake solenoid after the engine has
troubleshooting a hydraulic system for been running for 30 seconds. Use the
leaks, always use cardboard or wood 200 V voltage function of the VOM to
measure whether the voltages of wire
No.486 and wire No.214 are between
BARE HANDS. If you are injected with 24 V and 31 V.
hydraulic oil or any other fluids,
immediately seek treatment by a doctor 2. Move to Step 3 if the voltage is
trained in the treatment of penetrating between 24 V and 31 V.
fluid injuries.
3. Move to Step 4 if the voltage is 0.
before beginning this procedure to Step 3. Test whether the parking brake
prevent the machine from moving. solenoid is good.
exhaust to outside when engine must 1. Use the resistance function of the
be run for service. VOM to measure the resistance of the
 High pressure brake oil may cause two pins of the parking brake solenoid.
injury and death! Never disassemble The normal value is about 40 ohm.
the parking brake clutch cut-off
pendant switch and the parking brake 2. The parking brake solenoid is
solenoid before without discharging damaged if the resistance is infinity.
the brake pressure. Please discharge Replace the parking brake solenoid
the brake pressure firstly according to and retest. Move to Step 4 if the fault
BRAKE SYSTEM SERVICE MANUAL still exists.
instruction if it is necessary to replace
the service brake clutch cut-off switch, 3. Move to Step 4 if the resistance is
the parking brake clutch cutoff switch about 40 ohm.
and the parking brake solenoid during
maintenance. Step 4. Test whether the parking brake clutch
cut-off switch is good
Fault test steps:
1. Turn on the ignition switch and press
the parking brake button after running
Step 1. Test whether 5A parking brake fuse
the engine for 30 seconds. Remove
has damaged?
wire No.486 and wire No.478 form the
parking brake clutch cut-off switch,
1. Check if the 5A parking brake fuse
and using the resistance function of
has blown. Replace the fuse if it has
the VOM to measure the normally
blown. If the fault still exists, move turn
open contact resistance of the parking
to Step 2.
brake clutch cut-off switch (two
contacts connected to wire No.478
and wire No.486).

2. If the resistance is infinity, check Step 6. Check whether the wiring is
whether the pressure of the parking disconnected?
brake clutch cut-off switch is higher
than 11.5 MPa (1,670 psi) using the 1. Check if the resistance value of wire
pressure gauge. The parking brake No.486 is 0 or not by using a 3 m (10
clutch cut-off switch is damaged if the ft) lead from the parking brake clutch
pressure is higher than 11.5 MPa cut-off switch to the parking brake
(1,670 psi), and must be replaced. solenoid. It is normal if the resistance
Move turn to Step 4 if the fault still value is 0. Check wire No.486
exists. Check for brake system faults if carefully for abrasion if the resistance
the pressure is lower than 11.5 MPa value is infinity, or check the
(1,670 psi), refer to BRAKE SYSTEM connecting condition of XH2
section service manual. connector, repair the wiring.
3. Move to Step 5 if the resistance value 2. Check the resistance value of No.478
is 0. wire is 0 or not by 3m lead from the
parking brake clutch cut-off switch to
Step 5. Test whether the parking brake clutch parking brake button, it is normal if the
cut-off switch is good condition resistance value is 0. Check No.478
wire carefully where the wires pass
1. Turn off the ignition switch and set the through any opening or bulkhead for
parking brake switch. Use the signs of wear or grounding, or check
resistance function of the VOM to the connecting condition of XH2
measure the resistance of the parking connector.
brake switch normally open contacts
(two contacts connected to wire 3. Check if the resistance value of wire
No.136 and wire No. 478. The No.136 is 0 or not by using a 3 m (10
resistance value should be infinity. ft) lead from the 5 A fuse of the
Measure the resistance of the normal parking brake to the parking brake
closed contacts (two contacts button. It is normal if the resistance
connected to wire No.170 and wire value is 0. Check wire No.136
No.600), the resistance value is 0. carefully where the wires pass through
any opening or bulkhead for signs of
2. Press the parking brake button, use wear or grounding if the resistance
the resistance function of the VOM to value is infinity, or check the
measure the resistance of the parking connecting condition of XA1, XK4
brake button normally open contact. connector.
The resistance value should be 0, and
the resistance value of the normally
closed contact should be infinity.
3. Move to Step 6 if the resistance value

is correct.
4. The parking brake button is damaged

if the resistance value is not correct
and must be replaced. Move to Step 6
if the fault still exists.

Lights Light Functions
 Back-up lights. The back-up lights are

Introduction used for illuminating the back area of
the machine when the transmission is
Turn on the corresponding light switch as in Reverse.
needed while operating the machine. The  Back-up Alarm. This machine is
machine has the following lights: equipped with a backup alarm. When
the transmission is in Reverse and the
Machine Lights back-up lights are turned on, the back-
up alarm will begin sounding to alert
The machine has the following types of lights: that the machine will be backing up.
 Brake Light. The brake light is used to
NOTE: The bulbs used in this machine all indicate that this machine is braking.
SAE standard, with the exception of the Dome  Turn Signals. The turn signal light
Light. indicates the turning direction.
 Hazard Flashers. All four turn signals
Name Qty Description will flash at the same time indicating a
Left front 1 Front flood light, left hazard condition.
combination front position light,  Position (Running) Lights. The
light left front turn signal front/rear position lights are used
Right front 1 Front flood light, right during running or operation at night
combination front position light, and indicate the relative position of the
light right front turn signal machine.
Interior cab 1  Work Lights. The front/rear floodlights
light are used for nighttime travel or
Work light 4 operating illumination of the work
(flood light) - area.
front  Warning Beacon. The warning beacon
Work light 2 is an amber rotating light mounted to
(flood light) – the top of the operator’s cab. The
rear beacon should be used during
Rotating 1 nighttime travel or machine operation.
beacon  Interior Cab Light. The interior light is
Left rear 1 Backup light, brake used to illuminate the cab at night.
combination light, left rear position
light light, left rear turn
signal
Right rear Backup light, brake
combination light, right rear
light position light, right
rear turn signal

Main Components
Dome light
3582
Figure 88: Rear Combination Light
Rear Combination Light Bulb table
3581 Rated Bulb Rated

Function
Voltage Specification Power
Figure 87: Dome Light Back-up
24 V P21W 21 W
Light
Dome light bulb specification:
Turn
Signal 24 V P21W 21 W
Rated Bulb Rated Light
Function
Brake
Dome and 21 W/
24 V Bulb T10* 10 W 24 V P21/5W
Light Position 5W
Light
* Dome light bulbs are Chinese standard
bulbs
Rear combination light
Rear combination light and principle drawing

symbol
As shown in Figure 88, the left and right rear

combination lights are mirror images. The
bulbs used in these fixtures are shown in the
Rear Combination Light Bulb table.
3583
Figure 89: Rear Combination Light

