MF CX330 Tier3 GB

EXCAVATORS
CX330 TIER3
MONTHYON TRAINING CENTRE

EDITION 10/2006
CX330-CX350 1 - MAIN CHARACTERISTICS
CONTENTS
TORQUE TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLUIDS AND LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERIODICITE ENTRETIEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MACHINE CODE, LANGUAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENTS SUPPLIERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIMENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENTS WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monthyon Training Centre 10/2006 1-1

1 - MAIN CHARACTERISTICS CX330-CX350
STANDARD TORQUE DATA FOR CAP SCREWS AND NUTS
Tightening of cap screws, nuts

Tighten alternately so that tightening torque can be applied evenly. The numbers in the figure below indicate the
order of tightening.
Cap screws which have had Loctite used (white residue remains after removal) should be cleaned with light oil or
suitable cleaning solvent and dried. Apply 2-3 drops of Loctite to the thread portion of the cap screw and then
tighten.
Torque table
Tighten cap screws and nuts according to the table below if there are no other special instructions.
Cap Screw Name Size (Size) M6 M8 M10 M12 M14 M16 M18 M20
[mm] 10 13 17 19 22 24 27 30
Spanner
[in.] 0.39 0.51 0.67 0.75 0.87 0.95 1.06 1.18
Cap Screw
[Nm] 6.9 19.6 39.2 58.8 98.1 157.2 196.0 274.0
Tightening
torque
[lb-ft] 5.1 14.5 29.0 43.4 72.5 116.0 144.6 202.4
[mm] 5 6 8 10 12 14 14 17
Spanner
[in.] 0.20 0.24 0.32 0.39 0.47 0.55 0.55 0.67
Socket Head
Cap Screw [Nm] 8.8 21.6 42.1 78.4 117.6 176.4 245.0 343.0
Tightening
torque
[lb-ft] 6.5 15.9 31.1 57.8 86.8 130.1 180.8 253.1
1-2 Monthyon Training Centre 10/2006

SPECIAL TORQUE SETTINGS

Screw Wrench Torque setting
No. Component
(Ø) (mm) lb-ft
1* Travel motor and reduction gear assembly M24 36 900-1051 664-775
2* Sprocket M20 30 521-608 384-448
3* Idler wheel M16 24 267-312 197-230
4* Upper roller M20 30 521-608 384-448
5* Lower roller M24 36 902-1049 665-774
6* Chain guide M24 36 902-1049 665-774
7 Track pad M24 36 1236-1510 912-1114
8 Counterweight M33 50 1685-1960 1243-1446
9 Turntable (frame) M24 36 900-1050 664-774
10 Turntable (upperstructure) M24 36 900-1050 664-774
11 * Swing motor and reduction gear assembly M24 36 900-1050 664-774
12 * Engine M20 30 289-337 213-248
13 * Engine bracket M12 19 109-127 80-93
14 Radiator M16 24 147-176 108-130
M10 17 64-73 47-54
15 * Hydraulic pump
M20 Hex. Socket 367-496 270-496
16 * Hydraulic reservoir M16 24 233-276 171-203
17 * Fuel reservoir M16 24 233-276 171-203
18 * Control valve M16 24 267-312 197-230
19 * Hydraulic swivel M16 24 267-312 197-230
20 Cab M16 24 78-80 57-59
21 Battery M10 17 20-29 15-21
NOTE: Use Loctite 262 or an equivalent on retaining screws of those components marked with an asterisk (*).

18 15
16
11 12 13
17
8
14
21
19 7
1 2
9 10 5
20 6
4
3
330-5-05-01-17C_1
1 6
2 CS01N969
CS01N968
4
CS01N971
5
8
3 CS01N970

11
13
10 12
9 9
CS01N972
330-5-05-01-17D
15 330-5-05-01-17D4
330-5-05-01-17D3
14
18 CS01N978
16 CS01N976 17 CS01N977
19
20 21
CS01N979 CS01N980 CS01N981

FLUIDS AND LUBRICANTS

Lubricants must have the correct properties for each application.
WARNING: The conditions of use for individual fluids and lubricants must be respected.
!
Hydraulic fluid
CASE/AKCELA hydraulic fluid is specially designed for high pressure applications and for the CASE hydraulic sys-
tem. The type of fluid to be used depends on the ambient temperature.
Temperate climates: -20°C to +40°C (-4° to 104° F)
CASE/AKCELA: HYDRAULIC EXCAVATOR FLUID (MS 1230. ISO VG 46. DIN 51524 PART 2 HV)
Hot climates: 0°C to +50°C (32° to 122° F)
CASE/AKCELA: AW HYDRAULIC FLUID 68 HV (MS 1216. ISO VG 68. DIN 51524 PART 3 CATEGORY HVLP)
Cold climates: -25°C to +20°C (-13° to 68° F)
CASE/AKCELA: AW HYDRAULIC FLUID 32 (MS 1216. ISO VG 32. DIN 51524 PART 2)
Biodegradable fluid: -30°C to +40°C (-22° to 104° F)
This yellow-colored fluid is miscible with standard fluid. If used to change standard fluid, it is advised to drain the cir-
cuit completely before refilling with this fluid.
CASE/AKCELA: HYDRAULIC EXCAVATOR FLUID BIO (MS 1230. ISO VG 46. DIN 51524 PART 2 HV)
Transmission component oil

Extreme pressure oil used for enclosed transmission components.
CASE/AKCELA: GEAR 135H EP (SAE 80W-90. API GL 5. MIL-L-2105 D. MS 1316. ZF TE-ML 05A)
Grease
CASE/AKCELA: MOLY GREASE 251H EP-M (251H EP-M. NLGI 2)
"Extreme Pressure" multipurpose grease with lithium soap and molybdenum disulphide.
CASE/AKCELA: MULTIPURPOSE GREASE 251H EP (251H EP. NLGI 2)
"Extreme Pressure" multipurpose grease with lithium soap and calcium.
CASE/AKCELA: PREMIUM GREASE EP2 (NLGI 2)
"Extreme Pressure" multipurpose grease with lithium soap.
Hydraulic breakers
CASE/AKCELA: MULTIPURPOSE GREASE 251H EP (NLGI 2).

Engine Oil
THE CASE/AKCELA No. 1 engine oil is recommended for your engine. This oil ensures proper lubrication of your
engine for all operating conditions.
If you are unable to procure the CASE No. 1 Multiperformance or Performance engine oil, use the corresponding oil
from the API/CG/CF category.
NOTE: Do not put any Performance Additives or any other additives in the engine housing. The oil changing
intervals are indicated in the Operator’s manual based on tests carried out on CASE lubricants.
CP02N001
Oil viscosity / Oil range
1
2
2
3
3
CT02M001
1) With mineral base

(2) With semi-synthetic base
(3) With synthetic base

Fuel
Use fuel which is to ASTM (American Society for Testing and Materials) D975 standard.
Use grade No. 2-D fuel. The use of other types of fuel can result in a loss of power of the engine and may cause high
fuel consumption.
In cold weather (below -7°C), it is provisionally approved to use a mixture of fuels No. 1-D and No. 2-D.
If the temperature falls below the fuel cloud point (point at which wax begins to form) the wax crystals will cause
power loss or will prevent the engine from starting.
Required conditions for diesel fuel
The following specific conditions are required for diesel fuel:
- Must be free from minute dust particles.
- Must have adequate viscosity.
- Must have high cetane value.
- Must have high fluidity at low temperature.
- Must have low sulphur content.
- Must have little residual carbon.
Diesel fuel recommendation
- JIS (Japanese Industrial Standard) : No. 2
- DIN (Deutsche Industrie Normen) : DIN 51601
- SAE (Society of Automotive Engineers) Based on SAE-J-313C: No. 2-D
- BS (British Standard) Based on BS/2869-1970: Class A-1
IMPORTANT : If fuel other than the specified one is used, engine operation will be impaired.
Using fuels other than those recommended can damage the fuel injection pump, the injector and other parts of the
fuel supply system and the engine. CASE disowns any responsibility concerning this kind of damage, which is
not covered by the guarantee. To avoid any damage to the engine fuel supply system, you are recommended to
take the following safety messages into account:
Some fuel suppliers mix used engine oil with diesel fuel. Certain manufacturers of large engines allow them to do
this. However, for your engine, do not use diesel fuel contaminated by engine oil. In addition to damaging the engine,
this fuel can actually adversely affect the correct purification of exhaust gases. Before using any diesel fuel, ask the
supplier if this fuel has been mixed with engine oil.
IMPORTANT : For use of the correct fuel additives, consult your oil or lubrication supplier. Do not inject fuel oil or
gasoline, both fuels can damage the engine.
IMPORTANT : In cold weather, fill the fuel tank at the end of the day's work, in order to prevent the formation of con-
densation.
Fuel storage
Long storage can lead to the accumulation of impurities and condensation in the fuel. Engine trouble can often be
traced to the presence of water in the fuel.
The storage tank must be placed outside and the temperature of the fuel should be kept as low as possible. Drain off
water and impurities regularly.

Anti-freeze/Anti-corrosion
Use anti-freeze in all seasons to protect the cooling system from corrosion and all risk of freezing.
CASE/AKCELA: PREMIUM ANTI-FREEZE (MS 1710)
For areas where the temperature goes down to -38°C, mix 50/50 with water.
IMPORTANT : Do not mix products of a different origin or brand. The same product must be used when topping up
the system.
Environment
Before carrying out any maintenance operation on this machine and before disposing of used fluids or lubricants,
always think of the environment. Never throw oil or fluid on the ground and never place it in leaking receptacles.
Contact your local ecological recycling centre to obtain information on the correct method of disposing of these lubri-
cants.
Plastic and resin parts

When cleaning plastic parts, the console, the instrument panel, the indicators etc... avoid using petrol, kerosene,
paint solvents etc... Use only water, soap and a soft cloth.
The use of petrol, kerosene, paint solvents etc... causes discoloration, cracks or deformation of these parts.

MAINTENANCE - PERIODICITY
NO. OF
SERVICE POINTS INTERVALS IN HOURS
POINTS
CLEAN REPLACE CHECK GREASE DRAINBLEED
Hydraulic breaker (optional) 1 2/10/50 (A)
Engine oil level 1 10
Coolant level 1 10
Fuel filter purge 1 10
Hydraulic reservoir level 1 10
Radiator and oil cooler 1 500 10
Fan/alternator belt tension 1 10/250
Bucket linkages 2 50
Tool quick coupler (optional) 4 50 (M) 50
Drain fuel tank sediment 1 50
Hydraulic system lines - 50
Air conditioning (optional) 1 50 5000 50 (E)
Battery change 2 50
Hydraulic breaker return filter 1 100
Fuel pre-filter filter element 1 250
Tightening of clamps and radiator hoses - 250 (B)
Drain hydraulic reservoir sediment 1 250
Primary air filter element 1 250 (B) 1000 (C) 250 (B)
Swing reduction gear 1 250 2000 1000 (H)
Travel reduction gears 2 250 2000 (H)
Pad screw torque - 250 (D)
Idler wheel and rollers - 250
Screw and nut tightening torque - 250 (D)
Batteries electrolyte level 2 250
Turntable bearing 2 500
Turntable bearing teeth 1 500
Engine oil 1 500
Engine oil filters 1 500
Fuel filter element 1 500
Attachment (except bucket linkages) (NOTE 3) 1 1000
Hydraulic fluid condition - 1000
Pilot filter 1 1000 (F)
Hydraulic reservoir breather 1 1000
Secondary air filter element 1 1000 (G)
Tappet clearances - 1000 (O)
Alternator 1 1000 (O)
Starter motor 1 1000 (O)
Inlet filter 1 1000 5000
Return filter (NOTE 1) 1 2000 (F)
Ultra Clean filter (NOTE 1) 1 2000
Main pump output hydraulic hoses - 4000 (N)
Boom, dipper and bucket cylinder hydraulic hoses - 4000 (N)
Hydraulic fluid (NOTE 2) 1 5000
Safety valves 2 (I)
1 - 10 Monthyon Training Centre 10/2006

Cooling system 1 (J)

Fuel pre-filter purge 1 Q
Tracks 2 (K) (K)
Fuel tank filter 1 (K)
Machine inspection 1 (K) (K)
Cylinders - (P)
Fire extinguisher 1 (L)
Return filter (NOTE 1) 1 2000 (F)
Ultra Clean filter (NOTE 1) 1 2000
(A) Have this checked by your CASE Dealer every 600 hours or once a year.
(B) Or when the message "AIR FILTER" is shown on the message display screen.
(C) Or after cleaning 6 times.
(D) Check after the first 50 hours during the run-in period.
(E) Have this checked by a specialist every 6 months.
(F) Replace after the first 50 hours during the run-in period.
(G) Or after the primary filter has been cleaned 3 times.
(H) Drain after the first 250 hours during the run-in period.
(I) Have this checked by your CASE Dealer every 6 months.
(J) Every two years or twice a year (autumn/spring) if antifreeze is used.
(K) Periodically.
(L) Check once a month and have it checked every 6 months by a specialist.
(M) Check every week and whenever installing the quick coupler (if equipped).
(N) Or every 2 years, whichever comes first.
(O) Ask your CASE Dealer to check this.
(P) Check for leakage.
(Q) When the float reaches the level line (A).
NOTE 1: If biodegradable fluid is used, it is imperative for the servicing interval to be reduced to 1000 hours.
NOTE 2: If biodegradable fluid is used, it is imperative for the servicing interval to be reduced to 2000 hours.
NOTE 3: If all these linkage points are not equipped with genuine parts, these points must be greased every
50 hours.
NOTE: Once the machine has completed 500 hours (then 1000 hours, 1500 hours, etc.) the message
"Service due" will appear on the screen by way of a reminder that service work is due. (It is possible to
increase this lapse of time. See your CASE Dealer). See "Systems display and control panel" (item 10), in
section 4.
Monthyon Training Centre 10/2006 1 - 11

Periodicity of hydraulic filters and hydraulic oil change following the hammer use:
1 time percentage of hammer use

2 intervals in hours
3 hydraulic oil change
4 hydraulic filters change

Machine code
When programming the machines, you must used the machine code corresponding to your model.
Model Machine code
CX330 - CX350 SH0300
Changing the language code
When programming the machines, the following codes will be used to change the language if necessary.
LANGUAGE CODE N° LANGUAGE CODE N° LANGUAGE CODE N°

JAPANESE 0 FRENCH 5 DANISH 10
ENGLISH 1 ITALIAN 6 NORWEGIAN 11
THAI 2 SPANISH 7 SWEDISH 12
CHINESE 3 PORTUGUESE 8 FINNISH 13
GERMAN 4 DUTCH 9 ICONS 14
COMPONENTS SUPPLIERS
CX330/CX350
Engine ISUZU 6HK1T
Hydraulic pumps KAWASAKI
Main control valve KAYABA
Cylinders ZENOAH
Swing motor TOSHIBA
Travel motor NABTESCO

SPECIFICATIONS
Main data
Model name .................................................................................................................... CX330 Hydraulic Excavator
................................................................................................................................. CX330NLC Hydraulic Excavator
........................................................................................................................................ CX350 Hydraulic Excavator
Operating weight .......................................................................... CX330................................. 34100 kg (75178 lbs)
..................................................................................................CX330NLC ............................. 34000 kg (74957 lbs)
..................................................................................................... CX350.................................. 36100kg (79587 lbs)
Engine output ................................................................................................................................202 kW / 2000 rpm
Performance
Standard weight ..............................................................................................................................18.0 kN (4047 lbf)
Swing speed............................................................................................................................................... 9.6 Tr/min.
Travel speed .............................................................................................................. Low Speed 3.2 km/h (1.9 mph)
.................................................................................................................................. High Speed 5.5 km/h (3.4 mph)
Maximum drawbar pull ...................................................................................................................278 kN (62497 lbf)
Grade ability ................................................................................................................................................ 70% (35°)
Ground pressure ......................................................................................... 64 kPa (600 mm (23.6 in) grouser shoe)
Complete machine dimensions

CX330, CX330NLC
Standard arm Super short arm Short arm Long arm
3.25 m (10 ft 8 in) (2.21m) (7 ft 3 in) (2.63 m) (8 ft 8 in) (4.04 m) (13 ft 3 in)
Length 11050 mm (36 ft 3 in) 11250 mm (36 ft 11 in) 11130 mm (36 ft 6 in) 11090 mm ( 36 ft 3 in)
CX330 = 3200 mm (10 ft 6 in)
Width
CX330NLC = 3040 mm (10 ft 0 in)
Height 3290 mm (10 ft 9in) 3600 mm (11 ft 9 in) 3530 mm (11 ft 7 in) 3510 mm ( 11 ft 6 in)
CX350
HD Standard arm HD Super short arm HD Short arm
(3.25 m) (10 ft 8 in) (2.21m) (7 ft 3 in) (2.63 m) (8 ft 8 in)
Length 11050 mm (36 ft 3 in) 11250 mm (36 ft 11 in) 11130 mm (36 ft 6 in)
Width 3200 mm (10 ft 6 in)
Height 3290 mm (10 ft 9 in) 3570 mm (11ft 8 in) 3530 mm (11 ft 7 in)
Main body dimensions

Main body length......................................................................................................................... 5910 mm (19 ft 5 in)
Main body width .......................................................................................................................... 3200 mm (10 ft 6 in)
Upper swing body width .............................................................................................................. 3040 mm (10 ft 0 in)
Cab width ..................................................................................................................................... 1000 mm (39.36 in)
Main body height....................................................................................................................... 3130 mm (10 ft 26 in)
Tail swing radius.......................................................................................................................... 3450 mm (11 ft 2 in)
Distance of rear swing body ..................................................................................................... 3420 mm (11 ft 2.5 in)
Ground clearance for upperstructure ......................................................................................... 1210 mm (4 ft 0.5 in)
Center-to-center of wheels .......................................................................................................... 4040 mm (13 ft 3 in)
Overall track length .................................................................................................................. 4980 mm (16 ft 2.5 in)
Maximum track width............................................................. CX330, CX350............................ 3200 mm (10 ft 6 in)
..................................................................................................CX330NLC ................................. 2990 mm (9 ft 9 in)
Center-to-center for track .......................................................CX330, CX350 .............................. 2600 mm (8 ft 6 in)
..................................................................................................CX330NLC .............................. 2390 mm (7 ft 9.5 in)
Width of track shoe .......................................................................................................................... 600 mm (23.6 in)
Minimum ground clearance ...................................................................... 480 mm (19 in) (To bottom of lower frame)

Engine
Name......................................................................................................................................ISUZU, AH-6HK1XYSS
Type: 4-cycle, water-cooled, overhead camshaft, common rail injection (electric control),
with air-cooling type inter-cooler turbo with air-cooling.
No. of cylinders - bore x stroke ...................................................................6-dia. 115 mm x 125 mm (4.53 x 4.92 in)
Displacement ................................................................................................................................7790 cc (475 cu.in)
Compression ratio ................................................................................................................................................ 17.5
Rated output........................................................................................................................202± 3.0 kW / 2000 min-1
Maximum torque ....................................................................................................... 1080Nm (797 lb-ft) / 1500 min-1
Engine dimensions (LxWxH)...................................................... 1357 x 995.4 x1141 mm ( 53.42 x 39.19 x 44.92 in)
Oil pan............................................................................................................................... All direction 35°, inclinable
Starter, reduction type ............................................................................................................................... .24 V, 5 kW
Alternator, AC type ......................................................................................................................................24 V, 50 A
Battery...................................................................................................................................2x 12V/24V,128 Ah/5 Hr
Cooling system
Fan type .................................................................... diameter 850 mm (33.5 in), suction type-6blades resin & steel
Pulley ratio ........................................................................................................................................... .80 (reduction)
Direction of rotation ................................................................................Right (viewed from fan side); compliant with
Radiator capacity ........................................................................................................................................... 96.0 kW
Fin type ........................................................................................................................................................... wavy
Fin space ...................................................................................................................................... 2.0 mm (0.08 in)
Oil cooler capacity.......................................................................................................................................... 66.6 kW
Fin type .......................................................................................................................................................... Wavy
Fin space .................................................................................................................................... 1.75 mm (0.07 in)
Inter-cooler capacity....................................................................................................................................... 29.9 kW
Fin type ....................................................................................................................................... triangular straight
Fin space ...................................................................................................................................... 2.0 mm (0.08 in)
Fuel cooler capacity ......................................................................................................................................... 1.7 kW
Fin type ........................................................................................................................................................... wavy
Fin space ...................................................................................................................................... 2.0 mm (0.08 in)
Capacity of coolant and lubricants

Coolant................................................................................................................................................. 30 L (7.92 gal)
Fuel ..................................................................................................................................................... 580 L (153 gal)
Lubricant for engine ................................................................................................................................ 38 L (10 gal)
Lubricant for travel reduction gear (per side) ........................................................................................ 9.5 L (2.5 gal)
Lubricant for swing reduction gear (per side)......................................................................................... 6 L (1.59 gal)
Hydraulic oil........................................................................................................................................ 350 L (92.5 gal)
Capacity of hydraulic oil tank ............................................................................................................. 175 L (46.2 gal)
Hydraulic oil filter

Suction filter (inside tank)............................................................................................................................ 150 mesh
Return filter (inside tank) .................................................................................................................................. 10 μ m
Nephron filter (inside housing) ........................................................................................................................... 1 μ m
Pilot line filter (inside housing) ......................................................................................................................... 10 μ m
Operating devices
Operator's seat
Location; left side
Structure; low frequency air suspension with helical springs and double acting hydraulic damper.
Cab
Smooth and round shape design cab, fabricated by press work Safety glass for all windows.
Levers and pedals
For travel use; levers and pedals (hydraulic pilot type) (2)
For operating machine use; levers (hydraulic pilot type) (2)
Instruments and switches
Work mode switchover; 4 modes (heavy digging, standard, finishing and auto)
Travel speed switchover; Low Speed / High Speed panel switch
One-touch idle; Knob switch type

Monitor device
Machine status display (full-dot liquid crystal)
Travel speed selection status; Low Speed / High Speed
Work mode selection status; H/S/L/A
Auto idle selection status; ON/OFF
Instruments (full-dot liquid crystal, except for hour meter)
Fuel gauge; bar graph indicator
Engine coolant temperature gauge; bar graph indicator
Hydraulic oil temperature gauge; bar graph indicator
Hour meter; digital type
Machine Status and Warning Alarms (full-dot liquid crystal and warning tone) *Items have a warning alarm
Over heat* Battery charge* Faulty electrical system*

Refill fuel* Engine oil pressure* Refill coolant*
Engine preheat Auto warm-up Air cleaner*
Idling Service interval
Lighting
Working light Upper: 24V, 70W (1)

Boom: 24V, 70W (1)
Cab: 24V, 70W (1)
Interior light 24V, 10W (1)
Horn; electric horn (2)

Other
Wiper with intermittent function (1)
Window washer fluid (1)
Air conditioner (1)
Rear view mirror (right-hand side) (1)
Hydraulic system
Hydraulic pump drive system, directly coupled to the engine (no transmission)
Main pump
Manufacturer .......................................................................................................................................Kawasaki
Pump type ...................................................................................... double variable displacement piston pump
Displacement.........................................................................................................140 cm3 (8.54 cu in) X 2 /rev
Rated operating pressure ...................................................................................................34.3 MPa (4975 psi)
Maximum operating pressure .............................................................................................37.3 MPa (5410 psi)
Input revolution speed ...................................................................................................................... 2030 min-1
Maximum flow......................................................................................... 284 L/min (75 gpm) x 2 at 2030 min-1
Input horsepower................................................................................................................................. 171.7 kW
Shaft input horsepower................................................................................................. 174.7 kW at 2030 min-1
Shaft input torque ..................................................................................... 821.8 N•m (1085 lb-ft) at 2030 min-1
Pilot pump
Pump type ....................................................................................................................................... Gear pump
Displacement.................................................................................................................. 15 cm3 (0.91 cu in)/rev
Operating pressure............................................................................................3.9 to 4.1 MPa (565 to 595 psi)
Maximum flow................................................................................................ 30.5 L/min (8 gpm) at 2030 min-1
Input horsepower..................................................................................................................................... 3.0 kW
Control characteristics; simultaneous output control of overall, negative control, electric horse power control

Control Valve
Model; 4-spool section: integrated (1) or 5-spool section: integrated (1)
Operation method; hydraulic pilot method: travel, swing and operating machine
Maximum flow ........................................................................................................................ 284 L / min (75 gpm)
Set pressure of main relief valve ..................... standard; 34.3 MPa (4975 psi), power boost 37.3 MPa (5410 psi)
Set pressure of overload relief valve ................................... when boom down; 27.4 MPa (3974 psi) at 20 L / min
................................................................................................................. other: 39.2 MPa (5685 psi) at 20 L / min
Set pressure of foot relief valve ........................................................................... 2.89 MPa (420 psi) at 53 L / min
Functions
Straight travel circuit
Boom UP / 2-speed internal confluence for Arm
Boom/arm load holding circuit
Boom down regenerative circuit
Arm IN forced regenerative circuit
Variable throtlle valve in parallel circuit arm
Swing priority variable throttle valve
Preliminary 2-speed confluence
Hydraulic Cylinders
Boom cylinder (2)
Inner diameter of tube x rod diameter x stroke.....................................................................145x100x1495 mm
Arm (dipper) cylinder
Bucket cylinder
Rotating Joint
Operating pressure
High pressure passage (ABCD) ........................................................................................ 34.3 MPa (4975 psi)
Drain port (T) .......................................................................................................................... 1.0 MPa (145 psi)
Pilot port (P............................................................................................................................. 3.9 MPa (566 psi)
Hydrostatic test pressure
High pressure passage (ABCD) ......................................................................................... 51.5 MPa (7470 psi)
Drain port (T) ......................................................................................................................... 2.0 MPa (290 psi)
Pilot port (P)........................................................................................................................... 5.9 MPa (856 psi)
Flow
High pressure passage (ABCD) .......................................................................................... 360 L/min (95 gpm)
Drain port (T) ...................................................................................................................... 40 L/min (10.6 gpm)
Pilot port (P).......................................................................................................................... 31 L/min (8.2 gpm)
Number of revolutions................................................................................................................................ 15 min-1
Torque, when pressurizing 2 ports ............................................................................................. 196 Nm (145 lb-ft)
Port A; forward right.............................................................................................................................. G1-A Class
Port B; forward left ................................................................................................................................ G1-A Class
Port C; backward right .......................................................................................................................... G1-A Class
Port D; backward left............................................................................................................................. G1-A Class
Port T; drain port ............................................................................................................................... G1/2-A Class
Port P; pilot port ................................................................................................................................ G1/4-A Class
Solenoid Valve
Maximum flow ...............................................................P -> B: 20 L / min (5.28 gpm) Other: 5 L / min (1.32 gpm)
Rated pressure ......................................................................................................................... 4.41 MPa (640 psi)
Operating voltage .............................................................................................................................DC 20 to 32 V
Current............................................................................................................................... 13.0 W (at 24 V, 20° C)
Hand control valve
Manufacturer............................................................................................................................................Kawasaki
Operating pressure ................................................................................................................... 3.92 MPa (569 psi)
Secondary pressure, primary short type .................................................................. 0.64 ± 0.1 to 2.45 ± 0.14 MPa
Operating angle
Ports 1, 3 ..............................................................................................................................................19 ± 1.9°
Ports 2, 4 ..............................................................................................................................................25 ± 2.5°

Operating torque
Port 1 ........................................................................................................... 1.18 to 2.67 Nm (0.87 to 1.97 lb-ft)
Port 3 ........................................................................................................... 0.94 to 2.38 Nm (0.70 to 1.76 lb-ft)
Ports 2, 4 ..................................................................................................... 1.37 to 3.19 Nm (1.01 to 2.35 lb-ft)
Foot control valve
Manufacturer............................................................................................................................................... Nishina
Operating pressure ...................................................................................................................3.92 MPa (569 psi)
Secondary pressure; primary short type ....................................................................0.64 ± 0.1 to 2.45: 0.14 MPa
Operating angle .....................................................................................................................................12.4 ± 0.3°
Operating torque
Valve ............................................................................................................ 4.16 to 10.6 Nm (3.06 to 7.81 lb-ft)
Damper.................................................................................... 4.90 ± 0.98 Nm (3.61 ±0.72 Ib-ft) at 0.0275 m/s
Digging force (New JIS)

Bucket digging force
Standard pressure......................................................................................................................229 kN (51481 lbf)
Power boost pressure ................................................................................................................248 kN (55753 lbf)
Arm (dipper) digging force
Standard pressure
3.25 m arm ...........................................................................................................................164 kN (36869 lbf)
2.21m arm ............................................................................................................................227 kN (51031 lbf)
2.63 m arm ...........................................................................................................................195 kN (43838 lbf)
4.04 m arm ...........................................................................................................................140 kN (31473 lbf)
Power boost pressure
3.25 m arm ...........................................................................................................................178 kN (40016 lbf)
2.21m arm ............................................................................................................................246 kN (55303 lbf)
2.63 m arm ...........................................................................................................................211 kN (47435 lbf)
4.04 m arm ...........................................................................................................................153 kN (34396 lbf)
Swing unit
Swing circle; swing bearing type (with internal gears)
Swing hydraulic motor (1); fixed displacement piston motor with parking brake and reversal prevention valve
Displacement ............................................................................................................... 186.7 cm3 (11.39 cu in)/rev
Operating pressure .................................................................................................................29.4 MPa (4264 psi)
Operating flow.......................................................................................................................... 284 L/min (75 gpm)
Brake torque .......................................................................................................... 961.6 Nm (709.24 lb-ft) or over
Brake off pressure....................................................................................................... 2.9 MPa (421 psi) less than
Relief set pressure .....................................................28.9 to 29.7 MPa (4192 to 4308 psi) at 100 L/min (26 gpm)
Reduction gears, planetary gear 2-stage reduction system
Reduction ratio............................................................................................................................................. 27.143
Swing parking brake; mechanical lock (operational lever linkage type)
Swing lock; mechanical lock (swing lock switch linkage type)
Travel lower body

Travel hydraulic motor (2); variable displacement piston motor, automatic 2-speed switch-over with parking brake
Displacement ......................................................................................... 290.7 / 170.1 cm3 (17.74/10.38 cu in)/rev
Operating flow....................................................................................................................... 284.2 L/min (75 gpm)
Brake torque ................................................................... 4738 Nm (3495 Ib-ft) or over (excluding reduction gear)
Relief set pressure ............................................................................... 35.8 MPa (5112 psi) at 5 L/min (1.32 gpm)
2-speed control pressure ..................................................................................................26.5 ± 1 MPa (3443 psi)
Reduction gears; planetary gear 2-stage reduction system
Reduction ratio............................................................................................................................................. 40.467
Travel brake; hydraulic lock
Parking brake; mechanical lock (travel lever linkage type)

Track shoe
Model; assembly-type double grouser shoe
Number of shoes (per side) ................................................................................................................................ 48
Shoe width
standard................................................................................................................................... 600 mm (23.6 in)
optional CX330 ................................................................. 700, 800, 850, 900 mm (26.56, 31.5, 33.5, 35.43 in)
optional CX330NLC, CX350................................................................................. 700, 800 mm (33.5, 35.43 in)
Grouser height ............................................................................................................................... 36 mm (1.42 in)
Link pitch........................................................................................................................................ 216 mm (8.5 in)
Roller
Number of upper rollers (per side) ....................................................................................................................... 2
Number of lower rollers (per side) ....................................................................................................................... 8
Track belt tension adjuster; grease cylinder type (with cushion spring)
mounting length of spring .......................................................................................................... 779 mm (30.67 in)
Work Unit
Model; backhoe attachment
Capacity / dimensions / working dimensions
Boom length............................................................................................................................................. 6450 mm
Standard arm Super short arm Short arm Super long

(3.25 m) (2.21 m) (2.63 m) arm (4.04 m)
Arm length 3250 mm 2210 mm 2630 mm 4040 mm
Bucket radius 1680 mm 1680 mm 1680 mm 1680 mm
Bucket wrist angle 173° 173° 173° 173°
Maximum digging radius 11170 mm 10200 mm 10670 mm 11900 mm
Maximum digging radius at ground line 10980 mm 9990 mm 10470 mm 11720 mm
Maximum digging depth 7340 mm 6300 mm 6730 mm 8140 mm
Maximum vertical straight wall digging depth 6350 mm 5080 mm 5970 mm 7150 mm
Maximum reach height 10370 mm 9850 mm 10320 mm 10670 mm
Maximum dump height 7230 mm 6770 mm 7140 mm 7540 mm
Minimum swing radius at front 4500 mm 4660 mm 4630 mm 4560 mm
Overall height with minimum swing radius at 8480 mm 8650 mm 8540 mm 8490 mm
front

MACHINE OVERALL DIMENSIONS
CS00K520
(CX330LC)
Arms (dippers) 2.20 m 2.60 m 3.25 m 4.00 m
(A) ................................................................. 3.60 m .................. 3.53 m................ 3.29 m................. 3.51 m
(B) ................................................................. 3.13 m .................. 3.13 m................ 3.13 m................. 3.13 m
(C) ............................................................... 11.25 m .................11.13 m...............11.05 m................11.09 m
(D) ................................................................. 5.91 m .................. 5.91 m................ 5.91 m................. 5.91 m
(E) ................................................................. 3.04 m .................. 3.04 m................ 3.04 m................. 3.04 m
(F) ................................................................. 1.21 m .................. 1.21 m................ 1.21 m................. 1.21 m
(G)................................................................. 3.42 m .................. 3.42 m................ 3.42 m................. 3.42 m
(H) ................................................................. 4.98 m .................. 4.98 m................ 4.98 m................. 4.98 m
(I)................................................................... 4.04 m .................. 4.04 m................ 4.04 m................. 4.04 m
(J).................................................................. 2.60 m .................. 2.60 m................ 2.60 m................. 2.60 m
(K) (standard pads) ....................................... 0.60 m .................. 0.60 m................ 0.60 m................. 0.60 m
(L) (with 600 mm track pads) ........................ 3.20 m .................. 3.20 m................ 3.20 m................. 3.20 m
(M)................................................................. 0.48 m .................. 0.48 m................ 0.48 m................. 0.48 m
(CX330NLC)
Arms (dippers) 2.20 m 2.60 m 3.25 m 4.00 m
(A) ................................................................. 3.57 m .................. 3.53 m................ 3.29 m................. 3.51 m
(B) ................................................................. 3.13 m .................. 3.13 m................ 3.13 m................. 3.13 m
(C) ............................................................... 11.25 m .................11.13 m...............11.05 m................11.09 m
(D) ................................................................. 5.91 m .................. 5.91 m................ 5.91 m................. 5.91 m
(E) ................................................................. 3.04 m .................. 3.04 m................ 3.04 m................. 3.04 m
(F) ................................................................. 1.21 m .................. 1.21 m................ 1.21 m................. 1.21 m
(G)................................................................. 3.42 m .................. 3.42 m................ 3.42 m................. 3.42 m
(H) ................................................................. 4.98 m .................. 4.98 m................ 4.98 m................. 4.98 m
(I)................................................................... 4.04 m .................. 4.04 m................ 4.04 m................. 4.04 m
(J).................................................................. 2.39 m .................. 2.39 m................ 2.39 m................. 2.39 m
(K) (standard pads) ....................................... 0.60 m .................. 0.60 m................ 0.60 m................. 0.60 m
(L) (with 800 mm pads) ................................. 3.19 m .................. 3.19 m................ 3.19 m................. 3.19 m
(M)................................................................. 0.48 m .................. 0.48 m................ 0.48 m................. 0.48 m

