LX80-7 Op

FOREWORD
Our company offers a wide variety of wheel loaders which have been enthusiastically welcomed by
users all over the world.
The Models LX70 -7 and LX80-7, articulated type wheel loaders, are the latest products developed
from years of research and experience. To get the most of the loader, it is required that you become
familiar with its features, construction, operating and maintenance procedures.
This Service Manual explains the structure of the above loaders for service personnel and shop workers.
We hope it will be your reference guide during servicing jobs..
The descriptions and specifications described in this manual are subject to change without notice.
COPYRIGHT(C)2001
Hitachi Construction Machinery Co., Ltd.
Tokyo, Japan
All rights reserved
TABLE OF CONTENTS
0. SPECIFICATIONS .................................................................................................................... 1
0.1 OUTER VIEWS ........................................................................................................................... 1
0.2 SPECIFICATIONS ...................................................................................................................... 3
1. ENGINE AND RELATED COMPONENTS .................................................................. 5

1.1 ENGINE ........................................................................................................................................ 5
1.2 LUBRICATING SYSTEM .......................................................................................................... 9
1.3 COOLING SYSTEM ................................................................................................................... 10
1.4 FUEL SYSTEM ........................................................................................................................... 12
1.5 INTAKE AND EXHAUST SYSTEM ........................................................................................ 14
1.6 ELECTRICAL SYSTEM ............................................................................................................ 16
1.7 ENGINE CONTROL UNIT ........................................................................................................ 18
2. POWER TRAIN ......................................................................................................................... 21

2.1 HST UNIT .................................................................................................................................... 23
2.1.1 HYDRAULIC DRIVE .......................................................................................................... 23
2.1.2 HST CIRCUIT AND HST CHARGE CIRCUIT ................................................................ 26
2.1.3 HST CONTROL .................................................................................................................... 29
2.2 HST PUMP ................................................................................................................................... 31
2.2.1 GENERAL DESCRIPTION ................................................................................................. 32
2.2.2 PUMP CONTROL ................................................................................................................. 38
2.2.3 NEUTRAL DUMP SOLENOID VALVE ........................................................................... 51
2.2.4 FNR SOLENOID VALVE .................................................................................................... 52
2.3 HST MOTOR ............................................................................................................................... 54
2.3.2 REGULATOR ....................................................................................................................... 59
2.3.3 MOTOR COMBINATION VALVE .................................................................................... 61
2.3.4 MOTOR TILT-ROLLING SPEED CONTROL VALVE ................................................... 63
2.3.5 STOCK-PILE & SNOW (S&S) MODE (OPTION FOR LX80-7 ) .................................... 64
2.4 TRANSMISSION ........................................................................................................................ 66
2.4.1 CLUTCH SHAFT .................................................................................................................. 70
2.4.2 TRANSMISSION CONTROL VALVE .............................................................................. 72
2.4.3 TRANSMISSION CIRCUIT ................................................................................................ 73
2.4.4 QUICK SHIFT SWITCH (QSS) (OPTION) ....................................................................... 77
2.5 PROPELLER SHAFT.................................................................................................................. 79
2.6 DRIVE AXLES (FRONT AND REAR)..................................................................................... 81
2.6.1 AXLE ..................................................................................................................................... 81
2.6.2 DIFFERENTIAL ................................................................................................................... 85
2.6.3 FINAL REDUCTION GEAR ............................................................................................... 87
2.7 WHEEL ASSEMBLY (TIRE AND WHEEL) ........................................................................... 89
2.7.1 TIRE ....................................................................................................................................... 89
2.7.2 WHEEL .................................................................................................................................. 89
3. BRAKE SYSTEM ..................................................................................................................... 91

3.1 SERVICE BRAKE ....................................................................................................................... 92
3.1.1 GENERAL DESCRIPTION (BRAKE LINE) ..................................................................... 92
3.1.2 BRAKE VALVE ................................................................................................................... 97
3.1.3 DISK BRAKE ........................................................................................................................ 101
3.1.4 BRAKE OIL TANK .............................................................................................................. 102
3.2 PARKING BRAKE...................................................................................................................... 103
3.2 1 GENERAL DESCRIPTION (BRAKE LINE) ..................................................................... 104
3.2.2 PARKING BRAKE ELECTRIC CIRCUIT ........................................................................ 107
3.2.3 PARKING BRAKE ............................................................................................................... 110
3.2.4 ADJUSTING PARKING BRAKE ....................................................................................... 111
4. STEERING SYSTEM .............................................................................................................. 113

4.1 GENERAL DESCRIPTION ........................................................................................................ 113
4.2 OIL CIRCULATION ROUTES .................................................................................................. 115
4.3 STEERING WHEEL UNIT ......................................................................................................... 116
4.4 STEERING VALVE (ORBITROL) ........................................................................................... 117
4.5 PRIORITY VALVE ..................................................................................................................... 122
4.6 CUSHION VALVE (LX80-7 only) ............................................................................................. 127
4.7 STEERING CYLINDER ............................................................................................................. 129
5. FRAME AND COCKPIT ........................................................................................................ 131

5.1 FRAME ......................................................................................................................................... 131
5.2 CENTER HINGE PIN ................................................................................................................. 133
6. HYDRAULIC SYSTEM ............................................................................................................ 137

6.1 OIL CIRCULATION ROUTES .................................................................................................. 137
6.2 PUMP ............................................................................................................................................ 139
6.3 CONTROL VALVE .................................................................................................................... 143
6.3.2 OPERATION ......................................................................................................................... 146
6.3.3 RELIEF VALVE ................................................................................................................... 150
6.4 VALVE CONTROLS .................................................................................................................. 153
6.5 OIL TANK.................................................................................................................................... 155
7. LOAD HANDLING SYSTEM .............................................................................................. 157

7.1 BOOM, BELLCRANK AND BUCKET .................................................................................... 158
7.1.2 BUCKET ................................................................................................................................ 161
7.1.3 BUCKET LEVELER ............................................................................................................ 162
7.1.4 BOOM KICKOUT (OPTION) ............................................................................................. 163
7.2 CYLINDERS ................................................................................................................................ 164
7.2.1 BOOM CYLINDER .............................................................................................................. 164
7.2.2 BUCKET CYLINDER .......................................................................................................... 164
8. ELECTRICAL SYSTEM ........................................................................................................ 169