Work light and rear floodlight Figure 91 shows the left front combination
light. The right front combination light is the
same as the left and a mirror image
graphically.
3584
Figure: 90 – Work Light and Rear Floodlight
Bulb specification of work light and rear

floodlight
3585
Rated Bulb Rated Figure 91: Front Combination Light
Function
Work Rotating Beacon
24 V H3 70 W
Light
Rear
Flood 24 V H3 70 W
Light
Front Combination Light
Bulb specifications for the front combination

light:
Rate
Rated Bulb
Functio d
Voltag Specificati
n Pow 3586
e on
er
Front Figure 92: Rotating Beacon
75/70
Flood 24 V H4
W
Light Bulb specification of rotating beacon:
Turn
Signal 24 V T4W 4W Rated Bulb Rated
Light Functio
Voltag Specificatio Powe
Front n
e n r
Head 24 V P21W 21 W Rotary
Light 24 V H1 70 W
Beacon

Combination Switch
3609
Figure 95: High Beam Control

3587
3. Horn Control Button (Figure 96). To
Figure 93: Combination Switch Schematic sound the horn, press inwards on the horn
button located at the end of the
The combination switch controls the following combination switch. NOTE: The horn will
functions: sound as long as this button is pressed
inwards.
1. Turn Signal Control (Figure 94). Push the
combination switch forward to indicate a
left hand turn, pull the switch backwards to
indicate a right hand turn. When steering
wheel is rotated back to straight, the turn
indicator will return to the central or OFF
position.
3610
Figure 96: Horn Button
4. Front Wiper Control (Figure 97). Rotate

the combination switch counterclockwise
one click to turn on the low speed of the
front windshield wiper. Rotate the
3613
combination switch counterclockwise to
the second position to turn on the high
Figure 94: Turn Signal Control
speed windshield wiper. Rotate the
combination switch clockwise either one
2. Headlight High Beam Control (Figure 95).
click to return to the low speed windshield
When the headlights are turned on, push
wiper, or two clicks to turn the windshield
the combination switch upwards to turn on
wiper off.
the high beam headlights, and downward
to turn off the high beam headlights.

3. Wiper function test:
a. When the wiper is at O, using one of

the VOM probes, connect wire
BR/WH, and connect the other probe
to wire RD/BK. The VOM reading
should be 0. Using the two probes,
test the following wire color
combinations separately [BU,BK],
3611 [BU,BR/WH], [RD/BK,BK], [GN,BK],
[GN,BR/WH]. The VOM reading for
Figure 97: Windshield Wiper Control each of these should be 1.
5. Front Washer Control (Figure 97). b. Turn the wiper to J.

Pressing the entire combination switch i. Connect the VOM to wire GN and
assembly inwards activates the front the other probe to wire BK, the
windshield washer. NOTE: The washer VOM reading should be 0.
will continue to spray until the control is ii. Connect the VOM to wire RR/WH
released. and the other probe to wire
RD/BK, the VOM reading should
NOTE: The combination switch control be 0.
connects with a series of micro iii. Using the two probes, test the
switches in the steering column. The following wire color combinations
electrical power from these switches separately [BU,BK], [BU,BR/WH],
activate the appropriate relay, with the [RD/BK,BK], [GN,BR/WH]. The
exception of the turn signals and the VOM reading for each of these
front headlights. should be 1.
The Combination Switch Fault Test c. Turn the wiper to I.

Procedure i. Connect the VOM to wire RD/BK
and the other probe to wire BK,
The combination switch is composed of the VOM reading should be 0.
several separate switches, so a VOM can be ii. Using the two probes, test the
used to test the resistance of the combination following wire color combinations
switch. If the switch fails any of the following separately [BU,BK], [BU,BR/WH],
tests, it should be replaced. This section will [RD/ BK,BR/WH], [GN,BK],
introduce the general test methods. [GN,BR/WH]. The VOM reading
for each of these should be 1.
Combination switch testing procedures are:
d. Turn the wiper to II.
1. Adjust the digital VOM to 200 Ω range of i. Connect the VOM to wire BU and
Ω function. the other probe to wire BK, the
VOM reading should be 0.
2. Open the steering column assembly, and ii. Using the two probes, test the
remove the combination switch from the following wire color combinations
steering column. Pull out its connector separately [BU,BR/WH],
from the wiring harness. NOTE: The [RD/BK,BK], [RD/BK,BR/WH],
following tests will reference the wire [GN,BK], [GN,BR/WH]. The VOM
colors because there are no pin numbers reading for each of these should
shown on the combination switch be 1.
electrical schematic (Figure 88). iii. Turn the wiper to the O position
after testing.

4. Horn function test: 7. Front high beam test:
a. Press the horn button inwards and a. Using the two probes, test the
hold it. NOTE: The horn switch is an following wire color combinations
auto-return switch, it will pop outwards separately [WH/BK,YL] or
after being released. Keep this switch [WH/BK,WH]. The VOM reading for of
at PRESS position when testing, do one group is 0, the other group is 1.
not let it pop out. This test may need
another person to help. b. Turn on the front head lights. With the
VOM connected as directed in Step a
b. Connect one VOM probe to the BR above, move the combination switch
wire, the other probe to the BK wire. lever upwards to turn on the high
The VOM reading should be 0. beam headlights. The VOM reading
Release the horn button and the should change from either 0 to 1, or 1
reading should change to 1. to 0.
5. Front window washer function test: If the combination switch passes the tests
above, the switch is OK. If the switch does
a. Press the window washer switch not pass any of the above tests, the switch
inwards and hold it. NOTE: The needs to be replaced.
window washer switch is an auto-
return switch, it will pop outwards after
being released. Keep it at washing
position when testing.
Connect one VOM probe to the GY wire, the

other probe to the BK wire. The VOM reading
should be 0. Release the window washer and
the reading should change to
b. NOTE: During this test, the windshield

washer pump will pump fluid onto the
windshield. Refill the washer fluid
container after completing this test.
6. Turn signal test:
a. Push the combination switch handle

forwards. Connect one VOM probe to
the BL/WH wire, the other probe to the
BK/WH/GN wire. The VOM reading
should be 0. Return the switch lever to
the NUETRAL position, and the VOM 3587
reading should change to 1.
Figure 98: Combination Switch schematic
b. Pull the combination switch handle
backwards. Connect one VOM probe
to the BK/BR wire, the other probe to
the BK/WH/GN wire. The VOM
reading should be 0. Return the switch
lever to the NUETRAL position, and
the VOM reading should change to 1.

Brake Light Switch Backup Alarm
The brake switch is a pressure switch (Figure The backup alarm is an intermittent beep
99), which is attached to the brake valve, and buzzer which works together with the backup
responds to the brake oil line pressure light when the operator reverses the machine.
increase when the operator presses the brake
pedal. When the pressure reaches the action Backup Alarm Fault Test Procedure
pressure of the switch, the normal open
contacts will close and the brake lights will The backup alarm is a buzzer which is
turn on. controlled by an internal electrical wire, which
prevents the use of a digital VOM simply to
NOTE: The brake light switch operation test the alarm.
pressure is 0.5 MPa (73 PSI), and the contact
state is ON.