CS00K520
(CX350)
Arms (dippers) 2.20 m 2.60 m 3.25 m
(A) ............................................................................ .................. 3.57 m.................3.53 m ................ 3.29 m
(B) ............................................................................ .................. 3.13 m.................3.13 m ................ 3.13 m
(C)............................................................................ .................11.25 m...............11.13 m ...............11.05 m
(D)............................................................................ .................. 5.91 m.................5.91 m ................ 5.91 m
(E) ............................................................................ .................. 3.04 m.................3.04 m ................ 3.04 m
(F) ............................................................................ .................. 1.21 m.................1.21 m ................ 1.21 m
(G)............................................................................ .................. 3.42 m.................3.42 m ................ 3.42 m
(H)............................................................................ .................. 4.98 m.................4.98 m ................ 4.98 m
(I) ............................................................................. .................. 4.04 m.................4.04 m ................ 4.04 m
(J)............................................................................. .................. 2.60 m.................2.60 m ................ 2.60 m
(K) (standard pads) .................................................. .................. 0.60 m.................0.60 m ................ 0.60 m
(L) (with 600 mm track pads) ................................... .................. 3.20 m.................3.20 m ................ 3.20 m
(L) (with 700 mm track pads) ................................... .................. 3.30 m.................3.30 m ................ 3.30 m
(L) (with 800 mm pads) ............................................ .................. 3.40 m.................3.40 m ................ 3.40 m

COMPONENT WEIGHT
Major component weight
330-3-01-00-46A
Item Component Name CX330 CX330NLC CX350

A Overhall machinet 34100 kg (75178 lbs) 34000 kg (74957 lbs 36100 kg (79587 lbs)
Upper structure (including coun-
B 14720 kg (32472 lbs) 15700 kg (34612 lbs)
terweight and turntable bearings)
C Counterweight 6410 kg (14132 lbs) 7410 kg (16336 lbs)
Bottom structure (with grouser
D 12240 kg (26985 lbs) 12150 kg (26786 lbs) 12490 kg (27536 lbs)
shoe)
E Machine without attachement 26960 kg (59437 lbs) 26850 kg (59194 lbs) 28200 kg (62170 lbs)
F Attachments 7030 kg (15498 lbs) 7840 kg (17284 lbs)
G Boom (including cylinder) 3960 kg (8730 lbs) 4250 kg (9370 lbs)
Arm (including cylinder and link-
H 1890 kg (4167 lbs) 2090 kg (4608 lbs)
age)
Weight information is approximate

Other component weight

Engine ......................................................................................................................Approximately 640 kg (1410 lbs)
Air cleaner .......................................................................................................................................... 13.6 kg (30 lbs)
Hydraulic pump ................................................................................................................................. 130 kg (287 lbs)
Control valve ..................................................................................................................................... 192 kg (432 lbs)
Swing motor and reduction gear assembly ....................................................................................... 435 kg (959 lbs)
Travel motor and reduction gear assembly (2).................................................................................. 399 kg (880 lbs)
Rotary joint .......................................................................................................................................... 56 kg (123 lbs)
6 solenoid valve bank........................................................................................................................... 6 kg (13.2 lbs)
Hand control valve ................................................................................................................................. 1.8 kg (4 lbs)
Foot control valve............................................................................................................................... 10.5 kg (23 lbs)
Cab.................................................................................................................................................... 255 kg (562 lbs)
Muffler ................................................................................................................................................... 20 kg (44 lbs)
Radiator total weight ...........................................................................................................................140 kg (309 lbs
Oil cooler........................................................................................................................................... 34 kg (75 lbs)
Radiator ......................................................................................................................................... 21.1 kg (47 lbs)
Air cooler........................................................................................................................................ 19.9 kg (44 lbs)
Fuel cooler .................................................................................................................................... 1.2 kg (2.65 lbs)
Idler wheel......................................................................................................................................... 165 kg (364 lbs)
Upper roller ........................................................................................................................................... 43 kg (95 lbs)
Lower roller ......................................................................................................................................... 60 kg (132 lbs)
Tension damper assembly ................................................................................................................ 254 kg (560 lbs)
Recoil spring assembly ...............................................................................................................119.4 kg (263 lbs)
Grease cylinder assembly ............................................................................................................. 41.3 kg (91 lbs)
Yoke ............................................................................................................................................... 39.8 kg (88 lbs)
Threaded rod..................................................................................................................................... 50.3 kg (111 lbs)
Track chains
600 mm (23.62 in) (48 shoe) .................................................................................................... 2217 kg (4888 lbs)
700 mm (26.56 in) (48 shoe) ................................................................................................... 2473 kg (5452 lbs)
800 mm (31.5 in) (48 shoe) ..................................................................................................... 2618 kg (5772 lbs)
850 mm (33.5 in) (48 shoe) ...................................................................................................... 2735 kg (6030 lbs)
900 mm (35.5 in) (48 shoe) ..................................................................................................... 2817 kg (6210 lbs)
Boom (without cylinders)
CX330, CX330NLC................................................................................................................... 2417 kg (5329 lbs)
CX350....................................................................................................................................... 2709 kg (5972 lbs)
Arm (without cylinders)
CX330, CX330NLC
3.25 m Standard arm ............................................................................................................1102 kg (2429 lbs)
2.21 m Super short arm ......................................................................................................... 967 kg (2132 lbs)
2.63 m Short arm ................................................................................................................. 1038 kg (2288 lbs)
4.04 m Long arm ................................................................................................................. 1434 kg (3161 lbs)
CX350
3.25 m HD Standard arm ..................................................................................................... 1297 kg (2859 lbs)
2.21 m HD Super short arm ................................................................................................. 1006 kg (2216 lbs)
2.63 m HD Short arm ........................................................................................................... 1076 kg (2372 lbs)
Boom cylinder ................................................................................................................................... 279 kg (615 lbs)
Arm (dipper) cylinder....................................................................................................................... 462 kg (1019 lbs)
Bucket cylinder.................................................................................................................................. 276 kg (608 lbs)


CX330 2 - ENGINE
Engine CX330-CX350
Name ISUZU, AH-6HK1XYSS
Type: 4-cycle, 24 valves, water-cooled, overhead camshaft, common rail injection (electric control), with air-cooling
type inter-cooler turbo with air-cooling.
No. of cylinders - bore x stroke 6-dia. 115 mm x 125 mm (4.53 x 4.92 in)
Displacement 7790 cc (475 cu.in)
Compression ratio 17.5
Compression pressure 3.04 MPa (441 psi) / 200 rpm
Compression limits 3.24 MPa (469 psi) / 2.26 Mpa (327 psi)
Differencies among cylinders 294 KPa (43 psi)
Rated output 202± 3.0 kW / 2000 min-1
Maximum torque 1080Nm (797 lb-ft) / 1500 min-1
Idle speed 900
Engine dimensions (LxWxH) 1357 x 995.4 x1141 mm ( 53.42 x 39.19 x 44.92 in)
Injection pump DENSO type, Common Rail type

Injection nozzle Multi-hole type (electrical control type)
Specified fuel Diesel fuel (ASTM D975 No. 2-D) or equivalent
Maker and type of turbocharger IHI, RHG6
Valve clearance for exhaust and intake 0.4 mm
Oil pan All direction 35°, inclinable

Starter, reduction type .24 V, 5 kW
Alternator, AC type 24 V, 50 A
Battery 2x 12V/24V,128 Ah/5 Hr
Cooling system
Fan type diameter 850 mm (33.5 in), suction type-6blades resin & steel
Pulley ratio 0.80 (reduction)
Direction of rotation right (viewed from fan side)
Radiator capacity 96.0 kW
Fin type wavy
Fin space 2.0 mm (0.08 in)
Oil cooler capacity 66.6 kW
Fin type Wavy
Inter-cooler capacity 29.9 kW
Fin type triangular straight
Fuel cooler capacity 1.7 kW
Fin type wavy
Capacity of coolant and lubricants

Coolant 30 L (7.92 gal)
Fuel 580 L (153 gal)
Lubricant for engine 38 L (10 gal)
Fuel selection:
Must be free from minute dust particles, must have adequate viscosity, must have high cetane value,
must have high fluidity at low temperature, must have low sulfur content, must have little residual carbon.
JIS Japanese industrial standard N°2
DIN Deutsche industrie normen DIN 51601
SAE Society of automotive engineers N°2D
BS British standard Class A-1
Monthyon Training Centre 07/2006 2-

2 - ENGINE CX330
2- Monthyon Training Centre 07/2006

CX330 2 - ENGINE
Key technologies of diesel engine:

2 - ENGINE CX330
Comparison with conventional system:

CX330 2 - ENGINE
Fuel injection rate control:
Conventional Injection Pilot Injection
Injection rate
Large mixed
combustion Small mixed
(NOx, noise) combustion
Generation
rate of heat
-20 TDC 20 40 -20 TDC 20 40
Common rail-type electronic control injection system:

The common rail-type electronic control injection system is composed of a fuel supply pump that sets the target
pressure of high-pressure fuel and supply it, a common rail that measures such high-pressure fuel and a fuel injec-
tor that turns it into a fine spray and injects it. Each is controlled via ECM based upon various signals, while injec-
tion timing or fuel injection quantity is controlled under every possible driving condition.
Fuel injector:
The fuel injector is a 7-hole nozzle that adjusts fuel injection quantity or injection timing by opening or closing an
electromagnetic valve on the head of the fuel injector.
ECM corrects the dispersion of fuel injection quantity between fuel injectors according to ID code data in memory.
At the replacement of fuel injectors, ID code data should be stored in ECM.

2 - ENGINE CX330
External view:
Thermostat housing EGR valve
Water outlet Fuel supply pump
Water inlet
From oil filter
To oil filter
Turbocharger Oil level gauge
Generator
Starter motor Crank pulley
Drain cock

CX330 2 - ENGINE
Engine Control System:
Engine control module (ECM)
Machine control unit

Accelerator position
sensor input
CAN communication
Boost pressure Basic fuel injection amount
sensor input
CKP sensor input
CMP sensor input
Correction
Engine coolant temperature correction

ECT sensor input
Barometric Pressure
Fuel temperature boost pressure correction
Correction between cylinders
Q-key correction
QR correction
*
Vehicle speed
Correction
sensor input
SCV opening
time determination Injector coil energizing time
Timing determination
Common rail pressure sensor
Common rail
Injector coil
SCV
Injector
Supply pump
Fuel tank

2 - ENGINE CX330
The engine control system is electronic control system which maintains optimum combustion status of engine all
the time according to operating conditions. It consists of the following components.
• Electronic control fuel injection system (Common rail type)
• EGR (Exhaust gas recirculation)
• Idle speed control
The engine control system also has the following system control functions other than engine control.
• QOS (Quick On Start) system
• Engine speed signal output
• Self-diagnosis function
• CAN (Controller Area Network) communication (SAE J1939/21, SAE J1939/11)
ECM:
The ECM monitors the information sent from various sensors all the time and controls each system of the power-
train. The ECM performs the diagnostic function of the system, detects operational problems of the system, gives
a warning through diagnosis lamp to a driver and stores Error Code (diagnostic trouble code). The area where the
trouble occurred can be identified by the Error Code to assist a mechanic to perform repair work. The ECM sends
the voltage of 5 V to supply the power to various sensors or switches. The ECM controls the output circuits by
controlling the ground or power supply circuit through a certain device.
ECM and components:
The ECM is designed to maintain the level of emission as the emission control regulations and get a good perfor-
mance and fuel efficiency at the same time. The ECM monitors various functions of the engine through the sensors
such as crankshaft position (CKP) sensor etc.
ECM voltage:
The ECM energizes standard voltage to various switches and sensors. The resistance value of the ECM is quite
high so that the ECM can energize a voltage like this. The voltage actually applied to the circuit is low, and it does
not sometimes comes on even if the test light is connected to the circuits. The voltmeter usually used in a service
shop may not indicate a correct reading because the input impedance is too low. A digital multi-meter which has an
input impedance of 10 MΩ should be used to get an correct reading of the voltage.
About ECM power off:
The power supply inside the ECM does not go off for about 10 seconds after turning the key switch OFF. If the
ECM power needs to be off such as for memory clear, wait for more than 10 seconds after turning the key switch
OFF.

CX330 2 - ENGINE
Table Of Input / Output:
Injection control output

PCV (Pressure control valve)
Sensor input TWV (Injector) 4H:1-4 / 6H:1 - 6
Crankshaft position sensor
CMP sensor
Fuel temperature sensor
Engine coolant temperature sensor
Barometric pressure sensor
Common rail pressure sensor Actuator control output
Boost pressure sensor EGR DC motor
Accelerator position sensor 1, 2
Vehicle speed sensor
Oil pressure sensor
Boost temperature sensor
Intake air temperature sensor
ECM Relay, lamp control output
Glow relay
Starter cut relay
Diagnosis lamp
QOS indicator lamp
Switch input
Oil pressure lamp
Key switch (ON/Start)
Boost pressure lamp
Diagnostic switch
Idling control selector switch
Idling control switch (UP/DOWN)
EGR position sensor
Mode map switch 1, 2, 3
Memory clear switch Communication
Engine stop switch Speed signal (output to tachometer)
Starter relay Tech 2 signal
CAN (ECU on machine side)
Electronic control fuel injection system (Common rail type):

The engine control module (ECM) gets information, such as engine speed, engine load, etc. (signals from various
sensors), and sends electrical signals, based on the information, to the supply pump, injector, etc. in order to pro-
perly control the fuel injection amount, injection timing, etc. in each cylinder.
Injection amount control:
The system controls the injector, mainly based on the signals from engine speed and accelerator opening angle or
the designated speed of Shovel controller, to maintain the optimum injection amount.
Injection pressure control:
The system controls the injection pressure by controlling fuel pressure in common rail. It calculates the appro-
priate pressure in common rail on the basis of engine speed, fuel injection amount, etc., and discharges the proper
amount of fuel by operating supply pump resulting in pressure feed to common rail.
Injection timing control:
This is substitute for a timer function. The system calculates the fuel injection timing on the basis of mainly engine
speed, injection amount, etc. and controls the injector.
Injection rate control:
To improve combustion in cylinders, the system injects a little fuel (pre-injection) and ignites it at the beginning, then
perform the second injection (main injection) after the first ignition. It controls these injection timing and injection
amount by operating the injector.
Control during overheat:
ECM begins to limit fuel flow when the engine coolant temperature exceeds 108°C, for engine protection. It limits
fuel flow further as the engine coolant temperature goes up. Fuel flow is limited to a certain level at around 120°C.
Also the shovel controller raises an alarm from 105°C. In addition to alarm, by reducing the load to the Pump, it
enables to avoid such conditions that the fuel flow is limited.

2 - ENGINE CX330
81-Pin Connector:
Pin No. Terminal name Connection

1 PG-POWER GND
2 PS-+B Power supply
3 PG-POWER GND
4 PG-POWER GND
5 PS-+B Power supply
10 OS-GLOWR Glow relay
18 CC-CAN-H CAN-HIGH
21 OS-MAINR ECM main relay
24 IS-IGKEY Key switch ON signal
32 IS-MEMCL Memory clear switch
37 CC-CAN-L CAN-LOW
38 CC-KW2000 Data link connector
40 OS-MAINR ECM main relay
43 PG-SIGN GND
46 IS-START Key switch start signal
47 ENGSTP Engine stop switch
60 SG-5VRT2 Barometric pressure sensor, intake air temperature (IAT) sensor GND
61 SP-5V2 Barometric pressure sensor power supply
62 PG-SIGN GND
67 IA-OILPRESS Engine oil pressure sensor signal
71 IA-BARO Barometric pressure sensor signal
72 IA-IAT Intake air temperature sensor signal
74 IA-THBST Boost temperature signal
79 SG-5VRT3 Engine oil pressure sensor, fuel temperature sensor, engine coolant
temperature sensor GND
80 SP-5V3 Engine oil pressure sensor power supply
81 PG-CASE GND

CX330 2 - ENGINE
40-Pin Connector:
Pin No. Terminal name Connection

82 IA-PFUEL Common rail pressure sensor signal
83 IA-THL Fuel temperature sensor signal
84 IA-THW Engine coolant temperature sensor signal
87 SP-5V5 G sensor power supply (6WG1) Camshaft position (CMP) sensor power supply
(6HK1)
89 OS-PCV2 PCV2 drive (6WG1) SCVLO drive (6HK1)
IA-SCVLO
90 IA-PFUEL Common rail pressure sensor signal
91 IA-BPRESS Boost pressure sensor signal
92 IA-EBMPOS3 EGR valve EGR position sensor W
93 IA-EBMPOS2 EGR valve EGR position sensor V
94 IA-EBMPOS1 EGR valve EGR position sensor U
95 SP-5V4 Boost pressure sensor power supply
97 OS-PCV2 PCV2 drive (6WG1) SCVLO drive (6HK1)
IA-SCVLO
98 F-G IF-CAMHAL G sensor signal (6WG1) Camshaft position (CMP) sensor signal (6HK1)
99 SP-CAMHAL Camshaft position (CMP) sensor power supply (6HK1)
100 SG-SLD5 G sensor, common rail pressure sensor shield (6WG1) CMP sensor, common
rail pressure sensor shield (6JHK1)
101 SG-5VRT5 Common rail pressure sensor GND
103 OM-EBM2 EGR valve DC servomotor power supply input V
105 OS-PCV1 PCV1 drive (6WG1) SCVHI drive (6HK1)
OS-SCVHI
106 IF-CRANK- Crankshaft position (CKP) sensor (-)
107 IF-CRANK+ Crankshaft position (CKP) sensor (+)
108 SG-SLD4 Crankshaft position (CKP) sensor shield
109 SG-5VRT4 Boost pressure sensor, engine coolant temperature sensor, fuel temperature
sensor GND
110 OM-EBM3 EGR valve DC servomotor power supply input W
111 OM-EBM1 EGR valve DC servomotor power supply input U
113 OS-PCV1 PCV1 drive (6WG1) SCVHI drive (6HK1)
OS-SCVHI
114 OS-INJ5 Injector 5 (2nd cylinder)
115 OS-INJ6 Injector 6 (4th cylinder)
116 OP-COM2 Injector power supply 2 (4th, 5th, 6th cylinders)
117 OS-INJ3 Injector 3 (3rd cylinder)
119 OS-INJ1 Injector 1 (1st cylinder)
121 OP-COM1 Injector power supply 1 (1st, 2nd, 3rd cylinders)

2 - ENGINE CX330
ECM diagram:
CKP sensorB49
Engine stop switch
108
S9
S1 pressure B21
79 sensor
(ON)
Engine
10 84
temp. B1
sensor
Glow relay 83 Fuel
temp. B3
K2 sensor
Glow plug
CMP sensorB50
98
K33 R1 100
Main relay 87
S1 21 Common
40
(ST)
90 pressure B52
2 101 sensor
5
U
V position B53
92 W sensor
46
Batterry relay
121
M20 Injector #1
119
K7 Fuel pump
114 Injector #2
M
ECM
117 Injector #3
Battery
116
G1 A2
115 Injector #4
K8
Safety relay 120 Injector #5
118 Injector #6
Starter SCV
105
113
89 Suction control valve Y35
97
B48
sensor 60
37
Intake air 72
B6 temperature
sensor
Boost TOOL
pressure 52 Data link connector
B47
sensor 109
5 X4
Boost 74
B51 temperature
sensor
U
M15 EGR valve V
motor M
W 110
Memory clear switch 32 4

X23

CX330 2 - ENGINE
Function of ECM

Engine Control System Configuration
Engine Control
Basic Injection Control
(Injection Quantity, Injection Pressure, Injection Timing, Injection Rate)
Fuel Injection Compensation
(Starting Fuel Compensation, Altitude Compensation, Over Heat)
EGR
Other Engine Control

Idling control
QOS
Self-diagnostic function
CAN communication
Fuel injection amount control:
Basic Injection Quantity Basic Maximum

Injection Quantity
Engine speed
Basic injection
quantity
Accelerator angle
Turbo
charging area
Accelerator angle

2 - ENGINE CX330
About fuel injection correction:
ECM calculates the basic injection amount based on the signals from accelerator position sensor, boost pressure
sensor, CKP sensor, CMP or G sensor, etc. It regulates the opening/closing period of PCV or electric conduction of
injector according to the common rail pressure, engine coolant temperature, etc. at this time, to correct the opti-
mum injection timing and injection amount.
Fuel injection at starting:

Engine
RPM
At low temperature
Injection amount at cranking

Starting Q correction Treshold engine RPM
550
Minimum Starting engine RPM

60
System recognition engine RPM
30
Engine speed
ECM performs starting Q correction when the engine speed is less than the starting Q threshold value at engine
starting.
Also, ECM cannot perform starting Q correction or start the engine when the engine speed is less than the lowest
speed that system can recognize, since it does not recognize engine rotation.
Starting correction:
Starting Q correction mm³/st
Fuel flow limit mm³/st
Engine coolant temp (°C) Barometric pressure kPa Highland
ECM calculates the current altitude based on the barometric pressure sensor signal. It corrects the optimum fuel
flow according to the altitude etc. at this time.
Overheat correction:
Buzzer of machine more than
105 deg, fault log is recorded
108°C
100%
Fuel flow
120°C
105°C Engine coolant temperature

CX330 2 - ENGINE
QOS (Uick On Start) System:
The ECM determines the period required for glow (pre-glow, glow, after-glow), and operates the glow relay and
QOS indicator lamp.QOS system allows to make the starting at cold weather easier and reduce white smoke and
noise at starting.When turning the key switch to ON, the ECM detectsthe engine coolant temperature by signal from
engine coolant temperature (ECT) sensor and changes the period for glow so that the proper starting conditions
can be achieved all the time.Also, after-glow function allows to stabilize idling immediately after starting.
Resistance value of glow plug is approximately less than 5Ω.
Key switch ON Battery
Glow relay
Engine control
module (ECM)
Glow plugs
QOS indicator lamp
(*): LCD or lamp Engine coolant
temperature sensor
Cranking mode Fuel mode
3-8 sec glow lamp ON Cranking glow After glow
GLOW
OFF
Pre glow Cranking glow After glow
Pre glow
After glow

2 - ENGINE CX330
System Off waiting period:
5 sec
IGN Off System Off
Wait for 5 sec after ignition Off
CAN Communication:
Revolution control, idle control

Load signal
MCX Required engine speed
Required accelerator position
Engine stopped
Address 228
CAN BUS Line
Revolution
limit
Shift
ECM TCM
Control
Address 0 Address 3 Address 5
Common Rail System:
Fuel is supplied from fuel tank to supply pump, then supplied to common rail after pressurized by the pump. At this
time, the system operates the pressure control valve (PCV for 6WG1 or SCV for 6HK1) by the signal from ECM to
control fuel amount supplied to common rail.

CX330 2 - ENGINE

2 - ENGINE CX330
Supply Pump : DENSO HP4 type:
1. Fuel temperature sensor

2. Suction control valve (SCV)
3. High pressure pipe
4. Camshaft key
The supply pump pressurizes fuel using engine

output, and pressure-feeds fuel to common rail.
Supply pump has also SCV (suction control valve),
fuel temperature (FT) sensor and feed pump.
The SCV (suction control valve) is installed onto

supply pump section and controls pressure feed
of fuel (discharge amount) to common rail.
The engine control module (ECM) regulates period
of electric conduction of SCV to regulate the fuel
discharge amount.

CX330 2 - ENGINE
1. Fuel Tank
2. Fuel Filter
3. Suction
4. Fuel Inlet
5. Feed Pump
6. Regulating Valve
7. Suction Control Valve (SCV)
8. Return Spring
9. Plunger
10. Suction Valve
11. Delivery Valve
12. Fuel Overflow
13. Return
14. Common Rail
15. Injector
16. Drive Shaft
17. Suction Pressure
18. Feed Pressure
19. High Pressure
20. Return Pressure

2 - ENGINE CX330
Suction valve
Plunger
Ring cam SCV(suction control valve)

Delivery valve
Feed pump
Fuel temperature sensor

CX330 2 - ENGINE
Operation of Suction Control Valve:
Coil
Valve
A Small duty ratio (large suction quantity)

B Large duty ratio (small suction quantity)
1. Feed pump
2. Suction control valve (SCV)
3. Cylinder
4. Large valve opening (maximum intake quantity)
5. Small valve opening (minimum intake quantity)

2 - ENGINE CX330
Common Rail:
Flow damper Pressure limiter
Pressure sensor Fuel inlet
Pressure limiter:
The pressure limiter operates to release the pressure in common rail when the pressure becomes extremely high.
Valve open
Valve closed
Abnormally
high
6HK1
Approx.
160MPa
Approx. 30MPa
2000RPM
900RPM
RPM

CX330 2 - ENGINE
Flow damper:
Flow damper
The flow damper is installed onto outlet port to each injector of common rail, limits pressure pulsation in common
rail and prevents over-injected fuel from injector. When the flow damper operates, fuel supply to injector is stopped.
Common rail side Injector side
Piston Ball Spring

When engine is stopped. The ball and piston are pressed to the common rail side by the tension of the soring.
Piston Ball Spring

When engine start. The fuel pressure from the common rail side is applied and the piston and ball move to the
injector side. The fuel pulses (damping) are absorbed by the spring.
Close
Piston Ball Spring

Faulty fuel outflow. When there is faulty fuel outflow from the injection pipe etc. on the injector side, the injector side
pressure drops drascally, so the piston and ball are pushed out by the pressure difference with the common rail
side to seal the flow damper with the ball and prevent fuel outflow from the common rail side (low pressure at the
injector).

2 - ENGINE CX330
Injector:
Solenoïd
TWV
Orifice
Orifice 1 Orifice 2
Hydraulic
piston
Nozzle
The injectors are installed on the cylinder head sections. They are controlled from the ECM and inject fuel. The
injector drive voltage is boosted (to 118v) inside the ECM and applied to the injectors. By controlling the time this
power to the injectors is on, the ECM controls the fuel injection, injection timing, etc…

CX330 2 - ENGINE
Injector operation explanation:
Spring A
Outer valve Inner valve
Orifice 1
Return
Orifice 2
Common rail
Hydraulic piston
Spring B
No signal
When there is not a signal from ECM. An outer valve of the injector inside is pushed downward by powerof spring A
and confines fuel in a control room.
Fuel in a control room push down piston/spring B and a nozzle is in a condition it to have been closed.
Spring A Solenoïd
Valve open
Orifice 1
Return
Orifice 2
Common rail
Hydraulic piston
Signal input
When a signal from ECM entered. Signal from ECM turns on electricity to a solenoïd of an injector, then an outer
valve opened pushed spring A and moves to up.
Because of an outer valve opened, fuel in a control room returns to a tank via a return line.

2 - ENGINE CX330
Orifice 1
Return
Orifice 2
Common rail
Control room
Hydraulic piston
Spring B
Differencial pressure
occurs
Nozzle
Jet start
State of a jet start. Because of fuel in a control room flowed through a nozzle opens.
Fuel is jetted by differencial pressure with the control room side.
Orifice 1 Valve close

Orifice 2 Return
Common rail
Hydraulic piston
Signal stop
When a signal from ECM was cut off. Because of cut off electricity to a solenoïd of an injector, an outer valve be
pushed back to the lower part A and outer valve closes a passage of a return line.

CX330 2 - ENGINE
Orifice 1
Orifice 2 Return
Common rail
Hydraulic piston
Jet stop
State of a jet stop (the jet finshed). Fuel is filled again in a control room by fuel to a return line having been sealed.
Filled up fuel makes piston and spring B pushed downward, and closes a nozzle. A jet finished by the above.

2 - ENGINE CX330
Courant commande injector:
15A or more
Max. 130V
Injector ID code:

CX330 2 - ENGINE
EGR System:
To intercooler
Turbocharger
To silencer
From air cleaner
Exhaust manifold
Coolant Out
Engine EGR cooler
Coolant In
Intake manifold
EGR valve
Reed valve
From intercooler
ECM
EGR stands for ”Exhaust Gas Re-circulation”.
This equipment lowers burning temperature by mixing some of the emitted exhaust gas with the intake air to control
oxygen concentration in the combustion chamber slowing down combustion.
This enables reduction of nitrogen oxide or ”NOx” which is produced during high-temperature combustion. Cooled
EGR system is a system which equips cooling system in the EGR gas passages.
This system contributes reduction of NOx by further lowering the burning temperature than normal EGR with coo-
ling down the heated EGR gas with cooler before mixing with the intake air.
Moreover, by cooling down the high temperature EGR gas, intake air concentration is increased resulting in more
air capacity.
This brings close to the perfect combustion resulting in reduction of PM and other graphite as well as better fuel
consumption.
Hot
SFC
SFC
EGR
0.0 0.05 0.10 0.15 . 0.20

Cooled
EGR Gas mass fraction

Hot
Particle
NOx
EGR
Cooled
Air intake EGR NOx
Cooled EGR with uniform distribution, fast response and precise control.
EGR distribution improvement by D CFD calculation.

2 - ENGINE CX330
EGR Control:
Accelerator position
No idle EGR
Engine speed
ECM operates the motor according to engine speed, engine load, etc. to
control amount of EGR valve lift. Amount of valve lift is detected by EGR position sensor. The dark color area in the
figure shows that the valve lift amount is large, and the darkest color area shows that the valve lift amount is almost
100%.
EGR Valve:
Fast response EGR valve with double poppet valve, linear actuator and lift sensor feedback.

CX330 2 - ENGINE
Engine sensors and switches
Sensors location:
Coolant temperature Boost pressure sensor

sensor
Cam sensor
Crank sensor
Common rail
pressure sensor
Boost temperature
sensor
Oil pressure sensor Fuel temperature

sensor
1. ECT engine coolant temperature sensor 8. SCV suction control valve

2. Overheat switch 9. FT fuel temperature sensor
3. Common rail pressure sensor 10. Boost temperature sensor r
4. Engine oil pressure senor 11. Boost pressure senso
5. CKP crank shaft position sensor 12. Injector
6. CMP camshaft position sensor 13. Glow plug
7. EGR exhaust gas recirculation valve

2 - ENGINE CX330
CKP and CMP sensors:
ECM
AMP circuit
CMP (G)
Pump position
AMP circuit
CKP (NE)
Crank position
CMP (G) sensor, detects camshaft position of engine (used for identifying cylinder).
CKP (NE) sensor, detects crankshaft position of engine (used for control in general).
CKP sensor wave form CMP sensor wave form
The crankshaft position (CKP) sensor is installed onto flywheel housing and produces the CKP signal when the
convex portion of flywheel passes the sensor. The engine control module (ECM) distinguishes the cylinders by the
CMP signal input from CMP sensor, determines the crank angle and uses it to control fuel injection and calculate
the engine speed. These controls is performed, usually based on CKP signal. However it is done by CMP sensor if
the CKP sensor is faulty.
The camshaft position sensor is installed onto the rear of cylinder head and produces the CMP signal when the
cam portion of camshaft passes the sensor. The engine control module (ECM) distinguishes the cylinders by the
CMP signal input from CMP sensor, determines the crank angle and uses it to control fuel injection and calculate
the engine speed. These controls are performed, usually based on CKP signal. However it is done by CMP sensor
if the CKP sensor is faulty.

CX330 2 - ENGINE
CMP (G), CKP (NE) Sensor Diagram for 6 Cylinders:
N°6 cylinder N°1 cylinder

G standard pulse N°1 cylinder G standard pulse
standard pulse
0°CR 120°CR 240°CR 360°CR 480°CR 600°CR 720°CR
#1TDC #5TDC #3TDC #6TDC #2TDC #4TDC #1TDC
G pulse
75CR 75CR 75CR 75CR 75CR 75CR 75CR
105CR
0 2 4 6 8 10 12 14 0 2 4 6 8 10 12 14 0 2 4 6 8 10 12 0 2 4 6 8 10 12 14 0 2 4 6 8 10 12 14 0 2 4 6 8 10 12 02468
NE pulse
N°1 cylinder N°6 cylinder

NE standard pulse NE standard pulse
Common Rail Pressure Sensor:
ECM
A - VCC
+5V
(V)
4.2
VPC
Output Voltage
A - GND
0 200 (MPa)
Common rail pressure

2 - ENGINE CX330
Boost Pressure Sensor:
ECM
A - VCC
+5V
VPIM
A - GND
Silicon chip
Electronic circuit
Output voltage-Vout/VCPB
(V)
4.75026
Vacuum
chamber
Filter 0.100082
40 350 (kPa)
Intake air pressure Boost pressure
The boost pressure sensor uses the pressure hose between the boost pressure sensor and intake pipe, detects
boost (intake air pressure), converts the pressure into the voltage signal and sends it to engine control module
(ECM). Voltage becomes higher as pressure becomes higher. ECM calculates the boost (intake air pressure)
based on the voltage signal sent from sensors and uses it for fuel injection control.
Engine Coolant temperature Sensor:
VTHW
ECM
5
+5V
4
VTHW
Output voltage (V)
2
A - GND
0
-40 0 40 80 120 C°
Engone coolant temperature THW
The engine coolant temperature (ECT) sensor is installed onto engine block, and the thermistor changes the resis-
tance according to the temperature. Resistance is low at high engine coolant temperature and high at low engine
coolant temperature. The engine control module (ECM) energizes the voltage (5V) to the ECT sensor through pull
up resistance, and calculates engine coolant temperature based on change of voltage to use for various controls
such as fuel injection. The voltage becomes low; if the resistance is high (temperature is low), the voltage becomes
high.
Fail safe : Changes to 80° in case of abnormality.

CX330 2 - ENGINE
Fuel Temperature Sensor:
+5V VTHF
(V)
VTHF 4.5195
Output voltage
A - GND
0.1973
ECM -30
Fuel temperature THF
120 C°
The fuel temperature (FT) sensor is installed onto fuel inlet port of supply pump, and the thermistor changes the
resistance according to the temperature. The resistance is low when the fuel temperature is high, and is high when
the temperature is low. The engine control module (ECM) energizes the voltage (5 V) to the FT sensor through
pull up resistance, and calculates fuel temperature based on change of voltage to use for various controls such as
supply pump control. The voltage becomes low; if the resistance is high (temperature is low), the voltage becomes
high.
Fail safe : Takes teh value of the water temoerature sensor in case of abnormality.
Intake Air Temperature Sensor:
VTHF
+5V
(V)
4.8691
VTHF
Output voltage
A - GND
0.1797
-40 120 °C
ECM Intake air temperature
The intake air temperature (IAT) sensor is installed onto the machine side and detects the temperature of intake air
for optimum fuel injection control.
Fail safe : Takes the value of the water temperature sensor in case of abnormality.

2 - ENGINE CX330
Injector Harness and terminal:
The ECM steps up the battery voltage and supplies the resulted high voltage (118 volts) to the related injectors
continuity through the chassis harness wire and injector harness wire
The high voltage supply side from the ECM is separated to 2 lines and is supplied to the cylinders.