8.1 LIGHTING UNIT ........................................................................................................................ 169
8.2 METERS AND SWITCHES ....................................................................................................... 170
8.2.1 OPERATING STATUS MONITORS (CLUSTER METER UNIT).................................. 170
8.2.2 LIGHTING SWITCH AND TURN SIGNAL SWITCH .................................................... 172
8.3 LOCATION OF RELAYS .......................................................................................................... 173
8.4 ELECTRIC CIRCUIT DIAGRAM ............................................................................................. 174
0. SPECIFICATIONS
0. SPECIFICATIONS
0.1 OUTER VIEWS
(LX70-7)
Unit: mm [in.]
2180 [85.8]
1725 [67.9]
2340 [92.1]
1725 [67.9]
44
40
52
[17
15
4.8
[2
05
]
.3
]
45°
4510 [177.6]
1020
[40.2]
3515 [138.4]
3060 [130.5]
2710 [106.7]
2870 [113]
°
48
[38.6]
980
365 [14.4]
2600 [102.4]
6075 [239.2]
6095 [240]
Fig. 0.1 Outer Views (LX70-7)
-1-
0. SPECIFICATIONS
(LX80-7)
Unit: mm [in.]
2480 [97.6]
1820 [71.7]
2320 [91.3]
1820 [71.7]
469
54
70
0 [1
[21
84.6
5.4
]
]
45°
4685 [184.4]
1040
[40.9]
3615 [142.3]
3150 [124]
2960 [116.5]
2750 [108.3]
°
48
[42.1]
1070
375 [14.8]
2725 [107.3]
6420 [252.8]
6430 [253.1]
Fig. 0.2 Outer Views (LX80-7)
-2-
0. SPECIFICATIONS
0.2 SPECIFICATIONS
Loader model LX70-7 LX80-7
Type Front-end articulated loader with diesel engine
Performance
Bucket capacity, heaped m 3 [y3] 1.3 [1.7] 1.6 [2.1]
Breakout force, bucket cylinder kN {kgf} [lbf] 61.7 {6300} [13871] 79.4 {8100} [17850]
SAE rated operating load, full turn kg [lbs] 2080 [4586] 2560 [5644]
Rising time, full load s 5.0 5.6
Lowering time s 3.0 3.0
Bucket dumping time s 1.0 1.2
Travel speed, fwd 1st km/h [mph] 13.0 [8.1] 13.0 [8.1]
fwd 2nd km/h [mph] 34.5 [21.4] 34.5 [21.4]
rev 1st km/h [mph] 13.0 [8.1] 13.0 [8.1]
rev 2nd km/h [mph] 34.5 [21.4] 34.5 [21.4]
Max. traction force kN {kgf} [lbf] 58.8 {6000} [13219] 71.6 {7300} [16096]
Gradeability, fwd 1st 25° incline 25° incline
Min. turning radius
outermost part of bucket mm [in.] 5215 [205.3] 5470 [215.4]
center of outermost wheel mm [in.] 4440 [174.8] 4690 [184.6]
Dimensions
Overall length, bucket on ground mm [in.] 6075 [239.2] 6420 [252.8]
in carry position mm [in.] 6095 [240] 6430 [253.1]
Overall width, loader body mm [in.] 2180 [85.8] 2320 [91.3]
bucket mm [in.] 2340 [92.1] 2480 [97.6]
Overall height, tail pipe mm [in.] 2870 [113] 2960 [116.5]
top of awning mm [in.] 3060 [120.5] 3150 [124]
Overall operating height,
bucket fully raised mm [in.] 4510 [177.6] 4685 [184.4]
Wheelbase mm [in.] 2600 [102.4] 2725 [107.3]
Tread, front wheels mm [in.] 1725 [67.9] 1820 [71.7]
rear wheels mm [in.] 1725 [67.9] 1820 [71.7]
-3-
0. SPECIFICATIONS
LX70-7 LX80-7
Rear overhang angle ° 32 33
Min. ground clearance, center hinge pin mm [in.] 365 [14.4] 375 [14.8]
Bucket hinge pin height mm [in.] 3515 [138.4] 3615 [142.3]
Dumping height, at 45° discharge angle mm [in.] 2710 [106.7] 2750 [108.3]
Reach, at 45° discharge angle mm [in.] 1020 [40.2] 1040 [40.9]
Bucket roll angle, in carry position ° 48 48
Bucket dumping angle,
bucket fully raised ° 48 48
Towing pin height mm [in.] 980 [38.6] 1070 [42.1]
Weight
Weight of the loader kg [lbs] 6625 [14610] 8215 [18110]
-4-
1. ENGINE AND RELATED COMPONENTS

1.1 ENGINE
1. General Description
The engine mounted on this loader is a 4-cycle, water-cooled, overhead valve, in-line, direct injection
type diesel engine with a turbocharger.
The engine is mounted at the rear of the loader and its power is transmitted through the flywheel,
coupling gear, and hub, into the HST pump.
-5-
Engine model LX70-7: Isuzu BB-4BG1T

LX80-7: Isuzu DD-4BG1T
Type 4-cycle, water-cooled, overhead valve, in-line, direct
injection type with turbocharger
Number of cylinders – bore x stroke 4 – 105 mm x 125 mm [4.13 in. x 4.92 in.]
Total displacement 4.329 L [264.2 in3]
Compression ratio 18
Engine performance
Rated speed LX70-7 : 2100 rpm
LX80-7 : 2200 rpm
Rated output LX70-7 : 64.7 kW {88.0 ps}
LX80-7 : 80.9 kW {110.0 ps}
Maximum torque LX70-7 : 314 N-m {32.0 kgf-m} [231.6 lbf-ft]
LX80-7 : 363 N-m {37.0 kgf-m} [267.7 lbf-ft]
Fuel consumption at rated point LX70-7 : 253 g/kWhr {186 g/pshr}
LX80-7 : 257 g/kWhr {189 g/pshr}
Dry weight 375 kg [826.7 lbs]
Dimensions (overall length x
overall width x overall height) 925.7 mm x 707 mm x 855 mm [36.4 in. x 27.8 in. x 33.7 in.]
Firing order 1–3– 4– 2
Rotational direction Clockwise when viewed from cooling fan side
Starting aids Glow plug
Engine stopping method Key switch
Unload max. speed
(when separately measured) LX70-7 : 2300 rpm
LX80-7 : 2500 rpm
Unload min. speed
(when separately measured) 1000 rpm
Allowable tilting angle 35° in four directions when viewed from flywheel
Maintenance data
Valve opening and closing time Opening Closing
Intake valve 19° before TDC 47° after BDC
Exhaust valve 57° before BDC 15° after TDC
Valve clearance Intake valve (cold): 0.4 mm [0.016 in.]

Exhaust valve (cold): 0.4 mm [0.016 in.]
Injection timing LX70-7: 9° before TDC
LX80-7: 7° before TDC
Injection start pressure 18.1 MPa {185 kgf/ cm2} [2625 psi]
Compression pressure 3.04 MPa {31 kgf/ cm2} [441 psi] at 200 rpm
-6-
2. Outer views
1. THERMOSTAT HOUSING
2. AIR BREATHER
3. ALTERNATOR
4. OIL DIPSTICK
5. OIL PAN
6. TURBOCHARGER
7. EXHAUST MANIFOLD
8. OIL FILLER CAP
9. STARTER MOTOR
10. FLYWHEEL HOUSING
11. NOZZLE HOLDER

12. INLET MANIFOLD
13. OIL FILTER
14. OIL PRESSURE SWITCH
15. FUEL FILTER
16. WATER SEDIMENTER
17. INJECTION PUMP
18. FEED PUMP
19. COOLING FAN
Note: The above sketches show the engine mounted on the LX70-7. The structure of the engine mounted
on the LX80-7 is almost the same.
Fig. 1.1 4BG1T Diesel Engine
-7-
3. Engine Mounting
The engine is connected to the drive unit and supported by the rear frame at 4 points on the right and
left sides, with mounting rubbers at both sides of the cylinder body.
4 2
3
5
7
9
7
8
10
12
11
Note: 42 – 48 N-m {4.3 – 4.9 kgf-m} [31 – 35.4 lbf-ft]

235 ± 24.5 N-m {24 ± 2.5 kgf-m} [173 ± 18.1 lbf-ft]
1. ENGINE 5. PLATE 9. EYE JOINT