 Block (chock) the wheels to prevent
3588 machine movement.
Figure 99: Brake Light Switch exhaust to outside when engine must
be run for service.
Brake Light Switch Fault Test Procedure
If the backup light turn on but the backup
If the brake light does not turn on when the alarm does not sound when turn the shift
operator presses down on the brake pedal, it control lever to REVERSE gear, the general
is not necessary to remove the brake switch test method is as follows:
from the brake valve to test the switch. Test
as follows: 1. Have an assistant move the travel gear
selector to the NEUTRAL position and set
1. Move the travel gear selector to the the parking brake button. Start the diesel
NEUTRAL position and set the engine and move the transmission shift
parking brake button. Remove the two control lever to R1 gear.
connectors from the brake light switch,
and connect the wires together. This 2. Adjust the digital VOM to voltage function
will simulate the operation of the brake (50 V). Open the left-rear combination
light switch, bypassing the switch. light assembly (1, Figure 90), and pull out
the backup alarm connector XI4. Using
2. NOTE: Do not start the engine for this the digital VOM probes to measure the
test. Turn on the ignition switch, the voltage between the wires of connector
brake switch is damaged if the brake XI4. The VOM reading should be between
lights turn on and the brake light line 24 V and 31 V. The backup alarm is
does not have a fault. Replace the damaged if the VOM reading is within that
brake light switch. range, and the backup alarm should be
replaced. If the VOM reading is not
3. If the brake lights still do not turn on, correct, check the backup alarm lines for
the brake light wiring harness has a wear or damage.
fault and the brake light switch is OK.
Repair or replace the wiring harness.

3614
Figure 100 – Back-up Alarm Location

3615
Flasher Relay
Figure 101 – Flasher Relay Location
on Fuse Panel
The flash relay rated load is 40 – 130 W, the
flashing frequency is 60 - 120 time/min; when
the load changes (decreases), the flashing Rocker Switches
frequency increases but does not exceed 140
time/min. The work light switch, rear floodlight switch,
hazard flasher switch are the same rocker
The flash relay determines the flashing style switch (Figure 102). The work light and
frequency of the turn signal light. When the the rear floodlight switch use the basic
main turn signal light has fault, the flashing electrical schematic as shown by Illustration 1,
frequency of other turn signal lights will Figure 102.
increase due to the lower load on the relay.
Flasher Relay Fault Test Procedure
The turn signal light and turn signal indicator

don't turn on or flash when steering or parking
the machine. If the 10A fuse hasn’t blown, the
flasher relay has failed. Replace the flasher
relay with a new unit and test the turn signals
and 4 way flashers. The flasher relay (1, 3591
Figure 91) is located in the main fuse box.
Figure 102: Basic Rocker Switch
If the signals work properly, return the
machine to service. If the signals still do not The hazard flasher switch uses the schematic
work, check the wiring harness for damage as shown by Illustration 2, Figure 102. These
and replace as needed. all are the double position switches, and hold
at ON position. The back light (2, Figure 103)
inside the rocker switch (1, Figure 103) does
not work, remove it from the rocker switch and
replace it.

Position Light & Front Floodlight
Switch
The head light & front floodlight switch is 3-

position rocker switch, which holds at the ON
position.
3592
Figure 103 – Rocker Switch and Back Light
Rocker Switch Fault Test Procedure
The rocker switches are installed on the panel 3593

attached to the steering column. The 8 switch
grouping has switches for the front work light, Figure 104: 3 Position Rocker Switch
rear floodlight, hazard flasher, head lights and
front floodlight. As needed, test each of these The head light and front floodlight switches
switches as follows: use the schematic as shown by Figure 104.
These all are the three position switches, and
1. Take out the pendant switch group from hold at each of ON positions.
the switch panel. Remove the WH 8-
connector on the back of the rocker Head Light & Front Floodlight Switch Fault
switches, exposing the pins on the back of Test Procedure
the switches.
1. Take out the pendant switch group from
2. Adjust the digital VOM to Ω function (200 the switch panel. Remove the WH 8-
Ω). connector on the back of the rocker
switches, exposing the pins on the back of
3. For example, if the hazard flasher switch the switches.
is being tested, set the rocker switch to be
tested to the OFF position and use the 2. Adjust the digital VOM to Ω function (200
VOM probes to test pins 1 and 5, and then Ω).
pins 2 and 6. The digital VOM reading
should be 1 in both cases. 3. For example, if the head light switch is
being tested, set the rocker switch to be
4. Again, using the hazard flasher switch as tested to the OFF position and use the
an example, set the rocker switch to the VOM probes to test pins 1 and 3, then
ON position, and use the VOM probes to pins 2 and 6 and finally pins 2 and 8. The
test pins 1 and 5, and then pins 2 and 6. digital VOM reading should be 1 in each
The digital VOM reading should be 0 in case.
both cases The hazard flasher switch is
normal if the tests confirm these readings,
otherwise the hazard flasher switch is
damaged and should be replaced.

4. Again, using the head light switch as an 3. To change to the high beam head light,
example, set the rocker switch to the first move the combination switch handle (3,
ON position, and use the VOM probes to Figure 105) upwards. The high beam
test pins 2 and 6, and pins 2 and 8. The indicator (2, Figure 105) will turn on to
digital VOM reading should be 0 in each indicate that the high beam headlights
case. Test pins 1 and 3. The digital VOM lights are on. Move the combination switch
reading should be 1. handle downwards to turn the high beam
headlights off.
5. Set the rocker switch to the second ON
position, and use the VOM probes to test
pins 2 and 6, pins 2 and 8, and pins 1 and
3. The digital VOM reading should be 0 in
each case.
The head light & front floodlight switch is

normal if the above tests are correct. If the
switch does not pass these tests, the switch is
damaged and needs to be replaced.
Function Operation
7-A Dome light operation
The following electronic components are

needed for the dome light to function.
1. Fuse
2. Dome light
7-B Headlight operation

needed for the front floodlight to function.
3595
1. Fuse
Figure 105: Head Light Operation
2. High beam indicator
7-C Turn signal light and hazard
3. Left-front combination light flasher operation
4. Right-front combination light The following components are needed for the
turn signals to function.
Operation steps:
1. Fuse
1. Press the front headlight switch (1, Figure 2. Left-front combination light
105). 3. Right-front combination light
4. Left-rear combination light
2. The headlight of the front combination 5. Right-rear combination light
light (4, Figure 105) turns on, and the rear
tail lights turn on.

needed for the hazard flasher to function.
1. Fuse
2. Hazard flasher switch
3. Left-front combination light
4. Right-front combination light
6. Right-rear combination light
Operation steps:
1. Move the combination switch handle (1,

Figure 106) forwards when the machine
turns left. The left turn signal light of the
left-front combination light (4, Figure 106)
and the left-rear combination light (6,
Figure 106) will flash; the left turn signal
indicator (2, Figure 106) on the central
function panel will flash at the same time.
3596
2. Move the combination switch handle (1,
Figure 106) backwards when the machine Figure 106: Turn Signal Lever
turns right. The right turn signal light of the
right-front combination light (5, Figure 3. If an emergency happens to the machine,
106) and the right-rear combination light park the machine on the side of the road.
(7, Figure 106) will flash; the right turn Press the 4-way hazard flasher switch, the
signal indicator (3, Figure 106) on the left-front turn signal light, right-front turn
central function panel will flash at the signal light, left rear turn signal light, right-
same time. rear turn signal light, left turn signal
indicator and right turn signal indicator
located on the panel will all begin flashing,
which warns other vehicles that this
machine is at hazard state.
3616
Figure 107: 4-way Hazard Flasher Switch