1 2 3 4
0.75 1.25 1.25
G/B R R
5 6 7 8
0.75 0.75
L/R L/Y
H95
INJECTOR 2(#4.5.6 )
H94
INJECTOR 1(#1.2.3 )
1 2 3 4
0.75 1.25 1.25
L W W
5 6 7 8
1
5 0.75 0.75
B/W L/W G/R 1 2 3 4
Engine Harness:
0.75 0.75 0.75 0.75

L G/Y G/W G/B
H1 5 6 7 8
0.75 0.75 0.75 0.75
GLOW PLUG L/W W/L W/B W/R
E80
CX330
1 2
EGR VALVE
0.75 0.75
B/Y R /B
3 1 2 3
0.75 0.75 0.75 0.75
R R/L L R/W E93
1 2
0.75 0.75 SENSOR:FUEL TEMP
E90 B/Y Y/G
E75
SENSOR:WATER 1 2
SENSOR:BOOST PRESS 0.75 0.75
R/L B/R
E163
SENSOR:MAT(BOOST TEMP) 1 2
E164 0.75 0.75
R/W R/B
SWITCH:O/H
1
0.75 E161
G
SCV
1 2 3
0.5 0.5 0.5
L/W Br L
1 2 3
0.75 0.5 0.5
E113 B/W V/W Y
SENSOR:COM(PC) E112
SENSOR:CAM ANGLE(G)
Monthyon Training Centre 07/2006

1 2
1 2 3 0.5 0.5
0.75 0.75 0.75 E76 Y V /W
B/Y L /Y W/B
E98
SENSOR:OIL PRESSRE
SENSOR:NE.CRANK
1 2 3 4
0.5 0.5 0.75 0.5
Y V/W B Y
5 6 7 8
0.5 0.75 0.75 0.75
V/W B/W R/B R/W
4 3 2 1 9 10 11 12
1.25 1.25 0.75 0.75 0.75 0.5
W R W/B L/Y B/Y L
3 2 1 4 3 2 1 8 7 6 5 13 14 15 16
0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.5 0.5 0.75 0.75
Y/G R /W R /B G/Y G/W G/B L L/R L/Y L/W Br L/W B/R L 1
6 5 4 8 7 6 5 12 11 10 9 17 18 19 20 5
0.75 0.75 0.75 0.75 0.75 0.75 0.75 0.75 B/W
G R W/L W/B W/R G/R G/B R/L
H22
2 - 37
H6 H8 H12 H20
2 - ENGINE
2 - ENGINE CX330
Terminal E75 Terminal H8

1 Boost pressure sensor GND 1 EGR hall sensor U
2 Boost pressure sensor Vout 2 EGR hall sensor V
3 Boost pressure sensor Vcc 3 EGR hall sensor W
5 EGR motor U
Terminal E76 6 EGR motor V
1 Engine oil pressure sensor GND 7 EGR motor W
2 Engine oil pressure sensor Vout
3 Engine oil pressure sensor Vcc Terminal H12
3 Injector power supply 2
Terminal E80 4 Injector power supply 1
1 EGR Vcc 5 OS — INJ3 signal
2 EGR hall sensor W 6 OS — INJ2 signal
3 EGR hall sensor V 7 OS — INJ4 signal
4 EGR hall sensor U 8 OS — INJ1 signal
5 EGR GND 11 OS — INJ6 signal
6 EGR motor W 12 OS — INJ5 signal
7 EGR motor V
8 EGR motor U Terminal H20
1 CKP +
Terminal E90 2 CKP GND
1 ECT GND 3 CKP shield
2 ECT + 4 CMP +
3 ECT (meter) 5 CMP GND
6 CMP shield
Terminal E93 7 ECT +
8 Boost pressure sensor Vcc
1 Fuel temperature sensor GND 9 Engine oil pressure sensor Vcc
2 Fuel temperature sensor + 10 Engine oil pressure sensor Vout
11 Engine oil pressure sensor GND
Terminal E98 12 Common rail pressure sensor Vcc
1 CKP + 13 Common rail pressure sensor Vout
2 CKP GND 14 Common rail pressure sensor GND
15 Boost temperature sensor +
Terminal E112 16 Boost pressure sensor Vout
1 CMP shield 17 Boost pressure sensor GND
2 CMP GND
3 CMP + Terminal H22
1 Glow
Terminal E113
1 Common rail pressure sensor GND Terminal H94
2 Common rail pressure sensor Vout 2 OS — INJ1 signal
3 Common rail pressure sensor Vcc 3 Injector power supply 1
Terminal E161 6 OS — INJ3 signal
1 SCV - Hi 7 OS — INJ5 signal
2 SCV - Lo

CX330 2 - ENGINE
Terminal E163 Terminal H95
1 Boost temperature sensor GND 2 OS — INJ6 signal
2 Boost temperature sensor + 3 Injector power supply 2
Terminal E164 6 OS — INJ4 signal
1 Overheating switch 7 OS — INJ2 signal
Terminal H1
1 Glow
Terminal H6
1 SCV−Lo
2 SCV−Hi
3 Fuel temperature sensor +
4 ECT meter
6 Overheating switch

2 - ENGINE CX330
DTC (Diagnostic Trouble Code)
This system has many DTC code.
Trouble shooting procedure:

A. Diagnostic process with an interview
1)Confirm user complain
2)Carry out preparative inspection
3)Confirm service information
4)Confirm DTC code
5)Confirm phenomenom by visual observation
B. Repair
C. Check
When some sensor died or trouble the system goes into the Back-up Mode:
ISUZU SAE BACK-UP MODE RECOVERY FROM FAILURE

P CODE (PATTERNS OF TROUBLE CODE)
P0113 Intake air temperature default setting (at starting: -10°C, Pattern 2 (*)
while running: 25°C) EGR stopped
P0117 Engine coolant temperature default setting (at starting: Pattern 2 (*)
-20°C, while running: 80°C) EGR stopped
P0201 1st injector stopped, EGR stopped Pattern 1 (*)
P0340 During engine running: based on crank when it is nor- Pattern 1 (*)
mal.
P0341 After engine stopped: unabled to identify cylinder (una- Pattern 1 (*)
bled to start)
U2106 Becomes designated speed which is requested Pattern 4
Patterns of trouble code 1 & 2:
Pattern 1 Pattern 2
ON Key ON
Key
switch switch
OFF OFF
ON ON
Diag lamp Diag lamp
OFF OFF
ON Back-up ON
Back-up
mode mode
OFF OFF
Trouble occurs Recovery Trouble occurs Inspection

from and repair or
Inspection
failure temporary recovery
and repair or
from failure
temporary recovery
from failure Recovery
from
failure

CX330 2 - ENGINE
Patterns of trouble code 3 & 4:
Pattern 3 Pattern 4
Key ON ON
Key
switch switch
OFF OFF
ON ON
Diag lamp
Diag lamp
OFF OFF
ON
Back-up Back-up ON
mode mode
OFF OFF
Trouble occurs Recovery Diagnostic Trouble occurs Inspection

from lamp OFF and repair or
Inspection failure temporary recovery
and repair or from failure
temporary recovery
Recovery
from failure
from
failure
Engine is recovered from failure, but trouble code exists and lamp remains on.
Sample of DTC setting condition:
2nd stage Pressure limiter open

1st stage T>1 sec=P1095
FRP T > 5 Sec=P0088
T > 5 Sec=P0088
200MPa
190MPa
180MPa
T > 5 Sec=P0089
Actual R.P.
40MPa
Target R.P.

2 - ENGINE CX330
Fuel Pump
w/filter
Supply
Pump
Pre - Filter Main
Filter
FRP More than 900RPM More than 1200RPM
About 5sec = P1093
About 3sec = P0087

Target R.P.
15Mpa
50Mpa
Actual R.P.
0Mpa

CX330 2 - ENGINE
How To Replace Parts
Do not reuse the «high pressure pipe» and «injector pipe» of the fuel system.
Replace with new one if it is removed.
Never replace the «pressure limiter», «fuel temperature sensor», «flow damper» alone.”
If faulty, replace the common rail assembly and all the fuel pipes.
For SCV pump, the fuel temperature sensor cannot be replaced itself
Be sure to replace it as supply pump ASSY.
2
3
1. Injector pipe
2. Flow damper
3. Common rail pressure sensor
4. Pressure limiter
5. Fuel temperature sensor

2 - ENGINE CX330
Lubrication System:
Fuel flow oil

filter Oil pressure switch
39kPa(5.6psi) Fuse
Oil pressure Starter Battery

Delivery valve Oil port Oil port indicator lamp switch
96KPa(psi)
Oil cooler Oil gallery
Thermo valve
Check valve
Valve Crankshaft Relief
196kPa
mechanism bearing valve
(28psi)
785kPa
(114psi)
Relief Flywheel Gear Conn-rod Oiling

Oil pump
valve P.T.O. train bearing jet
Strainer
Turbocharger
Engine oil pan
The lubrication system uses the filter element combined with a full flow bypass, water-cooled oil cooler, and oil jet
for piston cooling.
Measure of oil pressure, must be more than 343 kPa (50 psi) at 2000 rpm.
Cooling System:

CX330 2 - ENGINE
1. Water Jacket
2. Drain Plug
3. Oil Cooler
4. Water Pump
5. Drain Cock
6. Radiator
7. Cooling Fan
8. Radiator Cap
9. Reservoir Tank
10. Water Outlet Pipe
11. Thermostat (2 units)
12. Thermometer Unit
13. Bypass Route
14. EGR Cooler
Cooling water system

The cooling water system, which is the forced circulation system, consists of a water pump, thermostat, and radia-
tor as its main components. The oil in automatic transmission is cooled due to the cooling water in the radiator.
Thermostat:
The thermostat is a wax pellet type and consists of two units, in which one unit (bottom bypass type) has an valve
initial opening temperature of 82 °C (180 °F) and the second (inline type) has an valve initial opening temperature
of 85 °C (185 °F). It is designed such that the water temperature can be adjusted finely and it is mounted within the
thermostat-housing unit.
1. Jiggle Valve
2. Stamp Mark (Valve Initial Opening Temperature)
3. Valve
4. Gasket
5. Piston

2 - ENGINE CX330
Table Of Abreviations
Abbre Name Meaning and remarks

viation
A/D Analog/Digital Analog/Digital
AP Accelerator Position Accelerator opening angle
CAN Controller Area Network Communication system used to communicate between ECM
and the machine control unit
CKP Crankshaft Position Crankshaft (the sensor is installed onto flywheel housing)
position
C/U Control/Unit Abbreviation of control unit
CMP Camshaft Position Camshaft (the sensor is installed onto the rear of cylinder
head) position
DLC Data Link Connector Connector for scan tool (also known as: Checker connector)
EMPS Engine Module Programming System Rewriting of control program in ECM
DMM Digital Multi-Meter Diagnostic tester for electrical equipment system (5-8840-
2691-0)
DTC Diagnostic Trouble Code Self-diagnosis code numbers which indicate trouble condition
ECT Engine Coolant Temperature Engine coolant temperature
ECM Engine Control Module Core of engine control in engine control computer
ECU Electronic Control Unit Computer for various control
EGR Exhaust Gas Recirculation Recirculation system which mixes exhaust gas from engine
with intake air again to lower the combustion temperature
resulting in reduction of NOx.
EMI Electro Magnetic Interference Electro magnetic interference
Exh Exhaust Exhaust
F/B Feed/Back Abbreviation of feedback
FT Fuel Temperature Fuel temperature (the sensor is installed onto supply pump.)
GND Ground Ground/Earth
IAT Intake Air Temperature Intake air temperature
J/C Joint/Connection Connector which connects each harness
MIL Malfunction Indicator Lamp Warning lamp MIL (diagnosis lamp)
PC Pressure Control Pressure control/Common rail pressure
PCV Pressure Control Valve Valve which controls fuel flow to common rail and is installed
onto supply pump
PWM Pulse Width Modulation Pulse width modulated wave
QOS Quick On Start Warming-up device
RP Rail pressure Pressure in common rail
SCV Suction Control Valve Control the fuel quantity
SBF Slow blow fuse Slow-blow type fuse which protects circuits of battery, motor,
etc.
SIG Signal Signal
VSS Vehicle Speed Sensor Sensor used to detect vehicle speed to control meters or
engine
W/S Weld/Splice Joint of each harness without connector

CX330 2 - ENGINE

CX330-CX350 3 - COMPONENTS
TABLE OF CONTENTS
UPPER STRUCTURE LAYOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC PUMPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN CONTROL VALVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HANDS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CUSHION VALVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HBCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SWING MOTRO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TRAVEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SWIVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SOLENOIDS BLOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROPORTIONAL SOLENOID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 - COMPONENTS CX330-CX350
Layout:
4
5
6 1
7 3
9
11
10
2
1: Isuzu engine 7: Fuel tank

2: Main control valve 8: Swing motor
3: Engine radiator 9: Air filter
4: Solenoïds bloc 10: Batteries
5: Hydraulic pumps Kawasaki 11: Swivel
6: Hydraulic tank

Radiators:
Hydraulic Engine
cooler cooler
Fuel
cooler
Intercooler

Hydraulic tank:
1 5 6
4
7
10
8 9
1 Breather
2 Main return lines
3 Leakage return
4 Oil level
5 Spring
6 Spring
7 Main return filter
8 Drain plug
9 Suction filter
10 Pumps suction line

HP hydraulic pumps Kawasaki:
Port Description Location

A1, 2 Delivery port SAE6000 psi 1"
B1 Suction port SAE2500 psi 21/2"
Dr1 Drain port G 3/4 - 20
PH1, H2 Press, sensor port G 3/8 - 17
PSV Servo assist port G 1/4 - 15
Pi1, i2 Negative control port G 1/4 - 15
a1, 2, 4 Gauge port G 1/4 - 15
a3 Gauge port G 1/4 - 14
A3 Gear pump delivery port G 1/2 - 19
B3 Gear pump suction port G 3/4 - 20.5
Dr3 Gear pump drain port G 3/8 - 15
T Air drain port

Pump HP details

Pump HP regulation bloc:

Proportional solenoïd
C
A Pilot pressure
B Coil
C Regulated pressure port

Main control valve
Main relief valve

This relief valve is integrated between the
neutral passage HP and low pressure
passage LP, and oil passes the orifice in
the puppet (C) and fills the internal space
(D).
The sleeve (E) and main puppet (C) act on
different areas (A and B). They are firmly
seated.
If the pressure in the neutral passage HP

reaches the set spring force of the pilot
puppet, the pilot puppet (F) opens.
The oil flows around the puppet and drilled
hole (G) and is directed into the low
pressure passage LP.
Since the pilot puppet has been opened,

the pressure in (D) reduces and the main
puppet (C) opens. As a result, the oil flows
directly into the passage LP.
Boost operation
When applying pressure to the pilot port
PH, the piston (H) moves to the set
position by plug (I). Due to this, the pilot
spring force rises and the pressure in HP
rises.

Soupape sécurité distributeur
This relief valve is integrated between the cylinder port

HP and low pressure passage LP, and oil passes the
orifice in the piston (C) and fills the internal space (G).
The sleeve (K) and main puppet (D) act on the different
areas (A) and (B). They are firmly seated.
When the pressure in the cylinder port HP reaches the

set spring force of the pilot puppet, the pilot puppet (E)
opens.
The oil flows around the puppet and drilled hole (H) and is
directed into the low pressure passage LP.
Since the pilot puppet (E) has been opened, a flow

passing orifice (I) in the piston (C) is generated. This flow
produces a differential pressure between the passage HP
and the backside of the piston (C). This moves the piston
(C) until it seats on the puppet (E).
The oil flow from the passage HP to the backside of the

puppet (D) is only through the puppet (D), annular space
in the piston (C) and the orifice (F). As a result, the
differential pressure increases. Due to this, the puppet
(D) opens, and the oil flows directly into the passage LP.

Tiroirs distributeur
Negatve relief valve Negative relief valve
Arm1 Arm2
Boom2 Boom1
Swing Bucket
Option Travel
Straight
Travel travel
P1side P2 side
Operation with all spools in neutral position

Oil supplied from Port P1 enters the tank passage Ta from neutral passage L1, passing the restriction Lc1 on the low
pressure relief, and returns to Ports T1, T2, T3, T4 and T5.
Oil supplied from Port P2 passes the tank passage Ta through neutral passage R1, passing the restriction Rc1 on
the low pressure relief, and returns to Ports T1, T2, T3, T4 and T5.
Pressures in the pressure chambers L2 and R2 located in the upstream of the low pressure relief valve are directed
to the pump through Ports ps1 and ps2 and control the delivery volumes of pumps P1 and P2.
In addition, if a large amount of extra oil flows into the neutral passage, the low pressure relief mechanism functions
to prevent pressures on Ports ps1 and ps2 from increasing abnormally.

3 - 12
Armvariable
regenerative throttle
3 - COMPONENTS
Arm1 Arm2
Boom2 Boom1
Swing Bucket
Option Travel
Travel Stright

travel
CX330-CX350
Hand remote controls

In neutral the hand control is a closed center hydraulic valve. The inlet oil from the pilot pump is blocked at all four
regulator spools (27 ). The ports (1), (2), (3), (4) are ported inside of the valve back to tank through the notches in the
regulator spool (27).
There are two springs (20) and (21) for each regulator spool (27). The larger diameter spring (20) provides the
return of the handle and this spring (20) is the resistance the operator feels in his wrist.
As the operator views the control, the front and back spring are stronger than the left and right springs. The hand
control will require more effort to push and pull than to move side to side. The smaller springs (22) are the regulator
spring which connect the plunger (9) to the spool (27).
If the dust cover (26) under the hand control is torn, replace it. This will help prevent contamination from wearing
the seals (13) on the push rods (11) & (12).
The cam (24) that pushes on the push rods (11) or (12) can be rotated to adjust the free play in the hand control. A
too tight adjustment can cause partial actuation of the spool. The contact area between the cam (24) and the push
rods (11 & 12) should be lightly lubrecated with grease.
How it work
As the hand control is moved, the push rod (11 or 12) will push on both large and small diameter springs (20
&22).The smaller spring (22) will push the spool (27) and block of the return passage through the top meetering
notches.
The bottom meetering notches will open a passage and allow pilot oil out to the work spool of the equipement control
valve. As the work spool moves and compresses the spring in the control valve, the pressure will increase and push
up on the bottom of the regulator spool (27). When the pressure of the oil pushing on the work spool equals the force
of the spring (22) behind the regulator spool (27) the bottom meetering notches will block the pilot supply. When the
force of the spring (22) equals the force of the pressure on the spool (27), the spool (27) is in a balanced position to
maintain a proportional pressure with the compression of the spring (22).
The hand control must be moved further to compress the small spring (22) and push the regulator spool (27) further
to increase the pressure again.
The hand control is nothing more than an adjustable pressure regulator , and the operator provides adjustment .
1 Body 15.Spring cup

2. Bottom plate 16.Spring cup
3. Washer 17.Shims
4. O-ring 18.Spring
5. Screw 19.Spring
6. Dowel 20.Spring
7. Spacer 21.Spring
8. Retainer 22.Spring
9. Spring guide 23.U-joint
10.Push rod guide 24.Cam
11. Push rod 25.Nut
12.Push rod 26.Rubber boot
13.Oil sealO-ring 27.Regulator spool
14.O-ring


Foot control
In neutral the foot control is a closed center hydraulic valve. The inlet oil from the pilot pump is blocked at both
regulator spools (17 ). The ports (1), (2), (3), (4) are ported inside of the valve back to tank through a hole drilled in
the end, and a cross drilled hole in the regulator spool (17).
return of the foot pedal and this spring (21) is the resistance the operator feels in his foot.
Typically the return springs are stronger in foot control than in hand control.
If the dust cover (30) under the foot control is torn, replace it. This will help prevent contamination from wearing the
U-seals (6) on the push rods (8).
The gap between the push rod (8) and the screw (28) can be adjusted. A too tight adjustment can cause partial
actuation of the spool. The contact area between the push rod (8) and the screw (28) should be lightly lubricated
with grease.
How it work
As the foot control is moved, the push rod (8) will push on both large and small diameter springs (21 & 20). The
smaller spring (20) will push the spool (17) and block of the return passage through the top meetering notches.
The bottom metering land will open a passage and allow pilot oil out to the work spool of the travel control spool. As
the travel spool moves and compresses the spring in the control valve, the pressure will increase and push up on the
bottom of the regulator spool (17). When the pressure of the oil pushing on the travel spool equals the force of the
spring (20) behind the regulator spool (17) the bottom metering land will block the pilot supply. When the force of the
spring (20) equals the force of the pressure on the spool (17), the spool (17) is in a balanced position to maintain a
proportional pressure with the compression of the spring (20).
The foot control must be moved further to compress the small spring (20) and push the regulator spool (17) further
The foot control is nothing more than an adjustable pressure regulator, and the operator provides adjustment .
1 Body 11>Spring cup 21>Spring (feel lback)

2>Plug 12>Snap ring 22>Spring
3>Mounting braket 13>Ball seat 23>Spring
4>Bushing 14>Piston 24>Bushing
5>Seal cover 15>Ball 25>Shaft
6>U-seal (retainer) 16>Bolt 26>Cam
7>O-ring 17>Regulator spool 27>Bolt
8>Push rod 18>Spring cup 28>Adjustement bolt
9>Spring cup 19>Shim 29>Nut
10>Spring guide 20>Regulator spring 30>Rubber boot


Auxiliary foot control

In neutral the auxiliary foot control is a closed center hydraulic valve. The inlet oil from the pilot pump is blocked at
both regulator spools (12). The ports (1), (2), are ported inside of the valve back to tank through a hole drilled in the
end, and a cross drilled hole in the regulator spool (12).
return of the foot pedal and this spring (15) is the resistance the operator feels in his foot.
Typically the return springs are stronger in foot control than in hand control.
If the dust cover (23) under the foot control is torn, replace it. This will help prevent contamination from wearing the
U-seals (6) on the push rods (8).
The gap between the push rod (8) and the screw (21) can be adjusted. A too tight adjustment can cause partial
actuation of the spool. The contact area between the push rod (8) and the screw (21) should be lightly lubricated
with grease.
How it work
As the foot control is moved, the push rod (8) will push on both large and small diameter springs 16 & 15). The
smaller spring (15) will push the spool (12) and block of the return passage through the top metering notches.
The bottom metering land will open a passage and allow pilot oil out to the work spool of the travel control spool. As
the travel spool moves and compresses the spring in the control valve, the pressure will increase and push up on the
bottom of the regulator spool (12. When the pressure of the oil pushing on the travel spool equals the force of the
spring (15) behind the regulator spool (12) the bottom metering land will block the pilot supply. When the force of the
spring (15) equals the force of the pressure on the spool (12), the spool (12) is in a balanced position to maintain a
proportional pressure with the compression of the spring (15).
The foot control must be moved further to compress the small spring (15) and push the regulator spool (12) further
The foot control is nothing more than an adjustable pressure regulator, and the operator provides adjustment .
1 Body 13.Spring cup

2.Mounting braket 14.Spring retainer
3.Seal bushing 15.Regulator spring
4.Seal kit 16.Feel back spring
5.U-seal 17.Bushing
6.Wipper seal 18.Pin
7.O-ring 19.Cam
8.Push rod 20.Screw
9.Washer 21.Ajustment bolt
10.Spring guide 22.Nut
11.Spring guide 23.Rubber boot
12.Snap ring 24.


Cushion valve
Purpose of cushion valve
There is a cushion control valve plumbed between the arm and boom hand control valve and the control valve. The
cushion valve prevents the control spool from returning to neutral very rapidly. The pilot oil is metered as ist returns
to the hand control vale. This keap pressure boom and arm cylinder movement smooth for shock-free operation.
There is a solenoid valve to override the cushion function in the 6 solenoid valve bloc. The control for the solenoid
valve is a button on the instrument panel.
The function of this cushion valve is to restrict the return of pilot oil from the control valve spool operated.
There is an other function in the cushion valve that allows for the rapid return of the boom or arm spool if the hand
control is moved in the opposite direction.
Bouton poussoir
Bouton
Bouton poussoir
poussoir
Valve specifications
CX330
Bar
Pression d’utilisation
kgf/cm2
Bar
Plage d’amortissement
kgf/cm2
Rentrée balancier
Sortie balancier
Diamètres des restrictions
Montée de flèche
Descente de flèche
K
Températures d’utilisation
C

Cushion valve principle:
TANK
CONTROL VALVE CONTROL VALVE
ARM
BOOM
FILTER
SOLENOID PILOT
PRESSURE
PUMP
CUSHION CUSHION VALVE

CANCELLATION
SWITCH
ARM BOOM
IN UP
OUT DOWN

Neutral position
In neutral position of the remote control, the control valve spool ends are connected to the tank through the spool F,
the central and cross drilled orifices of the spools E and the remote control valve.
The control valve spool stays in neutral position.
When the lever is neutral, the heat oil separated from the oil cooler line enters the port "R" and flows to the reverse
notch spool interior.
Then, after flowing through outer periphery of the respective cushion spools, the oil returns to the hydraulic oil tank
through port "T" in the cushion valve.
Leaks return To main valve

T C boom or arm D
Spool F
A B
Joystick Joystick
Spool E Orifices Spool E
Pilot pressure
C D Main return line
Cushion
cancellation
solenoïd
E E
T
A Orifice S B

Piloting
The pilot pressure coming from the remote control enters the cushion valve in B and pushes the spool E and F. The
pilot pressure goes freely to the control valve work spool end through D port..
The oil in the opposite end spool of the control valve return to the tank through the port C, and the opened return fil-
ter port T.
Heating circuit : during this piloting time an amount of warm oil coming from R (return) flows to the remote control
valve through A port.
The work spool move as a circuit without cushion valve.
Leaks return
To main valve
C boom or arm D
Spool F T
R
Joystick Joystick
Pilot pressure
Main return line

C D
Cushion
cancellation
solenoïd
E E
T
A Orifice S B

Cushion operation
In Soft mode, the solenoid switch is off and the pilot pressure doesn't come from port "S".
Thus, the cushion spool inside the cushion valve is still set as original position and has a restriction of pressure by
orifice inside the spool rooms.
The spool has 3 rooms, for instance, upper, middle and lower and due to no pressure from port "S", the middle and
lower rooms are to use.
The pressurized oil flow from port "D" is going to middle room first, however, due to the orifice restriction, the oil flow
is separated and such separated oil flow pushes up the spool to lower room, which has still another orifice.
Before going to the port "B" to the control valve, the oil flow is also separated and pushes back the spool to middle.
These room changes inside the cushion spool and orifice restriction differences are changing the tank pressure and
such mechanism makes arm spool in the control valve returning neutral so slowly; spool damper effect.
That is how the cushion occurs and reduces the shock when arm opening stops.
Leaks return
C To main valve D
T boom or arm
Spool F
R
Joystick
Joystick
Pilot pressure
C D Main return line

Orifice S
Cushion
cancellation
solenoïd
E
E T
A B

Cushion cancellation
When arm opening and the lever is returned to neutral, pressurized oil from control valve (a pilot of arm opening)
flows into port "D" of the cushion valve.
Electric signal is sent to a controller with hard mode at this time and the controller sends the signal to a solenoid
valve.
Then, from solenoid valve, the original pressure (40K) of pilot comes into the cushion valve from port "S" and the
cushion spool inside the valve is switched.
The pressurized oil flow from port "D" is connected direct to port "B" and return the tank through the control valve.
Such direct return changes the tank pressure and arm spool in the control valve returns to neutral immediately.
This immediate return makes a shock when stopping arm and such shock is useful for dirt dropping operation.
Leaks return
C To main valve
boom or arm D
T
Spool F
Joystick Joystick
Pilot pressure
CD
Main return line
Cushion
cancellation
solenoïd
Orifice S
E E
T
A B

Safety valves (HBCV)

Boom HBVC valves:
Spool
Relief valve
Check valve
Piloted check valve
P2 P3
T1
Pi
T2
P1
P1 supply
P2 cylinder output
P3 balance
Pi pilot pressure
T1 relief valve return
T2 leaks return line

Arm HBCV valve:
Pi
T1
T2
Spool Piloted check valve Check valve
P2
T1
Pi
T2
P1
P1 supply
P2 cylinder output
P3 balance
Pi pilot pressure
T1 relief valve return
T2 leaks return line

Boom HBCV valve:
3A
3B
P2
3D
P1
T1 3C
Pi
A5 B5
Pb5
Pa5
Purpose:
This safety valve is fitted on the piston end of the boom cylinder. It avoids any uncontrollable boom down movement
when a plumbing failure may occur on the piping between the piston end cylinder and the control valve.
Description:
3A Piloted check valve
3B Check valve
3C Spool
3D Relief valve including an anti-cavitation valve
Current operation
Neutral
The cylinder piston end is closed by 3B and 3A check valves. The check valve 3A cannot be pushed back because
its spring side is not connected with the tank by 3C spool.

Boom up
The remote control pressure (Pa8) pushes the control valve spool. The oil flows out of the control valve (A8 port),
enters the safety valve (P1 port), pushes the 3B check valve and goes out through the P2 directly connected with the
cylinder piston end. The oil of the rod end goes to the return through the B8 port of the control valve.
Boom down
The pilot pressure Pb8 pushes to the control valve spool to the left and the safety valve spool (3C) up.
The oil flow supplies the cylinder rod end.
The spring side of the piloted check valve 3A is connected to the tank by the groove of the spool 3C. It's pushed
back and the oil from the cylinder piston end goes to the tank through the metering notches of the spool 3C and the
port A8 of the control valve.
Safety operation
If a pipe is broken between the piston end and the control valve the operator can operate the boom down. The
movement speed will be controlled by the metering notches of the spool 3C groove.
A pressure sensor is fitted on P2 orifice to inform the controller of the piston end pressure.
Leak specification
P2 to P1+ T1 < 4cc / mn at 9,81Mpa with oil temperature at 50°C

Swing reduction gear
Oil dipstiick
Swing motor
Reducer
Drain tube
Pinion

Swing hydraulic motor:
Anti-cavitation check valve
Relief valve
Anti-rebound valve
Anti-cavitation check valve
Brake piston
Brake disc
The swing motor is equiped with a cylinderand 9 pistons, 2 relief valves, 2 anti-cavitation check valves, a anti-
bounce valve and a multi-disc static brake.

Swing relief valve:
When changing to the neutral position from condition A by quick lever operation, the swing body is turned by inertial
force even though the oil supply volume from the pump to Port A becomes zero. In this case, relief valve (31) on the
Port B side operates, and the oil, which blew off the relief, passes oil passages "g" and "h", presses open the
makeup check (39) on Port A and is supplemented to the passages "b" and "c". However, the oil lacks by its volume
that which has leaked into the case drain of the motor. To prevent this, the makeup check (39) is opened from the
makeup port and the oil flows into the passages "b" and "c" in order to prevent cavitation.
Anti-rebound valve:
58 59 60 61 62
B A
b3 a3
b2 b1 a1 a2
When attempting to stop the swing body after operating the control valve to drive the swing body, braking pressure is
generated on one side of the port as the hydraulic motor, which keeps rotating due to its inertial force, continues its
pumping action.
Suppose that this is Port A: This pressurized oil for braking flows into the back chamber of check (60) on the Side A
via small holes (a3) and (a2). As a result, the check (60) on Side A moves until it contacts and presses seat (58) on
Side A to shut off the bypass passage by pushing check (60) on Side B, which is arranged as a counterpart, to the
left in the process of decelerating the swing body. In due course, the swing body stops once but reverses due to
braking pressure. Therefore, the pressure on Side B increases and check (60) on Side B attempts to move to the
right by pushing check (60) on Side A, which is arranged as a counterpart. However, this movement of check (60) is
a little delayed because the oil flow of the back chamber in check (60) on Side A is gently controlled through the
action of the flow control valve comprised of poppet (61) on Side A and spring (62) on Side A. In the meantime, the
pressurized oil of Port B flows into the intermediate chamber via small hole "b1" and bypasses Port A side via small
hole "a1". Subsequently, check (60) on Side B contacts and presses seat (58) on Side B and moves to the position
where it can shut off the bypass passage. As described above, the reverse motion will be prevented without any
trapping of the oil because the pressure is bypassed to Port A side in the process of generating reverse pressure on
the Port B side.

Travel motor:
1 Body 21 Brake piston

9 Shaft 24 Rear cover
13 Cylinder bloc 55 Brake spring
19-20 Brake disc

Overload relief valve:
Gicleur B
SYM PART NAME SYM PART NAME

57-1 Socket 57-8 Shim
57-2 Valve 57-9 Adjusting spring
57-3 Valve seat 57-10 O-ring 1B P7
57-4 Coupling Piston 57-11 Back-up ring T2 P7
57-5 Cap 57-12 O-ring 1B G25
57-6 Pilot Body 57-13 Back-up ring T2 G25
57-7 Piston
This valve is screwed in the motor rear cover (24) and consists of: socket (57-1) that is screwed and fixed in the rear
cover (24) and supports the valve seat (57-3) which metallically seated in the hole of rear cover (24): valve (57-2)
that contact with valve seat (57-3) by adjusting spring (57-9) and fitted in the hole of socket (57-1): coupling piston
(57-4) that fitted in the hole of the valve (57-2) and functions also as an oil passage: piston (57-7) that is inserted in
the pilot body (57-6) and: shim (57-8) that adjust the spring force.

Brake valve portion

Spool control pressure: 0.59 to 0.95 MPa
Check valve cracking pressure: 0.015 MPa
Clapets anti-retour
The brake valve portion mainly consists of the following parts:

spool
By shifting the spool (26), the discharged oil from hydraulic motor is automatically shut off or restricted according to
the condition and give the effect of holding, accelerating, stopping and counterbalance operations.
Check valve (built in the spool)
This valve is located in the oil supplying passage to hydraulic motor, and at the same time functions to lock oil
displacement. Therefore, this valve serves as not only a suction valve but also a holding valve for hydraulic motor.


6 solenoïds bloc
C5 C3 C1
Y1 Y5 Y4 B T
Y6 Y3 Y2
C4 C2 P B T
C1
C1 swing lock C3 C2
C2 locking function
C3 swing brake release
C4 2nd travel speed
P pilot pressure inlet
B pilot pressure outlet
T tank return
Y1 swing lock
Y2 locking function
Y3 swing brake release C5 C4
Y4 2nd travel speed
Y5 power-boost
Y6 cushion cancellation

Cylinder
1 2 3 4 5 6 7 8
9
10 11 12 13 14 15 16 17
1 wiper seal 10 cushion bushing

2 back up ring 11 seal ring
3 u-ring 12 wearing ring
4 bearing 13 stopping ring
5 wearing ring 14 plug
6 bushing 15 ball
7 stopping ring 16 screw
8 cylinder rod 17 cushion piston

Tightening torque:
BOOM ARM BUCKET

Nut 294±29.4 Nm 294±29.4 Nm 294±29.4 Nm
Screw 529±78.5 Nm 892±137 Nm 529±78.5 Nm
Screw 66.2±7.35 Nm 66.2±7.35 Nm 66.2±7.35 Nm

CX330 4 - DIAGNOSTIC
TABLE OF CONTENTS
ACCESS TO MONITOR DISPLAY
MACHINE CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSTIC CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MACHINE HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DATA RESETTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INJECTORS CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ANTI-THEFT PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 - DIAGNOSTIC CX330
Operating Switches
E-F A D B-H C
A. To be switched after the travel & work mode switch has been turned ON for more than 3 seconds.
B. To be switched when the auto mode switch is turned ON.
C. To be switched when the buzzer stop switch is turned ON.
D. Data is to be cleared after the work mode switch has been turned ON for more than 10 seconds (buzzer sounds when
the data have been cleared).
E. Output with the protection circuit actuated is to be checked when the travel mode switch is turned ON.
F. Automatic detection of short circuit is to be indicated after the travel mode switch has been turned ON for more than 10
seconds.
G. To be switched after the one-touch idle switch has been turned ON for more than 10 seconds at anytime while the ser-
vice support screen is being displayed.
H. To be switched after the auto mode switch has been turned ON for more than 10 seconds.