2. BRACKET 6. BRACKET 10. HOSE
3. CUSHION RUBBER 7. PACKING 11. PLUG
4. (REAR FRAME) 8. EYE BOLT 12. ADAPTER
Fig. 1.2 Mounting of Engine
-8-
1.2 LUBRICATING SYSTEM
Lubrication Forced circulation method

Lubricating pump Gear pump driven by the camshaft
Filtration Full-flow filter paper type
Cooling Built-in cooling system
Oil pressure adjuster Piston and spring type
Lubricating oil capacity 13 L [3.4 US gal]
The engine parts are lubricated by forced circulation method by the oil pump. The engine oil picked
up from the oil pan by the oil pump and directed under pressure, passing through the oil filter and the oil
cooler, to the oil gallery from which the engine oil is delivered to each section for lubrication, before
returning back into the oil pan.
The occurrence of an abnormal engine oil pressure is monitored by both the oil pressure switch and
the oil filter clogging warning switch and displayed by way of the “Engine oil pressure” warning light
of the cluster meter on the dashboard.
OIL PRESS.
MAIN FILTER OIL COOLER WARNING LAMP
RELIEF VALVE
OIL PRESS.
RELIEF VALVE SWITCH
Relief press: 98 kPa 441 kPa {4.5 kgf/cm 2}
[64.0 psi]
{1 kgf/ cm2} [14.2 psi]
PRESS.
REG. VALVE OIL GALLERY
686 kPa 196 kPa
{7.0 kgf/ cm 2} {2.0 kgf/ cm 2 }
[99.5 psi] [28.4 psi]
PRESS. CRANK CAMSHAFT INJECTION
OIL PUMP TIMING TURBO-
PRESS. REG. VALVE DRIVE
REG. VALVE JOURNAL JOURNAL PUMP GEAR GEAR CHARGER
ROCKER TIMING
OIL PISTON CRANK PIN ARM GEAR
PUMP RING CASE
TAPPET
OIL PAN
Fig. 1.3 Schematic Diagram of Engine Lubricating System
-9-
1.3 COOLING SYSTEM
Cooling Water-cooled type

Cooling fan
Type Pusher type, 550 mm [21.7 in.] dia., 7-bladed
Driving Belt driven
Water pump Belt-driven volute pump
Water thermostat
Type Wax-pellet type
Temp. at which valve starts opening 82°C [180°F]
Temp. at which valve fully opens 95°C [203°F]
Radiator
for engine Corrugated fin (Wavy) T-CWN
for oil cooler working oil Corrugated fin (Wavy) T-CW
cap working pressure 49 kPa {0.5 kgf/ cm2} [7.11 psi]
dry weight Approx. 65 kg [143 lbs]
Cooling water capacity 19 L [5.02 US gal] (total capacity)
RADIATOR RESERVOIR
OPEN THERMOSTAT CLOSE THERMOSTAT HOUSING
CYLINDER HEAD
RADIATOR
OIL COOLER
CYLINDER BODY/ OIL

COOLER CHAMBER
COOLING FAN
WATER PUMP
Fig. 1.4 Schematic Diagram of Engine Cooling System
- 10 -
Note: The sketches show the cooling system

of the LX70-7. The cooling system of
the LX80-7 has almost the same design.
1
3 4
7
8
1. FAN GUARD 5. RADIATOR

2. DRAIN COCK 6. PLATE
3. UPPER HOSE, 7. LOWER HOSE,
RADIATOR RADIATOR
4. RESERVOIR TANK 8. HOSE
Fig. 1.5 Engine Cooling System
- 11 -
1.4 FUEL SYSTEM
LX70-7 (BB-4BG1T) LX80-7 (DD-4BG1T)

Injection pump Bosch type (line) ←
Injection nozzle Porous type ←
Fuel feed pump Plunger type (with manual pump) ←
Fuel filter Filter paper type ←
Governor
Governing Centrifugal, all-speed control ←
(RSV type)
Lubrication Forced circulation ←
Fuel tank capacity 140 L [37 US gal] 155 L [40.9 US gal]
The fuel feed pump draws fuel from the fuel tank through the water sedimenter and send it under
pressure, passing through the fuel filter, to the injection pump. The fuel is then distributed to the injection
nozzle and injected into the cylinder.
Feed line
Return line
1. FUEL TANK 4. FUEL FILTER 7. OVERFLOW

2. WATER SEDIMENTER 5. INJECTION PUMP VALVE
3. FEED PUMP 6. INJECTION NOZZLE 8. OVERFLOW
VALVE
Fig. 1.6 Schematic Diagram of Engine Fuel System
- 12 -
2. Fuel Tank
The fuel tank is welded to the inside of the rear part of the rear frame, with its fuel hoses (suction and
return) connected to the engine.
The fuel tank is equipped with a fuel level sender unit which displays the fuel level on the fuel meter
of the dashboard.
B
2 A
3 5
1
6
13 8 9
7 10
14
11
12
from INJECTION PUMP

to WATER SEDIMENTER (FUEL FEED PUMP)
1. FUEL SENDER UNIT 6. BREATHER HOSE 11. COCK
2. FUEL HOSE, SUCTION 7. STRAINER 12. PLUG
3. FUEL HOSE, RETURN 8. CYLINDER 13. PLATE
4. REAR FRAME 9. KEY 14. NIPPLE
5. FUEL TANK 10. CAP
Fig. 1.7 Fuel System
- 13 -
1.5 INTAKE AND EXHAUST SYSTEM
LX70-7 (BB-4BG1T) LX80-7 (DD-4BG1T)

Air cleaner Cyclone filter paper type (8”) ←
Muffler Porous separators ←
Turbocharger
Name TD04HL TD04H
Turbocharging Exhaust turbocharger ←
Lubrication Forced circulation, oil cooled ←
The intake system of the engine is designed so that the outside open air is drawn through the air
cleaner into the inlet manifold. The air cleaner is equipped with a dust indicator. The element needs to
be cleaned when the warning light comes on.
The exhaust system is designed so that the exhaust gas from the exhaust manifold is passed through
the muffler where the pressure and temperature of the exhaust gas are lowered, and discharged through
the tail pipe into the atmosphere.
Be careful not to touch the muffler or exhaust manifold since they are hot when the engine is
running or for a while after it is shut off; otherwise you might burn your hand.
Turbocharger
It is possible to attain high engine output by sending highly compressed air into the cylinders on the
intake stroke to increase air supply, thus increasing the quantity of fuel to be injected. To achieve this
purpose, the L13-2 and L16-2 are equipped with an exhaust-driven turbocharger.
The turbocharger’s exhaust gas inlet is connected to the exhaust manifold. The exhaust gas rotates
the turbine wheel at a high speed, before being routed through the exhaust gas outlet into the muffler.
Therefore, the impeller, mounted on the opposite end of the same shaft as the turbine, also rotates at
a high speed to compress the air drawn through the air cleaner and sends it to the intake manifold.
- 14 -
Detail of band fixing area
Note: The sketch shows the intake and Note: The muffler band is tightened with the nut (A)
exhaust system of the LX70-7. The to 20 N-m {2 kgf-m} [14.8 lbf-ft] and secured
structure of the intake and exhaust with the lock nut (B).
system of the LX80-7 is the same. Note: Assemble the muffler bracket
Tighten each part temporarily. Assemble them
in the order of (1)→(2)→(3)→(4)→(5), using
caution not to apply unnecessary force on the
muffler and tube.
Note: Threaded area: LOCTITE#262
1. TAIL PIPE 5. BRACKET 9. BRACKET

2. BAND 6. BRACKET 10. ENGINE
3. MUFFLER 7. AIR CLEANER HOSE
4. BRACKET 8. AIR CLEANER
Fig. 1.8 Intake and Exhaust System
- 15 -
1.6 ELECTRICAL SYSTEM
Battery
Voltage and capacity 12 V, 55 Ah (5-hour rate)
Quantity 2
Weight (per case) 18.3 kg [40.3 lbs]
Starter motor
Type Electromagnetic pinion-shift reduction type
Voltage and output 24 V, 4.5 kW
Alternator
Type AC type
Voltage and output 24 V, 50 A
Driving Belt-drive
Automatic charging regulator
Type IC regulator (integrated)
Cold starting aids Quick glow plug
Stopping device Fuel shut-off, stop motor type
1. Battery
Two batteries are housed inside two battery boxes, one for each, at the right and left sides of the rear
frame. When inspection of the battery unit is needed, open the battery box cover.
Danger!! Use due caution when handling the battery unit.