7-D Position light operation

needed for headlights and tail lights to
function.
1. Fuse
2. Headlight & front floodlight switch
3. Left-front combination light
4. Right-front combination light
6. Right-rear combination light
7. Central instrument panel
Operation steps:
1. Press the headlight switch.
2. The front headlight of the two front

combination lights will turn. The rear tail
light of the two rear combinations light will 3597
turn on.
Figure 108: Turning On Headlights & Tail
3. The indicator on the central instrument Lights
panel will turn on.
7-E Work light operation
4. The back lights for all switches and
displays will turn on. The following electronic components are
needed for the work lights to function.
1. Fuse
2. Position light & front flood light switch
3. Rear work light switch
4. Work light
5. K9 work light relay

Operation steps: 7-F Rear floodlight operation
1. Move the headlight & front floodlight The following electronic components are
switch (1, Figure 109) to the second needed for the work lights to function.
position for the front headlights, rear tail
lights and front work lights. 1. Fuse
2. The front work light relay (2, Figure 109) 2. Headlight & front flood light switch
closes and the front work lights (3, Figure
109) on the top of the cab are turned on. 3. Read flood light switch
4. K7 rear flood relay
Operation steps:
1. Move the headlight & front floodlight

switch (1, Figure 109) to the second
position for the front headlights, rear tail
lights and front work lights.
1. Press the rear floodlight switch (1, Figure

110).
2. The rear floodlight relay (2, Figure 110)

closes and the rear floodlights (3, Figure
110) turn on.
3598
Figure 109: Front Work Lights
3599
Figure 110: Front Work Lights

7-G Rotating beacon operation Operation steps:
The following electronic components are The brake lights (2, Figure 112) will turn on
needed for the rotating beacon to function. when the operator presses downwards on the
brake pedal during machine operation. When
1. Fuse the brake pedal is pressed, pressure
increases in the brake lines, closing the
2. Rotating beacon switch braking light switch (1, Figure 112), turning on
the brake lights. When the brake pedal is
3. Rotating beacon released, the pressure in the brake line
decreases and the brake light switch opens,
Operation steps: turning off the brake lights.
The rotating beacon (2, Figure 111) starts

working when the rotating beacon switch (1,
Figure 111) is pressed.
3601
Figure 112 – Brake Lights
7-I Backup light operation
3600 The following components are needed for the

backup lights to turn on.
Figure 111: Rotating Beacon
1. Fuse
7-H Brake light operation
2. Shift control lever
activated to turn on the brake light. 3. EST117 or EST-25 electronic control
unit
1. Fuse
4. K12 Backup relay
2. Service brake pedal
5. Backup light
3. Brake valve (BRAKE LIGHT SWITCH)
6. Backup alarm
4. K10 brake light relay
5. Brake light

Operation Steps:
1. Move the shift control lever (1, Figure 113)

to the REVERSE gear.
2. The electronic reverse signal goes to the

ZF electronic control unit (4, Figure 113)
through the wiring harness.
3. The electronic control unit sends a signal

to the backup relay and the backup alarm
relay after processing the data at the
MPU.
4. The backup relay closes and turns on the

backup light, and the backup alarm relay
closes, turn on the backup alarm.
3602
Figure 113: Back-up Lights & Controls

Troubleshooting Dome light fault test flow chart 7-A-F
This section provides information on the fault

diagnosis troubleshooting procedures for the
light systems. Additional testing information
will be provided through the use of flow charts,
that the service technician can follow.
7-A-F Dome light fault test
The dome light line schematic is shown in

Figure 114. The dome light switch is located
on the dome light assembly. When dome light
switch is moved to the ON position, the light
does not turn on. Test the light according to
the following test steps and the flow chart.
3603
Figure 114 – Dome Light Schematic
Step 1. Test to see if the 10 A dome light fuse

blows.
1. Open the fuse box cover and located

on the inside of the fuse boxes cover
is a fuse block diagram. Locate the
Dome Light fuse and check to see if it
has blown.

Conclusion:
2. Check the ground resistance of pin
If the fuse has failed, move the dome light XE2-5, pin XK6-1, and pin XE3-1
switch to the OFF position and replace the according to the Dome Light
fuse. If the fuse blows as soon as the dome Schematic.
light switch is moved to the ON position, move
to Step 6. If the fuse does not fail and the Test Result:
dome light turns on, the fault has been
eliminated. If the fuse fails, move to Step 2. The digital VOM reading is 0 Ω.
Step 2. Test the dome light bulbs. Conclusion:

1. Open the dome light cover and note If the result is OK, please move to Step 5.
that there are two bulbs dome light.
Check both the dome light bulbs to If the result is not OK, check the dome light
see if they have burned out or not. wiring harness for a ground wire fault. Repair
or replace as needed.
Conclusion:
Step 5. Test the dome light line
The bulb(s) has burned out, replace the
bulb(s). 1. Adjust the digital VOM to voltage
function (50V range).
The bulb(s) is good, move to Step 3.
2. Check the grounding voltage of pin
Step 3. Test dome light voltage. XE4-4 and pin XK5-3, and wire
No.139 of 10 A dome light according
1. Adjust the digital VOM to voltage to the Dome Light Schematic.
function (50 V range).
Test Result:
2. Remove the dome light assembly and
pull out connector XD8. The digital VOM reading is between 24 V and
31 V.
3. Use the digital VOM to measure the
voltage of pin No.1 and pin No.2 in the Conclusion:
XD8 connector.
If the result is not OK, check the dome light
Test Result: wiring harness for a ground wire fault. Repair
or replace as needed.
31 V. Step 6. Test the dome light line
Conclusion: 1. Adjust the digital VOM to Ω function

(200 Ω range).
If the result is OK, replace the dome light
assembly. 2. Disconnect XD8, XE4, XK5
connectors in turn according to the
If the result is not OK, Move to Step 4. Dome Light Schematic.
Step 4. Test the ground wire of dome light for 1. Check the ground resistance of pin 1
fastness and pin 2 of XD8 connector, pin XE4-
4, pin 1, XK5-3, and pin XA1-13.
1. Adjust the digital VOM to Ω function
(200 Ω range).

Test result:
The digital VOM reading is 1
Conclusion:
If the result is OK, replace the dome light or

eliminate the short circuit fault inside the dome
light.
If the result is not OK, eliminate the short

circuit fault the failed lines.
7-B-F Front floodlight fault test
The wires to each of the main lights on the

machine are as follows:
 Red wire is the front floodlight power

line,
 Green wire is the front work light
power line,
 Blue wire is the rear floodlight power
line,
 Yellow line is the front turn signal
power line,
 Purple line is the rear turn signal
power line,
 Ground lines are unmarked.
The fault test methods of each light in the light

group are very similar. This section will
describe the control principles of the various
lights and the fault test flow chart can be
followed for each of the lights.