ACCESS AND CONTENTS OF MONITOR DISPLAYS

Access to monitor displays
Starter motor switch “ON”
Normal Service support

(Hydraulique oil temperature, coolant temperature, fuel
display A level, Travel mode, work mode, auto mode, idle mode)
display
H
D D B
Machine Machine Diagnostic Machine Reset

B B B
Iinformation condition code history
B B
CHK1 DIAG1 HR12 C HR1 RST1
CHK7 C C C C
C
C
CHK5 E
CHK2 DIAG2 HR11 HR2 RST2
C C C
F C
G
CHK6 CHK3 DIAG3 HR10 HR3
RST11
C C C
C C
CHK4 DIAG4 HR9 HR4

RST12
C C
C C C
DIAG5 HR8 HR5

RST13
C C
C C
DIAG6 HR7 HR6 C

RST14
C C
C
RST15
RST16

Machine condition
1. Machine condition CHK1
MODE: Travel - work
CHK MODE II H ENG 2000 rpm
P1: Main pump (P1) pressure
1
P2: Main pump (P2) pressure
P1 030.0 MPa I 0300 mA
N: Negative pressure (N)
ENG: Engine rpm
P2 030.0 MPa WT 0080 °C
I Pump control current value
Fan motor current value (when Travel
N 03.00 MPa OT 0055 °C Mode switch ON))
WT: Radiator coolant temperature
Hydraulic oil temperature
OT: Intake air temperature (only when Travel
Mode switch ON))

R: Engine load ratio
CHK MODE II H TR1 0000
FT: Fuel temperature
2
R 0080 % TR2 0000 Boost temperature (only when Travel
Mode switch ON)
FT 0000 °C TR3 0000 TV: Throttle volume degree of opening
TR1 Controller transistor output
TV 0100 % TR4 0000 TR2 Controller transistor output
Transistor output: «0» = OFF; «1» = ON
T 0 0 0 0 TR 0000 TR 0000
R1 2 3
Swing brake battery relay Free swing (NA)
2-speed travel Soft/hard Engine stop
Hyd Fan reverse
Travel alarm (NA) Swing shutoff reverse(CX460to800)
Boosting High dump(CX700/800) X
TR 0000
4
Fuel supply pump (EU)
X
X
X
X: Not used


SW1 to SW3 Controller switch input (sensor
CHK MODE II H SW4 0000 switch)
3 SW4 to SW7 Controller switch input (operation
SW1 0000 SW5 0000 switch)
SW2 0000 SW6 0000
SW3 0100 SW7 0000
Pressure switch electronic control box switch inputs: «0» = OFF; «1» = ON
SW 0 0 0 0 SW 0 0 0 0 SW 0 0 0 0
1 2 3
Attachment press. SW Air cleaner Battery charge
Travel press. SW Coolant SW Engine stop
Swing press. SW 2nd auxiliary press. SW X
Auxiliary pressure SW Boom up press. SW X
SW 0 0 0 0 SW 0 0 0 0 SW 0 0 0 0
4 5 6
Soft/hard Swing lock Windshield washer
Free swing (NA) Emergency stop Alarm change
High dump (CX700/800) Working lamp Breaker mode

One-touch idle Wiper L/M mode
S 0 0 0 0
W7
Anti-theft protection
Key switch
Fan reverse(CX460 to 800)
X = Not used


FS: Fuel sensor resistance
CHK MODE I H TG 0000 rpm
AC: A/C control temperature
4
TR5: Engine oil pressure
FS 0080 (Ω) BP 0000 MPa TG: Target engine speed
BP: Boom bottom pressure (Europe only)
AC 0005 SP1 0000 Overload alarm pressure display (only when
beacon switch ON)
TR5 0010 SP2 0000
SP1 Atmospheric pressure
SP2 Boost pressure
AC 0 0 0 4
1: below 30°C
2: between 30°C and 45°C
Below a decimal point is not displayed but it is as fol-

lows.
Setting of unit for each shipping territory
TR5, SP1, SP2
Default When switched kPa

.
kgf/cm2
Japan kPa kgf/cm2 .
psi
Export kgf/cm2 kPa .
North America psi kPa
800.1.04.04.08D
Europe kPa -

R Engine load ratio
FT Fuel temperature
5
TV Throttle volume degree of opening
R 0080 % TR2 0001 TR1 Transistor output status when over-cur-
rent detected
FT 0000 °C TR3 0000 TR2 Transistor output status when over-cur-
rent detected
TV 0100 % TR4 0000 TR3 Transistor output status when over-cur-
rent detected
1. While the travel mode switch is ON on the «CHK2» TR4 Transistor output status when over-cur-
screen, the output status when over-current has rent detected
been detected in the past is displayed.
2. Data is cleared by resetting the trouble code on the
trouble diagnosis screen.
3. The example in the figure above shows that a travel
alarm, swing braking, and battery relay output were
being carried out when over-current was detected.


R Engine load ratio
FT Fuel temperature
6
TV Throttle volume degree of opening
R 0080 % TR2 0000 TR1 Results of automatic short detection
TR2 Results of automatic short detection
FT 0040 °C TR3 0000 TR3 Results of automatic short detection
TR4 Results of automatic short detection
TV 0100 % TR4 0000
1. Shorts are automatically detected if the key switch is switched ON while the one-touch idle switch is ON.(* The
engine must not be running.)
2. If you switch to the «CHK2» screen and switch the travel mode switch ON for 10 seconds, the automatic detec-
tion results are displayed.
3. The example in the figure above shows that the 2-speed travel line is currently shorted.
4. This data is cleared when the key switch is switched OFF.
* For CHK1 to 6, the units can be switched with the work lamp switch. Status held as is when key OFF

Diagnostic code
2. Detection of engine failures DIAG1 to 6
1) Trouble diagnosis (DIAG1), Engine system current trouble status (trouble code)
E: Engine system trouble code

DIAG MODE II H E 0000 For the engine error code list, refer to
1 Page 68
E 0118 E 0000 Example Water temperature sensor abnormality
E 0000 E 0000
E 0000 E 0000
2) Trouble diagnosis (DIAG2), Engine system past trouble status (trouble code)
E: Engine system trouble code

DIAG MODE II H E 0000
Example CAN time-out abnormality
2
E 2106 E 0000
E 0000 E 0000
E 0000 E 0000
3) Trouble diagnosis (DIAG3), Engine system past trouble status (time of trouble: controller hour meter
value)
E: Engine system trouble code trouble

DIAG MODE II H E 0000 code.
3 Example CAN time-out abnormality: Abnormality
E 0200 E 0000 occurred at 200 hours
E 0000 E 0000
E 0000 E 0000
1. Switching the work mode switch ON for longer than 10 seconds clears the data on past trouble codes and their
times of occurrence.
2. The time displayed with «DIAG3» is the time at which the first trouble code occurred after the data was cleared.
(The times for the second and subsequent trouble codes are not recorded.)
3. When the data is cleared, the «DIAG2» and «DIAG3» data is stored into EEPROM.

Engine error code list:
Engine Type Restora-

Trouble
Trouble contents 6S/ Monitor display tion from
code 4H BH
6W troubles
0087 No pump pressure send (fuel leak) O O O ELEC PROBLEM 1

0088 Common rail pressure abnormality O O O ELEC PROBLEM 1
(1st stage. 2nd stage)
0089 Common rail pressure abnormality O O O ELEC PROBLEM 1
(pump overpressure send)
0090 SCV drive system cut line, +B short, ground O O O ELEC PROBLEM 2
short
PCV1 drive system cut line or ground snort
0092 PCV1 drive system +B short -- -- O ELEC PROBLEM 1
0107 Atmospheric pressure sensor abnormality O O O ELEC PROBLEM 2
(low voltage abnormality)
0108 Atmospheric pressure sensor abnormality O O O ELEC PROBLEM 2
(high voltage abnormality)
0112* Intake air temperature sensor abnormality O O O ELEC PROBLEM 2
0113* Intake air temperature sensor abnormality O O O ELEC PROBLEM 2
0117* Water temperature sensor abnormality O O O ELEC PROBLEM 2
0118* Water temperature sensor abnormality O O O ELEC PROBLEM 2
0182* Fuel temperature sensor abnormality O O O -- 2
0183* Fuel temperature sensor abnormality O O O -- 2
0192 Common rail pressure sensor abnormality O O O ELEC PROBLEM 2
0193 Common rail sensor abnormality O O O ELEC PROBLEM 2
0201 Injection nozzle #1 drive system open line O O O ELEC PROBLEM 1
0205 Injection nozzle #5 drive system open line -- O O ELEC PROBLEM 1
0206 Injection nozzle #6 drive system open line -- O O ELEC PROBLEM 1
0219 Overrun O O O ELEC PROBLEM 2
0237 Boost pressure sensor abnormality O O O ELEC PROBLEM 2
0238 Boost pressure sensor abnormality O O O ELEC PROBLEM 2
(nigh voltage abnormality)
0335/ Crank sensor abnormality O O O ELEC PROBLEM 1
0336 (no signal, abnormal signal)
0340/ Cam (G) sensor abnormality O O O ELEC PROBLEM 1
0341 (no signal, abnormal signal)
0380 Glow relay abnormality O O O ELEC PROBLEM 1
0487 EGR position sensor abnormality O O O ELEC PROBLEM 1
0488 EGR valve control abnormality O O O ELEC PROBLEM 2

Engine Type Restora-

Trouble
Trouble contents 6S/ Monitor display tion from
code 4H BH
6W troubles
0522 Engine oil pressure sensor abnormality O O O ELEC PROBLEM 1

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

4) Trouble diagnosis (DIAG5), Machine main unit system Current trouble status (trouble code)
M: Machine main unit system trouble code

DIAG MODE II H M 0000
Example Oil temperature sensor abnormality
4
M 0020 M 0000
M 0000 M 0000
M 0000 M 0000
M0000: No defect
M0010: Transistor output short
M0020: Oil temperature sensor
M0030: Fuel surface sensor
M0040: Pressure sensor (P1)
M0050: Pressure sensor (P2)
M0060: Pressure sensor (N)
M0070: Key switch
M0080: Pressure switch (attachments or travel)
M0090: CAN communications error
M00A0: Controller reset
M00B0: Engine controller mismatch
M00C0: Boom pressure sensor (Europe)
M00F0 Overheat (at cooling water temperature of over 105°C (221°F)
M00F5 Engine oil pressure drop (at pressure of below 40kPa
5) Trouble diagnosis (DIAG5), Machine main unit system Past trouble status (trouble code)

Example Oil temperature sensor abnormality, fuel
5 sensor abnormality
M 0020 M 0000
Fuel sensor abnormality: abnormality
M 0030 M 0000 occurred at 1000 hours
M 0000 M 0000
6) Trouble diagnosis (DIAG6), Machine main unit system Past trouble status (time of trouble: controller hour
meter value)

Example Oil temperature sensor abnormality:
6 Abnormality occurred at 2000 hours
M 2000 M 0000 Fuel sensor abnormality: Abnormality
occurred at 1000 hours
M 1000 M 0000
M 0000 M 0000

1. Switching the work mode switch ON for longer than 10 seconds clears the data on past trouble codes and their
times of occurrence.
2. The time displayed with «DIAG6» is the time at which the first trouble code occurred after the datawas cleared.
(The times for the second and subsequent trouble codes are not recorded.)
3. When the data is cleared, the «DIAG5» and «DIAG6» data is stored into EEPROM.

Machine history
1. Screen HR1
ENG : Hour meter (alternator generation time)
WRK : Machine operation time (attachment ON or travel
ON)
U : Attachment operation time
T : Travel operation time
S : Swing operation time
PU : Boost time
BRK : Breaker usage time
2. Screen HR2
H : H mode usage time
S : S mode usage time
L : L mode usage time
A : A mode usage time
WT : Maximum coolant temperature
OT : Maximum hydraulic oil temperature
FT : Maximum fuel temperature
3. Screen HR3
1 : Controller power supply ON time
2 : 1-speed mode usage time
3 : 2-speed mode usage time
4 : Travel hydraulic only time
5 : Maintenance time
6 : *****
7 : *****
4. Screen HR4
[P1 pressure distribution]
1 : Time P1 10 MPa or less
2 : Time P1 10 to 15 MPa
7 : Time P1 35 MPa
5. Screen HR5
[P2 pressure distribution]
1 : Time P2 10 MPa or less
7 : Time P2-35 MPa

6. Screen HR6
[Engine speed distribution]
1 : Time N 1175 min-1 or less
2 : Time N 1175 to 1375 min-1
3 : Time N 1375 to 1575 min-1
4 : Time N 1575 to 1775 min-1
5 : Time N 1775 to 1975 min-1
6 : Time N 1975 to 2175 min-1
7 : Time N 2175 min-1 or more
7. Screen HR7
[Coolant temperature distribution]
1 : Time TW 77°C or less (Marks 1 and 2 on the bar
graph)
2 : Time TW 77 to 82°C (Mark 3 on the bar graph)
7 : Time TW 105°C or more (Mark 8 on the bar graph)
8. Screen HR8
[Hydraulic Oil temperature distribution]
1 : Time TO 45°C or less (Marks 1 and 2 on the bar
graph)
2 : Time TO 45 to 60°C (Mark 3 on the bar graph)
7 : Time TO 98°C or more (Mark 8 on the bar graph)
9. Screen HR9
[Fuel temperature distribution]
1 : Time TF 30°C or less
2 : Time TF 30 to 40°C
7 : Time TF 80°C or more

10. Screen HR10

[Load ratio distribution]
1 : Time R 30% or less
2 : Time R 30 to 40%
3 : Time R 40 to 50%
4 : Time R 50 to 60%
5 : Time R 60 to 70%
6 : Time R 70 to 80%
7 : Time R 80% or more
11. Screen HR11
[H mode high idle load ratio distribution]
2 : Time R 30 to 40%
3 : Time R 40 to 50%
4 : Time R 50 to 60%
5 : Time R 60 to 70%
6 : Time R 70 to 80%
12. Screen HR12
[S mode high idle load ratio distribution]
2 : Time R 30 to 40%
3 : Time R 40 to 50%
4 : Time R 50 to 60%
5 : Time R 60 to 70%
6 : Time R 70 to 80%
Switching any of the work mode switches for the HR1 to 12 display ON for longer than 10 seconds clears all the
usage history data.

Resetting
Resetting (RST1, 2)
MODE : Travel mode, work mode

BRK : Breaker engine speed set
L/M : Lifting magnet engine speed set
AI : Auto idle time set (1 to 30 sec.)
PA : Pump output adjustment
AU : Automatic boost rise
HLD : Previous data hold set
OUT : Oil pressure drive fan inspection mode
1) Breaker speed set
1 SELECT THE BREAKER SPEED SET (BRK) WITH THE BUZZER STOP SWITCH. (THE SELECTED ITEM SWITCHES FROM LIGHT-
ON-DARK DISPLAY TO DARK-ON-LIGHT DISPLAY.)
2 NOW, SET THE BREAKER SPEED (BRK) TO 1800 MIN-1. WHILE WATCHING THE MONITOR, ADJUST THE ENGINE SPEED WITH
THE THROTTLE VOLUME. WHEN THE ADJUSTMENT IS COMPLETE, TURN ON THE WORK MODE SWITCH FOR 10 SECONDS.
BUZZER SOUND TO INDICATE THAT THE SETTINGS HAVE BEEN MEMORIZED.
3 SWITCH OFF THE KEY SWITCH.
4 TO CHECK, SEE THE «CHK1» ENGINE SPEED.
2) Lifting magnet speed set
1 SELECT THE LIFTING MAGNET SPEED SET (L/M) WITH THE BUZZER STOP SWITCH. (THE SELECTED ITEM SWITCHES FROM
LIGHT-ON-DARK DISPLAY TO DARK-ON-LIGHT DISPLAY.)
2 NOW, SET THE LIFTING MAGNET SPEED (BRK) TO 2000 MIN-1. WHILE WATCHING THE MONITOR, ADJUST THE ENGINE SPEED
WITH THE THROTTLE VOLUME. WHEN THE ADJUSTMENT IS COMPLETE, TURN ON THE WORK MODE SWITCH FOR 10
SECONDS. BUZZER SOUND TO INDICATE THAT THE SETTINGS HAVE BEEN MEMORIZED.
4 TO CHECK, SEE THE «CHK1» ENGINE SPEED.

3) Auto idle time change
1 SELECT THE AUTO IDLE TIME CHANGE (AI) WITH THE BUZZER STOP SWITCH. (THE SELECTED ITEM SWITCHES FROM LIGHT-
2 NOW, SET THE AUTO IDLE TIME TO 10 SECONDS. TURN ON THE TRAVEL MODE SWITCH UNTL THE NUMBER REACHES 10. THE
NUMBER INCREASES EACH TIME THE SWITCH IS SWITCHED ON AND CAN BE SET FROM 1 TO 30. WHEN THE SETTING IS
COMPLETE, TURN ON THE WORK MODE SWITCH FOR 10 SECONDS. BUZZER SOUND TO INDICATE THAT THE SETTINGS HAVE
BEEN MEMORIZED.
3 TURN OFF THE KEY SWITCH.
4) Pump output change

PA=0 : Normal output mode
PA=1 : Low output mode 1 (-100 mA)
1 SELECT THE PUMP OUTPUT ADJUSTMENT (PA) WITH THE BUZZER STOP SWITCH. (THE SELECTED ITEM SWITCHES FROM
LIGHT-ON-DARK DISPLAY TO DARK-ON-LIGHT DISPLAY.)
2 NOW, SET THE PUMP OUTPUT TO LOW-OUTPUT MODE. TURN ON THE TRAVEL MODE SWITCH SO THAT THE NUMBER REA-
CHES 1, 2, OR 3. EACH TIME THE SWITCH IS SWITCHED ON, THE NUMBER DISPLAYED MOVES TO THE NEXT STEP IN THE
SEQUENCE 0, 1, 2, 3, …… WHEN THE SETTING IS COMPLETE, TURN ON THE WORK MODE SWITCH FOR 10 SECONDS. BUZZER
SOUNDS TO INDICATE THAT THE SETTINGS HAVE BEEN MEMORIZED.
5) Automatic pressure rise release setting
AU 0 0 0 0
Automatic boost rise (0=ON, 1=OFF)
Engine protection function (0=ON, 1=OFF)
*****
*****
1 SELECT THE AUTOMATIC BOOST RISE RELEASE AND ENGINE PROTECTION FUNCTION RELEASE (AU) WITH THE BUZZER
STOP SWITCH. (THE SELECTED ITEM SWITCHES FROM LIGHT-ON-DARK DISPLAY TO DARK-ON-LIGHT DISPLAY.)
2 NOW, SET THE AUTOMATIC BOOST RISE ENGINE PROTECTION FANCTION TO NONE. TURN ON THE TRAVEL MODE SWITCH
SO THAT THE NUMBER REACHES 1. EACH TIME THE SWITCH IS SWITCHED ON, THE NUMBER DISPLAYED MOVES TO THE
NEXT STEP IN THE SEQUENCE: 0000 → 0001 → 0010 → 0011 → 0000. WHEN THE SETTING IS COMPLETE, TURN ON THE WORK
MODE SWITCH FOR 10 SECONDS. BUZZUER SOUNDS TO INDICATE THAT THE SETTEINGS HAVE BEEN MEMORIZED.

6) Previous data hold condition change
Auto mode (0 = default setting, 1 = previous data held)

Work mode (0 = default setting, 1 = previous data held)
Travel mode (0 = default setting, 1 = previous data held)
*****
1 SELECT THE PREVIOUS DATA HOLD (HLD) WITH THE BUZZER STOP SWITCH. (THE SELECTED ITEM SWITCHES FROM LIGHT-
2 NOW, SET THE WORK MODE TO PREVIOUS DATA HOLD.
SWITCH THE TRAVEL MODE SWITCH ON SO THAT THE NUMBER REACHES 1.
EACH TIME THE SWITCH IS SWITCHED ON, THE NUMBER DISPLAYED MOVES TO THE NEXT STEP IN THE SEQUENCE:
0000 0001 0010 0011 0100 0101 0110 0111 1000 1001 1010 1011 1100 1101 1110 1111
700-1-04-04-07BJ2
When the setting is complete, switch the work mode switch ON for 10 seconds. The buzzer buzzes to
announce that the storing the setting into memory is complete.
8) Maintenance time setting
1 MOVE TO RST2 WITH THE BUZZER STOP SWITCH AND SELECT (2). (THE SELECTED ITEM SWITCHES FROM LIGHT-ON-DARK
DISPLAY TO DARK-ON-LIGHT DISPLAY.)
2 THE NUMBER DISPLAYED SHOWS THE TIME FOR DISPLAYING «MAINTENANCE TIME». THE DISPLAY IMMEDIATELY AFTER THE
SELECTION IS THE DEFAULT MAINTENANCE TIME. EACH TIME THE TRAVEL MODE SWITCH IS TURNED ON, THE NUMBER DIS-
PLAYED MOVES ONE STEP THROUGH THE CYCLE «0050->0250->0500-> 1000-> 2000-> 5000-> 0050-> 0250…».
WHEN THE SETTING IS COMPLETE, TURN ON THE WORK MODE SWITCH FOR 10 SECONDS. BUZZER SOUNDS TO INDICATE
THAT THE SETTINGS HAVE BEEN MEMORISED.
* If the buzzer stop switch is held ON for 20 seconds, the time until maintenance display (1) is reset.
9) Injector test mode
1 MOVE TO RST2 WITH THE BUZZER STOP SWITCH AND SELECT (3). (THE SELECTED ITEM SWITCHES FROM LIGHT-ON-DARK
DISPLAY TO DARK-ON-LIGHT DISPLAY.)
2 NOW, AFTER THE ENGINE HAS BEEN STARTED, INJECTOR TEST MODE IS TO BE SET HERE. TURN ON THE TRAVEL MODE
SWITCH SO THAT THE NUMBER REACHES 1. THE NUMBER TOGGLES BETWEEN 0 AND 1 EACH TIME YOU SWITCH ON THE
SWITCH.
WHEN THE NUMBER REACHES 1, THE ENGINE SPEED IS FIXED AT 500 MIN-1.
3 FOR THE INJECTOR TEST MODE, THE PREVIOUS TIME'S DATA IS RESET. IN OTHER WORDS, EVEN IF THE KEY SWITCH IS TUR-
NED OFF WITH A VALUE SET, THE NEXT TIME THE KEY SWITCH IS TURNED ON, THE MODE IS NORMAL MODE.

To confirm the excavator model selection

MACHINE CODE RE-INITIALISATION
1. Starter key switch ON, the screen below appears.
2. Press 10 secondes the Auto mode switch, the screen below appears.
MACHINE : SH0300- 4
TERRITORY : 3 LANGUAGE : 5
CONT. P / N KHR3320
3. Press again 10 secondes the Auto mode switch, the screen below appears and the audible warning device will
sound.
MACHINE : SH ? -3
TERRITORY : ? LANGUAGE : ?
CONT. P / N KHR3320
4. Turned OFF the starter key switch.

MACHINE INFORMATION
Setting of machine model 4. Press the travel mode switch until the required des-
tination code is displayed.
The excavator model is selected after re initialising the
machine code or replacing an electronic control box. Destination Pressure
Destination T° unit
1. Key switch ON, the screen below appears and «?» code unit
for machine is selected: 3 EUROPE MPa °C
4 Rest of world KgF °C
MACHINE: SH ? -4 5. Press the work mode switch. The screen below
appears and «?» for language is selected.
TERRITORY:? LANGUAGE:?
CONT. P / N KHR3320 MACHINE: SH0300- 4
TERRITORY: 3 LANGUAGE: ?
2. Press the travel mode switch until the required
machine code is displayed.
CONT. P / N KHR3320
MACHINE CODE MACHINE MODEL
SH0120 CX130 6. Press the travel mode switch to display the
required language code:
SH0150 CX160 0 = Japanese
SH0180 Not used 1 = English
SH0200 CX210 2 = Thai
3 = Chinese
SH0220 CX240 4 = German
SH0250 CX290 5 = French
SH0300 CX330 6 = Italian
7 = Spanish
SH0400 CX460 8 = Portuguese
SH0700 CX700 9 = Dutch
SH0800 CX800/E805 10 = Danish
11 = Norwegian
12 = Swedish
13 = Finnish
MACHINE: SH0300- 4
14 = Icons
MACHINE: SH0300- 4
CONT. P / N KHR3320
TERRITORY: 3 LANGUAGE: 5
3. Press the work mode switch. The screen below
appears and «?» for territory is selected. CONT. P / N KHR3320
Example:
MACHINE: SH0300- 4
The screen above corresponds to a CX330 model
TERRITORY: ? LANGUAGE:? excavator for Europe in French.
CONT. P / N KHR3320

7. After selecting the machine code, the destination 11. Press the auto mode switch again and the work
code and the language code, press the auto mode screen will appear:
switch and the screen below will appear:
CS00F521
CS00F533 12. Re-initialising the data

Then the work screen is displayed: In the excavator model selection screen, if the auto
mode switch is pressed for 10 seconds, all the data
will be erased and the audible warning device will
sound.
If the key switch is turned OFF and then ON, the
screen below will appear and the procedure starts
again from the beginning.
MACHINE: SH ? -4
CS00F521
8. If the machine code does not correspond to the
engine controller installed, the error code: «E.
CONT. ERROR» appears on the screen and the CONT. P / N KHR3320
audible warning device sounds.
MACHINE: SH0300- 4 Changing the language code

Display the excavator model confirmation screen
TERRITORY: 3 LANGUAGE: 5 (press the auto mode switch for 10 seconds).
To change the language code, press the travel mode
CONT. P / N KHR3320 switch to display the required code.
To confirm the language code, press the work mode
E. CONT. ERROR switch and the audible warning device sounds.
Turn the key switch to OFF.
9. Check that the machine code corresponds to the

engine controller installed on the excavator. MACHINE: SH0300- 4
- If the machine code is wrong, start the procedure
again from the beginning. TERRITORY: 3 LANGUAGE: 1
- If the engine controller installed is not correct,
change it. CONT. P / N KHR3320
10. To confirm the excavator model selection, press Example:

the auto mode switch for 10 seconds:
In the screen opposite, the language code has chan-
The screen below will appear
ged from 5 (French) to 1 (English).
MACHINE: SH0300- 4
TERRITORY: 3 LANGUAGE: 5
CONT. P / N KHR3320



Display of engine information 800.1.04.04.08H
RST Injector number

CHK MODE ,S 4 0060 MODE Selection places when entering ID code
7
1 0089 5 4005
2 8008 6 0000 4 e f g h
3 9543 7 0A79 1 a b c d 5 m n o p
2 i j k l 6 u v 0 0
800.1.04.04.08H
3 q r s t 7 w x 0 0
Example:
Ab: Engine code
Engine controller (ECM) num- 898008-9543 C to x: QR code
ber * 2 places of figure on the left both at the 6th and the
7th lines are fixed to 0.
Engine serial number 604005
Q adjustment number A79 Example:
Engine controller (ECM) number: A to J

* 2 places of figure on the left at the 1st line are fixed to ID code ID code
0.
553 A 6B18
1 0 0 A B 361 F 3017
2 C D E F
1 9 4 4 5200
3 G H I J
Engine serial number: K to P Injector

* 2 places of figure on the left at the 4th line are fixed to
0.
4 0 0 K L
5 M N O P
800.1.04.04.08L-1
List of engine code-machine models applied.
Q adjustment number: Q to S
* 1 place of figure on the left at the 7th line is fixed to 0.
ab Engine code 4 Machine models
55 6HK1 5 CX330, CX350
7 0 Q R S
5B 6UZ1 6 CX460
63 6WG1 7 CX700/800, E805
Re-setting of engine information

1st line 4th line
CHK MODE ,S 4 0060 2nd line 5th line
7 3rd line 6th line
1 0089 5 4005
7th line
2 8008 6 0000
3 9543 7 0A79 800.1.04.04.08L-2

Selection of injector
RST11 : Injector number 1
RST MODE Hi, S 4 0000
11
1 0000 5 0000 RST14 : Injector number 4
2 0000 6 0000 RST16 : Injector number 6
3 0000 7 0000
1 SELECT AN INJECTOR NUMBER (RST11 ->RST12 . . . ->RST116) INTENDING TO CHECK OR ENTER WITH THE BUZZER STOP
SWITCH.
2 THE INJECTOR NUMBER ON THE FAN SIDE IS ASSIGNED AS 1 AND THE ONE ON THE PUMP SIDE AS 6 (REFER TO THE FIGURE
BELOW).
Fan Pump
Engine
Remarks:
1 ENGINE INFORMATION RE-SETTING SCREEN WILL APPEAR FROM ANY SERVICE SUPPORT SCREEN BY TURNING THE ONE-
TOUCH IDLE SWITCH ON FOR MORE THAN 10 SECONDS.
2 ALTHOUGH THE ENGINE CAN BE STARTED WHILE THE ENGINE INFORMATION RE-SETTING SCREEN IS BEING DISPLAYED,
THE ID CODE CANNOT BE ENTERED.
Entering injector ID code (after injector has been replaced)

MODE Hi : Upper 2 places of figure on each line
MODE Lo : Lower 2 places of figure on each line RST MODE Lo, S 4 6B18
11
1 553A 5 3017
2 361F 6 5200
3 1944 7 4F00
800.1.04.04.08L.2
3 KEEP ON ENTERING THE ID CODE AND ENTER LOWER 2
PLACES OF FIGURE ON 2ND LINE HERE. (AT THIS TIME,
RST MODE Hi, S 4 6B18 THE 2ND LINE IS INDICATED "LIGHT-ON-DARK "AND THE
11 MODE SHOWS "LO".) FOR SETTING THE UPPER PLACE
OF 2 PLACES, SINCE THE FIGURE SHIFTS IN THE
1 553A 5 3017 ORDER OF "0 → 1 → 2 . . . 9→ A → B → C → D → E → F
→ 0 . . ." EACH TIME THE TRAVEL MODE SWITCH IS TUR-
NED ON, SELECT "1" HERE. FOR SETTING THE LOWER
2 361F 6 5200 PLACE OF 2 PLACES, SINCE THE FIGURE SHIFTS IN THE
ORDER OF "0 → 1 → 2 . . . 9 → A → B → C → D → E → F →
0 . . ." EACH TIME THE TRAVEL MODE SWITCH IS TUR-
3 1944 7 4F00
NED ON, SELECT "F" HERE.
1 SELECT THE REPLACED INJECTOR NUMBER 1 (RST11) 4 CHECK THAT ANY LINE DOES NOT INDICATE "LIGHT-ON-
WITH THE BUZZER STOP SWITCH. DARK " AFTER COMPLETION OF ENTERING ALL ID
2 EACH TIME THE AUTO MODE SWITCH IS TURNED ON, 2 CODES BY REPEATING STEPS 2) AND 3) ABOVE, THEN
PLACES OF FIGURE TO BE SELECTED WILL SHIFT IN TURN THE WORK MODE SWITCH ON FOR MORE THAN
THE ORDER OF "1HI → 1LO → 2HI → 2LOW → 3HI → 3LO 10 SECONDS TO ALLOW DATA COMMUNICATION WITH
→ 4HI → 4LO → 5HI → 5LO → 6HI → 7HI → 1HI . . ." . THE ENGINE CONTROLLER (ECM). THE BUZZER
(SELECTED LINE WILL CHANGE FROM "LIGHT-ON-DARK" SOUNDS WHEN THE DATA HAVE BEEN WRITTEN COR-
TO "DARK-ON-LIGHT" INDICATION.) RECTLY.
NOTA: The buzzer will not sound in case where any

one of figures has been mistakenly entered. When the
key is turned OFF without sounding the buzzer, the ID
codes already memorized remain unchanged.
6 ACCESS THE ENGINE INFORMATION SETTING SCREEN
AGAIN TO CHECK THAT THE DATA HAVE BEEN REWRIT-
TEN CORRECTLY.

Entering sheet of ID code of injector

Example: Injector N° 3
ID code ID code RST MODE II H 4 8080

13
1 6380 5 5F80
553A 6B18
3 6 1 F 3017
2 8080 6 8000
1 9 4 4 5200
3 6880 7 5400
Injector
Injector N° 4
RST MODE II H 4 8080

14
1 6380 5 6880
800.1.04.04.08L-1
Fan Pump
Engine 2 8080 6 8000
3 8071 7 7A00
Injector N° 5
800.1.04.04.08K-1
Injection ID code
15
1 6380 5 5080
2 8080 6 8000
800.1.04.04.08K-1
Injector N° 1 3 806E 7 5D00
Injector N° 6
11
1 6380 5 5880
16
2 5F80 6 8000 1 6380 5 6880
3 8058 7 BC00 2 8080 6 9E00
Injector N° 2 3 9880 7 8D00

12
1 6380 5 8080
2 8080 6 8000
3 8080 7 6300

ANTI-THEFT DEVICE
To prevent the machine from being stolen it is possible to Step 4
use the anti-theft system, which makes it necessary for a
special code to be entered before the machine can be 3
operated.
Your CASE Dealer can do this for you.
Once this operation has been performed, a special
access code has to be entered each time you start the
engine.
IMPORTANT: Once the code has been entered, do not
forget it, as it can not be changed without consulting
your CASE Dealer.
Entering the code

Step 1 Once all four digits have been entered, press button (3) for
the code to be entered in the system. The audible alarm
Place the starter switch key in “ON” position. device will sound.
Step 2
Step 5
To finish entering the code, place the starter switch key in
“OFF” position.
IMPORTANT: Remember to keep careful note of the
code number, because if you forget it, it will not be pos-
sible to enter a new one without consulting your CASE
Dealer.
Using the anti-theft device

The anti-theft device has to be actuated when you are
shutting down the engine. Turn the starter switch from
he message “Password” and four boxes will appear on the “ON” to “OFF”, “ON” to “OFF” for about 2 seconds at a
display screen. time until the audible alarm device sounds. The anti-theft
device is now operational and before being able start the
Step 3 engine you will have to enter the access code.
You are not obliged to activate the anti-theft device. If you
2 so wish, when shutting down the engine, simply place the
starter switch key in the “OFF” position and it will not be
necessary to enter the access code to start the engine.
Entering the access code

If the anti-theft device was activated the last time the
engine was shut down, then it will be necessary to enter
1 the access code before being able start it again.
Step 1
Place the starter switch key in the “ON” position.
To enter the code (e.g. 1234) press button (1) the same
number of times as the digit selected (e.g. once), then
press button (2) to proceed to the second digit. Press the
button (1) same number of times as the second digit (e.g.
twice) and then press button (2) to proceed to the third
digit. Repeat the procedure for the third and fourth digits.

Step 2
2
To enter the code (e.g. 1234), press button (1) the same
The message “Password” and four boxes will appear on number of times as the digit selected (e.g once) then press
the display screen. button (2) to proceed to the second digit. Press the button
(1) same number of times as the second digit (e.g. twice)
Step 3 and then press button (2) to proceed to the third digit.
Repeat the procedure for the third and fourth digits.
Push the Auto mode switch.
CHANGING THE ACCESS CODE FOR THE ANTI-THEFT SYSTEM

3. Turn the starter key switch to ON and then OFF.
4. Reconnect the two wires (A) (B) covering the anti-
theft system.
5. Turn the key switch to ON, enter the new code.
Nota: When the anti-theft system is in use, the swing is

locked, the engine stay at the idle RPM and the engine
A power is minimum.
A. Hood
A B
A. Violet wire marked 469 female plug

B. Black wire marked 621 male plug
C. Radio connector
1. Remove the hood (A) located behind the operator’s
seat.
2. Disconnect the two wires (A) (B) covering the anti-
theft system.

MAINTENANCE
Message Buzzer stop switch
SERVICE DUE
This message shows that the 500 hours service interval is due. The message is displayed five times when the engine is started
up, for 1 minute.
After the maintenance has been done, to reset the service due timer, push the buzzer stop switch for 20 secondes.