1. No fire. No spark. Never smoke or use fire or naked flame near the battery unit since flammable
gas is always released from the battery box.
2. The battery electrolyte is dilute sulfuric acid. It will cause painful and serious burns if it gets
on the skin. It can cause blindness if it gets into eyes. If electrolyte gets onto your skin, flush
off with a copious amount of water and get medical help. If electrolyte gets into your eyes,
flush your eyes out with a copious amount of water and get to a doctor.
- 16 -
2. Electric Circuit
For the electric circuit diagram of the engine, refer to “8.4 Electric Circuit Diagram.”
(1) General description

1. The engine cold starting aid is a glow plug.
If a cold engine won’t start, turn the starter switch to the “ON” position to energize the glow plug,
thus preheating the engine. Then, turn the starter switch to the “START” position to crank the
engine.
2. The engine stopping device is a fuel shut-off type which stops the engine when the starter switch is
turned to the “OFF” position. (Engine shut-off device)
For more information on the engine shut-off device, refer to “1.7 ENGINE CONTROL UNIT.”
(2) Starter switch

The starter switch has three positions: OFF, ON and START.
Engine Neutral Start

Unless the transmission control switch (shift lever) is in neutral, the engine won’t start. (Refer to
“2.4.2 TRANSMISSION CONTROL.”
This prevents the loader from moving unexpectedly when the starter switch is turned on.
OFF Terminal
ON
Position
START
OFF
ON
START
(REAR) (FRONT)
Fig. 1.9 Starter Switch
- 17 -
1.7 ENGINE CONTROL UNIT

1. Accelerator Pedal
The engine speed is controlled by operating the accelerator pedal.
When the accelerator pedal is pressed, the governor control lever of the engine is actuated through
the control cable so that an engine speed most suited to the working condition can be obtained.
Z
5
7 4
8
10
9
11
12
1 2
1. ACCELERATOR PEDAL 5. PEDAL COVER 9. STOPPER BOLT

2. CABLE 6. PEDAL 10. ROD
3. BRACKET 7. PIN 11. BELLCRANK
4. ENGINE 8. BRACKET 12. SPRING
Fig. 1.10 Accelerator Pedal
- 18 -
2. Engine Shut-off Device

A diesel engine does not have any electric ignition device like a gasoline engine, so it cannot usually
be shut off simply by turning the main switch (starter switch) off.
For this reason, the wheel loaders have an engine shut-off device using a stop motor. When the starter
switch is turned to the “OFF” position, the engine stop motor actuates the governor stop lever to cut off
the supply of fuel to the injection nozzle, thus shutting off the engine.
1. GOVERNOR
2. GOVERNOR STOP LEVER
3. INJECTION PUMP
The stop motor, mounted on the rear frame, operates the governor stop lever with the wire attached to
the motor.
Fig. 1.11 Accelerator Pedal
- 19 -
NOTE
- 20 -
2. POWER TRAIN
2. POWER TRAIN
The power train consists of the HST unit, transmission, propeller shafts, front axle, rear axle, and
tires.
Power from the engine is transmitted through the HST unit to the transmission where the rotational
speed is converted, and delivered, passing through the propeller shafts, to the front and rear axles.
The power transmitted to each axle is further sent through the wheel to the tire so that loader moves.
- 21 -
2. POWER TRAIN
The schematic diagram of the power transmission of the loader is given below.
Propeller
Front axle Front tires
shaft
Trans-
Engine HST unit
mission
Propeller
Rear axle Rear tires
shaft
HST PUMP
ENGINE
FRONT
AXLE
HST MOTOR
PROPELLER SHAFT
REAR AXLE
TRANSMISSION
PROPELLER SHAFT
FRONT TIRE REAR TIRE
Fig. 2.1 Power Train
- 22 -
2. POWER TRAIN
2.1 HST UNIT

2.1.1 HYDRAULIC DRIVE
Hydraulic drives convert engine power first to fluid power and then to mechanical power (linear or
rotational motion) which drives the wheels or other components. The fluid to be used is mineral hydraulic
oil. In this sense, you can call all hydraulic drives a type of hydrostatic transmission (HST). However,
the hydrostatic transmission (HST) generally means the kind of hydraulic drive that transmits only
rotational power.
Hydraulic drives are classified into two types: the hydrostatic type which uses pressure energy and
the hydrodynamic type which uses kinetic energy.
(1) Hydrodynamic Unit

The hydrodynamic unit uses kinetic energy
produced by fluid flowing at a high speed. The high-
speed, low-pressure fluid is discharged from the
centrifugal pump, hits the turbine wheel blades to turn WHEEL
the turbine wheel and thus the turbine shaft, out of
which the rotational power is taken. The torque
converter is a typical hydrodynamic unit and is used PIPING
for wheel loaders and other vehicles.
Fig. 2.2
(2) Hydrostatic Unit

The hydrostatic unit uses high-pressure, low-speed
fluid (oil pressure). The pressure oil discharged from
the pump is sent to the hydraulic motor which is in PIPE LINE
turn rotated to transmit the power to the drive wheels. WHEEL
This kind of hydrostatic unit is called a hydrostatic ENGINE
transmission (HST). The HST pump and HST motor
form a closed loop; they are connected through the PUMP MOTOR
hydraulic lines so that the fluid flows between the

pump and motor. Since the fluid is non-compressive,
Hydro Static Transmission ...... HST
it acts as a rigid link that connects the pump to the
motor. This kind of unit is used for skid steer wheel
loaders and small-sized wheel loaders. Fig. 2.3
- 23 -
2. POWER TRAIN
2. Hydrostatic Transmission (HST)

The operating principle of the general hydrostatic transmission (HST) which uses a variable capacity
axial piston pump and motor for the HST pump and HST motor, respectively is given below.
(1) Operation of HST Pump

1. When the sliding surface of the swash plate is flat and positioned vertically, the system stands
neutral and no oil is discharged. Even if the drive shaft rotates, the suction and discharge of oil is
not performed, despite the rotation of the cylinder block.
Low-pressure oil PISTON