3604
Figure 115: Front Floodlight, Turn Signal, Headlight, Work Light, Rear Floodlight Schematic 1

3605
Figure 116: Front Floodlight, Turn Signal, Headlight, Work Light, Rear Floodlight Schematic 2

7-B-F Front floodlight work principle
description
1. Move the headlight and front floodlight

switch to the front floodlight position. Wire
No.125 to the front floodlight supplies
power from the 15 A fuse through
connectors XA5 and XY1 to the headlight
and front floodlight switch and then to wire
No.413.
2. Wire No.413 is the front floodlight power

line is connected to terminal No.56 to the
headlight and front floodlight switch.
Terminal No.56 connects to terminal
No.56a when the headlight and front
floodlight switch is in the ON position and
the combination switch has been moved
to the high beam light position. Wire
No.403 connects to wire No.413, +24 V
supplies power to the front floodlight high
beam filament after passing through wire
No.403 and connectors XY2 → XQ8 →
XQ1 and XQ6. The power passing
through energizes the high beam filament
and then goes to ground. The high beam
indicator light on the dashboard display
also turns on, indicating that the high
beam head light has been turned on.
3. Pulling the combination switch upwards,

terminal No.56 and terminal No.56a are
disconnected and terminal No.57b is
connected. Wire No.406 and wire No.413
are also connected, +24 V supplies power
to front floodlight low beam filament after
passing through wire No.406 and
connectors XY2 → XQ8 → XQ1. The
power passing through energizes the low
beam filament and then goes to ground.
4. If the front floodlight can't be turned on

when the front floodlight switch is moved
to the ON position, check for the potential
fault according to the flow chart.

Front headlight fault test flow chart 7-B-F

7-C-F Turn signal fault test 4. For emergency parking turn on the
parking light switch. Wire No.428 connects
7-C-F Turn light work principle description wire No.404 and wire No.405 through the
parking brake switch. +24 V power goes
1. Wire No.128 of the turn light power supply to the left-front turn light, the left-rear turn
passes through the 10 A fuse and enters light and the left turn signal indicator on
the flash relay, activating the flashing the panel through wire No.405; power is
contact. When the contacts close, the also supplied to the right-front turn light,
power passes from the flash relay through the right-rear turn light and the right turn
wire No.428 → connector XA5 → signal indicator on the panel by No.404
connector XY2 to the combination switch wire. All of the turn signal lights are on,
and finally to the hazard flasher switch. and are not flashing. If the lights do not
flash when using the combination switch
2. When the machine turns left, push the or when activating the hazard flasher
combination switch forwards. Wire No.428 switch, check for the potential of line faults
connects to wire No.405 through the according to the flow chart.
combination switch. +24 V power goes to
the left-front turn light filament after
connectors XY2 → XQ8 → XQ7, then to
ground; power also reaches the left-rear
turn light filament after passing through
connectors XY4 → XI7 and finally to
ground. The left-front turn light and the
left-rear turn light turn on. At the same
time, power goes to the left turn signal
indicator on the dashboard display, turning
on the turn signal indicator.
3. When the machine turns right, pull the

combination switch backwards. Wire
No.428 connects wire No.404 through the
combination switch. +24V power goes to
the right-front turn light filament after
connectors XY2 → XQ8 → XQ2, then to
ground through the filament. Power also
goes to the right-rear turn light filament
after passing through connectors XY4 →
XI3 and finally to ground. The right-front
turn light and the right-rear turn light turn
on. At the same time, power goes to the
right turn signal indicator on the
dashboard display, turning on the turn
signal indicator.

Turn signal light fault test flow chart 7-C-F1

Hazard flasher fault test flow chart 7-C-F2

7-D-F Position light fault test Position light fault test flow chart 7-D-F
7-D-F Position light work principle description
1. Wire No.126 is the headlight receives 24

V power supply from the 10A fuse passing
connector XA5 → connector XY1 to the
headlight & front floodlight switch
2. Move the headlight & front floodlight

switch to the headlight position. At this
time, wire No.126 passes connects with
wire No.416.
3. +24 V power supply is divided into 6 ways

after No.416 wire is powered;
a. One line passes through connectors

XY2 → XQ8 to XQ1 and XQ6, the
front headlights will turn on.
b. Line two passes through connectors
XY4 to XI2 and XI6, the rear tail lights
will turn on.
c. Line three enters the multifunction
display and supplies the background
illumination to instrument.
d. Line four supplies power to the
backboard diode of each dash panel
switch for background illumination.
e. Line five enters into the floodlight
switch and becomes the switch power
supply.
f. Line six enters into the rear floodlight
switch and becomes the switch power
supply.
Press the position light &front floodlight switch

to the headlight position. If the headlight will
not turn on, check for a fault according to the
flow chart.

7-E-F Work light fault test Position light fault test flow chart 7-D-F
7-E-F Work light work principle description
1. Press the headlight & front floodlight

switch to the position flood light position.
Wire No.416 from the headlight & front
floodlight switch becomes the work light
power line.
2. Press the work light switch and wire

No.416 connects to wire No.415. +24V
power passes through No.415 wire →
XY2 → XA5 → work light relay. The relay
is energized and the normally open
contacts close. Wire No.131 supplies
power to the 20 A fuse from the closed
contacts of the work light relay and
connects with wire No.482, then reaches
connectors XD1, XD2, XD3, XD4 by XA5,
XK6 XE3. Four work lights on the top of
the cab turn on.
The work lights will not turn on when the work

light switch is turned on. Check for a fault
according to the flow chart.

7-F-F Rear floodlight fault test Rear floodlight fault test flow chart 7-F-F
7-F-F Rear floodlight work principle

description
1. Press the position light & front floodlight

switch to position light position. No.416
wire from the position light & front
floodlight switch becomes the rear
floodlight switch background power supply
line.
2. Press the rear floodlight switch and wire

No.416 connects with wire No.419. +24V
power supply passes through wire No.419
→ XY2 → XA5 → rear floodlight relay.
The rear floodlight relay activates and its
normally open contacts close. Wire
No.127 becomes the power supply from
15A fuse passing through the rear
floodlight relay closes contacts and
connects with wire No.418, passing
through connectors XA5, XK5, XE4 to
XD5, XD6. The two rear floodlights on the
top of the cab turn on.
The rear floodlight will not turn on when the

rear floodlight switch is turned to the ON
position. Check for a fault according to the
flow chart.

7-G-F Rotating beacon fault test
7-G-F Rotating beacon work principle

description
1. The rotating beacon power supply goes

from the 10 A fuse by wire No.152,
passing through connector XA2 →
connector XJ1 to the rotating beacon
switch. See Figure 107
2. Press the rotating beacon switch,

connects wire No.152 to wire No.472.
+24V power passes through XJ1 → XK5
→ XE4 → rotating beacon, then to ground
through the filament, The rotating beacon
lamp turns on and the mirror rotation
motor begins turning.
3. The rotating beacon will not turn on when

pressing the rotating beacon switch.
Check the fault according to the flow
chart.
3606
Figure 117: Rotating Beacon Electrical

Schematic

Rotating beacon fault test flow chart 7-G-F

7-H-F Brake light fault test
 Make sure to apply the parking brake before beginning this procedure to prevent the
machine from moving.
 Block (chock) the wheels to prevent machine movement.
 If working in an enclosed area, vent exhaust to outside when engine must be run for
service.
7-H-F Brake light work principle description
1. The blue wire is the brake light control loop, the red wire is the brake light loop. See Figure 118.
3607
Figure 118: Rotating Beacon Electrical Schematic
2. Wire No.155 is the brake light power supply wire reaches the brake light relay contact terminal
from the 10A fuse, passing through connector XA4 to the brake light switch. The brake light
switch is installed on the brake valve. The brake light switch normally open contacts closes when
the operator presses downwards on the brake pedal.
3. The normally open contacts of the brake light close, wire No.155 connects wire No.481, which
supplies power to the brake light relay through connector XA4, the brake light relay works, its
normal open contacts closes, wire No.155 connects to wire No.479. +24V power supply provides
power to the two brake lights after passing through wire No.479 → XA5 and reaches XR2 and
XR6. The left/right brake lights turn on at the same time. If the brake light does not turn on when
the operator presses downwards on the brake pedal, check for a fault according to the flow
chart.