CX330-CX350 5 - ELECTRIC AND ELECTRONIC CIRCUITS
TABLE OF CONTENTS
Specials tools
Specifications
Components layout
Fuel Injection Control (Common rail type)
General location of the components (inside the cab)
Relays and main fuses (battery compartment)
Fuse box
Display
Electric circuits operation explanation

System Chart of Function
Engine Control
Work mode selection
Throttle Control
Idling Control (Auto/One-touch)
Breaker mode
Auto Prehead (Glow Control)
Auto Warm up
Overheat Protection
Atmospheric Pressure Compensation
Control When Starting Engine
Control When Stopping Engine
Emergency Stop of the Engine
Function locking
Power boost
Swing brake
Travel mode
Power shut-off delay
Fuel Supply Pump Control (Automatic stop) Option
Power Transistor Protection
Monitor Display
Normal Display
Message Display
Electrical system troubleshooting

Procedure
Electrical inspection of components

5 - ELECTRIC AND ELECTRONIC CIRCUITS CX330-CX350

OUTILS SPECIAUX
1 Colis de connecteurs de service CAS 30039

2 Multimètre CAS - 1559
SPECIFICATIONS
Système électrique 2 batteries de 12 volts branchées en série avec négatif à la masse

Tension de système électrique 24 volts
Batteries CX330 128 Ah
Alternateur 24 volts, 50 ampères
Régulateur de tension incorporé, sans réglage
Démarreur 24 volts / 7 Kw, commandé par relais

GENERAL LOCATION OF THE COMPONENTS (INSIDE THE CAB)
M3 A4
S54
S15 S16
S51
P1
S63 S14
S17 R3
S53 S1
S64 P6
S13 E4
E52 E51
F21
X8
A1
A2 B61
K5 K6 K4 K3 K2 K33 U1
CS02M538B

A1 Computer
A2 Engine controller
A4 Wiper controller
B61 Sunload sensor
E4 Cab light
E51 Cigarette lighter
E52 Air conditioner
F21 Fuse box
K2 Relay-glow plug
K3 Relay-horn
K4 Relay working light
K5 Relay-rotary light
K6 Relay-air conditioner condenser fan
K33 Main relay
M3 Wiper motor
P1 Instrument panel
P6 Air conditioner control panel
R3 Throttle volume
S1 Key switch
S13 Overload switch
S14 Breaker/crusher switch
S15 Horn switch
S16 One touch idle
S17 Boom raising priority switch
S51 Hydraulic function cancellation lever switch
S53 Door limit switch
S54 Front window limit switch
S64 Cooling hydraulic motor switch
U1 DC-DC (24 V-12 V) converter
X8 Radio connector

Switches and LCD:
P4 S2 S3 S4 S7 S8 S9 P5
S5 S22 S10 S11 S12
P4 Monitor display
P5 Hourmeter
S2 Travel mode switch 1 2 3 P4
S3 Work mode switch
S4 Auto mode switch
S5 Cushion control switch
S7 Audible alarm cut out switch
S8 Swing brake switch
S9 Emergency engine stop switch
S10Working light switch
S11Wiper switch
S12Washer switch
S22Rotary light switch (Europe only) 4 5 6
S22Free swing switch (North America only)
1 Travel speed indicator

2 Work mode indicator
3 Idle mode indicator
4 Coolant temperature indicator
5 Hydraulic oil temperature indicator
6 Fuel level indicator

Left console (Switches)
S13 S14 S
S13 Overload indicator switch

S14 Breaker/crusher switch (option)
S Bucket quick coupler switch



RELAYS AND MAIN FUSES (BATTERY COMPARTMENT)
F23 F24 F25 F22
K7
K8
700.1.04.07.20A2
1 Battery cable
F22 Fuse 20 A; main fuse for F11 and F12 circuits
F23 Fuse 65 A; main fuse for F3 to F10 and F13 to F20 circuits
F24 Fuse 20 A; main fuse for F2 circuit
F25 Fuse 20 A; main fuse for F1 circuit
K7 Relay battery
K8 Relay safety

FUSE BOX
CM00E005
F1 Fuse 20 A: Engine controller

F2 Fuse 5 A: Computer control, instrument panel and diagnostic test socket
F3 Fuse 20 A: Computer power
F4 Fuse 10 A: Hydraulic function cancellation lever switch
F5 Fuse 10 A: Air conditioner condenser fan
F6 Fuse 10 A: Rotary light
F7 Fuse 20 A: Fuel filler pump
F8 Fuse 10 A: Fuel feed pump
F9 Fuse 30 A: Glow plug
F10 Fuse 15 A: Option line and lubricator connector
F11 Fuse 10 A: Back-up
F12 Fuse 20 A: Key switch
F13 Fuse 20 A: Heater /air conditioner
F14 Fuse 5 A: Air conditioner compressor
F15 Fuse 15 A: Working light
F16 Fuse 15 A: Working light (not used)
F17 Fuse 10 A: DC converter (24V - 12V)
F18 Fuse 15 A: Wiper and washer
F19 Fuse 15 A: Horn
F20 Fuse 15 A: Cigarette lighter and cab seat compressor adjustment

ELECTRIC CIRCUITS OPERATION EXPLANATION

System Chart of Function
ITEM FUNCTION METHOD
1 Engine control Electronic control (common-rail)
2 Work mode selec- a) H/S/L mode Maximum engine speed, pump current,
tion and pressurizing solenoid valve are con-
Machine setting can be selected accord-
trolled according to the selected work
ing to conditions such as of workload or
mode.
fuel efficiency preference, and lifting
operation.
b) Auto-mode Selection of auto-mode allows the load to

be calculated with pressure of negative
Suitable work mode is automatically
control P1 and P2 which in turn work
selected.
mode is switched.
c) Load prefectch control Pump current and engine controller are

controlled by signal from pressure switch.
Pump current is kept at 0 mA while
machine is not being operated.
3 Throttle control Engine can be controlled continuously Engine speed is adjusted by control of
from idling to high idling speed by opera- throttle valve.
tor's instruction.
4 Idling control Engine speed can be switched to/form Pushing knob of switch on the right allows
idling by control of onetouch switch. the engine to run idle and pushing it again
to return it as it was.
It makes engine to run idle while Selection of auto-idle allows the engine to
machine is not being operated. run at idling speed automatically in 5 min-
utes after he lever is shifted to its neutral.
Shifting lever makes the engine to return
to its normal speed automatically.
5 Breaker mode Pressing the breaker pedal allows the Turning ON the pressure switch in breaker
engine to run at the set speed automati- pilot line allows the engine to run at previ-
cally and boosting pressure will be cut. ously set speed. Also, pump current will
be set as that in S-mode and boosting
pressure is to be cut.
6 Auto preheat It helps the engine to start easily at a low Depending on cooling water temperature
temperature. Also, it stabilizes engine at the time when the key switch is turned
speed immediately after start of the ON, the glow plug is energized for a
engine to reduce exhausting smoke. period of time being set. It is to be ener-
gized for a certain period of set time after
the engine has been started to reduce
exhausting smoke.
7 Auto warm-up When coolant temperature is low, it In case where no operation of the
allows the engine to start warming up machine after the engine has been started
automatically after it has been started. is carried out when coolant temperature is
low, it automatically increases engine
speed gradually to warm it up.
8 Overheat protec- When engine coolant temperature has When coolant temperature goes over
tion been increased, reduce injection quantity 108°C, reduce fuel injection quantity.
to protect engine. Coolant temperature sensor to ECM.

9 Correction of It prevents black smoke and engine damage Fuel is to be restricted by an atmospheric
atmospheric when intake air quantity is decreased such sensor when altitude is over 2000
pressure as operating in highland. meters.
1 Control on It increases fuel injection according to cool- It monitors coolant temperature when it is
0 engine start ant temperature to improve starting perform- under 0°C. It watches a lapse of time
ance.It improves starting performance when after cranking has been started.
sufficient fuel fails to be injected due to wear
in the machine as it has been operated for a
long time.
1 Engine stop con- Engine controller (ECM) recognizes engine It stops fuel injection from injector.It
1 trol key OFF by turning key switch OFF insructs pressure control valve to opened
fully. It makes EGR valve to be fully open.
1 Emergency Emergency stop switch is set up with no Signal of emergency stop switch is trans-
2 engine stop engine stop by key switch in mind. ferred to engine controller (ECM) to per-
form engine stop control.
1 Lever lock It allows the machine not to be operated by When the lever is raised by control of the
3 control of levers while cab is being moved gate lever on the left console, the lever
Up/Down or when the machine will not be lock solenoid turns OFF which in turn
needed for operation. pilot pressure is cut off.
1 Auto boost con- Boost control Whether boost of pressure is needed or

4 trol not is judged by the input data on load
It increases main relief pressure by approx.
factor of the engine and on pump dis-
10%.
charge pressure. (Boosting for 8 sec-
onds.)
Boost -cut control Boosting will not function when travelling

and reserve pressure switches are
It does not allow boosting according to a cer-
turned OFF.
tain condition to protect machine and equip-
ment.
1 Swing lock It disables swing even when the swing lever Turning ON the swing lock switch allows
5 is mistakenly controlled. the swing brake solenoid to be energized
to actuate mechanical brake.
1 Swing brake When swing lock is OFF, in order to protect It controls swing brake solenoid valve by
6 control swing device, it controls swing mechanical the data obtained from switches of swing,
brake ON/OFF automatically according to attachments, and travel pressure, and
operating conditions. also from pump discharge pressure.
1 Travel speed It allows travel speed to switch to either one It controls solenoid valve by the travel
7 switching-over of 2 levels. mode switch to switch over tilt angle of
swash plate in the traction motor.
1 Travel alarm Alarm buzzer functions when travelling. Travel pressure switch controls the
8 buzzer.
1 Power shut-off This ensures power supply for engine stop It allows a time-lag until main relay shuts
9 delay function. off after key switch has been turned OFF.
2 (Option) It makes an automatic stop when fuel tank Enter signal of fuel sensor to turn OFF
0 becomes full on refueling. switch.
Fuel supply
pump control

2 Power transistor It protects controller in case where a cir- Over-current detection shuts off transis-
1 protection cuit connected to transistor output is tor output.
short-circuited.
2 Travel speed a) Normal display Temperature of hydraulic oil and of cool-

2 switching-over ant temperature, and fuel level are dis-
It displays current status of the machine.
played in bar graphs on LCD monitor
and work/travel mode is also displayed.
b) Message display Each information is to be displayed by

letters on LCD monitor.
Warning.
Functioning operation.
When to service the machine

ENGINE CONTROL
Fuel Injection Control (Common rail type)
1. Process to determine quantity of fuel injection
1) System diagram
Engine control module (ECM)
INPUT Standard fuel injection

CAN communication Machine
Boost sensor control unit
CKP sensor
G sensor
Correction of:
-Engine coolant temperature
-Atmospheric pressure
-Fuel temperature boost
pressure
-Between cylinders
-Q adjustment
-QR
Correction
Decision of
Open/Close Decision of timing for
timing of SCV energizing injector coil
Common rail
pressure sensor
Common rail Injector coil
SCV
Supply pump
Injector
Fuel tank
700-1-04-01-23ADA
2) Operation
Engine controller (ECM) gets information (signal from mounted sensors) such as engine speed and engine load.
Based on the information, ECM sends electric signals to supply pump and to injector to make a proper control of
fuel injection quantity and injection timing for each cylinder.
1) Injection quantity control
Based mainly on engine speed and load given to actual machine, Injection rate control is carried out for optimum
injection by controlling fuel injector.

2) Injection pressure control

Injection pressure is controlled by control of fuel pressure in the common-rail.
The right pressure in the common-rail is calculated by using engine speed and fuel injection quantity.
The supply pump and the pressure control valve are controlled according to the calculated pressure so that it can
discharge proper quantity of fuel to pressure-feed into the common-rail for control.
3) Injection timing control
The control substitutes timer function and an appropriate fuel injection timing is calculated by mainly using engine
speed and fuel injection quantity to control the injector.
4) Injection rate control
In order to improve fuel consumption in the cylinder, a small amount of fuel is injected (pre injection) for ignition at
first, then 2nd time injection (main injection) into the ignited cylinder is carried out.
In this control, the injection quantity control in section 1) and the injection timing control in section 3) are carried
out by controlling injector.

2. Mounting position of accessories related to engine

Engine
B3 B50 B51 B47 harness
connector B1
B49
B6
B48
S62
R5
A2
EST
connector
ECM memory
clear
330.1.04.01.24AE2
B1 Coolant temperature sensor
B3 Fuel temperature sensor
B6 Air intake temperature sensor
B47 Boost pressure sensor
B48 Atmospheric pressure sensor
B49 Crankshaft position sensor (or engine speed sensor (flywheel mounted))
B50 Camshaft position sensor (or G sensor: cylinder recognition sensor (detects rotation of cam shaft))
B51 Boost temperature sensor
R5 Fuel sensor
S62 Air cleaner sensor

3. Appearances of accessories related to the Tier 3 emission control regula-

tion
A2. Engine controller (ECM)
700-1-04-01-23AF
Controller for the engine meeting Tier 3 emission control regulation (hardware is common to the vehicle).
Quantity of pin is 121 as against 104 for the engine meeting Tier 2 emission control regulation.
In area indicated by an arrow, ISUZU part number and TRANSTRON part number, and serial number are
recorded.

B1. Coolant temperature sensor 700.1.04.01.23AJ

1 Power, positive (+)
2 Power, negative (-)
3 Output
B49. Crankshaft position sensor
700.1.04.01.23AG
1 Power, positive (+)
2 Power, negative (-)
3 For water temperature indicator (not in use)
B3. Fuel temperature sensor

700.1.04.01.23AL
B50. Camshaft position sensor (or G sen-

sor)
330.1.04.01.24AI
B6. Intake air temperature sensor

330.1.04.01.24AM
B51. Boost temperature sensor
700.1.04.01.23AH
700.1.04.01.23AH
B47. Boost pressure sensor R5. Fuel level sensor
700.1.04.01.23AK
700.1.04.01.23AO
B48. Atmospheric pressure sensor S62. Vacuum sensor

Operating negative pressure: 6.27 ± 0.29kPa.
700.1.04.01.23AN

WORK MODE SELECTION

1) Circuit configuration
Y7
S3 1
S4
3
P4 2 A1 A2
P1
700-1-04-01-23AP
1 Engine
2 SERIAL communication
3 CAN communication
A1 Computer
P1 Instrument panel
P4 Monitor display
S3 Work mode switch
S4 Auto mode switch
Y7 Main pump proportional solenoid
2) Timing diagram
S3
S4
700-1-04-01-23 AQ
S3 Work mode switch
S4 Auto mode switch

3) Mode selection switch

1. If the machine was in H/S/L mode and was turned off by the key switch, it will restart in S-Mode when it is turned
on through the key switch again. (The previous data is reset.)
2. By pressing the work mode switch (S3), the modes alternate as follows: S→H→L→S→H.
3. No matter what mode is selected (S4) to start with, pushing the auto-mode switch (S4) once will switch the mode to
«auto». Pushing the switch again will switch the auto-mode to S-mode, regardless of the mode that was selected prior
to auto-mode.
4. During the auto-mode operation, the work mode switch stays deactivated. The switch will not work to change modes.
5. After the machine has been turned off with auto-mode selected, it will restart in the auto-mode even when the key
switch is turned on. (Previous data is retained.)
4) Operation
1. Pushing the mode switch on the monitor display will send a signal to the controller. The controller then switches
modes according to the signal it received.
2. The controller signals the currently selected mode to the monitor via serial communication. The LCD screen switches
according to the data sent.
3. The controller transmits the current mode to the engine controller via CAN communication. The engine controller reg-
ulates the engine governor according to the data.
4. Also, the engine controller transmits via CAN communication the data on current mode and the actual engine speed.
5. The controller determines the pump current based on the following data: current mode, actual engine speed, target
engine speed. The controller then transmits the result to the pump.
6. The LCD on the monitor switches, reflecting the transmission received from controller via serial communication.

A) Auto Modes
1) Alteration
The current value of «I min» in mode H is set up between mode S and mode L.
The engine speed sensing control is carried out even in mode S and «I maxi» is set to the current value equivalent
in mode S and «I min» to the same as «I min» of mode H.
The engine speed sensing control is carried out even in auto mode and control it within the range from «I maxi» to
the current value «I min» to the same as «I min» of mode H for both Sa and La.
2) Purpose
It lowers pump output automatically to cope with drop of engine power due to use of poor quality fuel and operation
in highland.
It applies optimum load with fuel cost and cycle time in mind when operated in automatic mode.
Y7
P1 A1 A2 1
700-1-04-01-23AP
1 Engine
A1 Computer
P1 Instrument panel

Max.torque point = X engine speed
H mode
A
S mode Torque
A mode
Target speed (min-1)
B
L mode H mode
Engine horsepower
C
S mode
Horsepower
L mode
900
0 0.5 4.5 5.0

Trottle volume (V)
900 C B A
HImax ((1) mA)
Engine speed (min-1)
Quantity of flow (Q)
SImax ((2) mA) H mode
S mode
Imin=L mode ((3) mA)
Pressure (P)
P-Q chart of pump
700.1.04.01.23AT2
Mode H:
When engine speed is between A rotation and X rotation at maximum torque point, it controls current value range from
HI maxi ((1) mA) to I min ((3) mA).
Mode S:
When engine speed is between B rotation and X rotation at maximum torque point, it controls current value range from
SI maxi ((2) mA) to I min ((3) mA)
Mode L:
When engine speed is C rotation, current value is of mode L ((3) mA).
Auto mode:
Sa:
When engine speed is between B rotation and X rotation at maximum torque point, it controls current value range from
((1) mA) to l min ((3) mA).
La:
When engine speed is between C rotation and X rotation at maximum torque point, it controls current value range
from HI maxi ((1) mA) to I min ((3) mA).

4) Operation in mode H, S, and L

1. When the target speed of the engine is lower than the speed at maximum torque, the pump current comes to the cur-
rent value in mode L even if it is operated in mode H or S. (To prevent engine stop).
2. When operating travel alone even it is operated in mode L, the current value in mode S is to be taken (to prevent end-
less travelling).
3. When using a backup line (breaker, crusher etc.), the current value in mode S is to be taken.
4. Even if it applies to the section 2) or 3) above, the current value in mode L is to be taken in the case of section 1). (To
prevent engine stop.)
5. When in auto idling, put the idling engine speed at 1200 min-1. (For measures against black smoke generated when
restoring engine speed by manual control of lever).
6. When temperature of engine cooling water is too low or when power-supply voltage applied to the engine controller is
too low, increase the idling speed to prevent over-cooling and/or running out of battery.
5. Operation in auto mode
1. When auto mode has been selected, start the machine with mode La first then select mode «Sa» according to
working conditions.
2. In addition, the mode can be changed automatically from Sa to La.
3. When water temperature is less than 50°C (122°F) and oil temperature is less than 25°C (77°F), control in auto mode
will not be carried out even if the auto mode has been selected and the mode is fixed to La selected on starting.
4. Once water temperature reaches more than 50°C (122°F) and oil temperature more than 25°C (77°F) however, con-
trol in auto mode starts and continues operating in this mode if water and/or oil temperature is dropped again.
5. If travel pressure switch is turned ON during control in auto mode, work mode will not be changed over while it is being
turned ON.
6. (If travel pressure switch is turned ON during control in mode Sa, mode Sa is to be held, and similarly if the
switch is turned ON during control in mode La, this mode is to be held).

Set value in each mode
Mode Designation Unit Set value

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

B) Load pre-fetch control

1) Purpose
Pump current is controlled as measures against black smoke.
Y7
B26
A2
B27
A1
700.1.04.01.23AU
1 Engine
A1 Computer/Controller
B26 Upper pilot pressure switch (yellow band)
B27 Travel pilot pressure switch
3) Operation
1. When no operation is carried out (attachment and travel pressure switches OFF), the pump current is always 0
mA regardless of operation mode and engine speed.
2. When attachment or travel pressure switch is turned ON, the controller provides pump current so that it can get
to the set current for the work mode being selected after 0.8 second.
* No control for decreasing transient load has been employed for machines above current model of CX330.
Control for decreasing transient load is illustrated below:
Since engine response (or returning property) has been improved (or no difference between target speed and actual
speed), if an abrupt engagement of the lever from inching operation is carried out, and when difference between target
speed and actual speed reaches within 150 min-1, pump current of 0 mA is to be applied to ease the engine load.
This is for the purpose of taking measures against black smoke and of prevention from engine stop.

THROTTLE CONTROL
The analog voltage signal from throttle potentiometer is provided to the controller in the machine to transfer it to the
engine controller (ECU) via CAN communication circuit together with work mode.
1) Purpose
Engine speed can be set by no dependence of the engine controllers on ISUZU side.
TARGET SPEED ENGINE SPEED
5V
THROTTLE VOLUME SIG CAN-H

A2 1
GND
A1 CAN-L
ENGINE
CONTROLLER ENGINE CONTROLLER H mode
5.0
S mode
A
L mode
B
C
Input voltage (V)
A mode
900
0 100 0 0.5 4.5 5.0
Throttle Volume Position (%) Input voltage (V)
700.1.04.01.23AV
1 Engine
3) Operation
1. The controller determines the target speed from the position of throttle potentiometer and the work mode currently
being entered to transfer the data to the engine controller (ECM) via CAN communication circuit.
2. ECM determines fuel injection quantity from the calculated target speed and the data obtained from each sensor
(such as actual engine speed, fuel temperature, and boost temperature) to transfer it to the supply pump and to the
injector for engine control.
3. When the engine is rotated at a speed less than that at the maximum torque by controlling throttle potentiometer, the
pump current becomes that of mode L even if work mode is selected either to mode S or to mode H.
4. When CAN communication linking between the controller and the engine controller (ECM) is stopped, the engine
speed is fixed to a certain specified speed and the throttle potentiometer specifying engine speed will not be
functioning. (Specified speed: 1350min-1).
The specified speed, for the purpose of emergency escape, has been set as the engine speed which will not
damage the breaker while the engine is running.

1
5 - 28
ENGINE
K7
S1
EGR MOTOR
R3
3LR GLOW PLUG
BATTERY RELAY U
KEY SWITCH V M
THROTTLE
CN.A6
B G1 G2 ACC M ST W
VOLUME
M15
R1
HEAT EGR POSITION
1.25LgR 0.75WB 8
OFF 0.75GB 7 SENSOR
ACC 1.25RW 1 1.25RW 0.75YB 6
WR
ON 0.75WG 4
U
1.25LgR 3 1.25LgR 0.75G 3
ST V
0.85GrR 4 0.85GrR 0.75YG 2
W
1
0.85LY 6 0.85LY 1.25LgR 2 1.25LgR
1
2
3
3
6
1
2
5
0.85L 7 0.85LG WR 3 WR SAFETY RELAY COMMONRAIL PRESS. SENSOR
CN.A4
0.85BL 8 0.85BL
CN.50 CN.52
0.85GrR 5 0.85GrR 0.85GrR 3
0.85L
0.85LY
0.85BL
1.25RW 4
CN.19
1.25LgR
0.85GrR
LgR
GrR
K8
CN.22
CN.T3
0.85LgR
CRANK ANGLE (MPU) SENSOR
0.75R 12
0.75W 13
-
CONTROLLER MAIN RELAY GLOW RELAY 0.75G 14 +
0.75G 1
24VB 0.75L 2 CAM ANGLE SENSOR
CN.6
BW 3
ENGINE STOP 21 WR 0.75L 5
BL 6
K2
0.75WR 7
K33
0.75WL 15 WATER TEMP. SENSOR
0.75RG 8
3
4
5
1
2
5
1
3
4
0.75GR 16
CN.1
0.75BR 17
BG
BrR
2LR
YR
LgR
2LR
2WR
0.75RY 9
1.25GR
0.75YB 10 BOOST TEMP. SENSOR
5V THROTTLE 11 0.85LY 0.75BY 11
SIG THROTTLE VOL. 4 0.85LG
WR
A GND 5 0.85BL
A1
CN.A2
4) Throttle Control Relation Electric Circuit Diagram
BOOST PRESS. SENSOR

5 - ELECTRIC AND ELECTRONIC CIRCUITS
S9
CN.3
MONITOR SWITCH
ENGINE STOP 43 BrR ENGINE STOP

OIL PRESS. SENSOR
CAN H 29 0.85P
39 0.85PL 2LR 3 3LR
CAN L
1.25GR 5 1.25GR
FUEL LEAKAGE
CN.21
TEMP. SENSOR
B6
AIR INTAKE
WR 16 WR
CN.A7
TEMP. SENSOR
0.85LgR 17 0.85LgR 0.75Y 1
GrR 18 GrR 0.85BO 1 0.75P 2

BrR 19 BrR 0.75OL 2 0.75W 3 SCV
YR 20 YR 4
0.85P 21 P 5
0.85PL 22 PL 6
B53 B52 B49 B50 B1 B51 B47 B21 B3 Y35
BARO SENSOR
CN.A8
CN.A5
CN.23
0.85Y 1
0.85YL 3
0.85BY 2
B48
1.25RG 1
1.25RW 2
No.1 CYLINDER
0.75GW 5
0.75WL 6
No.6 CYLINDER
0.75GB 7
0.75G 8
0.75WB 9 No.5 CYLINDER
0.75WR 10
No.3 CYLINDER
A2
CN.A3
CN.A0 CN.A1 No.2 CYLINDER
0.75Y
0.75W
0.75G
0.75P
0.75WR
0.75G
1.25RG
0.75WR
0.75W
0.75RG
0.75W
0.75GR
0.75YG
0.75G
0.75WG
0.75R
0.75W
0.75L
0.75P
0.75G
0.75L
0.85BW
0.75BR
0.75YB
0.75WB
0.75WB
1.25RW
0.75WL
0.75GW
0.75GB
1.25B
0.85BG
0.85BG
BrR
YR
0.85LgR
0.75L
1.25B
1.25B
0.85BG
1.25GR
1.25GR
P
PL
YR
BL
GrR
WR
0.85BY
0.85Y
BL
BL
0.85YL
0.75OL
2
5
1
80 0.75YR
3
46
63
67
4
21
60
61
71
79 0.75BY
97
81
24
40
41
47
64
74 0.75WL
84
89
95
91
92
93
87
82
90
98
62
18
37
72
83
94
43
10
121
107
113
117
101
103 0.75GB
109
111
114
100 0.85BL
105
106
108
110
115
116
119
120
118
No.4 CYLINDER
ENGINE CONTROLLER (ECM)
330-1-04-01-24aw
CX330-CX350
IDLING CONTROL (AUTO/ONE-TOUCH)

P1 B26
H1
B27
S16
B25
P4 A1 B22 A2 1
700.1.04.01.1.23AX
1 Engine
B22 Swing pilot pressure switch
B25 Breaker pilot pressure switch
H1 Audible warning device
P1 Instrument panel
P4 Monitor display
S16 One touch idle
2) Switching between auto idle and one-touch idle

1. Pushing the knob switch (IN1) down and holding it for 3 seconds will trigger the modes to toggle between auto
and one-touch. When the mode switches, the ON/OFF display on the auto idle section of the LCD also switches,
and the buzzer buzzes for 3 seconds.
2. At the time of auto idle/one-touch idle selection, the previous setting will still prevail even after the key switch was
turned ON. (Previous data is retained.)
3. The LCD will display ON/OFF status of auto idle. ON on the display indicates the auto idle, OFF indicates one-touch
idle.
4. If there occurs no handling through the lever for 5 seconds with auto idle turned ON (both attachment pressure switch
and travel pressure switches are OFF), the engine speed automatically goes back to the idling state. (For 5 seconds,
the initial setting prevails. Programming is possible through adjusting settings on the back panel for the duration
between 1 and 30 seconds.)
5. During auto idle, if operated via lever while engine is idling (either attachment pressure switch or travel pressure switch
is on), the engine speed automatically goes back to the previous rate.
6. Even during auto idle, idling/recovery operation is attained by pressing the knob switch (one-touch switch).
7. When auto idle is OFF (i.e. during one-touch idle), idling/recovery is attained by simply operating the knob switch (one-
touch idle switch), whether or not the machine was manoeuvred though the lever.
8. LCD displays “IDLING” on the monitor during idling control.

3) Switching between auto idle and one- touch idle

1. When setting idling revolutions based on conditions described in 2). Switching between auto idle and one-touch
idle, the controller transmits an idling signal to the engine controller via CAN communication. Also, a signal is
sent to the monitor display via serial communication to display “IDLING” on the screen.
2. The engine controller, upon receiving the signal, selects idling mode and adjusts engine speed to that of the idling
state.
3. The monitor displays “IDLING” on the LCD according to the signal sent.
4. When recovering from idle control based on the conditions described in 2). Circuit configuration, the controller trans-
mits a signal to the engine controller via CAN communication conveying the previous engine mode selection. Also, the
serial transmission that has been sent to the monitor for displaying “IDLING” on the screen will be terminated.
5. The engine controller, depending on the mode signal received, switches the idling mode back to the previous mode
and adjusts the engine speed.
6. The monitor recognizes the termination of the idling signal transmission and stops the “IDLING” display on LCD.
4) Timing diagram
1) Timing diagram for auto idle ON/OFF selection
POWER 24V
0V
IN1 OFF (5V)

(KNOB SW) ON (0V)
AUTO IDLE
700-1-04-01-23 AY2
2) Timing diagram when auto idle is ON
IN1 OFF (5V)

(KNOB SW) ON (0V)
IN3 OFF (5V)

PRESSURE SW
(TRAVEL) ON (0V)
ENGINE SPEED
IDLE
700-1-04-01-23 AZ2
3) Timing diagram when auto idle is OFF
IN1 OFF (5V)

(KNOB SW) ON (0V)
IN2 OR IN3 OFF (5V)

ON (0V)
ENGINE SPEED
IDLE
700-1-04-01-23 BA2

BREAKER MODE
1. Alteration
Optimization of pump current in mode S and in mode L at the engine speed with the breaker being used.
Pump current at engine speed of between 1200 and 1500min-1 is applied from that in mode L to that in mode S.
2. Purpose
Although in the breaker mode up to now, pump current in mode S is to be applied at engine speed of more than 1500
min-1, It spreads the speed range in mode S so that the machine can be operated in less than that of the flow-rate.
S14 Y7 R3
B25
A2
A1
700.1.04.01.23BB
1 Engine
R3 Throttle volume
S14 Breaker/crusher switch
4) Operation
1. When the breaker mode switch is turned ON by locker switch on the console (left side) and the pressure switch
in backup line is turned ON, it controls to rotation of the breaker.
2. When the engine is rotated at a speed less than that set for the breaker by controlling the throttle potentiometer,
engine speed will not be increased to the speed set for the breaker even if the breaker is operated.
3. If the pressure switch in backup line is turned ON regardless of breaker mode switch input, the pump current is to be at
the current value in mode S irrespective of operation of at that time. (However, when the engine speed is less than
1200min-1, pump current becomes that in mode L).

AUTO PREHEAD (GLOW CONTROL)

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

KEY SWITCH
S1 B M ST
A2 GLOW
OFF PLUG
ON
ST
A1
1
ENGINE START
TO BATTERY RELAY KEY ON
CAN-H
GLOW RELAY
TO STARTER RELAY CAN-L

K2
GLOW RELAY
700.1.04.01.23BC
1 Engine
K2 Relay-glow plug
S1 Key switch
3) Operation
1. When the key switch is turned ON, the engine controller (ECM) calculates pre-glow time from engine cooling
water by using the attached map.
2. ECM turns ON the glow relay output during calculated pre-glow time to transfer the glow lamp signal through CAN
communication circuit to the controller displaying «ENGPREHEAT» on the monitor.
3. The glow relay output continues regardless of ON/OFF of the glow lamp signal.
4. After the engine has been started, it turns ON the glow relay output again only when cranking the engine. The
glow lamp signal will not be transferred at this time.
5. When the key switch returns to ON from the «start» (when cranking is completed), it calculates after-glow time by
using the attached map. The glow lamp signal will not fee transferred at this time.
6. Since the control mentioned above starts immediately after the key switch has been turned ON, «ENG PREHEAT» will
not be displayed on the monitor unless the pre-glow time passes more than 3 seconds (below -5°C) (23°F).
*The glow lamp time map is added from the engines meeting the emission control regulation of 3rd-stage.
*Refer to attached sheets for the glow control time according to water temperature and for the time chart.

4) Water temperature control map

1) Glow lamp time (it transmits by CAN communication)
GLOW LAMP TIME (sec)
°C
-4 14 32 50 68 86 104 °F
ENGINE COOLANT TEMPERATURE
700-1-04-01-23 BD2
2) Pre-glow time
PRE GLOW TIME (sec)
°C
-4 14 32 50 68 86 104 °F
700-1-04-01-23 BE2
3) After glow time

AFTER GLOW TIME (sec)
°C
-4 14 32 50 68 86 104 °F
700-1-04-01-23 BF2

5) Timing chart
1) When in normal operation
START
KEY ON
SWITCH
OFF
ON
GLOW
LAMP OFF
ON
GLOW OFF
RELAY
GLOW LAMP TIME PRE GLOW TIME AFTER GLOW TIME
700-1-04-01-23 BG2
2) When the engine has been started after pre-glow is completed
START
ON
KEY
SWITCH OFF
ON
GLOW OFF
LAMP
ON
OFF
GLOW
RELAY
GLOW LAMP TIME PRE GLOW TIME CRANKING AFTER GLOW TIME
GLOW TIME
700-1-04-01-23 BH
3) When the engine has been started before glow lamp goes off
START
KEY ON
SWITCH
OFF
GLOW ON
LAMP
OFF
GLOW
ON
RELAY
OFF
GLOW LAMP TIME CRANKING AFTER GLOW TIME

PRE GLOW TIME GLOW TIME
700-1-04-01-23 BI2

AUTO WARM UP
S16 B26 R3
H1
A2 1
P4 A1
700.1.04.01.23BB
1 Engine
H1 Audible warning device
P4 Monitor display
R3 Throttle volume
S16 One touch idle
2) Operation
1. A coolant temperature sensor is installed inside the engine. The signal from this sensor goes out to the engine
controller and is converted into a temperature value. The engine controller then transmits the coolant tempera-
ture data to the controller via CAN communication.
2. If the coolant temperature is below 50°C (122°F) after engine starts, the controller transmits the auto warm-up signal to
the engine controller via CAN communication.
3. The engine controller executes the auto warm-up control upon receiving the signal transmission from the controller.
4. The controller terminates the auto warm-up control on the following conditions. The engine controller terminates
the auto warm-up control once the command is cancelled.
*When one of the following switches turns on: attachment pressure switch, travel pressure switch, and knob switch
(one-touch idle switch).
*When throttle volume is changed.
*When engine speed stays above 1800 min-1 for 3 minutes.
5. Once auto warm-up control is cancelled, the controller does not initiate auto warm-up control again unless key switch
is turned from OFF to ON.
6. While controller is executing the auto warm-up control, an “AUTO WARM UP” message is displayed on the monitor's
LCD.
3) Auto warm-up control
AUTO WARM-UP AUTO WARM-UP

COMPLETE
ENGINE SPEED (MIN -1)
ENGINE SPEED (MIN -1)
COMPLETE
TIME TIME
THROTTLE THROTTLE
DURATION OF OPERATION POSITION DURATION OF OPERATION
POSITION
700-1-04-01-23-BK2

OVERHEAT PROTECTION
1) Purpose
It is the function protecting the engine by restriction of fuel injection quantity which in turn reduces engine out put forci-
bly when water temperature has kept on rising.
The control starts functioning at the moment when water temperature exceeds 100°C (212° F).
* Waning «OVER HEAT» is to be displayed on the monitor in actual machine when temperature exceeds 105°C (221°
F).
2) Water temperature-fuel injection quantity
Q RESTRICTION BY OVERHEAT PROTECTION (6HK1)
120
100
Q RESTRICTION RATE (%)
80
60
40
20
0
90 100 110 120 130 140 °C
194 212 230 248 266 284 °F
330.1.04.01.24BL2

ATMOSPHERIC PRESSURE COMPENSATION

1) Purpose
Purpose is to prevent black smoke from increasing because an excessive fuel is fed in the combustion chamber of the
engine due to lack of intake air and to prevent the engine from being damaged (prevention of over-revolution of turbo)
due to temperature rise of exhaust gas.
2) Map
ALTITUDE _ TORQUE
OUTPUT DROP DUE TO OUTPUT DROP DUE TO

(lbf-ft) (N-m) CHANGE IN ENVIRONMENT FUEL COMPENSATION
737
700
663
626
TORQUE
590
553
516
479
442
405
368
(m)
1640 3280 4921 6561 8202 9842 11482 13123 (ft)
ALTITUDE
330.1.04.01.24BM2

CONTROL WHEN STARTING ENGINE

1) Starting control (by monitoring water temperature
1. Purpose
When water temperature is below 0°C (32°F), Purpose is to ensure starting performance of the engine in cold temper-
ature by making fuel injection according to water temperature.
2) Long cranking control
1. Purpose
While aiming at reduction of black smoke when starting engine, the purpose is to improve starting performance by
increasing starting Q (fuel injection) by fixed quantity, as a backup when sufficient starting Q (fuel injection) will not be
injected in such case where an injector is worn out, after the specifiedtime has passed from the time when cranking
was started.
2. Time chart
START
KEY ON
SWITCH 1.5 sec
OFF
ENGINE IDLING
SPEED CRANKING
0
UP-Q
STARTING Q ST-Q
NL-Q
0
ST-Q: Standard starting Q, UP-Q: Starting Q after increase of quantity, NL-Q: Q in no lord
700.1.04.01.23BN2
3) Starting control when number of effective cylinders is reduced

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

Correction factor 1.0 1.2 1.5 2.0 1.0 1.0 1.0

CONTROL WHEN STOPPING ENGINE

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

1. Alteration
In current type 3 (engine meeting emission control regulation of 2nd-stage), depression of the emergency stop
switch allows the engine stop motor to rotate to the stop position by way of the relay and allows the engine gov-
ernor to control for stopping engine by the engine stop signal from the engine controller (ECU).
In the next type (engine meeting emission control regulation of 3rd-stage), depression of the emergency stop
switch allows the controller to transfer engine stop signal to ECM controlling the engine to be stopped.
2. Circuit configuration
MONITOR DISPLAY
24V-OUTPUT ENGINE STOP

P4 CN6-21(PNP)
WR501
1
BrR530
CN3-43
S9 A1 A2 ENGINE
SWITCH CONTROLLER ENGINE CONTROLLER

(EMERGENCY STOP)
700.1.04.01.23BO
1 Engine
P4 Monitor display
S9 Engine emergency stop switch
3. Operation
1) Depression of emergency stop switch on the monitor display allows the output signal from transistor in the con-
troller to be turned ON and at the same time, the engine stop signal is transferred from the controller to the
engine controller (ECM)
2) ECM performs stopping control for the engine.