KIDNEY B
DRIVE SHAFT
PORT B
PORT A
TRUNNION
CYLINDER BLOCK MOVABLE SWASH PLATE

KIDNEY A
Fig. 2.4 Neutral
2. When the swash plate angle control lever is shifted to the left, the cylinder block turns enough to
pass beyond the kidney B to draw oil into the piston holes. When the cylinder block turns to pass
beyond the kidney A, pressure oil is discharged from the piston holes. When the cylinder block
turns continuously, oil is sucked through port B leading to the kidneys, being discharged through
port A.
3. The volume of oil to be sucked and discharged depends upon the piston stroke or the tilting angle
of the swash plate. The discharge volume of oil is reduced by reducing the tilting angle of the
swash plate and is increased by increasing the tilting angle.
Low-pressure oil SWASH PLATE ANGLE CONTROL LEVER

High-pressure oil
PISTON
KIDNEY B
DRIVE SHAFT
PORT B
INLET
OUTLET
PORT A
TRUNNION

KIDNEY A
Fig. 2.5 Pump Operation (1)
- 24 -
2. POWER TRAIN
4. As the swash plate angle control lever is shifted to the right, the oil flow is reversed. (the rotational
direction of the drive shaft remains the same.)
The oil is sucked through port A and discharged through port B.
Low-pressure oil SWASH PLATE ANGLE CONTROL LEVER

High-pressure oil KIDNEY B PISTON
DRIVE SHAFT
PORT B
INLET
OUTLET
PORT A
TRUNNION

KIDNEY A
Fig. 2.6 Pump Operation (2)
(2) Operation of HST Motor

1. The high-pressure oil from the pump flows through port A and kidney A to acts on the piston in the
cylinder block and pushes it against the drive shaft.
2. The drive shaft then rotates together with the piston. The low-pressure oil discharged from the
piston flows through kidney B and port B.
3. In contrast, when the high-pressure oil from the pump flows through port B and kidney B, the drive
shaft rotates in reverse.
4. As the inclined shaft (drive shaft) angle q becomes larger, the piston stroke increases so that the
drive shaft speed slows. In contrast, as the inclined shaft angle q becomes smaller, the drive shaft
speed increases.
PISTON
Low-pressure oil
KIDNEY B
High-pressure oil
PORT B
INLET
OUTLET
PORT A
WHEEL
KIDNEY A CYLINDER BLOCK
DRIVE SHAFT
Fig. 2.7 Motor Operation
- 25 -
2. POWER TRAIN
2.1.2 HST AND HST CHARGE CIRCUIT

The HST and HST charge circuit consists primarily of an HST pump, HST motor, hydraulic oil tank,
HST charging pump, and HST filter.
The HST pump has a pump combination valves 1 and 2, FNR solenoid valve and neutral damp
solenoid valve. The HST motor is equipped with a motor combination valve.
The HST charging pump draws hydraulic oil from the hydraulic oil tank and sends it, passing through
the HST filter, to the low-pressure side of the circuit between the HST pump and HST motor. The
pressure oil is also used to cool the HST pump and HST motor. In addition, the pressure oil from the
HST charging pump serves also as the power source for tilt-controlling the HST pump.
The power from the engine drives HST pump directly and therefore the pressure oil from the HST
pump rotates the HST motor.
The output from the HST motor is transmitted in the order of the Hi-Lo transmission, propeller
shafts, axles, and tires.
The HST circuit is a closed circuit and works with a combination of the variable plunger pump and
the variable plunger motor to change the displacement volume in both the HST pump and the HST
motor, thus change the HST motor speed steplessly. In addition, when the traveling speed is accelerated
or slowed down or when the accelerator pedal is released, the HST brake (the power held during traveling
is transmitted in the order of the HST motor, HST pump, and engine to slow down the loader) can be
smoothly applied.
HST FILTER
NEUTRAL DAMP
SOL. VALVE
PUMP
COMBINATION
VALVE 2
TRANSMISSION
CHARGING/ HST CHARGING MAIN/STEERING HST PUMP ENGINE
BRAKE PUMP PUMP PUMP
PUMP
COMBINATION
VALVE 1
FNR SOLENOID
VALVE
MOTOR HST
COMBINATION MOTOR
VALVE Hi-Lo
TRANS-
MISSION
FRONT REAR AXLE

AXLE
PROPELLER SHAFT
Fig. 2.8 HST Circuit
- 26 -
2. POWER TRAIN
(1) Neutral circuit

When the shift lever is in neutral, the FNR solenoid valve is kept in the neutral position. The pressure
oil from the HST charging pump is branched into two flows by the HST pump: One is directed to the
control pressure bypass valve to move it to the left.
This pressure oil also flows through the neutral circuit of the FNR solenoid valve and acts on the two
servo pistons of the HST pump. Since the two servo pistons are subjected to the oil pressure of the same
magnitude, the tilt-rolling piston of the HST pump won’t move into either the forward direction or the
reverse direction so that the pressure oil is not discharged from the HST pump. Therefore, the HST
motor won’t rotate.
When the shift lever is in neutral, the neutral damp solenoid valve is also in the OFF position. The
pressure oil banched inside the HST pump is thus blocked by the neutral damp solenoid valve.
Therefore, the pressure oil does not act on the neutral damp valve, leaving it open. Since the neutral
damp is open, the circuits A and B f the HST motor are connected to allow the HST motor to rotate
freely.
Therefore, it becomes possible to tow the loader when the engine is running, by putting the shift
lever in neutral.
ENGINE
CONTROL PRESSURE
BYPASS VALVE
HST
HST PUMP CHARGING
PUMP
FNR SOL
VALVE
CIRCUIT B NEUTRAL
DAMP VALVE
HST MOTOR
SERVO
PISTON
CIRCUIT A
HST PUMP NEUTRAL DAMP

SOL VALVE
Fig. 2.9 Neutral Circuit
- 27 -
2. POWER TRAIN
(2) Forward Travel Circuit

When the shift lever is put in the forward position, the FNR solenoid valve moves to the left and the
neutral damp solenoid valve also moves to the left, respectively. The pressure oil discharged from the
HST charging pump is branched by the HST pump into two flows: One flows through the throttle A and
circuit Plo to the control pressure bypass valve to move it to the left. In addition, this pressure oil passes
through the FNR solenoid valve and acts on one of the servo pistons of the HST pump.
The other flow of pressure oil from the charge pump passes through the circuit Phi and FNR solenoid
valve and acts on the other servo piston.
The servo pistons function due to a pressure differential produced by the throttle A between the
circuit phi and the circuit Plo.
The movement of each servo piston varies in proportion to the magnitude of the pressure differential
between the circuit Phi and the circuit Plo. The throttle B serves to widen the pressure differential
between the circuit Phi and the circuit Plo in proportion to engine rpm.
The pressure oil branched by the HST pump flows, passing though the neutral damp solenoid valve
, to the neutral damp valve to move it to the right.
When the neutral damp valve moves to the right, it is closed so that a pressure differential is produced
between the circuits A and B located between the HST pump and the HST motor.
The pressure oil discharged from the HST pump flows, passing through the circuit A, to the HST
motor to rotate it, thus moving the loader in the forward direction.
When the loader travels in reverse, the FNR solenoid valve is switched over and the high-pressure oil
in the circuit Phi enters the servo piston opposite to that used for forward travel.
The HST pump swash plate tilt rolls in the direction opposite to that for forward travel so that the
pressure oil is discharged from the port opposite to that for forward travel, thus rotating the HST motor
in reverse.
ENGINE
CONTROL PRESSURE
BYPASS VALVE
HST
HST PUMP CHARGING
PUMP
FNR
SOLENOID
VALVE
CIRCUIT
CIRCUIT Phi Plo
THROTTLE A
THROTTLE B
CIRCUIT B NEUTRAL DAMP
VALVE HST MOTOR
SERVO
PISTON
CIRCUIT A
HST PUMP NEUTRAL DAMP