Brake light fault test flow chart 7-H-F

7-I-F Backup light fault test reached full charging power. The service
meter starts timing since wire No.800 has
full voltage, which indicates the
accumulative total work time of the
machine.
 Make sure to apply the parking
brake before beginning this 3. As shown in Figure 119, when the
procedure to prevent the machine operator shifts the machine into reverse,
from moving. the reverse signal is exported from the
gear controller switch to the EST
 Block (chock) the wheels to prevent electronic control unit of ZF shift control
machine movement. system. The EST control unit sends the
 If working in an enclosed area, vent back-up signal by wire No.588. The
exhaust to outside when engine backup relay is activated and its normally
must be run for service. open contacts close when wire No.588
passes power to the backup relay, and
7-I-F Backup light work principle description through wire No.350 to ground.
1. After turning on the ignition switch, wire 4. When the backup relay is activated, wire
No.171 sends +24V power from the 10 A No.156 connects to wire No.480, +24 V
fuse, passing through the backup alarm power supply is supplied from wire No.156
control relay and wire No.800 → of the 10 A fuse → backup relay contact
connector XA5 → connector XH2 → L → XA5 connector → XH2 connector →
terminal of the alternator, and then to connectors XI2, XI4, XI6, and then
ground through the alternator. The back- reaches the backup light and the backup
up alarm control relay is activated and the alarm, and then pass to the ground
normally closed contacts are opened, through them. The back-up lights are
breaking the connection between wire turned on and the back-up alarm sounds
No.350 and wire No.212. Wire No.800 is
connected to the XJ3 voltage/service 5. The back-up light and the back-up alarm
meter and the multifunction display from work after starting the engine. If the
the L terminal of the alternator. When the ignition switch is turned to the ON
positive side of the charging indicator in position, but the engine is not started, the
the multifunction display is connected with back-up lights will not turn on and back-up
the power supply of the multifunction alarm will not sound. The service hour
display, and the negative side connects to meter calculates the working hours of the
ground through wire No.800, then the engine when it is running, and does not
multifunction display indicator turns on. begin the counting process if only the
See Figure 119. electrical power is turned on. When the
engine is running, if the back-up light and
2. The L terminal potential of the alternator is back-up alarm do not work when
built after the engine is started and the operating the machine in reverse, follow
alternator is spinning at the proper RPM. the troubleshooting tests shown in the flow
Wire No.800 passes +24 V power to the chart.
two terminals of the backup alarm control
relay winding have the equal potential,
and the relay’s normally closed contacts
remained closed. Wire No.350 connects
wire No.212 to ground. The charging
indicator loop in the multifunction display
is turned off after wire No.800 has full
voltage, and the charging indicator goes
out, which indicates the alternator has

3608
Figure 119: Back-up Light Schematic

Backup light fault test flow chart 7-I-F

Secondary Steering System Secondary Steering Switch
To manually start the secondary steering

Introduction system, press the Secondary Steering Switch
(1, Figure 121) on the dashboard panel.
The secondary steering system is a safety
protection system. When the normal steering
system pressure is too low or there is not
enough hydraulic pressure to turn, the
secondary steering system will start
automatically for safe operation. This system
can also be started manually.
Main Components
3618
Secondary Steering Motor Figure 121: Secondary Steering Switch
The secondary steering system is powered by When the secondary steering system has
an electric motor (1, Figure 120), which is been manually turned on, an indicator light will
connected to a small hydraulic pump. turn on inside the secondary steering switch.
Secondary steering running indicator and

steering system fault indicator.
Located on the left side of the multifunction

display are the indicators for the secondary
steering system and main steering system
fault. If the machine detects a steering fault,
the Steering Fault Indicator (2, Figure 122)
light will turn on. As soon as this light turns
on, stop all machine operation, and carefully
park the machine in a safe location. If the
steering system fault is sever and its operation
does not permit normal operation, the
3617 secondary steering system will automatically
start and allow the operator to steer the
Figure 120: Secondary Steering Motor machine to a safe location. When the
secondary steering system has been
activated, either automatically or manually, the
Secondary Steering Indicator (1, Figure 122)
will turn on.

3619
3621
Figure 122: Secondary Steering and Steering
Figure 123: Steering System Low Pressure
System Fault Indicators
Switch
Secondary steering system principle: 2. Manual operation
1. Automatic operation (a) Turn on the ignition switch and press
the secondary steering switch (1,
The steering system low pressure alert Figure 124).
indicator turns on (2, Figure 122) when the
steering system hydraulic pressure is
under 0.6 Mp (88 psi) the steering system
low pressure switch activates and wire No.
312 is energized. The steering system
fault indicator in the multifunction display
turns on. At the same time, the steering
system fault indicator pin No.36 passes
+24 V – 32 V power for 40 sec to wire No
409 which causes the secondary steering
relay to activate. The secondary steering 3618
relay closes and wire 465 sends power to
the secondary steering motor, which Figure 124: Secondary Steering Switch
activates and drives the secondary
steering hydraulic pump. This pump (b) When the secondary steering switch is
provides the hydraulic power for turned on, wire No.409 is energized
emergency steering. When the secondary and sends power to the secondary
steering pump is activated, the secondary steering relay, activating the
steering running switch is closed, wire No secondary steering relay in the fuse
408 is energized and the Secondary box. The secondary steering relay
Steering Light (1, Figure 122) on the closes and wire 465 sends power to
multifunction display turns on, and the the secondary steering motor, which
power then flows to ground. activates and drives the secondary
steering hydraulic pump. When the
secondary steering pump is activated,
the secondary steering running switch
is closed, wire No 408 is energized
and the Secondary Steering Light (1,
Figure 122) on the multifunction
display turns on, and the power then
flows to ground.

Secondary Steering System Electrical Schematic
3622
Troubleshooting
Secondary steering motor does not work. 1-D - Turn on the ignition switch and while
pressing the secondary steering switch, use
1-A - Check if the 10 A secondary steering the DC voltage function of the VOM to
system fuse has blown? measure whether the grounding voltage of
wire No. 465 on the secondary steering motor
Yes: Replace the secondary steering system is between 24 V and 32 V. NOTE: An
fuse assistant may be needed for this test.
No: Move to 1-B Yes: Move to 1-E
No: Move to 1-F

1-B – With the ignition switch in the OFF
position and using the resistance function of
the VOM, measure if pin No.1 and pin No. 5 of 1-E - Test if the secondary steering motor is
the secondary steering switch are connected? damaged.
Yes: Move to 1-C Yes: Replace the secondary steering motor.
No: The secondary steering switch is No: Move to 1-F

damaged. Replace the switch.
1-F - Test the connector condition according
to the secondary steering system electrical
1-C -Test whether the secondary steering schematic shown earlier in this section.
relay (in the fuse box) has failed?
When the steering system pressure is too
Yes: Replace the secondary steering relay. low, the steering system does not function
properly and the secondary steering motor
No: Move to 1-D does not start automatically.