FUNCTION LOCKING
F21
K7
F4
F23
Y2
G1 S51
700.1.04.01.23BP
F4 Fuse 10 A; hydraulic function cancellation lever switch
F21 Fuse box
F23 Fuse 65 A; main fuse for F3 to F10 and F13 to F20 circuits
G1 Battery
K7 Relay battery
Y2 Pilot pressure solenoid valve (blue band)
2) Timing diagram
KEY
SWITCH
POWER
GATE BAR RUN

POSITION STOP
LEVER LOCK
SOLENOID VALVE
OPERATION ENABLE
DISABLE
700-1-04-01-23 BQ2
3) Operation
1) By positioning the gate lever on cab console (left) toward operation (gate lever sticks out when this is done) while the
machine is powered on, the limit switch will be turned ON (closed) and the lever lock solenoid valve will be ON.
2) When the lever lock solenoid valve is ON, pressure can reach the pilot line, enabling the machine to operate.
3) By positioning the gate lever toward entering/leaving cab (gate lever stays housed), the limit switch will be turned
OFF (open) and the lever lock solenoid valve turns OFF.
4) When the lever lock solenoid valve turns off, pressure cannot reach the pilot line. Thus the operation of the machine
will be disabled.

POWER BOOST
A2
B42
A
B44
B27
Y5
B25
A1
700.1.04.01.23BR
A Main relief (standard)
A1 Computer
B42 Pump pressure sensor (P1)
B44 Pump pressure sensor (P2) (yellow band)
Y5 Power-up solenoid valve (yellow band)
2) Increasing the pressure in each work mode
Automatic power boost (*)

Mode Auto
(34.3 ↔ 37.3 MPa) (4974 ↔ 5410 psi)
H mode Automatic power boost (*)
(Pressure) (34.3 ↔ 37.3 MPa) (4974 ↔ 5410 psi)
S mode Automatic power boost (*)
(Pressure) (34.3 ↔ 37.3 MPa) (4974 ↔ 5410 psi)
L mode Constant power boost (*)
(Pressure) (34.3 ↔ 37.3 MPa) (4974 ↔ 5410 psi)
* When the travel pilot pressure switch (B27) or the optional breaker pilot pressure switch (B25) is activated, power
boost is deactivated.
3) Operation
When operating in H or S mode, the computer (A1) records the ratio between:
- The engine load transmitted by the engine controller (A2).
- The hydraulic circuit load transmitted by the pump pressure sensors (P1) (B42) and (P2) (B44).
If the pump pressure (P1) or (P2) is greater than 300 bar (4351 psi) and the load ratio is within a range of ± 5% for 2
seconds, the computer (1) activates the power-up solenoid valve (yellow band) (Y5) for 8 seconds, which increases
the main pressure.
When the travel pilot pressure switch (B27) or the optional pilot pressure switch (B25) is activated, the computer
(A1) deactivates the power-up solenoid valve (yellow band)(Y5).

SWING BRAKE
S8
B22
B26
S1 B27
B42 1
B44
P1 Y3
A1
700.1.04.01.23BS
1 Swing brake
A1 Computer
B22Swing pilot pressure switch
B26Upper pilot pressure switch (yellow band)
B27Travel pilot pressure switch
B42Pump pressure sensor (P1)
B44Pump pressure sensor (P2) (yellow band)
P1 Instrument panel
S1 Key switch
S8 Swing brake switch
Y3 Swing brake solenoid valve (pink band)
2) Operation of the swing brake control
1) Overview
1. Pressing the swing lock switch on monitor display will turn on the red LED, activating the swing lock control.
Pressing the swing lock switch again will turn off the LED, and the swing lock is deactivated.
2. During swing lock control, controller's transistor output turns on and the mechanical brake that is built in the
swing motor turns on.
3. The ON/OFF state of the swing lock holds when turning the key switch from OFF to ON.

2) Timing diagram
KEY SWITCH
POWER
SWING LOCK
SWITCH
OUT
(IN1)
SWING
PRESSURE
SWITCH (IN3)
SWING LOCK
LED
700-1-04-01-23 BT2
3) Swing brake auto control

1) Overview
The auto control of the swing brake takes place when the swing lock is OFF.
The auto control also releases the mechanical brake automatically during a digging operation as well as during
swing operation. If the operation is halted, the auto control turns on the mechanical brake automatically.
The detailed conditioning for ON/OFF of the swing mechanical brake is shown below.
• The swing brake will be turned OFF based on the following conditions.
1. Pressure switch (swing) is ON
2. P1>15 MPa (2175 psi) or P2>15 MPa (2175 psi)
• The swing brake will be turned ON based on the following conditions.
1. Pressure switch (attachment) stays OFF for 5 seconds
2. Key switch is OFF
• The swing mechanical brake will be deactivated once when the pump delivery pressure (P1 or P2) grows over
15 MPa (2175 psi) during travel. However, it will take effect in 5 seconds.

TRAVEL MODE
P1
A1
B42
B44
S2 B43
B27
Y4
P4
700.1.04.01.23BU
A1 Computer
B27Travel pilot pressure switch
B42Pump pressure sensor (P1)
B43Pressure sensor (nega-cont.)
B44 Pump pressure sensor (P2) (yellow band)
P1 Instrument panel
P4 Monitor display
S2 Travel mode switch
Y4 2 stage travel solenoid valve (red band)
2) Timing diagram
24 V
Power supply
0V
Travel mode ON
switch OFF
IN1 5V
0V
Speed I II I II I II I I II
700-1-04-01-23 BV

3) Operation
When the starter motor switch is positioned in the «ON» position, the 1st speed is selected by default.
Every time the travel mode switch is pressed (S2), the computer (A1) registers a signal (IN1: 0 volts).
The computer (A1) changes the travel speed in the following way I-> II, II -> I and transmits the modifications to the
monitor display (P4).
Travel speed I selected
The output from the computer (OUT)(A1) of the 2 stage travel solenoid valve (Y4) is deactivated (1st speed).
Travel speed II selected
1. When the pressure of the pumps P1 or P2 is less than 40 bar (580 psi), the output from the computer (OUT)(A1)
of the 2 stage travel solenoid valve (Y4) is deactivated (1st speed).
2. When the pressure of the pumps P1 or P2 is greater than 40 bar (580 psi), the output from the computer (OUT)(A1)
of the 2 stage travel solenoid valve (Y4) is activated (2nd speed).
When the attachment controls are operated, the output from the computer (OUT)(A1) of the 2 stage travel solenoid
valve (Y4) cannot be activated or deactivated.
3. When the travel pressure is greater than 260 bar (3771 psi), the travel motor displacement change spool is pushed
back and the swash plate angle is in high displacement (1st speed).
4. Travel speed II may still be selected if necessary, for example for cleaning tracks.

POWER SHUT-OFF DELAY

1) Alteration
Power being supplied to the engine controller is shut off via main relay and at the same time, the battery relay
stops to be energized shutting off the power to the machine.
Delayed operation time is 4 seconds (immediately after 0 min-1 of engine speed) from the key is turned ON to
OFF, and approximately 7 seconds after starting to stopping the engine.
BATTERY RELAY
KEY
SWITCH KEY
S1 SWITCH
B M ST
A1 CONTROLLER OFF - + - + K7
ON
ST
IS-IGKEY
IS-START
OS-MAINR
OS-MAINR
MAIN
K33 RELAY
PS-+B
PS-+B
A2 ENGINE CONTROLLER
700.1.04.01.23BY
K7 Relay battery
K33 Main relay
S1 Key switch
3) Timing diagram
ON
KEY SWITCH S1
OFF
ENGINE SPEED 0
˜ 7 sec.
MAIN RELAY ON
K33 OFF
4 sec. 4 sec.
ON
BATTERY RELAY K7
OFF
700-1-04-01-23BZ

FUEL SUPPLY PUMP CONTROL (AUTOMATIC STOP) OPTION

1) Control outline
The controller detects fuel quantity by fuel sensor allowing the fuel supply pump to make an automatic stop when
the fuel tank is filled up.
Fuel tank Fuel sensor Battery relay
Fuse 20A
Battery
Rf
Controller
R5
SIG K7
GND
G1
A1
Re
S61
Main relay
(for fuel supply pump) (Manual) (Automatic)
3-position roker
switch
(*1)
Fuel supply K30
pump)
K31 CN6-17(PNP)
Motor
P BZ
M14 GND
(*2)
Switch
Relay
(automatic)
(*1) Fuel supply pump: Made by JABSCO (manufacturer in UK).

(*2) Buzzer: Same buzzer used as travelling alarm to MSR.
700-1-04-01-23CK3
*All components other than controller, battery, and fuel level sensor are stored in the tool box (in house in front-
right).
A1 Computer/controller
G1 Battery
K7 Relay battery
K30 Refuel pump relay
K31 Refuel pump stop relay
M14 Fuel feed pump motor
R5 Fuel sensor
S61 Refuel pump switch

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

POWER TRANSISTOR PROTECTION

CONTROLLER
24V (PNP)
17 FUEL SUPPLY PUMP
18 FEEL SWING (NA) BEACON (EU)
19 TRAVEL ALARM
21 ENGINE STOP (EMERGENCY STOP)
22
27 SWING BRAKE
28 2-SPEED TRAVEL
2-
2
29 CUSHION
30
31 SWING SHUT-OFF
32 BACKUP 1
20 BACKUP 2
700-1-04-01-23 CL
In the event that a solenoid valve or a relay develops a short circuit, the power transistor output will be shut off in
order to protect the controller. A «ELEC PROBLEM» message will be displayed during the failure. Perform the
service support check to have the location of failure pinpointed and displayed.
Then follow the display result and inspect the wire or the equipment that seems to be experiencing the failure.

MONITOR DISPLAY
3 2 1
CD00E007A2
1. Fuel level indicator
2. Hydraulic oil temperature indicator
3. Coolant temperature indicatora2
Normal Display
1.Radiator coolant temperature
A1
A2
B1
P4
SCALE
°C
104° 122° 140° 158° 176° 194° 212° 230° °F
COOLANT TEMPERATURE
700-1-04-01-23CN2
P4 Monitor display
2) Operation
1. Coolant temperature sensor is installed inside the engine. The signal from this sensor (Vtw) will be trans-
mitted to engine controller as an analog signal (voltage).
2. The engine controller converts the transmitted signal into a temperature value. It then transmits this cool-
ant temperature data to the controller via CAN communication.
3. When the controller receives the signal, it uses to the graph shown above to determine the bar graph dis-
play level for the signal level. The controller then transmits the data to monitor display via serial commu-
nication.
4. When the monitor display receives transmission, it reflects the data received as a bar graph on the display.
5. «OVER HEAT» will be displayed when level 8 lights up on the scale. (The engine does not stop.)

2. Hydraulic oil temperature

P4
B2
A1
SCALE
°C
68 86 104 122 140 158 176 194 212 °F
OIL TEMPERATURE
700-1-04-01-23CO
B2 Hydraulic oil temperature sensor
P4 Monitor display
2) Operation
1. Hydraulic oil temperature sensor is installed inside the suction piping. The signal from this sensor (Vto) will
be transmitted to controller as an analog signal (voltage).
2. When the controller receives the signal, it first converts it into a temperature value. The controller then uses
to the graph shown above to determine the bar graph display level for the signal level. The controller then
transmits the data to monitor display via serial communication.
4. «OVER HEAT» will be displayed when level 8 lights up on the scale.

3. Fuel level
P4
B3
A1
700-1-04-01-23 CP2
B3 Fuel temperature sensor
P4 Monitor display
Fuel sensor Input voltage

Remaining fuel (L) Bar graph
resistance (W) Vfl (V)
437 < 10 to 18 0.283 to 0.802 8
379 to 436 18 to 24 0.802 to 1.321 7
325 to 378 24 to 30 1.321 to 1.698 6
266 to 324 30 to 37 1.698 to 2.123 5
192 to 265 37 to 46 2.123 to 2.594 4
106 to 191 46 to 61 2.594 to 3.208 3
53 to 105 61 to 75 3.208 to 3.774 2
< 52 75 to 80 3.774 < 1 (Refill fuel)
2) Operation
1. Fuel sensor is installed inside the fuel tank. The signal from this sensor (Vfl) will be transmitted to the con-
troller as an analog signal (voltage).
2. When the controller receives the signal, it uses to the graph shown above to determine the bar graph dis-
play level for the signal level. The controller then transmits the data to monitor display via serial commu-
nication.

Message Display
START MESSAGES DISPLAYED
KEY SWITCH ON KEY SWITCH AND ENGINE RUNNING
ELEC PROBLEM
LOW FUEL ALTERNATOR
LOW OIL PRESS
LOW COOLANT
AIR FILTER
YES
WARNING OVER HEAT
ENG PRE HEAT ENG IDLING

NO SERVICE DUE AUTO WARMUP
POWER UP
MODE DISPLAYS TRAVEL MODE DISPLAT

I : LOW-SPEED TRAVEL
H : SUPER HEAVY MODE
II : HIGH-SPEED TRAVEL
S : REGULAR MODE
AUTO IDLE DISPLAYS
L : FINISHING MODE
ON : AUTO IDLE
AUTO : AUTO MODE
OFF : ONE-OUCH IDLE
700-1-04-01-23 CQ
Buzzer Message Display Meaning and Measures to be Taken

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

TROUBLESHOOTING
Prior inspections
Item Value Action

POINTS TO BE CHECKED WHEN STARTING
Lubricants - Coolants
1. Check the quantity of fuel --- Add fuel
2. Check that fuel is not contaminated --- Clean, drain
3. Check the quantity of hydraulic fluid --- Fill with fluid
4. Inspect the hydraulic fluid filter --- Drain, clean
5. Check the quantity of oil in each reduction gear --- Fill with oil
6. Check the quantity of engine oil --- Fill with oil
7. Check the quantity of coolant --- Fill with coolant
-
Electrical equipment
8. Check the battery terminals and wiring for tightness and corrosion --- Tighten or replace
9. Check the alternator terminals and wiring for tightness and corrosion --- Tighten or replace
10. Check the starter motor terminals and wiring for tightness and --- Tighten or replace
corrosion
OTHER POINTS TO CHECK
Hydraulic system - Mechanical equipment
11. Abnormal noise or smell --- Repair
12. Check for oil leaks --- Repair
13. Air in the system --- Bleed the air
Electrical system - Electrical equipment
14. Check the battery voltage (with the engine shut down) 23-26 V Replace
15. Check the quantity of fluid in the battery --- Add or replace
16. Make sure that the cables are not discoloured, burnt or stripped --- Replace
17. Check for missing or loose cable retaining clips --- Repair
18. Check for damp on cables (especially on connectors and terminals) --- Disconnect and dry if
damp
19. Check fuses for condition and corrosion --- Replace
20. Check the alternator voltage (with the engine speed above the 27.5-29.5 V Replace
throttle mid-point) (when battery charge is insufficient, there can be
25 V only at start up)
21. Noise from relay battery (with starter motor ON or OFF) --- Replace

Reading the organisation charts

Error code and description of problem
The error code and the description of the problem are shown in the organisation charts.
Error code Description of the problem

1 The message is still displayed even after refuelling
2 The message is still displayed even after adding coolant solution
Prior checks
Before identifying the cause of the problem, always make prior checks.
How to proceed
After checking or measuring the items described in one step, depending on the results, choose YES or NO and pass
on to the next step.
The description in the YES or NO branches refers directly to the cause of the problem as the result of checks or
measurements made. Refer to the description of the cause and carry out the repair procedures described on the
right-hand side.
The inspection methods/measurements are described in one step. YES should be chosen if the criteria or questions
meet the situation; NO if they do not meet it.
The necessary preparation work, operating method and the criteria are described under one step. This should be
carefully read before starting the inspection and the measurements and the procedures should be followed, starting
with step (1) since negligent preparation work or incorrect operating methods can cause damage to the machine.
Wire colour
When troubleshooting, refer to the table below for the wire colours. (For connector numbers, refer to the following
pages).
Table showing wire colours
Symbol Colour Symbol Colour

B Black R Red
W White Y Yellow
Br Brown Lg Light green
P Pink Sb Sky blue
V Violet L Blue
G Green Gr Grey
O Orange
BR indicates a wire of colour B striped with R.
Example: BR indicates a black wire with red stripes
IMPORTANT: Before removing or installing a connector, always turn the key switch OFF.

Procedures
1. This is how one has to proceed to detect defects when the message is still displayed after all necessary meas-
ures have been taken to correct the error.
Message displayed Description of the problem Problem No.

Fuel The message is still displayed even after refilling the fuel tank. 1
Low coolant The message is still displayed even after refilling with coolant 2
solution.
Low oil press. The message is still displayed even after adjusting the engine 3
oil pressure
Overheating The message is still displayed even when the hydraulic oil tem- 4
perature is 84°C (183° F) or less and the engine coolant temper-
ature is 92°C (197° F) or less.
Alternator The message is still displayed. 5
Elect. problem The message is still displayed. 6
2. This is how one has to proceed if the problem is not indicated by a message but machine operation is not correct.
A. Engine
Description of the problem Problem No.
The engine does YES

«ELEC. PROBLEM» is shown on the monitor. 6
not start.
NO
7
3. Problem without message.
Description of the problem Problem No.
Impossible to change travel speed 8

Fuel
Description of problem No. 1
- The message is still displayed even after refilling the fuel tank.
R5
FUEL SENSOR
A1 CONTROLLER
CN1
14 GL413
CN23
9 GL413
CNB3
BG660
KEY SWITCH OFF
700.1.04.06.11E
R5 Fuel sensor
Troubleshooting Cause Action

Key switch ON
Measure the fuel sen-
sor resistance (R5) YES Replace the
Computer/con-
using maintenance computer/
troller (A1)
support CHK4. (Refer controller
defective
to the table below for (A1)
the resistance).
Key switch OFF
Disconnect the fuel sen-
sor connector (R5) to
NO measure the resistance NO Replace or
Fuel sensor
on the connector at the check the fuel
(R5) defective
fuel sensor end. (Refer sensor (R5)
to the table below for
the resistance).
Disconnect the CN23
connector to measure
the resistance between NO Bad connec- Clean the
YES
GL female and the GND tion on fuel connection
earth. (Refer to the sensor (R5) terminal
table below for the
resistance).
Disconnect connector
CN1 to measure the
resistance between GL NO Clean CN23
Bad connec-
YES female and GND earth. connection
tion on CN23
(Refer to the table terminal
below for the resist-
ance).
Replace the
computer/
Defective com-
controller
puter (A1) or
YES (A1) or clean
incorrect CN1
the CN1 con-
connection
nection termi-
nal
Note: All the bar-graph indicators are off when the circuit is open
Resistance between GL and BG

Monitor 1. Refill the tank 2 3 4 5 6 7 8
Resistance (OHM) 80 68-80 55-68 45-55 36-45 28-36 17-28 6-17

Add coolant solution

- The message is still displayed even after adding coolant solution.
RESERVOIR 2
CNB8 LEVEL SWITCH
GrG438
BG642
S56
RESERVOIR 1
CN4 CN23 CNB8 LEVEL SWITCH
CONTROLLER 57 GrG437 6 GrG437
BG641 S55
A1
700.1.04.06.11F2
S55 Reservoir tank low switch
S56 Reservoir tank low switch

Key switch ON
Replace the
Disconnect the minimum cool- YES Defective mini-
minimum cool-
ant solution level switch con- mum coolant
ant solution
nector (S55) to see if the solution level
level switch
message disappears switch (S55)
(S55)
Short-circuit on
wire GrG
YES between the min-
NO Disconnect connector CN23 to Repair wire
imum coolant
see if the message disappears GrG
solution level
switch (S55) and
CN23
Short-circuit on
NO YES
Disconnect connector CN4 to wire GrG Repair wire
see if the message disappears between CN23 GrG
and CN4
NO Defective com- Replace the

puter/controller computer/con-
(A1) troller (A1)

Low engine oil pressure

- The message is still displayed even when the engine oil level is satisfactory.
OIL PRESSURE
CNA0 CNA2 SENSOR
ENGINE 80 RY478 9
A2 CONTROLLER 67 YB488 10
B21
79 BY498 11
700.1.04.06.11G
B21 Engine oil pressure switch

Check the following points during the 12 seconds following starting the engine
Replace the
Disconnect the engine oil pres- YES Oil pressure
engine oil
sure switch connector (B21) to switch (B21)
pressure
see if the message disappears defective
switch (B21)
YES Short-circuit on
NO Disconnect connector CNAO
wire between
to see if the message disap- Repair wire
CNAO and
pears
CNA2
NO Replace
Defective engine
engine control-
controller (A2)
ler (A2)

Overheating
- The message is still displayed even when the actual temperature is lower than the following:
Hydraulic oil temperature 98°C (208°F), engine coolant temperature 105°C (221°F).
Prior check:
1. Make sure that 8 bars are displayed on the hydraulic oil and engine coolant temperature gauge bar-graphs.
ENGINE CONTROLLER
CNA1
84
A2
CNA0
79
THERMO-SENSOR
CNA2 (COOLANT)
WR484 7
CONTROLLER
B1
BY498 11
CN1 THERMO-SENSOR
A1 CN23 CND3 (OIL)
6 10 OL415
B2
13 11 BO425
700.1.04.06.11H


1. The 8 bars on the coolant temperature bar-graph are displayed.
Key switch ON
The temperature of the

coolant temperature
sensor (B1) is abnormal
compared to mainte-
nance assistance CHK1 YES
(comparison between
the actual temperature
and the indicated tem-
perature).
See coolant tempera-
ture in CHK1 WT.
Measure the actual
temperature
Check problem code
E0015 for the coolant
temperature sensor
(B1) with the mainte-
nance diagnostic (DIAG
1)
YES
NO Defective Replace the
CNA2 on the coolant
coolant tem- coolant tem-
temperature sensor
perature sen- perature sen-
(B1) to measure the
sor (B1) sor (B1)
resistance
Disconnect the connec-
Bad connec- Clean the
tors CNA1 and CNAO
NO tion on the coolant tem-
to measure the resist-
coolant temperature sen-
YES ance between the male
perature sensor
terminals. (Refer to the
sor connector connecting
table below for the
(B1) terminal (B1)
resistance).
Replace con-
Bad connec-
troller or
tions on
YES clean CNAO,
CNAO, CNA1
CNA1 con-
or defective
nector termi-
controller
nal
Note: In the event of a short-circuit, the bar-graph goes off completely.

Overheating (continued)

2. The hydraulic temperature bar-graph displays 8 bars.
Key switch ON
The hydraulic oil tem-

perature sensor (B2)
temperature is abnor-
mal compared to main-
tenance assistance YES
CHK1 (comparison
between the actual tem-
perature and that indi-
cated).
See hydraulic oil tem-
perature in CHK1 OT.
Measure the actual
temperature
See problem code
M0020 for the oil tem-
perature sensor (B2)
using maintenance
diagnostic (DIAG 4)
YES
CND3 on the hydraulic
Defective Replace the
oil temperature sensor NO
hydraulic oil hydraulic oil
(B2) to measure the
temperature temperature
resistance. (Refer to the
sensor (B2) sensor (B2)
table below for the
resistance).
Disconnect the CN23
Bad connec- Clean the
connector to measure
NO tion on the hydraulic oil
the resistance between
hydraulic oil temperature
YES the male terminals OL
temperature sensor con-
and BO. (Refer to the
sensor connecting termi-
table below for the
nector (B2) nal (B2)
resistance).
CN1 to measure the
Clean the
resistance between the NO Bad connec-
connecting
OUI female terminals OL tions on
terminal on
and BO. (Refer to the CN23
CN23
table below for the
resistance).
Replace the
Defective
computer/
computer/
controller
controller
YES (A1) or clean
(A1) or bad
the connect-
connection
ing terminals
on CN1
on CN1
Note: In the event of a short-circuit, the bar-graph goes off completely.

Coolant and hydraulic oil temperature sensor resistance

NOTE: The resistance varies with temperature.
Coolant or hydraulic oil Hydraulic oil temperature

Coolant temperature sensor (B1)
temperature sensor (B2)
20°C (68°F) 2.50 kΩ 2.45 kΩ
30°C (86°F) 1.73 kΩ 1.66 kΩ
40°C (104°F) 1.20 kΩ 1.45 kΩ
50°C (122°F) 0.84 kΩ 0.81 kΩ
60°C (140°F) 0.61 kΩ 0.51 kΩ
70°C (158°F) 0.45 kΩ 0.43 kΩ
80°C (176°F) 0.31 kΩ 0.32 kΩ

Defective battery charge circuit

- The message is still displayed.
CN13
S1
19 K7 G2
P5 KEY SWITCH
BATTERY RELAY ALTERNATOR
E
LgR540
LgR540
HOUR METER
B
CN22 CNC9
2 LgR540 G020 R SG
A1 CN26
L
CN1 1 BrR544 4
7 LgR542 ENGINE
CONTROLLER
CONTROLLER 2 BrW545
A2 BrR030
M1
BrR543 STARTER
700.1.04.06.11J2
G2 Alternator
K7 Relay battery
M1 Starter motor
P5 Hourmeter
S1 Key switch

NO CN1 to measure the volt- NO
The hour meter (P5) Break in wire between
age between the female Repair wire
does not work CN1 and CN22
terminal on wire WR and
Ground. 10V or above.
Clean CN1 connector

Bad connection on CN1
terminal or replace con-
or defective controller
troller
Disconnect the connector CNC9 on alternator R ter-

Replace the alternator
minal to measure the voltage between alternator NO Defective alternator (G2)
(G2)
side and ground. 10 V or above.
YES
Break in wire between
CN22 to measure the
CN22 and alternator or Repair wire between
voltage between the NO
bad connection on alter- CN22 and alternator or
male terminal on wire
nator connector terminal clean the connector
LgR and ground. 10 V or
of alternator
above
YES

Electrical system troubleshooting

- The message is still displayed
K5
BEACON RELAY
TRAVEL ARARM
W 2
0.85B 1
H2
S51
A1
4
5
2
3
PW
GrR
LR
B
LIMIT SWITCH
CONTROLLER (GATE) BEACON
GrR
CN.5
1 VR 1 VR B GW 1
2 YR B 2
FREE SWING
SOLENOID Y18
CN.19
2 STAGE RELIEF 8 YW
CN22
24VB SOLENOID VALVE
Y2
PW
YR 6 0.85GR 0.85GR 1 LEVER LOCK

REFUEL PUMP 17 OW OW 8 OW 0.85B 2
FREE SWING／BEACON 18 GW VW 9 0.85VW (BLUE TAPE)
19 W W 7 W
WARNING BUZZER
ENGINE STOP 21 WR 0.85VW
0.85B
1
2
SWING BRAKE Y3
SWING BRAKE 27 VW (PINK TAPE)
2 SPEED TRAVEL 28 LW LW 1 0.85LW
LgW LgW 0.85LgW 0.85LW
CUSHION
SWING SHUT-OFF
29
31 BrW BrW
3
4 0.85BrW
0.85B
1
2
2 SPEED TRAVEL
Y4
(RED TAPE)
SPARE 1 (PNP) 32 WL GW 5 GW
SPARE 2 (PNP) 20 WV YW 2 0.85YW 0.85YW 1
2 STAGE RELEF
2
VARIABLE ISC 23
1
2
0.85B
(YELLOW TAPE) Y5
CN24
CN.6
0.85LgW 1
0.85B 2 SOFT／HARD SELECT
WR
CN.23
(LIGHT GREEN TAPE)
Y6
16
0.85BrW 1
CONNECTOR SWING SHUT-OFF
0.85B 2
(OPTION)
(GREEN TAPE)
Y1
WR
CN.A0
47
STOP SWITCH
IS-ENGINE
A2
ENGINE CONTROLLER (ECM)
OPTION (REFUEL PUMP)

REFUEL PUMP PUMP STOP
RELAY
S61
RELAY
K31 AUTO／MANUAL
SELECT SWITCH
K30 VR
GW
1
2
L 3
1
5
3
2GrR 4
2LR 5
3
2
VR 1
B 2
VR
0.85BrR
OW
B
L
AUTO STOP
0.85BrR
ALARM
B82
0.85B
M14 REFUEL PUMP
1 2GrR
OW 3 OW 2LR 1 2R
2 2B 2B 2 2B M
330.1.04.06.12K
A1 Computer S61 Refuel pump switch
A2 Engine controller Y1 Swing pilot shut-off solenoid valve (green band)
B82 Refuel pump stop alarm Y2 Pilot pressure solenoid valve (blue band)
H2 Travel alarm (North America) Y3 Swing brake solenoid valve (pink band)
K5 Relay-rotary light Y4 2 stage travel solenoid valve (red band)
K30 Refuel pump relay Y5 Power-up solenoid valve
K31 Refuel pump stop relay Y6 Cushion control solenoid valve (light green band)
M14 Fuel feed pump motor Y18 Free swing solenoid valve (North America)


Troubleshooting using the diagnostic system
Key switch ON
Refer to the
Failure code displayed in DIAG 1 YES engine trouble-
shooting manual
NO
Find troubled location by DIAG4
M0020
YES
appears
To CHK2
With automatic detection for short-circuit

YES
The failure code disappears after disconnecting the solenoid valve Defective (Yn) solenoid Replace the solenoid
YES
connector valve valve (Yn)
NO
The failure code disappears when either one of connectors CN21,
YES Short-circuit on wire Repair the wiring
CN22, CN23 in short-circuit line is disconnected
NO
The failure code disappears after disconnecting connector CN6
YES
NO
Defective controller Replace controller

ELECTRICAL INSPECTION OF COMPONENTS

Details of service connector kit
0.85 0.85
02A 01A 200 0.85BW
WY BW 50 50
01A
BrG 0.85
03A 50
WL
100
50
0.85WY
50
BrG BrG
100 150 02A
50
100 101 0.85
BW
0.85
WY 01B 02B
150 BrG 0.85
WL 03B 03A
100 0.85WL
700.1.04.02.14AH
700.1.04.02.14AA
1. For solenoid valve and fuel sensor 8. For pressure sensor (3P)
200 0.85YL
BrB 50 50
01A
01A 02A 03A
50
102
BrB BrG
100 150 0.85 0.85 0.85
50
50
50 YL BY Y
102 103 0.85BY
02A
150 BrG
103 03B 02B 01B
700.1.04.02.14AB 0.85 0.85 0.85 03A

Y BY YL 0.85Y
2. For electromagnetic proportional valve of hydraulic
700.1.04.02.14AI
pump
9. For atmospheric pressure sensor
BrG
104 0.85BO
BrG BrB
100 150 01A
50
104 105 50
150 BrB 50
300
01A 02A
50
105 0.85BO 0.85OL
700.1.04.02.14AC 02A
3. For electromagnetic proportional valve of hydraulic 0.85OL
pump 700.1.04.02.14AJ
10. For intake air temperature sensor
L
106
L BY 3B
100 150
50 01A
106 107 6
150 BY 50
107 50 200
3B 01A
50
700.1.04.02.14AD
50
6
4. For pressure switch 02A
3LR 02A 3LR
BY 700.1.04.02.14AM
BY L
150
108
11. For glow (1P)
50 100
108 109
150 L
109
700.1.04.02.14AE
5. For the harness side of pressure switch
C
814
C C
100 150
50
814 850
150 C
450
700.1.04.02.14AF 700.1.04.02.14AN
6. For receiver dryer (2P) 12. For fuel pump (6P)
0.85BP
01A
0.85PL 0.85BP 50
50 150
02A 01A
50
02A
0.85PL
700.1.04.02.14AG
7. For oil temperature sensor

Main pump proportional solenoid
1 Y7
700.1.04.02.14AO
13. EGR (8P)
330.1.04.02.15AP2
1. Disconnect connector (1) from the main pump
hydraulic solenoid (Y7).
2 3
700.1.04.02.14AP
14. For injector (12P)
4
CS00E534
2. Connect the appropriate service connector (2P) (4)
between the connector at the pump end (2) and the
connector at the main harness end (3) and install the
voltmeter (5).
NOTE: The + terminal of the voltmeter should be con-
nected to wire BrB (brown/black) on the service con-
nector coming from the main harness and the -
terminal to wire BrB (brown/black) on the service con-
700.1.04.02.14AQ nector coming from the hydraulic pump.
15. For sensor (20P) 3. When the connections have been made, start the
engine and check the current on the voltmeter (5) in
each work mode, at maximum speed.
Current in mA
H S Auto
L
Maxi Min Maxi Min S L
50 or
470 250 410 250 470 470
below

6 solenoid valve bank

1. Disconnect connector (A) from one of the solenoids
on the 6 solenoid valve bank (B)
Y1 Y5 Y4 B2
Y6 330.1.04.02.15AW2
1. Remove the oil temperature sensor (B2) from the
machine.
Y3 Y2 B
3
4
A 9
5
6
CD01M010A 7
Marking Function
Y1 Swing pilot shut-off solenoid valve (green band) 8
Y2 Pilot pressure solenoid valve (blue band)
CS99A851
Y3 Swing brake solenoid valve (pink band)
3 Service connector (2P)
Y4 2 stage travel solenoid valve (red band)
4 Thermometer
Y5 Power-up solenoid valve (yellow band) 5 Beaker
Y6 Cushion control solenoid valve (light green band) 6 Temperature sensor (B2)
7 Tripod
8 Spirit lamp
2 9 Voltmeter
Yn 2. Connect the appropriate service connector (2P) (3) to
the temperature sensor (B2) connector (1) or (2) and
install the voltmeter (9).
3
3. When the connection has been made, place the tem-
perature sensor (B2) in the beaker (5) containing
water. Place the beaker (5) on the tripod (7). Using
the spirit lamp (8) gradually increase the water tem-
perature in the beaker (5). Using the voltmeter (9),
1 check the resistance value in function of the tempera-
ture read on the thermometer (4) (see table below).
CS99A843
2. Connect the appropriate service connector (2P)(3) to
the connector on the disconnected solenoid (1) only
(Yn) and install the voltmeter (2).
3. When the connection has been made, the solenoid
resistance reading on the voltmeter (2) should be 45
Ω at 20°C (68° F).
NOTE: The resistance value varies with temperature.
Hydraulic oil temperature sensor

Oil Temperature Oil temperature sensor

20°C (68°F) 2.45 kΩ
30°C (86°F) 1.66 kΩ 5
40°C (104°F) 1.15 kΩ
50°C (122°F) 0.81 kΩ
60°C (140°F) 0.58 kΩ B42
1 2 3
70°C (158°F) 0.43 kΩ 4
80°C (176°F) 0.32 kΩ B43
B44
Pressure sensor
6
B44
CS00E541
2. Connect the appropriate service connector (3P)(4)
between sensor (B42), (B43) or (B44) and the corre-
sponding connector (1), (2) or (3) of the main harness
(5) and install the voltmeter (6).
B42 NOTE: The + terminal on the voltmeter should be con-
nected to wire YL (yellow/blue) on the service connec-
tor and the - terminal to the machine earth.
330.1.04.02.15AY2
3. When the connection has been made, start the
engine and check the voltage read on the voltmeter
(6) in accordance with the pressures indicated in the
table below.
Pump pressure sensor (B42) and (B44)
Pressure (MPa) Voltage (V)

50 (7252 psi) 4.5
43.7 (6338 psi) 4
37.5 (5439 psi) 3
25 (3626 psi) 2
B43 17.5 (2538 psi) 1
0 0.5
330.104.02.15AY3
B42 Pressure sensor P1 Pressure sensor (nega-cont.) (B43)

B43 Pressure sensor (nega-cont.) (N)
Pressure (MPa) Voltage (V)
B44 Pressure sensor P2
5 (725 psi) 4.5
1. Disconnect the connector from the main hydraulic 4
pump pressure sensor.
3
2
1
0.5

CX330 6 - HYDRAULIC CIRCUIT
HYDRAULIC FUNCTIONS
List of functions
Functions Description
Travel Circuits
High speeds can be achieved by setting the two-step inclinatory angle of the travel motor to the
High speed smaller angle side.
travel circuit Load pressure applied to the travel motor automatically changes the speed to a lower one.
Travel load pressure does not control the controller.
Low speed Low speeds can be achieved by setting the two-speed inclinatory angle of the travel motor to
travel circuit the larger angle side.
Straight travel Maintains machine's straight travel even when attachment or swing operations are performed
circuit during its travel.
Swing Circuits
When the swing lever is in neutral, the swing parking is activated and the swing is fully held.
When the swing lever is operated, the parking brake is released by signals from the pressure
switch.
Swing parking When the swing lever is in neutral, the parking brake is released by load pressure generated by
circuit attachment operation.
The parking brake starts to operate 5 seconds after the swing lever comes in neutral and after
the load pressure has become lower than the specified values.
When the swing lock switch is turned on, the parking brake starts to operate.
Swing push When swinging and arm operation are conducted simultaneously, swing pushing function can
digging be obtained by the swing override throttle valve integrated in the control valve.
Vibration The reversal prevention valve attached to the swing motor reduces backlashes that occur when
backlash the swing stops
Arm (Dipper) Circuits
Arm-out
Switching over arm (1) and (2) spools makes hydraulic oil flows merge, achieving faster speed.
circuit
Arm-in load Load holding valve integrated in the control valve reduces natural drop on the arm-in side.
holding Arm-in pilot pressure enables arm-in operation by releasing the load holding valve.
Arm-in The regenerative circuit and forced regenerative release valve in the arm (1) spool function
circuit achieves faster arm speed.
Boom Circuits
Switching over boom (1) and (2) spools makes hydraulic oil flows merge, achieving faster
Boom-up speed.
circuit When the arm is operated with the boom simultaneously, the restrictions is opened in the swing
override variable restriction valve and flow volume to the arm side secured.
Boom-down Load holding valve integrated in the control valve reduces natural drop of the boom.
load holding Boom-down pilot pressure enables boom-down operation by releasing the load holding valve.
The regenerative circuit in the boom (1) spool serves to improve the boom's speed and prevent
Boom-down negative pressure from occurring.
circuit boom (2) does not operates.
The bleed-off circuit in the spool reduces extra vibrations when boom is lowered
Backup Circuits
Combined Backup circuit section is provided at control valve.
circuit Switching over the spool in the control valve creates internal confluence.
Others
A cushion valve with heat circuit is attached to the pilot line to reduce shocks when the arm or
Cushion boom movement stops.
There is no soft/hard switch.
Auto power Through the engine load ratio and circuit pressure, the pressure of the main relief will be raised
boost from 34.3 MPa to 37.3 MPa.