SOLENOID VALVE
Fig. 2.10 Forward Travel Circuit
- 28 -
2. POWER TRAIN
2.1.3 HST CONTROL

The HST control unit is an electric type operated with the shift lever installed on the steering column.
When the shift lever is moved, the FNR solenoid valve of the HST pump is excited to change over
the discharge directions of the HST pump to determine the traveling direction of the loader.
Unlock
Lock
1. SHIFT LEVER
2. NEUTRAL LOCK
3. HAZARD SWITCH
4. TURN SIGNAL SWITCH LEVER
(SERVES ALSO AS LIGHTING SW)
Fig. 2.11 Shift Lever
- 29 -
2. POWER TRAIN
Directional control circuit

1. When the parking brake switch is turned off (released), the electric current from the #5 fuse flows,
passing through the parking brake switch, to the parking brake switch solenoid valve to operate it.
(For the operation of the parking brake, refer to “3.2 PARKING BRAKE.”)
2. The pressure oil from the transmission charging/brake pump flows through the parking brake solenoid
valve to the parking brake circuit to increase the circuit pressure, thus turning the parking brake
release pressure switch OFF.
3. As the parking brake release pressure switch is turned OFF, the excitation circuit of the FNR solenoid
valve earth relay is cut off so that the electric current from the #8 fuse won’t flow to the FNR
solenoid valve earth relay. Therefore, the FNR solenoid valve earth relay switch circuit is connected
to the earth.
4. When the shift lever is placed in the forward position, the FNR switch is switched over to the F
position.
5. The electric current from the #8 fuse is branched into two flows: One flows, passing through the #4
terminal of the FNR switch, to the FNR froward relay to excite it. The other flows, passing through
the FNR forward relay and FNR solenoid valve, to the FNR solenoid valve earth relay switch.
Since the FNR solenoid valve earth relay switch circuit is connected to the earth, the circuit is thus
completed to move the FNR solenoid valve to the forward position.
6. Therefore, the loader moves forward.
7. When the shift lever is placed in the reverse position, the FNR reverse relay is actuated and the
FNR solenoid valve is switched over to the reverse position. The other operations are the same as
in forward travel.
FNR SWITCH
FNR SOL
VALVE FNR FNR
EARTH FWD REV
RELAY RELAY RELAY
PARKING
BRAKE
SW
PARKING
BRAKE
RELAYS
(1, 2) FUSE BOX
PARKING BATTERY
BRAKE RELAY
RELEASE
PRESS.
SW
FNR SOL VALVE
PARKING BRAKE
SOL VALVE TRANSMISSION CHARGING/
BRAKE PUMP
Hi-Lo TRANSMISSION
Fig. 2.12 Directional Control Circuit
- 30 -
2. POWER TRAIN
2.2 HST PUMP
LX70-7 LX80 -7
Model PV22-738 PV22-739
Type Viable delivery piston pump ←
Driving Directly connected ←
to engine crankshaft
Discharge 0 – 69.8 cc/rev ←
Max. working pressure 39.2+1.9 +19
0 MPa {400 0 kgf/ cm }
2
←
+276
[5685 0 psi]
(Relief valve pressure) 38.7 0 MPa {395+15
+1.5 2
0 kgf/ cm } ←
[5613+218
0 psi]
Control Automotive regulator control ←

Weight 95 kg [209.4 lbs] ←
HST charging pump Gear type ←
Note: For the specifications of the HST charging pump, refer to “6.2 PUMP.”
3 1
2
1
9
4
5
6
1 7
8
Note: 225 N-m {23 kgf-m} [166 lbf-ft]
1. HST PUMP 4. PLUG 7. BOLT

2. FLYWHEEL COVER 5. “O”-RING 8. COUPLING
3. SOCKET BOLT 6. HUB 9. (HST CHARGING PUMP)
Fig. 2.13 HST Pump
- 31 -
2. POWER TRAIN
2.2.1 GENERAL DESCRIPTION

The HST pump is a swash plate type, variable delivery plunger pump which tilt-rolls in both directions.
The HST pump is equipped with two pump combination valves (1 and 2), neutral damp solenoid valve,
and FNR solenoid valve.
The HST pump consists primarily of the shaft, plunger, cylinder block, servo pistons, and relief
valve (for charge circuit).
The pump combination valve 1 consists of a regulator, inching valve, cut-off valve, pump tilt-rolling
speed control valve, control pressure bypass valve, and FNR solenoid valve.
The pump combination valve 2 consists of a neutral damp valve, relief valve (for forward travel), and
relief valve (for reverse travel).
The power led from the engine is transmitted directly to the HST pump shaft. The rotation of the
HST pump shaft is then transmitted through the coupling to the triple gear pump.
NEUTRAL DAMP
SOLENOID VALVE
PUMP COMBINATION
VALVE 2
SERVO PISTON
HST PUMP
PORT B (OPPOSITE
SIDE: PORT A)
TRIPLE GEAR
PUMP ENGINE
PUMP COMBINATION
VALVE 1
FNR SOL VALVE
SHOE
CYL. BLOCK PLUNGER PLATE SWASH PLATE
Sectional view A-A

SHAFT
COUPLING
Fig. 2.14 HST Pump (1)
- 32 -
2. POWER TRAIN
(HST PUMP)
Opposite side: 17
Right
Sectional view C-C

Front Rear
Left
Note: The numbers in the figure correspond to

those of the parts name shown on Page 34.
View looking from A View looking from B
Up Up
Right Left Left Right
Down Down
- 33 -
2. POWER TRAIN
INCHING BRAKE
PEDAL
to HST MOTOR
to HST MOTOR
HST PUMP
1. PUMP COMBINATION VALVE 1 10. from HST CHARGING PUMP 19. CHARGE PORT (from PUMP
2. CUT-OFF VALVE 11. PUMP SELF-DISCHARGE CASING)
3. from MAIN STEERING CIRCUIT PRESSURE PORT (to PUMP 20. CHARGE RELIEF VALVE
4. PUMP SELF-DISCHARGE COMBINATION VALVE 1) 21. DRAIN PORT (to HST
PRESSURE PORT (from PUMP 12. PUMP COMBINATION MOTOR)
COMBINATION VALVE 2) VALVE 2 22. CHARGE PORT ( to NEUTRAL
5. INCHING VALVE 13. NEUTRAL DAMP VALVE DAMP SOL VALVE)
6. CONTROL PRESSURE 14. RELIEF VALVE (FOR REV) 23. PUMP TILT-ROLLING
BYPASS VALVE 15. RELIEF VALVE (FOR FWD) CONTROL PRESSURE PORT
7. FNR SOLENOID VALVE 16. PORT B (FOR REV)
8. PUMP TILT-ROLLING SPEED 17. PORT A 24. PUMP TILT-ROLLING
CONTROL VALVE 18. NEUTRAL DAMP CONTROL PRESSURE PORT
9. REGULATOR SOLENOID VALVE (FOR FWD)
Fig. 2.16 HST Pump (Circuit Diagram)
- 34 -
2. POWER TRAIN
(PUMP COMBINATION VALVE 1)
Sectional view A-A Sectional view B-B
Sectional view C-C
- 35 -
2. POWER TRAIN
(PUMP COMBINATION VALVE 2)
Sectional view B-B
Sectional view A-A Sectional view C-C
Note: The numbers in the figure correspond to those of the parts name shown on Page 34.
- 36 -
2. POWER TRAIN
Operation
The cylinder block is splined to the shaft. Inside the cylinder block is a plunger inserted.
The power from the engine is transmitted directly to the shaft of the HST pump. As the shaft rotates,
plunger rotates together with the cylinder block.
The plunger slides over the shoe plate and makes reciprocating motions inside the bore in the cylinder
block according to the tilt of the swash plate, thus drawing or discharging the hydraulic oil. which
discharge port A or B is to be used is determined by tilt-rolling control of the swash plate.
Note: The traveling direction (forward or reverse) of SWASH