2-A - Does the steering system fault indicator
light (1, Figure 125) turn on?
3621
Figure 126: Steering System Low Pressure

3619 Switch
Figure 125: Secondary Steering and Steering Yes: Move to 2-D
System Fault Indicators
No: The steering system low pressure alert
Yes: Move to 2-D switch is damaged and needs to be replaced.
No: Move to 2-B
2-D - Turn on the ignition switch and use the
DC voltage function of the VOM to measure if
2-B – Has the 10 A secondary steering the grounding voltage of the gauge connector
system fuse has blown? pin No.36 (No.409 wire) is between 24 V and
32 V?
Yes: Replace the secondary steering system
fuse. Yes: Move to 1-C
No: Move to 2-C No: The gauge has failed and needs to be
replaced.
2-C - Turn on the ignition switch and check The secondary steering motor works but
the steering system low pressure alert switch cannot turn the hydraulic pump.
(1, Figure 126). Using the DC voltage function
of the VOM, measure if the grounding voltage Test for a problem with the hydraulic system.
of wire No. 408 on the alert switch is between See Hydraulic Troubleshooting in this service
24 V and 32 V? NOTE: An assistant may be manual.
needed for this test.

Wiper and Washer System Windshield Wipers
Introduction
The front, rear wiper motors of this machine

are permanent magnet motors and negative
controlled.
Main Components
Combination Switches
Combination switches
3623
Figure 127: Windshield Wiper Controls on the

Combination Switch
3625
1. Front Wiper Switch
2. Front Washer Switch Figure 129: Windshield Wipers, Front & Rear
Wiper Motor Rear Wiper and Washer Switches
3626
3624 Figure 130: Rear Windshield Wiper & Washer

Switches
Figure 128: Windshield Wiper Motor and
Transmission 1. Rear wiper switch 2. Rear washer switch

Washer Fluid Bottle with Washer Motor
3627
Figure 131: Washer Fluid Bottle with Washer

Pump Motor
1. Washer pump motor connection (front

window)
2. Washer fluid bottle
3. Washer pump motor connection (rear
window)
Front Wiper I, II and Washer Relays
3628
Figure 132: Front Wiper and Washer Relays
1. Front wiper I (low speed) relay

2. Front wiper II (high speed) relay
3. Washer relay

Windshield Wiper and Washer System Electrical Schematic
3629

Common Fault Test When the combination lever wiper switch is
rotated to the second setting (high speed),
Wiper Work Principle wire No. 327 is connected to wire No. 202,
which activates the wiper 2nd gear relay K8,
Front Wiper Motor wire No. 330 is connected to the grounding
wire No. 213 and the motor runs at high
There are 5 wires connected to the front wiper speed. When the wiper switch is turned to the
motor; OFF position, if the wiper does not stop at the
 The red wire is the power supply wire (the first (park) position, the current passes
common brush leads of high gear through wire No. 129 to wire No. 328 of the
armature and low gear armature low gear armature-wiper switch and then
connected to wire No. 129), through the white reset wire No. 329 to
 The black wire is the negative wire ground.
(connected to ground through the motor
housing) and is connected to wire No. NOTE: There is a reset device in the motor to
213, make sure that the wiper brush always
stops at the first (park) position, the
 The blue wire is a brush lead for the high
reset wire is connected to the power
gear armature (connected to wire No.
supply wire when the wiper is at the
330),
first position, the reset wire is normally
 The green wire is a brush lead for the low
connected to the negative wire., and
gear armature (connected to wire No.
the motor runs.
331),
 The white wire is the reset wire The reset wire is connected to the power
(connected to wire No. 329). supply wire when the wiper runs to the first
position, then the wiper motor's low gear
NOTE: The following instructions refer to the armature gets short circuited and the motor
Windshield Wiper and Washer System keeps rotating under inertia action and
Electrical Schematic generates electricity which produces the
electromagnetic brake torque and stops
Wire No. 129 is energized (+24V) after turning running immediately, the wiper stops working
on the ignition switch. When the combination when it runs to the O gear position.
lever wiper switch (Figure 123) is rotated to
the first setting (low speed), wire No. 328 is
connected to wire No. 202 (ground wire),
which makes the wiper motor 1st gear relay
K7 closes, wire No. 331 is connected to
grounding wire No. 213, and the motor runs in
low gear when.
3611
Figure 133: Windshield Wiper Control

Rear Wiper Motor NOTE: There is a reset device in the motor to
make sure that the wiper brush always
There are 5 wires also connected to the rear stops at the first (park) position, the
wiper motor, reset wire is connected to the power
 The red wire is power supply wire (the supply wire when the wiper is at the
common brush leads of the high gear first position, the reset wire is normally
armature and the low gear armature connected to the negative wire., and
connected to wire No. 129), the motor runs.
 The black wire is the negative wire
(connected to ground through the motor The reset wire is connected to the power
housing) and is connected to wire No. supply wire when the wiper runs to the first
205, position, then the wiper motor's low gear
 The blue wire is a brush lead for the high armature gets short circuited and the motor
gear armature (connected to wire No. keeps rotating under inertia action and
337), generates electricity which produces the
 The green wire is a brush lead for the low electromagnetic brake torque and stops
gear armature (connected to wire No. running immediately, the wiper stops working
338), when it runs to the O gear position.
 The white wire is the reset wire
(connected to wire No. 339). Measuring methods of wiper motor when
in short circuit and open circuit condition:
Wire No. 129 is energized (+24 V) after
turning on the ignition switch. When the rear Disconnect the wires between the wiper motor
and the machine wiring, and using the
wiper switch (2, Figure 124) is moved to the
resistance function of the VOM, measure the
low speed setting, switch pin No. 3 is
wiper motor resistance between red wire and
connected to switch pin No.5, and the motor
runs at low gear. When the rear wiper switch blue wire or green wire. If the resistance is
is moved to the high speed setting, switch pin infinity, it is open circuit. Then measure the
resistance between the red wire and any other
No.3 is connected to switch pin No.1, and the
wire; if the resistance is limited (does not
motor runs at high gear.
reach the infinity reading), it is a short circuit.
When the rear wiper switch is set to the OFF
position, switch pin No.5 and switch pin No. 7 Washer Work Principle
are connected. At the moment when the
Turn on the ignition switch and the 20 A wiper
switch is moved to the OFF position and the
wiper does not stop at the first (park) position, fuse is energized (+24 V). The front washer
switch (Figure 123) and the rear washer
the current passes through lead No. 129 (low
gear armature) to the wiper switch pin No.5 switch (1, Figure 124) are connected. The
pin, through switch pin No.7 pin to the white front washer is connected to relay K13, and
the rear washer motor is connected through
reset wire and then to ground.
wire No.420 and wire No. 401 wires. When
either front or rear control is activated, washer
fluid is pumped from the washer fluid tank to
the nozzle at either the front or rear
windshield.
3626
Figure 134: Rear Wiper and Washer Switches