6 - HYDRAULIC CIRCUIT CX330
This is designed to reduce power consumption by minimizing the flow of the discharge from the
Negative control
hydraulic pump when operating with no load.
Legend
Pressure Line
Pilot Pressure Line
Drain line
Tank line
Pilot tank line
Electric line

This page has been left blank intentionally

High Speed Travel Circuit

With High Speed Travel, high speeds can be achieved by setting the two-level inclinatory angle of the travel motor
to the smaller angle side. The circuit has a travel motor that automatically switches over to lower speed by
utilizing load pressure on the travel motor when travelling at high speed.
Discharged oil from the hydraulic pump A1 enters the Port P1 of control valve while discharged oil from the
hydraulic pump A2 enters the Port P2 of control valve. Each flow goes into the travel motor by switching between
the right and left travel spools. By these flows, the machine travels forward and backward.
By operating the travel mode switch, electric signals are sent to the controller, and from the controller,
electric signals are sent to the solenoid valve for 2-speed (high speed) travel in the 6-way solenoid
valve. By the switch over of the solenoid valve, the original pilot pressure (3.9 MPa / 39 bar / 565 psi)
from Port C1 on the 6-way solenoid valve enters Port P of right and left travel motors via the rotating
joint to set the inclinatory angle of the travel motor to the smaller angle side, which enables high
speeds.
Pa1/A1. RH forward travel

Pb1/B1. RH reverse travel
Pa6/A6. LH forward travel
Pb6/B6. LH reverse travel
10. Main hydraulic pump
15. Main control valve
21. Travel motors
25/26. Boom cylinders
52. 6 solenoid valve bank
108. Straight travel valve
A1. Computer / Controller
C1. Travel 2nd speed pilot
S2. Travel mode switch
Y2. Pilot pressure solenoid valve (blue band)
Y4. 2 stage travel solenoid valve (red band)

High speed travel circuit:
BOOM CYLINDER
26 25
T2 T1
A8
B8
21 21
VA VB
VB VA
B6
A6 pb6 TRAVEL
P P
TRAVEL MOTOR pa6 (right)
B1
A1
TRAVEL pb1
SWITCH PANEL (left) pa1
S2 15
TRAVEL
P1 PP
P2
108 CONTROL VALVE
TRAVEL LEVER LOCK
Y2 STRAIGHT TRAVEL
VALVE
C1
A1
CONTROLLER
P
Y4
A1 A2 A3
10
52 8-WAY SOLENOID VALVE HYDRAULIC PUMPS

Low Speed Travel Circuit

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

21. Travel motors
52. 6 Solenoid valve bank

Low Speed Travel Circuit:
BOOM CYLINDER
26 25
T2 T1
A8
B8
21 21
VA VB
VB VA
B6
A6 TRAVEL
pb6
P P pa6
TRAVEL MOTOR (right)
B1
A1
TRAVEL pb1
SWITCH PANEL (left) pa1
15
S2 TRAVEL
P1 PP
P2
108 CONTROL VALVE
TRAVEL LEVER LOCK
Y2 STRAIGHT TRAVEL
T
VALVE
A1 C1
CONTROLLER
P
Y4
A1 A2 A3
10

Straight Travel Circuit

As an example, we describe the operation where travel and boom up are operated at the same time.
The pilot oil pressure enters from Port PP of the control valve and communicates with the tank side via passages
of travel spool and spools for attachments (boom, arm, bucket and swing). When travel and boom-up operations
are performed simultaneously, all circuits, which have been communicating with the tank, will be shut off by
spools. This makes pilot pressure oil entered from the port PP to lose where to flow and original pressure
(3.9MPa / 39 bar / 565 psi) switches over the straight travel selector valve. The pressure works to the pilot cham-
ber in straight travel valve allowing the valve to be switched over.
As the result of the switch over of the straight travel valve, the pressurized oil in the control valve P1 drives the
right and left travel motors and the pressurized oil in the control valve P2 drives the attachments. The right and left
pressures become equal because one pump drives both the right and left motors. This realizes straight travel.
Additionally, extra hydraulic oil from P2 is supplied via the check with travel confluence restriction to the travel
side, and speed reduction is minimized. The same theory applies and the circuits operate the same way when
upper actuators other than boom and travel are operated at the same time.
Pa8/A8. Raising the boom

Pb8/B8. Lowering the boom
Pb4. Boom 2 spool
21. Travel motors

Straight Travel Circuit:
BOOM CYLINDER
26 25
Dr T2 T1
A8
B8
21 21 pb8'
pb8
pa8'
pb4
VA VB pb4'
pa8
VB VA
B6
A6
pb6 TRAVEL
P P
TRAVEL MOTOR pa6 (right)
B1
A1
SWITCH PANEL TRAVEL pb1
(left) pa1
S2 TRAVEL
15
P1 PP
TRAVEL LEVER LOCK 108 P2 CONTROL VALVE
Y2
T STRAIGHT TRAVEL
C1 VALVE
A1
CONTROLLER
P
Y4
A1 A2 A3
10

Swing Parking Circuit (Lever in Neutral / Swing Locked)

When the engine is started and the swing lever is in neutral, the swing brake solenoid valve becomes turned on
(24 V input) and the swing parking brake is activated.
When the swing lock switch is on, even if the swing pressure switch or attachment pressure switch is turned on,
the swing lock switch overrides and the parking brake remains unreleased. When the swing lock switch is on and
the swing lever is shifted into operation, the swing spool in the main control valve will be switched over.
Pa3/A3. LH swing
Pb3/B3. RH swing
22. Swing motor
27. Dipper cylinder
54. Swing dipper control lever
81. Swing shuttle block
C2. Swing brake pilot
B22. Swing pilot pressure switch
B26. Upper pilot pressure switch
B42. Pump pressure sensor P1
Y3. Swing brake solenoid valve (pink band)

Swing Parking Circuit (Lever in Neutral / Swing Locked):

SWING MOTOR
22
A5
27 B5
ARM CYLINDER
pc3'
pc3
A B
B3
A3
pa3
REMOTE CONTROL VALVE

54
SHUTTLE VALVE
81
LEVER LOCK Y2
T 3 1 15
P1 PT PP PA P2
CONTROL VALVE
B22 ATTACHMENT
SWING PRESSURE B26
PRESSURE SWITCH
SWITCH
C2
SWITCH PANEL PRESSURE
G5
Y3 SWING BRAKE SWING LOCK G4
B44 SENSOR
A1 A2 A3
S2 B42
PRESSURE
52 SENSOR
8-WAY SOLENOID VALVE
A1
CONTROLLER
10
HYDRAULIC PUMPS

Swing Parking Circuit (Brake Released)

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

Swing brake Swing motor
Key switch pressure G4 or G5
solenoid valve parking brake
switch pressure sensor
OFF OFF 0 OFF Operates
15 MPa or less ON Operates
OFF Released
OFF Turns on 5 seconds
15 MPa or more after attachment
ON Operates
pressure switch
is turned OFF.
15 MPa or less OFF Released
ON
15 MPa or more OFF Released
Pa3/A3. LH swing
Pb3/B3. RH swing
22. Swing motor
27. Dipper cylinder

Swing Parking Circuit (Brake Released):
SWING MOTOR 22
P
27
ARM CYLINDER
T2
A5
B5
pc3
pbu
A B
B3
A3
pb3
pa3
REMOTE CONTROL VALVE 54

2S
SHUTTLE VALVE 81
S2 S3
LEVER LOCK
Y2 3 1
52 15
P1 PT PP PA P2
B22 CONTROL VALVE
SWING PRESSURE
SWITCH ATTACHMENT
P B26
PRESSURE SWITCH
C2 B44
Y3 SWITCH PANEL G4 G5
SWING LOCK PRESSURE
SWING BRAKE SENSOR
A1 A2 A3
S2 B42
PRESSURE
SENSOR
CONTROLLER
A1 10
HYDRAULIC PUMPS

Swing Push Digging

The swing pilot pressure is supplied port Pc3 via shuttle valve and enable the swing priority variable restriction to
be held to the right-hand side.Putting restriction on the parallel circuit secures swing force for enforced digging
operation with raised swing pressure even when the arm and swing are operated at the same time.
Pa3/A3. LH swing
Pb3/B3. RH swing
22. Swing motor
27. Dipper cylinder
S2. travel mode switch

Swing Push Digging:

SWING MOTOR
22
ARM CYLINDER
P 27
T2 T1
A5
B5
pb5'
pb5 pb9
pa5' pa5
pa9
pc3'
pc3
A B
B3
A3 pb3
pa3
81 REMOTE CONTROL VALVE

54
2S
SHUTTLE VALVE
LEVER LOCK B22 S2 S3

3 1 15
P1 PT PP PA
P2
CONTROL VALVE
Y2 SWING PRESSURE
P SWITCH B26 ATTACHMENT
PRESSURE SWITCH
C2
SWITCH PANEL B44
Y3 G4 G5
SWING LOCK PRESSURE
SWING BRAKE
B42 A1 A2 SENSOR A3
S2
PRESSURE
52 SENSOR

CONTROLLER
A1 10
HYDRAULIC PUMPS

Arm-Out Circuit
Oil discharged from hydraulic pump A1 is supplied to the arm (1) spool through the center bypass oil passage in
the control valve. Oil discharged from hydraulic pump A2 is also supplied to the arm (2) spool through the parallel
oil passage, and merges at the upstream of the arm (1) spool, then flows into the rod side of the arm cylinder via
the load holding valve. Oil returning from the bottom returns to the tank oil passage via the arm (1) and (2) spools.
Pa5/A5. Extending the arm (dipper) (Arm 1)

Pb5/B5. Retracting the arm (dipper) (Arm 1)
Pa9/Pb9. Dipper 2 spool
27. Arm (Dipper) cylinder
54. Arm (Dipper) control lever
56. Dipper control shock absorber
57. Boom and arm (dipper) control shock absorber

Arm-Out Circuit:
BOOM CYLINDER
T2 T1
pc1
27
A5 26 25
B5
pb5'
pb5 pb9
ARM
pa5' pa9
CYLINDER pa5 pc2
pc3' A8
pc3 B8
pb8'
pbu pb8
pb4 pa8'
pb4' pa8
56
B CUSHION VALVE
15
P1 P2
CONTROL VALVE
CUSHION VALVE
57
P
54
A1 A2 A3
T
2 4 B
REMOTE CONTROL VALVE D
10
C HYDRAULIC PUMPS

Arm-In Load Holding

When the arm is in neutral, oil on the arm cylinder rod side is sealed by the load holding valve check. This mech-
anism reduces internal leakage from the main spool.
When the arm-in is operated, the pilot pressure enters Port 5pb5 of the control valve and moves arm (1) spool to
the arm-in side. Also, the pilot pressure separated from Port Pb5 enters Port Pc1 and moves the load holding
valve spool to the right. Through this mechanism, the oil in the spring chamber of the load holding valve check is
connected to the tank line passing the load holding valve spool. As a result, the pressure on the spring chamber
decreases and the load holding valve check is released. The hydraulic oil in the rod of the arm cylinder is returned
to the tank line, the arm cylinder extends and the arm moves in.

31. Dipper load holding valve

Arm-In Load Holding:
BOOM CYLINDER
Dr T2 T1
pc1
27
A5 26 25
B5
pb5' pb9
ARM pb5
CYLINDER pa5' pa9
pa5 pc2
pc3' A8
pc3 B8
LOAD HOLDING pb8'
Detail
pbu pb8
VALVE
pb4 pa8'
pb4' pa8
SPOOL
pc1 A
LOAD HOLDING 56
CHECK VALVE
A5 CUSHION VALVE
B
34
ARM(1)
15
P1 PP
P2
CONTROL VALVE
CUSHION VALVE
57
P
54
A1 A2 A3
2 4
D
10
C
HYDRAULIC PUMPS
A

Arm-In Circuit
For arm-in operation, pilot pressure is supplied to Port 5pb5 and Pb9 of the control valve and the arm spool
moves to the arm-in side.
At the same time, the arm load holding valve is released by the pilot pressure, and the discharged oil on the cylin-
der rod side is restricted by the forced regenerative release valve. This forces the returned oil to be regenerated
into the cylinder bottom side via the check within arm (1) spool, securing the arm speeds required for floor digging
work. When the load pressure rises on the cylinder bottom side, the forced regenerative release valve switches
over to the large diameter restriction side. As a result, the orifice for return becomes large and returned oil on the
rod side stops recycling.
When the reverse notching operation is pressure oil supplied to the cylinder remains the same as the volume of
two pumps, and only the arm (1) spool return line stays open. This caused extensive shock. To reduce this shock,
a cushion valve (in line) is provided in the arm (2) spool out pilot line which softens the switch over of the spool.

110. Arm regeneration valve

Arm-In Circuit:
BOOM CYLINDER
Dr T2 T1
pc1
27
A5 26 25
B5
pb5 pb5' pb9
ARM pa5' pa9
CYLINDER
pa5 pc2
pc3' A8
pc3 B8
LOAD HOLDING Detail pbu
pb8'
pb8
VALVE
pb4 pa8'
pb4' pa8
A5
H/V
A
B5
LOAD HOLDING
CHECK VALVE 56
pb5 B
CUSHION VALVE
ARM(1)
110
15
P1 PP P2
CONTROL VALVE
CUSHION VALVE
57
P
54
A1 A2 A3
2 4
D
10
C
HYDRAULIC PUMPS
A

Boom-Up Circuit (Single)

Oil discharged from hydraulic pump A1 is supplied to the boom (2) spool from the parallel oil passage via the con-
trol valve and merges at the downstream of the boom (1) spool. Oil discharged from hydraulic pump A2 merges
with the discharged oil from the boom (2) via the boom (1) spool through the parallel oil passage and flows into
the bottom side of the boom cylinder via the holding valve.
P1. Outlet flow A1

P2. Outlet flow A2
Pb8B8. Lowering the boom

Boom-Up Circuit (Single):

BOOM CYLINDER
Dr T1
pc1
27
A5 26 25
B5
pb5'
ARM pb5 pb9
pa5'
CYLINDER pa9
pa5
pc2
pc3' A8
pc3 B8
pb8'
pbu pb8
pb4 pa8'
pb4' pa8
56
CUSHION VALVE
15
P1 PP P2
CONTROL VALVE
CUSHION VALVE
E
57
G
54 H
A1 A2 A3
2 4
10
HYDRAULIC PUMPS

Boom-Up Circuit (Combined)

When floor digging operation is performed, the boom-up pilot pressure, which is supplied to port Pbu, releases the
restriction on flow to the arm by moving the swing priority variable restriction to the left. This makes the arm move
smoothly.
P1. Outlet flow A1

P2. Outlet flow A2
Pc2. Lowering load holding
Pa8/A8. Lowering the boom
Pb8B8. Raising the boom

Boom-Up Circuit (Combined):
BOOM CYLINDER
T2 T1
pc1
27 A5 26 25
B5
pb5' pb9
ARM pa5' pb5 pa9
CYLINDER pa5 pc2
pc3' A8
pc3 B8
pb8'
pbu pb8
pb4 pa8'
pb4' pa8
56
B CUSHION VALVE
15
P1 PP P2
CONTROL VALVE
E
CUSHION VALVE
G
P
54 57 H
A1 A2 A3
2 4
D
10
C
HYDRAULIC PUMPS
A

Boom-Down Load Holding

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

Pa8/a8. Raising the boom
Pc2. Boom load holding
1. Load holding valve spool
32. Boom load holding valve

Boom-Down Load Holding:
BOOM CYLINDER
Dr T1
pc1
27
A5 26 25
B5
pb5'
ARM pb5 pb9
pa5' pa9
CYLINDER pa5
pc2
pc3' A8
pc3 B8
pb8'
pbu pb8
pb4 pa8'
pb4' pa8
56 CUSHION VALVE
1
LOAD HOLDING
Détail VALVE SPOOL
pc2
LOAD HOLDING
CHECK VALVE
32 A8
15
P1 PP
P2 BOOM(2)
CONTROL VALVE BOOM(1)
CUSHION VALVE
57
G
P
54 H
A1 A2 A3
F
T
2 4
10
HYDRAULIC PUMPS

Boom-Down Circuit
For boom-down operation, pilot pressure is supplied at Port 4pb3 and 5pa4 of the control valve, and the boom
spool moves to the boom-down side. At the same time, the pilot pressure opens the boom load holding valve and
partially regenerates the discharged oil from the bottom side of boom cylinder at the rod side via the check in the
spool.
Although the boom (2) spool is changed over, oil will not be supplied to the cylinder as it is center-bypassed.

Pc2. Boom load holding
2. Non-return check valve
3. Jet
4. Jet
28. Bucket cylinder
32. Boom load holding valve
53. Boom control lever

Boom down circuit
BOOM CYLINDER
Dr T1 ps2
pc1
27
A5 26 25
B5
pb5'
pb5 pb9
ARM pa5' pa9
CYLINDER pa5
pc2
pc3' A8
pc3 B8
pb8'
pb8
pb4 pa8'
pb4' pa8
56
CUSHION VALVE
LOAD HOLDING
Détail CHECK VALVE 32
H/V A8
2
B8
4
pb8
15
P1 PP P2
CONTROL VALVE 3
T1
P2
CUSHION VALVE
57
G
P
54 H
A1 A2 A3
F
T
4
10
HYDRAULIC PUMPS

Combined Circuit (Breaker Circuit)

Through remote control operation, the pilot pressure that is supplied to Port Pa2 of the control valve switches the
backup spool. This allows the discharged oil from the hydraulic pump A1 to flow into the breaker.
The pilot pressure operates the pressure switch at the same time. Through signals, the control gives an instruc-
tion to engine controller to adjust the engine speed to preset numbers.
Return oil from the breaker passes by way of 3-direction valve, and oil exceeding the set pressure flows from the
stop valve via the relief valve to return to the hydraulic oil tank.
Pa2/A2. Breaker/Crusher circuit

Pb2/B2. Crusher circuit
72. Control pedal
75. Flow re injection block
76. 3-way selector
78. Return filter
79. Control shuttle block
83. Shut-off valve
84. T-shuttle block
85. Hand/foot control pilot filter
B25 B23. Breaker pilot pressure switch
Y9. Breaker/Crusher two flow solenoid valve

Option circuit breaker:
SHUTTLE VALVE
FILTER 84
78
STOP VALVE
76 1
2 pb5'
pb5 pb9
pa5' pa9
83 pa5
72
B2
pb2 A2
pa2
P4
1 P T
2 D
85
PRESSURE P
SWITCH
A 15
B25 B23 P1 PP P2 P3
A1 S1 A2 75 CONTROL VALVE
P T B
79 HOLDING VALVE
SHUTTLE B1 S2
B2 A
VALVE Y9
A1 A1 A2 A3
CONTROLLER
HYDRAULIC PUMPS 10

Combined Circuit (High Speed Confluence Circuit)

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

Pb2/B2. Crusher circuit
72. Control pedal
75. Flow re injection block
76. 3-way selector
78. Return filter
79. Control shuttle block
83. Shut-off valve
84. T-shuttle block
85. Hand/foot control pilot filter
B25 B23. Breaker pilot pressure switch
Y9. Breaker/Crusher two flow solenoid valve

Option circuit crusher:

SHUTTLE VALVE
84
FILTER
78
T2
STOP VALVE
76
2 3 pb5'
pb5 pb9
pa5' pa9
83 pa5
72 B2
pb2 A2
pa2
T P4
D
PRESSURE 1 T 2
SWITCH 85
P
B23 15
A
P1 PP P2 P3
B25 A1 S1 A2 75 CONTROL VALVE
P T
B HOLDING VALVE
79
SHUTTLE B1 S2 B2 A
Y9
VALVE
A1 A1 A2 A3
CONTROLLER
HYDRAULIC PUMPS 10



Pump engine stopped
The CX210 is equipped with a tandem dual flow pump .
Each rotary groups are controlled by a separate regulator including a servo-piston and a servo-valve.
Each servo-piston receives the following pressure signals:
For the front pump

1. Front pump output pressure acting on Sf area of the servo-valve SVf
2. Rear pump output pressure acting on Sr area of the servo-valve SVf
3. Proportional solenoid valve pressure acting on SPf area of the servo-pump SVf
4. Negative flow control signal from Pi1 orifice acting on the piston Nf
When the pressures increase on these pistons the servo-valve SVf moves to the right and the pressure pushes
the servo piston SPf to the right to reduce the swash plate angle. The front pump flow will decrease.
For the rear pump

5. Rear pump output pressure acting on Sr area of the servo-valve SVr
6. Front pump output pressure acting on Sr area of the servo-valve SVr
7. Proportional solenoid valve pressure acting on SPr area of the servo-pump SPr
8. Negative flow control signal from Pi2 orifice acting on the piston Nr
When the pressures increase on these pistons the servo-valve Sir moves to the left and the pressure pushes the
servo piston SPr to the left to reduce the swash plate angle. The right pump flow will decrease.
At engine cranking time the gear pump pressure fills the small areas of the servo pistons and both pumps are in full
flow position.

ø3
Ps1 T2 T1 T5 T4 Ps2
405 psi 405 psi

28 bar 28 bar
A1 Psv a3 A2
a1 a2
(AVANT) (ARRIERE)
Pi1 Pi2
3.92 MPa
39.2 bar
150 MESH a3
A3
Dr B1 B3

Pump engine running, controls in neutral position, mode H ou S, full rpm
operation.
Just after the cranking time (full flow position) the negative flow control signal (highest value) enters the pumps in Pi1
and (Pi2).
The servo-valve SVf moves to the right and the servo-piston SPf pushes the smash plate to reduce the swash
plate angle. (Low flow position).
The servo-valve SVr moves to the left and the servo-piston SPr pushes the smash plate to reduce the swash
plate angle. (Low flow position).
Low pump discharge pressures act on the areas Sf , Sr . The torque regulation springs are not compressed
The signal coming from the proportional solenoid valve pushes on the two areas SP and modify the force of
the torque regulation springs.
1. In H mode the proportional valve pressure (18 to 21b with a 407 mA to 292 mA current at 2000
rpm) sets the pump at the maximum output torque.
2. In S mode the proportional valve pressure (25 to 25.9 b with a 292 mA current at 1800rpm) sets the
pump at 90% of the maximum output torque.
3. In L mode the proportional valve pressure (38b , current < 50mA at 1700rpm) sets the pump at 70%
of the maximum output torque.
In any mode, equipment in neutral position, the pumps deliver a low flow to insure the cooling of the hydraulic oil.

ø3
Ps1 T2 T1 T5 T4 Ps2
405 psi 405 psi

28 bar 28 bar
A1 Psv a3 A2
a1 a2
(AVANT) (ARRIERE)
Pi1 Pi2
3.92 MPa
39.2 bar
150 MESH a3
A3
Dr B1 B3

Pump engine running, one control operated, one flow
There are two possibilities
The maximum torque setting is not reached

The maximum torque setting is reached
1. The negative control signal Pi1 is low. The servo-valve SVf is pushed to the left the large side of the
servo-piston is connected to the tank. The swash plate angle and the flow are maximum.
If the operator reduces the flow demand the negative flow control pressure increases .It pushes the piston Sn
that moves the servo-valve SVf to the right.
The swash plate angle and the pump flow decrease
The negative control signal Pi2 is maximum. The servo-valve SVr is pushed to the left and the two sides of the
servo-piston SPr are connected with the pump outlet. The swash plate angle and the flow are minimum.
1. The negative control signal Pi1 is low. The servo-valve SVf is pushed to the left the large side of the
servo-piston is connected to the tank. The swash plate angle and the flow are maximum.
If the pressure reaches the torque regulation value on the sections Sr and Sf the servo- valve SVr moves to the left.
The swash plate angle and the flow decrease.

ø3
Ps1 T2 T1 T5 T4 Ps2
405 psi 405 psi

28 bar 28 bar
A1 Psv a3 A2
a1 a2
(AVANT) (ARRIERE)
Pi1 Pi2
3.92 MPa
39.2 bar
150 MESH a3
A3
Dr B1 B3

Pump engine running, two controls operated, two flows
Pump engine running several controls operated two flows in service.
1. If the negative flow control pressures Pi1 and Pi2 are equal the two discharge pump flows are the
same. This occurs in travel operation on a flat and easy area or when the flows are cumulated in the same
attachment function (boom up, dipper fully operated, optional dual flows).
2. If the negative flow control pressures Pi1i and Pi2 are different, the discharge flows are differ-
ent. The pump that receives the highest negative flow control pressure discharges the lowest flow. (res. lowest and
highest).

ø3
Ps1 T2 T1 T5 T4 Ps2
405 psi 405 psi

28 bar 28 bar
A1 Psv a3 A2
a1 a2
(AVANT) (ARRIERE)
Pi1 Pi2
3.92 MPa
39.2 bar
150 MESH a3
A3
Dr B1 B3

Pump engine running, in torque regulation
In working operation the pressures PA1 and PA2 act on the areas Sr and Sf both sides.
When the sum (PA1 x Sf ) +( PA2 x Sr) reaches the force of the torque regulation spring, the servo-valve SVf moves to the right
. The two sides of the servo-piston SVf are connected with the pump and the servo- piston decreases the swash plate angle to
reduce the flow of the front pump.
The rear pump receives the same PA1 and PA2 pressures acting on the areas Sr and Sf
When the sum (PA1 x Sr) +( PA2 x Sf) reaches the force of the torque regulation spring, the servo-valve SVr moves to the right
. The two sides of the servo-piston SVr are connected with the pump and the servo- piston decreases the swash plate angle to
reduce the flow of the rear pump.
As the force of the regulation springs is theatrically set at the same value on both pump the regulation value is reached at the
same time (if the negative flow control pressures are the same) the angle of the swash plates is reduced with the same angle.
The flows are identical both side with a different working pressure.
A difference between the two negative flow control signals is required to get a different amount of flows.