PLATE SERVO PISTON
the loader is determined by which port (A or
B) of the HST motor the pressure oil enters,
following the switching over of the discharge
ports of the HST pump.
Pump discharge control

The pump discharge is controlled by the plunger
stroke varying with changing tilt-rolling angle of the
swash plate.
The tilt-rolling angle of the swash plate varies with
the lateral movement of the two servo pistons. Since
SHAFT
swash plate is connected to each servo piston, its tilt-
rolling angle varies with the movement of each servo SHOE PLATE PLUNGER CYLINDER BLOCK
piston.
Fig. 2.19
- 37 -
2. POWER TRAIN
2.2.2 PUMP CONTROL

The HST pump is controlled by a combination of engine rpm, pump combination valves 1 and 2.
The pump combination valve 1 consists primarily of the regulator, inching valve, cut-off valve,
pump tilt-rolling speed control valve, and control pressure bypass valve.
The pump combination valve 2 consists primarily of the neutral damp valve and two relief valves
(for fwd and rev).
The pump combination valve 1 has the following functions:

• Automotive control by regulator (pump tilt-rolling control performed in proportion to engine rpm)
• Control by the inching valve
• Control by the cut-off valve
• Control by the pump tilt-rolling speed control valve
• Control by the control pressure bypass valve
The pump combination valve 2 has the following function:

• Control by the neutral damp valve
- 38 -
2. POWER TRAIN
(1) Automotive control by the regulator (pump tilt-rolling control performed in proportion to
engine rpm)
The HST motor speed is controlled by changing the HST pump tilt-rolling motion in proportion to
engine rpm.
Operation
1. The pressure oil from the HST charging pump is
branched into two flows: One flows, passing HST
charging
through the throttle A to the circuit Plo and the Pressure pump
(Pa) discharge
other flows to the relief valve A. pressure A
2. As the engine speed increases, the discharge from Circuit Phi
the HST charging pump also increases. However,
because of the throttle A, the discharge pressure Pressure
differential
(A) from the HST pump rises to actuate the relief
Circuit Plo
valve A so that the pressure oil flows to the circuit
Phi.
The pressure of the pressure oil flowing through Engine rpm
-1
(min )
the throttle A to the circuit Plo becomes lower Relief valve
Relief valve Hi idle
than that of the pressure oil flowing through the A starts
Lo idle
B starts
operating operating
relief valve A to the circuit Phi due to the throttle
A, causing a pressure differential between the
circuits Phi and Plo.
Fig. 2.20
3. Since the charge relief valve opens at a pressure
of 1.47 MPa {15 kgf/ cm2} [213.2 psi], the pressure oil at the circuit Plo does not change so much
even if the engine speed changes. Throttles A and B are provided to widen the pressure differential
between the circuits Phi and Plo,
When the engine speed is at low to medium speed, the pressure differential between the circuits Phi
and Plo becomes equal to that across the throttle B. As the engine speed increases further, the
discharge from the HST charging pump also increases so that the flow of the pressure oil in the
circuit Phi is restricted by the throttle B, thus making its pressure to increase. When the oil pressure
in the circuit Phi increases enough to reach the pressure setting of the relief valve B, the relief valve
B opens to prevent the pressure differential between the circuits Phi and Plo from rising further.
4. Each of the two servo pistons has a spring which keep the swash plate of the HST pump in the
neutral position. When the shift lever is moved from the neutral position, the FNR solenoid valve is
switched over so that the pressure differential between the circuits Phi and Plo acts on the two
servo pistons as a tilt-rolling control pressure of the HST pump.
5. When the pump tilt-rolling control pressure in the circuit Phi (high pressure ) overcomes the force
of the spring inside the servo piston at the opposite, the swash plate tilt-rolls.
6. As the engine speed increases, the pressure differential between the circuits Phi and Plo also increases
to make the servo pistons move larger, thus increasing the pump’s tilt-rolling amount.
As the engine speed reduces, the pressure differential between the circuits Phi and Plo becomes
smaller and thus the movement of the servo pistons also becomes smaller to reduce the pump’s tilt-
rolling amount.
- 39 -
2. POWER TRAIN
Note: The regulator consists of throttles A and

B, and relief valves A and B.
CIRCUIT
CIRCUIT Plo Phi
FNR SOL VALVE
RELIEF RELIEF
RELIEF VALVE B THROTTLE VALVE A
VALVE B B
THROTTLE B
CIRCUIT Phi HST
THROTTLE A CHARGING
PUMP
RELIEF
VALVE A
SERVO
PISTON
CIRCUIT Plo
SERVO
PISTON
SWASH
PLATE
CHARGE RELIEF
VALVE
Fig. 2.21 Engine running at low rpm
CIRCUIT
CIRCUIT Plo Phi
RELIEF RELIEF
VALVE B THROTTLE
VALVE A
FNR SOL VALVE B
RELIEF
VALVE B
THROTTLE B
CIRCUIT Phi HST
THROTTLE A CHARGING
PUMP
RELIEF
VALVE A
SERVO
PISTON
SERVO
PISTON
SWASH
PLATE
CHARGE RELIEF
VALVE
Fig. 2.22 Engine running at high rpm
- 40 -
2. POWER TRAIN
7. The pump’s torque is controlled at a value slightly

higher than the rated torque of the engine by the Pump displacement
3
volume (cm /rev)
return moment mechanism (see below) of the HST
pump. Pump input torque
8. When a load greater than the engine torque acts
on the HST pump, the engine speed slightly drops.
Engine’s max torque
Since the regulator controls the tilt-rolling Engine rated torque
operation of the pump in proportion to the engine
speed, the regulator quickly reduces the tilt-rolling HST circuit pressure
of the pump to match the pump’s input torque to (Pa)
the engine’s rated torque (because a better

operating feel is obtained by controlling the tilt- Fig. 2.23
rolling operation of the pump when the engine speed drops slightly).
9. When the load on the main steering pump increases enough to make the engine torque in an
overloaded state, the engine speed drops. But, as the engine speed drops, the tilt-rolling operation
of the HST pump is reduced by the regulator so that the HST pump’s input torque becomes smaller.
When the sum of the HST pump’s input torque and the main steering pump’s input torque matches
the engine rated torque, the engine speed stops dropping to prevent the engine from stalling (due to
the anti-stall function).
SWASH
Return moment mechanism PLATE PLUNGER VALVE PLATE
1. The pressure oil is delivered through the valve PRESSURE OIL
FROM HST PUMP
plate to the plunger in areas α and β with a
condition of α < β.
2. When a load is applied on the HST motor, the oil
pressure in the circuit leading from the HST pump
to the HST motor rises to act on the inside of the
plunger of the HST pump.
3. Since there is a difference between the area a and LOAD FROM
HST MOTOR
area β at the high-pressure side port of the valve
HIGH-PRESSURE
plate, the pressure of the oil which acts on the LOW-PRESSURE SIDE
plunger through the area β is greater than the SIDE
pressure of the oil which acts on the plunger

RANGE α
through the area α. The force of the area
differential (β –α) x circuit pressure pushes the
bottom of the swash plate as a moment using the CENTER OF
center of the tilt-rolling as an axis, thus moving TILT ROLL
the swash plate to the neutral direction (return

moment).
4. The movement (angle) of the swash plate is
proportional to the pressure of the HST circuit RANGE β
(between the HST pump and the HST motor).