Fault Test Procedure for the Wiper and 1-F - Test if the front wiper motor has a short
Washer Systems circuit or open circuit.
1. Front wiper I gear does not work Yes: Replace the front wiper
assembly.
1-A - Turn on the ignition switch and rotate the
front wiper control to the low speed (I) setting. No: Move to 1-G
Does the front wiper I gear work normally?
1-G – Inspect the wiring harness to see if the
Yes: Move to 1-C connectors have become loose and reconnect
as needed. If the connector is tight, inspect
No: Move to 1-B the wiring harness for any sign of wear or
damage. If any is noted, repair or replace the
1-B - Has the 20 A fuse for the wiper and wiring as needed.
washer system blown?
2. Front wiper II gear does not work
Yes: replace the fuse
2-A - Turn on the ignition switch and rotate the
No: Move to 1-C front wiper control to the high speed (II)
setting. Does the front wiper II gear work
1-C - Turn off the ignition switch and turn the normally?
combination switch to the low speed wiper
position (I), pull out wire No.328 on the wiper I Yes: Move to 2-C
gear relay, and using the resistance function
of the VOM, measure whether wire No.328 is No: Move to 1-B
connected to the ground.
2-B - Has the 20 A fuse for the wiper and
Yes: Move to 1-D washer system blown?
No: The front wiper switch is Yes: replace the fuse

damaged, replace the combination switch.
No: Move to 2-C
1-D - Test whether the front wiper low speed
wiper relay is damaged? 2-C – Turn off the ignition switch and turn the
combination switch to the high speed wiper
Yes: Replace the front wiper low position (II), pull out wire No.327 on the wiper
speed gear relay. II gear relay, and using the resistance function
of the VOM, measure whether wire No.327 is
No: Move to 1-E connected to the ground.
1-E - Turn on the ignition switch and turn the Yes: Move to 2-D
combination switch to the low speed wiper
position (I). Use the voltage function of the No: The front wiper switch is
VOM to measure whether the voltage damaged, replace the combination
between switch pin No.1 (wire No.129) and switch.
switch pin No.4 (wire No.331) of connector
XJ2 is between 24 V and 32 V? 2-D - Test whether the front wiper II gear relay
is damaged?
Yes: Move to 1-F
Yes: Replace the front wiper II gear
No: Move to 1-G relay.
No: Move to 2-E

2-E – Turn on the ignition switch and turn the 3-D – Turn on the ignition switch and set the
combination switch to the high speed wiper rear wiper switch to the low speed wiper
position (II). Use the voltage function of the position (I), and using the voltage function of
VOM to measure whether the voltage the VOM to measure whether the voltage
between switch pin No.1 (wire No.129) and between switch pin No. 3 (wire No. 129) and
switch pin No.3 (wire No.330) of connector switch pin No. 4 (wire No. 338) of connector
XJ2 is between 24 V and 32 V? XJ8 is between 24 V and 32 V.
Yes: Move to 1-F Yes: Move to 3-E
No: Inspect the wiring harness to see No: Inspect the wiring harness to see
if the connectors have become if the connectors have become
loose and reconnect as needed. If loose and reconnect as needed. If
the connector is tight, inspect the the connector is tight, inspect the
wiring harness for any sign of wiring harness for any sign of
wear or damage. If any is noted, wear or damage. If any is noted,
repair or replace the wiring as repair or replace the wiring as
needed. needed.
3. Rear wiper I gear does not work 3-E – Test if the rear wiper motor has a short
circuit or open circuit.
3-A – Turn on the ignition switch and set the
rear wiper switch to the low speed (I) setting. Yes: Replace the rear wiper assembly.
Does the rear wiper I gear work normally?
No: Inspect the wiring harness to see
Yes: Move to 3-C if the connectors have become
loose and reconnect as needed. If
No: Move to 3-B the connector is tight, inspect the
wiring harness for any sign of
3-B - Has the 20 A fuse for the wiper and wear or damage. If any is noted,
washer system blown? repair or replace the wiring as
needed.
Yes: Replace the fuse.
4. Rear wiper II gear does not work
No: Move to 3-C
4-A - Turn on the ignition switch and set the
3-C – Turn on the ignition switch and set the rear wiper switch to the high speed (II) setting.
rear wiper switch to the low speed wiper Does the rear wiper II gear work normally?
position (I), and using the voltage function of
the VOM to measure whether the voltage Yes: Move to 4-C
between switch pin No. 3 (wire No. 129) and
switch pin No. 5 (wire No. 330) is between 24 No: Move to 4-B
V and 32 V.
4-B - Has the 20 A fuse for the wiper and
Yes: Move to 3-D washer system blown?
No: The rear wiper switch is damaged. Yes: Replace the fuse.
Replace the rear wiper switch.
No: Move to 4-C

4-C - Turn off the ignition switch and turn the
combination switch to the high speed wiper
position (II), check to see if rear wiper switch
pin No. 1 and switch pin No. 3 are connected.
Yes: Move to 4-D
No: The rear wiper switch is damaged,

replace the switch.
4-D - Turn on the ignition switch and set the

rear wiper switch to the high speed wiper
position (II), and using the voltage function of
the VOM to measure whether the voltage
between connector XJ8 pin No. 3 (wire No.
337) and pin No. 1 (wire No. 129) of is
Yes: Move to 3-E
No: Inspect the wiring harness to see

if the connectors have become
loose and reconnect as needed. If
the connector is tight, inspect the
wiring harness for any sign of
wear or damage. If any is noted,
repair or replace the wiring as
needed.
5. The washer nozzle does not work
5-A - Observe whether the motor runs and

does the nozzle spray normally?
5-B – Check to see if the washer fluid line has

become disconnected or is it pinched?
5-C – Is the nozzle plugged or dirty? Clean as

needed.

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CLG856III Wheel Loader

The meaning of this safety alert symbol is CALIFORNIA PROPOSITION 65

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SM for CLG856III Wheel Loader-110112-1

SM for CLG856III Wheel Loader-110112-1

SM for CLG856III Wheel Loader-110112-1

Only trained or experienced personnel

SM for CLG856III Wheel Loader-110112-1 Page iv

1. Z-Bar linkage 9. Rear fender

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1. Front and rear linkages 9. Rear fender

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Make sure that you can read all safety

Notice: this word denotes impending danger,

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Type of Decal Location of Decal

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Type of Decal Location of Decal

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Type of Decal Location of Decal

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Type of Decal Location of Decal

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(Located near the crush area)

CRUSH HAZARD. Keep clear.

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(Located on the arm or arm cylinder)

CRUSH HAZARD. Install arm support before

(Located in the cab)

Read and understand Operation and

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(Located in the cab)

Semi Automatic Transmissions

2. Turn key to "start" position

Fully Automatic Transmissions

1. Turn key to "on" position

2. Press the "N" button on the control Paddle

3. Confirm "N2" is displayed in display panel

4. Turn key switch to "start" position

To Move Machine From Neutral To Drive:

1. Move the F-N-R lever to "F" or "R"

2. Release park brake

Fully Automatic Transmissions

1. Apply foot brake and hold 74A2835

3. Press the K.D button located on the front

4. Release foot brake and press accelerator

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Avoid damaging electronic components when

CAUTION DECAL #11

(Located on the hot surface)

Hot surface, keep clear.

WARNING DECAL #12

RUNOVER HAZARD. Start engine from

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ENTANGLEMENT HAZARD. Keep clear or stop

DANGER DECAL #16

Fumes given off by batteries are combustible.

Fig. 17 WARNING DECAL

(Located at the frame articulation joint )