ø3
Ps1 T2 T1 T5 T4 Ps2
405 psi 405 psi

28 bar 28 bar
A1 Psv a3 A2
a1 a2
(AVANT) (ARRIERE)
Pi1 Pi2
3.92 MPa
39.2 bar
150 MESH a3
A3
Dr B1 B3

CX330-CX350 7 - SETTINGS
SPECIFICATIONS
Hydraulic pump drive system, directly coupled to the engine
Main pump
Manufacturer .......................................................................................................................................Kawasaki
Pump type ...................................................................................... double variable displacement piston pump
Displacement.........................................................................................................140 cm3 (8.54 cu in) X 2 /rev
Rated operating pressure ................................................................................................... 34.3 MPa (4975 psi)
Maximum operating pressure ............................................................................................. 37.3 MPa (5410 psi)
Input revolution speed ...................................................................................................................... 2030 min-1
Maximum flow......................................................................................... 284 L/min (75 gpm) x 2 at 2030 min-1
Input horsepower................................................................................................................................. 171.7 kW
Shaft input horsepower................................................................................................. 174.7 kW at 2030 min-1
Shaft input torque ..................................................................................... 821.8 N•m (1085 lb-ft) at 2030 min-1
Pilot pump
Pump type ....................................................................................................................................... Gear pump
Displacement.................................................................................................................. 15 cm3 (0.91 cu in)/rev
Operating pressure............................................................................................ 3.9 to 4.1 MPa (565 to 595 psi)
Maximum flow................................................................................................ 30.5 L/min (8 gpm) at 2030 min-1
Input horsepower..................................................................................................................................... 3.0 kW
Control characteristics; simultaneous output control of overall, negative control, electric horse power control
Control Valve
Model; 4-spool section: integrated (1) or 5-spool section: integrated (1)
Operation method; hydraulic pilot method: travel, swing and operating machine
Maximum flow ........................................................................................................................ 284 L / min (75 gpm)
Set pressure of main relief valve ..................... standard; 34.3 MPa (4975 psi), power boost 37.3 MPa (5410 psi)
Set pressure of overload relief valve ................................... when boom down; 27.4 MPa (3974 psi) at 20 L / min
................................................................................................................. other: 39.2 MPa (5685 psi) at 20 L / min
Set pressure of foot relief valve ........................................................................... 2.89 MPa (420 psi) at 53 L / min
Functions
Straight travel circuit
Boom UP / 2-speed internal confluence for Arm
Boom/arm load holding circuit
Boom down regenerative circuit
Arm IN forced regenerative circuit
Variable throtlle valve in parallel circuit arm
Swing priority variable throttle valve
Preliminary 2-speed confluence
Hydraulic Cylinders
Boom cylinder (2)
Arm (dipper) cylinder
Bucket cylinder
Swing unit
Swing circle; swing bearing type (with internal gears)
Swing hydraulic motor (1); fixed displacement piston motor with parking brake and reversal prevention valve
Displacement ............................................................................................................... 186.7 cm3 (11.39 cu in)/rev
Operating pressure ................................................................................................................. 29.4 MPa (4264 psi)
Operating flow.......................................................................................................................... 284 L/min (75 gpm)
Brake torque .......................................................................................................... 961.6 Nm (709.24 lb-ft) or over
Brake off pressure........................................................................................................2.9 MPa (421 psi) less than
Relief set pressure .....................................................28.9 to 29.7 MPa (4192 to 4308 psi) at 100 L/min (26 gpm)

7 - SETTINGS CX330-CX350
Travel lower body

Travel hydraulic motor (2); variable displacement piston motor, automatic 2-speed switch-over with parking brake
Displacement ......................................................................................... 290.7 / 170.1 cm3 (17.74/10.38 cu in)/rev
Operating flow....................................................................................................................... 284.2 L/min (75 gpm)
Brake torque ................................................................... 4738 Nm (3495 Ib-ft) or over (excluding reduction gear)
Relief set pressure ............................................................................... 35.8 MPa (5112 psi) at 5 L/min (1.32 gpm)
2-speed control pressure ..................................................................................................26.5 ± 1 MPa (3443 psi)

Reference Values
Numerical values for performance may change without notice due to product improvement.
Reference values
Items CX330 Conditions
CX350
CX330NLC
Idling 900 ± 20 900 ± 20
1 Engine speed (min-1) Mode: H
Maximum without load 1950 ± 10 1950 ± 10
Standard 34.3 ± 2.0 34.3 ± 2.0
Main Relief
Boosting 37.3 ± 2.0 37.3 ± 2.0
2 Pressure of each part (MPa) Mode: S
Swing relief Vertical 31.5 ± 2.0 31.5 ± 2.0
Pilot relief 3.9 ± 0.1 3.9 ± 0.1
Boom cylinder 10 or below 10 or below
Arm cylinder 15 or below 15 or below No load for 10
Natural lowering level of each minutes
3 Bucket cylinder (when
cylinder (mm) 20 or below 20 or below
open)
No load for 10
Overall 250 or below 250 or below
minutes
Up 4.5 ± 0.6 4.8 ± 0.6
Boom
Down 3.3 ± 0.6 3.1 ± 0.6
Operational speed of each cyl- Open 3.8 ± 0.6 3.9 ± 0.6

4 Arm Mode: S
inder (sec) Close 4.9 ± 0.8 4.8 ± 0.8
Open 3.1 ± 0.6 3.1 ± 0.6
Bucket
Close 5.3 ± 0.3 5.4 ± 0.3
5 Swing speed (sec/1 revolution) 6.8 ± 0.6 6.8 ± 0.6 Mode: S
6 Swing angle 180°, neutral brake flow angle (degrees) 40° or below 40° or below Mode: S
7 Travel speed (sec/6 m) High 4.3 ± 0.6 4.3 ± 0.6 Mode: S
Number of drive sprocket revolutions High 16.5 ± 1.5 16.5 ± 1.5

8 Mode: S
(sec/10 revolutions) Low 27.6 ± 1.8 27.6 ± 1.8
Horizontal 6.5 or below 6.5 or below
9 Amount of turntable bearing shift (mm) Mode: S
Vertical 2.0 or below 2.0 or below
Amount of shoe tension ranging from the side frame bot-
10 340 to 460 340 to 460
tom to shoe surface (mm)

SPECIAL TOOLS
Tester
CD98M009
3. 600 LITRE FLOWMETER, ORDER THE FOL-
LOWING:
ONE FLOWMETER RE3 Z5344486
TWO PLATES (M45X2) D4323359
CP96E001
TWO FLANGES (Ø 24) B8230183
1. TEST KIT E5444449 FOR MULTI-HANDY 2051 FOUR HALF FLANGES D4024267
The Multi-Handy tester can be used every day in the EIGHT SCREWS (12 X 75) Z1232983
workshop for normal operations.
The Multi-Handy can be used for:
Checking pressure (two pressure scales), maximum
pressure, differential pressure (P delta), temperature,
engine rpm and flow.
1 Multi-Handy 2051 tester .......................... D5444448
2 pressure detectors (0-600 bar)................ V5344460
2 straight unions for detector..................... W5344461
1 elbow union for detector.......................... X5344462
1 engine rpm detector ................................ Z5344463
3 cables (5 m long)..................................... E3144472
1 electrical outlet 220V 50Hz ..................... D5344467
1 cigarette lighter cable .............................. E5344468
1 instruction manual .................................... ------------- CS99B532
1 carrying case........................................... N5344476 4. SET OF UNIONS FOR PRESSURE TEST AND

HYDRAULIC FLOW CAS 30038.
1 2
3
CD01B005
2. FEMALE COUPLING JOINT E47894 (1) CD99C002
PRESSURE TEST POINT 14X1.5 A3237549 (2) 5. SET OF HIGH PRESSURE HYDRAULIC HOSES
MALE COUPLING JOINT WITH UNION (3) AND CAS XXXXX (INCLUDING TWO HIGH PRES-
PLUGS (4) CONTAINED IN THE SUITCASE CAS SURE HOSES).
30038

IDENTIFICATION OF HYDRAULIC COMPONENTS

Pump
330-1-03-00-24A_1
Port Description Location

A1, 2 Delivery port SAE6000 psi 1"
B1 Suction port SAE2500 psi 21/2"
Dr1 Drain port G 3/4 - 20
PH1, H2 Press, sensor port G 3/8 - 17
PSV Servo assist port G 1/4 - 15
Pi1, i2 Negative control port G 1/4 - 15
a1, 2, 4 Gauge port G 1/4 - 15
a3 Gauge port G 1/4 - 14
A3 Gear pump delivery port G 1/2 - 19
B3 Gear pump suction port G 3/4 - 20.5
Dr3 Gear pump drain port G 3/8 - 15
T Air drain port

Control valve
Pbu PS1 A5
T2 PS2 T1 T3
T5
PC3
Dr Pc3 PC1
PC2 B8 B5 A3
B7 B3 A2
A8
B2 PT
B6
A7 B1
P3
PH
A6 T4
P2 P4 PP
P1
A1 PA
CS01M603 CS01M602
Port Description Port Description

B7 Bucket opening T1 T2 Return
A7 Bucket closing Ps1
Negative signal check
B8 Boom lowering Ps2
A8 Boom raising PT Travel pilot pressure switch
A6 LH forward travel PH Main relief power boost control
B6 LH reverse travel PA Attachment and swing pressure switch
A5 Dipper out Dr Leak return
B5 Dipper in Pc1 Dipper load holding
B3 RH swing Pc2 Boom load holding
A3 LH swing T4 By-pass return
A2 Option circuit T5 To shock absorber (pre-heat)
B2 Option circuit T3 Swing return
A1 LH forward travel Pc3-Pc3' Priority to swing
B1 LH reverse travel Pbu Swing priority cancellation
P1
Pump pressure PP Pilot pressure
P2
P3
Option circuit
P4

6 solenoid valve bank

Y1 Y5 Y4 T
Y6 P Y3 Y2
CD05L001
Port Description
B Pilot manifold supply
P Pilot line (from the pump)
T Return to reservoir
Y1 Swing pilot shut-off
Y2 Pilot pressure cancellation control
Y3 Swing brake control
Y4 Select travel 2nd speed
Y5 Power boost
Y6 Pilot cushion control cancellation

PREPARATION BEFORE INSPECTION
WARNING: Hydraulic fluid output under pressure can penetrate the skin. Hydraulic fluid can also cause or
infect a slight skin cut. In the event of being injured by hydraulic fluid under pressure, consult a doctor immedi-
ately. Any delay in obtaining treatment for an injury can cause a serious infection or reaction. Before pressuris-
ing the circuits, make sure that all the connections are correctly tightened and that the hoses and pipes are in
! good condition. Release pressure in the circuits completely before disconnecting pipes or carrying out any
operation on the hydraulic system. Always use a small piece of cardboard or wood to detect leaks of fluid
under pressure. Never use your hands.
WARNING: Any incorrect use or maintenance WARNING: The accumulator of this machine
of a construction machine can cause acci- is charged with nitrogen under pressure. In the
dents. Only persons who have read, under- event of incorrect operation of the circuit,
! stood and who observe the instructions in the
! change the accumulator. Never attempt to
operator’s manual are accredited to use or repair it Non-observance of these instructions
maintain this machine. and the procedure shown below can cause
serious or fatal injury.
Releasing pressure in the hydraulic system

NOTE: Operation to be carried out before every serv- 7. Lower the pilot control cancellation lever.
ice operation on the hydraulic system. 8. Operate each control more than 10 times in both
1. Position the machine on hard, flat ground. directions to release pressure in the circuits.
2. Open the bucket until the cylinder rod is com-
pletely retracted.
3. Extend the dipper until the cylinder rod is com-
pletely retracted. Lower the boom so that the end
of the dipper is resting on the ground. Lower the
tool to the ground.
4. Check with the diagnostic display in "S" mode that
the following values are shown.
CS00E544
CHK MODE II S ENG 1800 rpm
1 9. Press the button located on the hydraulic reservoir
P1 034.5 MPa I 0450 mA breather to release pressure in the reservoir.
P2 034.5 MPa WT 0080 °C
N 0.25 MPa OT 0055 °C
Engine rpm 1850±10 rpm

Current 410 mA (hhen operating)
5. Lower the engine speed to idle for 30 seconds,

then shut down the engine.
6. Turn the starter key switch to "ON", without start-
ing the engine.

Installing the pilot pressure test Installing the flowmeter

point (Checking hydraulic pump flows)
A2
7
M3
4
2 3
6
A1
5 1
330-1-05-00-25AE
Install a pressure test point (M3) on the port a3 (G 1/4), CI01M520
using the quick union supplied in the CAS 30038 kit. 1. Disassemble hose (1) from port (A2) of the pump
being checked.
2. Install the elbow union (2) (CAS xxxxx) on the
hose (1).
3. Connect the elbow union (3) (CAS xxxxx) to port
(A2) of the pump.
4. Install the hose (4) (CAS xxxxx) on the elbow
union (3).
5. Install the flowmeter (6) on the hoses (4).
6. Install the hose (5) (CAS xxxxx) on the flowmeter
(6) and on the elbow union (2).
7. Connect the multi-handy 2051 connecting cable to
the plug on the flowmeter (6) detector (7).
8. Proceed in the same manner to check the other
stage of the pump (A1).

Flow curve CX330 Tier 3, Curve valid for a new pump

I: Current valve for electromagnetic proportional pressure reducing valve.

Pd: Delivery pressure.
Pf: Power shift control pressure (at reference value).
Pi: Pilot pressure.
Tin: Input torque.
Pressure in this curve shows total pressure P1 + P2 or Pf + Pr
(Consumption torque for point gear pump is not included in Torque line graph)

Display on the "CHK1" monitor N: Pump negative pressure in MPa (B43 pressure
sensor).
display
ENG: Engine speed in rpm (B49 sensor).
To access this screen: Select work mode H or S using I: Intensity in mA (Y7 Proportional solenoid).
control (2).
WT: Engine coolant temperature in °C (B1 Tempera-
ture sensor).
OT: Hydraulic oil temperature in °C (B2 Tempera-
ture sensor).
Warming up the engine

1. Start the engine. The engine will have warmed up
in 10-15 minutes.
2. Run the engine until the message "AUTO WARM
UP" disappears from the display monitor.
1
2
Warming up the hydraulic fluid
1. Display the "CHK1" monitor display.
CM00E001
Press simultaneously on the travel speed control (1) 2. Actuate the bucket and dipper controls in one
and on the work mode selector control (2) as shown direction (against the cylinder stops) for 30 sec-
above until the diagnostic screen CHK1 appears onds.
(3 seconds). 3. Actuate the bucket and dipper control in the other
direction (against the cylinder stops) for 30 sec-
onds.
CHK MODE II H ENG 2000 rpm
1 4. Repeat Steps 1 and 2 until hydraulic temperature
P1 034.0 MPa I 0407 mA
reaches 45-55°C on display "CHK1".
5. Actuate the boom, swing and travel controls in
P2 034.0 MPa WT 0080 °C both directions to warm up all the circuits to 45-
55°C.
N 0.28 MPa OT 0055 °C
P1: P1 pump pressure in MPa

(B42 Pressure sensor)
Boom raising
Dipper retracting and extending
Pressure checked
LH and RH swing
RH travel
P2: P2 pump pressure in MPa

(B44 Pressure sensor)
Raising - lowering boom

Dipper extending - retracting
Pressure checked
Bucket opening - closing
LH travel

CHECKING AND SETTING PROCEDURE

Location of secondary relief valves
B D1 B2 B1
D
C
F
G A
CS01M603 CS01M602
CI01M518 CI01M517
J I
L CS00M501
H 330-1-05-00-25au 330-1-05-00-25av
Tool used Pressure for 1 turn

Set pressure
Adjusting of the screw (or for
Item Description Lock nut (as single component)
screw 1 shim*)
Main relief (standard pressure) 27 mm 27 mm 343 ± 3 bar (34.3 ± 0.3 MPa) 213 bar (21.3 MPa)
A
Main relief (power boost) 32 mm 267 mm 373 ± 5 bar (37.3 ± 0.5 MPa) 284 bar (28.4 MPa)
B Boom raising port secondary relief 392 ± 5 bar (39.2 ± 0.5 MPa) 212 bar (21.2 MPa)
C Boom lowering port secondary relief 274 ± 5 bar (27.4 ± 0.5 MPa) 212 bar (21.2 MPa)
Hexagon
D Dipper out port secondary relief wrench 212 bar (21.2 MPa)
17 mm
E Dipper in port secondary relief 6 mm 212 bar (21.2 MPa)
392 ± 5 bar (39.2 ± 0.5 MPa)
F Bucket open port secondary relief 212 bar (21.2 MPa)
G Bucket close port secondary relief 212 bar (21.2 MPa)
Hexagon
H Pilot circuit main relief 24 mm wrench 39 ± 1 bar (3.9 ± 0.1 MPa) 20 bar (2.0 MPa)
6 mm
I RH swing port secondary relief Hexagon
48 bar (4.8 MPa)
41 mm wrench 294 ± 4bar (29.4 ± 0.4 MPa)
J LH swing port secondary relief 48 bar (4.8 MPa)
14 mm
K Reverse travel secondary relief 380±5 bar (38±0.5 MPa) 10 bar (1 MPa)*
L Forward travel secondary relief 380±5 bar (38±0.5 MPa) 10 bar (1 MPa)*

Main pilot system relief (H)

Pump Standard pressure 2-stage relief level
Test 343±3 bar 373±5 bar
P1-P2
1. Connect a 0-100 bar pressure gauge to pressure (34.3±0.3 MPa) (37.3±0.5 MPa)
test point M3.
NOTE: To read the higher pressure - 2-stage relief
2. With the engine at full speed, select mode "S".
level again, the control lever should be released, then
3. Move the pilot cancellation lever to its low position. operated against the cylinder stops.
4. With the attachment, swing and travel controls in
neutral, read the value on the pressure gauge: Setting the power boost pressure
The value should be 39±1 bar (3.9±0.1 MPa).
Adjustment
1. Loosen the lock nut and turn the valve adjusting 2
screw (H) until 39±1 bar (3.9±0.1 MPa) is reached. 1
2. Tighten the lock nut while holding the adjusting
screw in position.
3. When the adjusting screw has been tightened,
check the pressure again and make sure there are
no leaks.
Checking the pilot accumulator 3 4

1. Raise the boom completely and extend the dipper. CS00E550
2. Shut down the engine, with the starter key switch 1. Disconnect and plug the power boost pilot hose on
on "ON". the main relief.
3. Operate the boom lowering or dipper retracting 2. Using a wrench, hold the adjusting screw (3) in
control several times consecutively. position and loosen the lock nut (4).
4. The pressure in the accumulator should enable 3. Tight the adjusting screw (3) up to the stop.
the boom lowering or dipper retracting function to
4. Tighten the lock nut (4).
be performed about six times.
5. Start the engine and run it at maximum speed,
Main relief (A) select mode "S".
6. Operate and hold in position the dipper retracting
Test control (against cylinder stops).
1. Display the "CHK1" monitor display. 7. Loosen the lock nut (2) and turn the adjusting
2. With the engine at full speed, select mode "S". screw (1) until the power boost pressure is
3. Operate and hold in position the dipper retracting reached.
control (against cylinder stops). NOTE: Tighten the screw (1) to increase the pressure.
4. Read the pressure on the monitor display: Loosen the screw (1) to reduce the pressure.
8. Using a wrench, hold the adjusting screw (1) and
tighten the lock nut (2).
2
1 9. Check the pressure again. If the desired value is
not obtained, repeat steps 6 to 9.
10. Cary out the standard pressure setting.
APPROX.
2 SEC. 8 SEC.
1. Standard pressure
2. Power boost
When the dipper cylinder is against the stops, the
pressure is the standard value for 2 seconds, then
at the higher pressure - 2-stage relief value for 8
seconds before falling back to standard pressure.

Adjusting the standard pressure

1 2
NOTE: Carry out the procedure below only if the
power boost pressure is correct, otherwise carry out
the power boost pressure setting procedure.
CS00E550
1. Disconnect and plug the power boost pilot hose on

the main relief.
3 4 2. Using a wrench, hold the adjusting screw (1) in
CS00E550
position and loosen the lock nut (2).
1. Disconnect and plug the power boost pilot hose on 3. Tighten the adjusting screw (1) 180°.
the main relief. 4. Using a wrench, hold the adjusting screw (1) in
2. Using a wrench, hold the adjusting screw (3) in position and tighten the lock nut (2).
position and loosen the lock nut (4). 5. Start the engine and run it at maximum speed,
3. Start the engine and run it at maximum speed, select mode "S".
select mode "S". 6. Display the "CHK1" monitor display.
4. Operate and hold in position the dipper retracting 7. Operate and hold in position the corresponding
control (against cylinder stops). attachment control (against the cylinder stops).
5. Turn the adjusting screw (3) until the standard 8. Read the pressure on the monitor display, the
pressure is reached. pressure should be:
Set pressure Values meas-
NOTE: Tighten the screw (3) to increase the pressure.
(as single ured on actual
Loosen the screw (3) to reduce the pressure. component) machine
6. Using a wrench, hold the adjusting screw (3) in Boom 392±5 bar 400 bar
position and tighten the lock nut (4). P1-P2
raising (39.2±0.5 MPa) (40 MPa)
7. Check the pressure again. If the desired value is Boom 274±5 bar 290 bar
not obtained, repeat steps 2 to 6. P2
lowering (27.4±0.5 MPa) (29 MPa)
8. Stop the engine. Dipper 392±5 bar 400 bar
P1-P2
9. Reconnect the power boost pilot hose to the main in (39.2±0.5 MPa) (40 MPa)
relief. Dipper 392±5 bar 400 bar

P1-P2
out (39.2±0.5 MPa) (40 MPa)
Attachment control valve secondary Bucket 392±5 bar 405 bar
P2
reliefs (B, C, D, E, F and G) opening (39.2±0.5 MPa) (40.5 MPa)
Bucket 392±5 bar 405 bar

NOTE: If the excavator is equipped with safety valves P2
closing (39.2±0.5 MPa) (40.5 MPa)
on the boom and the dipper, secondary reliefs (B) and
(D) are not fitted or are overset. In this case it is neces- 9. Carry out Steps 10 to 14 only if one of the attach-
sary to set the pressures on the reliefs (B1-B2 and D1) ment secondary reliefs has to have its pressure
mounted on the safety valves. set. Otherwise go on to step 15.
NOTE: The attachment main reliefs are set to a higher
pressure than the main relief valve. To check or set the 3
attachment main reliefs, the main relief must be over- 4
set.
NOTE: On the CX330 and CX350, since the pressure
of the boom lowering valve is lower than the main
relief, there is no need the overset the main relief
(Steps 1 to 4 and 15 to 19).
Checking and setting the pressure
CS01K554

10. Using a wrench, hold the adjusting screw (4) of

the secondary relief concerned in position and
loosen the lock nut (3).
11. Operate and hold in position the corresponding
attachment control (against the cylinder stops).
12. Turn the adjusting screw (4) of the secondary
relief concerned until the correct pressure is 7 6
obtained.
13. Using a wrench, hold the adjusting screw (4) in
position and tighten the lock nut (3).
14. Check the pressure again. If the desired value is
15. Using a wrench, hold the adjusting screw (1) of CD01B007
the main relief concerned in position and loosen Disconnect and plug the pilot hose (6) from the valve
the lock nut (2). to be adjusted, located behind the bottom of the boom.
16. Operate and hold in position the dipper retracting Place the hose (6) in a receptacle to catch any leaks.
control (against cylinder stops). Plug the elbow union (7). Start the engine. Set the
17. Turn the adjusting screw (1) until the correct speed to 1000 rpm at the gauge on the instrument
standard pressure of the main relief concerned is panel. Move the boom to mid-height. Actuate the
obtained. boom lowering control and note the secondary relief
pressure setting (B1). Repeat this manoeuvre several
NOTE: Tighten the screw (1) to increase the pressure. times, noting the pressure each time.
Loosen the screw (1) to reduce the pressure. Pressure setting 392±5 bar (39.2±0.5 MPa)
If the value is not correct, loosen the lock nut (8) and
position and tighten the lock nut (2).
turn the screw (9) to adjust the pressure while operat-
19. Check that the standard pressure of the main ing the boom lowering control. Tighten to increase the
relief is correct, otherwise carry out steps 15 to 19 pressure, untighten to decrease. Tighten the lock nut
again. (8). Stop the engine. To release pressure in the large
20. Stop the engine. chamber of the cylinder, first reconnect the pilot hose
21. Reconnect the power boost pilot hose to the main (6). Start the engine to fill the accumulator. Shut down
relief. the engine. Release pressure in the hydraulic system.
Remove the union plug (3). Disconnect the coupling
Boom safety valve secondary reliefs connection (2). Reconnect the balance hose (1).
(B1 and B2) Checking and pressure setting the LH
Checking and pressure setting the RH side (B2)
side (B1) Carry out the same operations as for the RH side. The
difference between the two valves must be less than 5
bar.
9
8
5 3
4
1
2
CD01B008
Disconnect the balance hose (1). Install on the hose a
male coupling connection, complete with its union (2).
Plug the elbow union (3). Connect to the hose (1) a
female coupling connection complete with a pressure
test point (4). Connect the Multi-Handy tester or a 0-
600 bar pressure gauge (5) to the pressure test point
(4).

Dipper safety valve (D1) Swing port secondary relief

NOTE: The safety valve secondary relief (D1) has a (I, J)
higher pressure setting than the control valve main
Test
relief (A). To carry out checks or pressure setting on
the secondary relief (D1), the main relief (A) has to be
overset.
1 2
CS00E550
1. Disconnect and plug the power boost pilot hose on

CD00E143
the main relief.
1. Disconnect the connector (green) from the swing
cancellation solenoid valve.
position and loosen the lock nut (2).
3. Tighten the adjusting screw (1) 180°.
3. Start the engine and select mode "S".
position and tighten the lock nut (2). 4. Switch on the swing brake control on the instru-
ment panel (indicator lamp ON).
5. Start the engine and run it at maximum speed,
select mode "S". 5. Slowly operate the swing control lever to the right
and gradually increase the engine speed to full
speed to make sure that the swing is locked.
7. Operate and hold the dipper extend control.
6. Repeat step 5, for the LH swing, the pressures
8. Note the pressure on the check screen. The pres- must be:
sure should be at 392±5 bar (39.2±0.5 MPa).
Set pressure Values meas-
(as single ured on actual
component) machine
RH swing P1 294±4 bar 290 bar

(29.4±0.4 MPa) (29 MPa)
LH swing P1 294±4 bar 290 bar

(29.4±0.4 MPa) (29 MPa)
2
Adjustment
1
J
CD01M021 I
9. If the value is not correct, loosen the lock nut (1)
and turn the pressure setting screw (2) to adjust
the pressure. Tighten to increase the pressure,
untighten to decrease. When the pressure is cor-
rect, hold the screw (2) and tighten the lock nut
(1). Reset the control valve main relief (A).
CS99B596
(I) RH swing port secondary relief

(J) LH swing port secondary relief

Travel secondary relief (K, L)

2
Tools required
3.149 inch
80 mm
1
CI01M524
1. Carry out steps 1 to 5 in "Checking".

CS99B579
1 locking pin with the dimensions shown below
3. Slowly operate the swing control lever to the right
and gradually increase the engine speed to full Checking and adjustment
speed to make sure that the swing is locked. 1. Overset the secondary relief. Attachment main
4. Turn the adjusting screw (2) until the correct pres- relief chapter).
sure is reached. 2. Start the engine.
6. Check the pressure again. If the desired value is A
Checking the swing brake release

pressure
CS99B580
3. Carefully lock the travel on the side to be checked
by positioning the locking pin (A) between the
sprocket and the undercarriage as shown above.
6. Operate and maintain the corresponding travel
CD05L003 control (locking the sprocket).
1. Disconnect the swing brake supply hose at the 7. Read the pressure on the monitor display, the
hydraulic motor end and connect a pressure test pressure should be: Pressure setting 380±5 bar
point 0-100 bar pressure gauge to the hose. (38±0.5 MPa).
Note the pressures if they are not correct to determine
3. With the swing control in the neutral position, the number of shims needed for adjustment. One 0.1
switch on the swing brake control on the instru- mm shim corresponds to 10 bar pressure.
ment panel (indicator lamp ON), the pressure
should be between 0 and 3 bar. 8. Go on to step 9 if one of the secondary reliefs has
to have its pressure set. Otherwise, reset the pres-
4. With the swing control in the neutral position, sure on the main relief.
switch off the swing brake control on the instru-
ment panel (indicator lamp OFF), the brake
release pressure should be about 39 bar.

Checking the pressure delivered by

the proportional valve (Y7)
L
CD05L002
K. Reverse secondary relief
a4
L. Forward travel secondary relief
CS01K501
9. Remove the swing motor secondary relief con-
cerned. If the two secondary reliefs have to be 1. Connect a pressure test point and a 0-100 bar
removed, mark them to ensure they are replaced pressure gauge to pump port a4.
in their original position. 2. Display the "CHK1" monitor display.
3. With the engine at full speed, select mode "H" and
then mode "S".
2 3 4 5 1 6
Pressure (bar)
Pressure (MPa)
CI01M519
10. Tighten the body of the secondary relief (1) in a
vice and remove the plug (2), the guide (3), the
shims (4), the spring (5) and the check valve (6).
11. Remove (to reduce pressure) or add (to increase Input current (mA)
pressure) the number of shims (4) needed to Controlled line graph
obtain the correct pressure.
700-1-05-00-24AR
12. Install parts (1 to 6) in the secondary relief and
tighten the plug to 156 Nm. H mode S mode
13. Install the secondary relief on the travel motor and Pressure 14.8 bar (1.48 MPa) 19.2 bar (1.92 MPa)
tighten it to 78.5 Nm.
Intensity Max. 470 mA 410 mA
14. Check the pressure again. If the desired value is
15. Rest the pressure of the main relief.

Checking travel drift Checking for leaks

Make sure that the track tension is correct. (With the hydraulic oil between 45 and 55°C)
This test must be carried out at a hydraulic oil temper- 1. Press the breather to release pressure in the
ature of 50°C and on hand, flat ground over a length of hydraulic reservoir.
about 30 m. 2. Remove the travel motor protective shield.
With the engine at full speed in mode "H", press and
hold the travel pedals against the stops.
Travel forward over a distance of 25 metres.
Note the drift over the last 20 metres travelled.
If this value is greater than 1 m:
1. Check the pilot pressure values on both travel
spools (must be higher than 30 bar).
2. Check the hydraulic leak values on the travel
motors.
Checking for leaks on the travel

motor CS00E546
3. Disconnect the hydraulic motor drain hose and
Tools required plug it.
4. Use a hose to connect the drain port to the recep-
tacle.
A B
3.149 inch
80 mm
CS99B579
1 locking pin with the dimensions shown below
1 receptacle with a capacity of 20 litres CS99B580
1 hose A: Locking pin
1 plug B: Forward
5. Lock the travel mechanically on the side to be
checked by positioning the locking pin (A) between
the sprocket and the undercarriage as shown above.
7. Operate the travel control of the hydraulic motor to
be checked and measure the quantity of oil which
leaves the drain for 1 min.
8. Repeat steps 1 to 7 to check the other motor.
9. Compare the quantities of oil collected; if the dif-
ference between the two motors is greater than
1 l/min, repair or change the motor which has out-
put the greatest quantity of oil.

Checking the swing motor for leaks

Tools required
1 receptacle with a capacity of 20 litres
1 hose
1 plug
Checking for leaks
(With the hydraulic oil between 45 and 55°C)
CD05L003
8. Disconnect the hydraulic motor drain hose and
plug it.
9. Use a hose to connect the drain port to the recep-
tacle.
10. Start the engine and run it at full speed in mode
"S". Operate the swing control to the right or the
left and measure the quantity of oil which flows out
of the drain during 1 min.
CD05L001 11. Since the quantity of oil can vary depending on the
1. Disconnect the connector (green) from the swing test point used, repeat the measurement (Step 10)
cancellation solenoid valve. with the upperstructure at 90°, then at 180°.
3. Start the engine and select mode "S".
4. Switch on the swing brake control on the instru-
ment panel (indicator lamp ON).
5. Slowly operate the swing control lever and gradu-
ally increase the engine speed to full speed to
ensure that the swing is locked.
6. Shut down the engine.
7. Press the breather to release pressure in the
hydraulic reservoir.

TROUBLESHOOTING
Travel drift
(Pressures P1 and P2 correct)
No. Tests Results Repairs

With the tracks lifted, check the swing Difference in speed between the two
1 Check travel motor leaks (No. 4)
speed at the sprockets sprockets
The pressure difference between P1
Check pressures P1 and P2 during Check the negative pressure (N) of
2 and P2 is greater than 30 bars
travel the pump (No. 3)
(3 MPa)
Check the main relief:
Adjust or change
Pressure above 6 bars (0,6 MPa) Check the pump regulator or body
that is at fault:
Adjust or change
Check the travel spool pilot pressure
Check the negative pressure (N) of
3 on the side that is at fault
the pump
Pressure below 30 bars (3 MPa)
Check the operation of the control
Pressure below 6 bars (0.6 MPa)
pedal spool, replace or repair
Pressure above 30 bars (3 MPa)
Check the travel spool (sticking,
scratches ...)
Higher than 14 litres Replace or repair the travel motor
Check the travel pressure without
load (with track raised)
Normal pressure:
Replace the central seal
4 Check the travel motors for leaks
Lower than 14 litres Higher than normal pressure:
Drain the reduction gear and check if
there is any contamination (metal par-
ticles).
Replace or repair the travel reduction
gear

Not possible to select 2nd travel speed

Press the travel speed control and
Refer to troubleshooting electrical fail-
1 check that the speed changes from I Speed II not displayed
ures
to II on the monitor display
Check pressures P1 and P2 on the
monitor display "CHK1" when the
machine is travelling
Check on the monitor display "CHK2"
1) Both pressures are less than
2 if the information changes to "ON" Information stays on "OFF"
40 bar: refer to troubleshooting elec-
when the machine is travelling
trical failures
2) Both pressures are higher than
40 bar, refer to point No. 3
Check the negative pressure (N) of
3 Too high Adjust the pressure
the pump
Check electrical supply and the sole-
Pressure too low
noid valve coil (No. 5 and 6)
Check the pilot pressure at the output
4 Check the pilot pressure at the travel
from the solenoid valve (C1)
Pressure correct (39 bar - 3.9 MPa) motor displacement change spool
(No. 7)
Check the voltage at the electrical
5 plug on the displacement change Voltage < 24 V Check the electrical harness
solenoid valve
Check the displacement change sole- Infinite or 0 Ohm Replace the solenoid valve
6
noid valve coil About 40 Ohm Replace the solenoid valve coil
Internal leak at hydraulic swivel,
Pressure too low
repair or replace the hydraulic swivel
Check the pilot pressure at the travel
7 Check the travel motor displacement
motor displacement change spool
Pressure correct (39 bar - 3.9 MPa) change spool.
Repair or replace the travel motor

No swing or slow swing

(No problems with other functions)

Adjust or change the secondary
1 Check the swing pressure Pressure too low
reliefs
Reconnect the solenoid valve and
check the swing brake release pres-
Disconnect the swing brake solenoid No swing or slow swing
sure at the output from the solenoid
2 valve (pink connector) and operate valve (No. 3)
the swing
Check the solenoid valve supply elec-
The swing operates normally
trical circuit
Check or replace the swing brake
With the engine running and the Pressure below 30 bar (3.0 MPa)
release solenoid valve
3 swing brake deactivated, check the
swing brake release pressure Pressure higher than 30 bar Check the swing motor for leaks
(3.0 MPa) (No. 5)
Check or replace the swing cancella-
Disconnect the swing cancellation No swing or slow swing
tion solenoid valve
4 solenoid valve (green connector) and
operate the swing Check the solenoid valve supply elec-
The swing operates normally
trical circuit
With the engine at full speed, and Higher than 16 litres Replace or repair the swing motor
5 hydraulic oil at 50°C, check for leaks Check the swing brake, repair or
on the swing motor during the swing Lower than 16 litres
replace
With the excavator on a slope, the swing brake does not hold
Incident on the brake, repair or
1 Check the swing braking system Abrasion
replace
Adjust or change the secondary
2 Check the swing pressure Pressure too low
reliefs
With the engine at full speed, and
3 hydraulic oil at 50°C, check for leaks Higher than 16 litres Replace or repair the swing motor
on the swing motor during the swing
Check the swing brake pilot pressure Check electrical supply and the sole-
4 Pressure higher than 1 bar (0.1 MPa)
at the solenoid valve output noid valve coil (No. 5 and 6)
5 plug on the swing brake pilot solenoid Voltage < 24 V Check the electrical harness
valve
Infinite or 0 Ohm Replace the solenoid valve
6 Check the pilot solenoid valve coil
About 40 Ohm Replace the solenoid valve coil

No movement on any function

(Control cancellation lever in the low position)

1 Check the hydraulic oil level Lack of hydraulic oil Top up as required
Adjust the pilot circuit main relief,
2 Check the pilot pressure at P3 Pressure below 30 bar (3.0 MPa)
replace it if necessary
Check the pilot pressure at outlet Check the electrical supply and the
3 Pressure below 30 bar (3.0 MPa)
port B on the 6 solenoid valve bank solenoid valve coil (No. 4 and 5)
Check the electrical supply and
mechanical adjustment of the controls
Check the voltage at the pilot sole-
4 Voltage < 24 V cancellation contact switch.
noid valve connector (blue)
Check the harness between the con-
tact switch and the solenoid valve
Infinite or 0 Ohm Replace the solenoid valve
5 Check the pilot solenoid valve coil
About 40 Ohm Replace the solenoid valve coil
Lack of power or speed on one of the attachment movements

(No problems with other movements)

Problem on the secondary relief of
1 Check the P1 or P2 pressure Pressure too low the faulty movement, adjust or
replace
With the engine at full speed (in mode
"H"), and the hydraulic oil at 50°C, Lower than specifications. Leak at the non-return check valve,
2
check the speed of the movement See section 1002. adjust or replace
concerned
With a load on the end of the attach-
Leak at attachment cylinders, change
ment and 1 m above the ground, Higher than specifications.
3 the piston seals or change the cylin-
check the retracting and extending of See section 1002.
der
the cylinder rods
Manually check the movement of the
Spool stuck or scratched, spring bro-
4 pilot spool in the control valve for the Difficult to move
ken
faulty movement
Check the pilot pressure of the control Check the operation of the control
valve spool lever spool, replace or repair

Not possible to select cushion control

Check the signal at the electronic
Check on monitor display "CHK3" if
input box:
information displayed changes to
1 Information stays on "OFF" Below 5 volts: replace the electronic
"ON" when cushion control is
box
selected/deselected
5 volts: replace the electronic box
Check the electrical supply and the
Pressure too low
Check the pilot pressure at the cush- solenoid valve coil (No. 3 and 4)
2
ion control solenoid valve output (C4) Repair or replace the cushion control
Pressure correct (39 bar - 3.9 MPa)
valve
3 plug on the cushion control solenoid Voltage < 24 V Check the electrical harness
valve
Check the cushion control solenoid Infinite or 0 Ohm Replace the solenoid valve
4
valve coil About 40 Ohm Replace the solenoid valve coil
The boom or the dipper does not lower

(No problems with other movements)

Manually check the movement of the
1 Difficult to move Spool stuck or spring broken
pilot spool
Repair or replace the load holding
2 Check the load holding operation Sticking
valve
Check the pilot pressure at the control Check the operation of the control
valve spool lever spool, replace or repair

MF CX330 Tier3 GB

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MF CX330 Tier3 GB

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EXCAVATORS

MONTHYON TRAINING CENTRE

FLUIDS AND LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

MACHINE CODE, LANGUAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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STANDARD TORQUE DATA FOR CAP SCREWS AND NUTS

Tightening of cap screws, nuts

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SPECIAL TORQUE SETTINGS

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CS01N979 CS01N980 CS01N981

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FLUIDS AND LUBRICANTS

Transmission component oil

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Oil viscosity / Oil range

1) With mineral base

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Plastic and resin parts

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Cooling system 1 (J)

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1 time percentage of hammer use

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Model Machine code

CX330 - CX350 SH0300

Changing the language code

LANGUAGE CODE N° LANGUAGE CODE N° LANGUAGE CODE N°

Engine ISUZU 6HK1T

Hydraulic pumps KAWASAKI

Main control valve KAYABA

Swing motor TOSHIBA

Travel motor NABTESCO

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Complete machine dimensions

Main body dimensions

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Capacity of coolant and lubricants

Hydraulic oil filter

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Over heat* Battery charge* Faulty electrical system*

Working light Upper: 24V, 70W (1)

Horn; electric horn (2)

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Digging force (New JIS)

Travel lower body

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Standard arm Super short arm Short arm Super long

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MACHINE OVERALL DIMENSIONS

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Item Component Name CX330 CX330NLC CX350

Weight information is approximate

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Other component weight

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Injection pump DENSO type, Common Rail type

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2- Monthyon Training Centre 07/2006

Monthyon Training Centre 07/2006 2-

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