When the circuit pressure is low, the angle is also VALVE PLATE
small. As the circuit pressure rises, the angle also

becomes greater. Fig. 2.24
- 41 -
2. POWER TRAIN
(2) Control by inching valve Pressure differential

Changing the pedal effort on the inching brake pedal of pump tilt-rolling
control pressure (Pa)
will restrict the discharge of the HST pump and thus
control the HST motor speed.
Operation
Inching brake
Pump discharge pedal stroke
Note: The inching valve won’t operate unless the left (L/min)
brake pedal (inching brake pedal) is pressed;
that is, the inching valve is kept closed.
Forward travel
1. The pump tilt-rolling control pressure in the Inching brake
pedal stroke
circuit Phi is connected through the FNR solenoid
valve to the circuit, while the pump tilt-rolling
Fig. 2.25
control pressure in the circuit Plo is connected to
the circuit A.
2. The inching valve is located between the pump tilt-rolling control pressure circuits A and B. When
the inching valve operates, the pump tilt-rolling control pressures of the circuits A and B merge.
3. The opening of the inching valve varies in proportion to the inching brake pedal effort (stroke).
When the inching brake pedal stroke becomes greater, the pressure differential between the pump
tilt-rolling control pressures of the circuits A and B becomes smaller.
4. As the inching brake pedal is pressed, the pressure differential between the pump tilt-rolling control
pressures of the circuits A and B becomes smaller, so that the tilt-rolling amount of the swash plate
of the HST pump reduces to decrease the discharge of the HST pump. This in turn reduces the HST
motor speed to reduce the traveling speed of the loader in forward gear. In other words, you can
also control the traveling speed of the loader using the inching brake pedal.
5. Since you can control the HST pump’s discharge using the inching brake pedal without changing
the engine rpm, it means that you can restrict the traveling speed of the loader without reducing the
engine rpm.
INCHING VALVE
(When the inching valve opens, the circuits
A and B are connected to each other to
eliminate the pressure differential.)
INCHING BRAKE PEDAL

INCHING VALVE
CIRCUIT B
CIRCUIT A
FNR SOL VALVE
HST CHARGING PUMP

CIRCUIT Phi CIRCUIT Plo
SERVO
PISTON
SWASH CIRCUIT B CIRCUIT A
PLATE
Fig. 2.26 Control by inching valve
- 42 -
2. POWER TRAIN
(3) Control by cut-off valve

The HST pump’s tilt-rolling is controlled according to the sum of the forward traveling pressure and
main circuit pressure to reduce the maximum pressure of the HST circuit, thus keeping the balance
between the traveling force and bucket breakout force.
In digging work, it is important to match the lift force of the load handling unit to the traveling power
In digging, a downward force (R) acts on the booms of the load handling unit due to the traveling power
(FK). If the traveling power (FK) is greater than necessary when lifting the bucket, the downward force
(R) acting on the booms becomes greater, thus leading to an insufficient bucket lifting force (FL).
If the traveling power (FK) is too great, the tires will skid to cause them to wear as well as to roughen
the ground surface, making the ground condition bad. To prevent this, the maximum pressure (traveling
power) in the HST circuit is reduced in inverse proportion to toe main circuit pressure to achieving the
matching between the lift force and traveling power.
Operation
1. The sum of the forward traveling pressure in the HST circuit and the main circuit pressure acts on
the cut-off valve.
2. As the pressure acting on the cut-off valve pin becomes greater than the setting, the pressure oil
moves the spool to the left to connect the circuits A and B.
3. The pressure differential in pump tilt-rolling control pressure between the circuits A and B becomes
smaller according to the movement of the spool and thus HST pump’s tilt-rolling amount also
becomes smaller to reduce the maximum discharge pressure of the HST pump. In digging work,
the maximum pressure of the HST pump is reduced by the cut-off valve to prevent the relief valve
(for forward travel) from operating.
In addition, since the tilt-rolling amount of the HST pump reduces, the load to the engine from the
HST pump is alleviated. The excess power of the engine produced by this alleviation can be used
for the power driving the main/steering pump.
4. The cut-off valve operates on the line p-p obtained by connecting the main circuit pressure and the
HST circuit pressure. Therefore, the pressure of the HST circuit is determined by the main circuit
pressure to control the output torque (traveling power) of the HST motor.
Since the forward traveling pressure produced when the cut-off valve operates is lower than the
relief valve pressure in the HST circuit (between the HST pump and HST motor), the relief valve in
the HST circuit is designed not to operate to produce a good heat balance.
HST CIRCUIT
PRESS (Pa)
RELIEF VALVE LINE P-P

(FWD) WORKING
PRESS
MAIN CIRCUIT
PRESS (Pa)
Fig. 2.27 Digging work Fig. 2.28
- 43 -
2. POWER TRAIN
CIRCUIT B
CUT-OFF VALVE
MAIN CIRCUIT PRESS
CIRCUIT A
FWD TRAVELING
PRESSURE
HST CHARGING PUMP
HST MOTOR
HST MOTOR
FWD TRAVELING
CUT-OFF VALVE PRESS
CIRCUIT A CIRCUIT B
MAIN CIRCUIT
PRESS
SPOOL PIN
Fig. 2.29 Control by Cut-off Valve
- 44 -
2. POWER TRAIN
(4) Control by pump tilt-rolling speed control valve

The pump tilt-rolling speed control valve alleviates a rapid tilt-rolling operation of the pump to
achieve smooth acceleration of the loader. In addition, it prevents the occurrence of cavitation in the
servo piston circuit.
Operation
1. The pump tilt-rolling speed control valve consists of a throttle and a check valve and is located
between the circuits Plo (A) and (B) (pump tilt-rolling control low-pressure circuit: the circuit into
which the pressure oil is returned by the low-pressure side servo piston when the pump tilt-rolling
control high-pressure side servo piston operates).
2. When the check valve is closed, the return oil from the circuit Plo (A) flows, passing through the
throttle to the circuit Plo (B). Since the flow of the return oil from the servo piston is restricted by
the throttle, the tilt-rolling of the HST pump changes smoothly so that the pump discharge also
increases smoothly and thus accelerate the HST motor speed in a smooth manner (that is, the loader’s
traveling speed is smoothly accelerated).
3. If the load increases rapidly such as when the loader hits an obstacle, the tilt-rolling of the HST
pump returns quickly to neutral. The oil returning from the circuit Plo to the servo piston is restricted
by the throttle to cause cavitation between the circuit Plo and the servo piston. To prevent the
occurrence of cavitation, a check valve is provided. Since the pressure in the circuit Plo (B) is
higher than that in the circuit Plo (A), the pressure oil in the circuit Plo (B) opens the check valve
and flows to the circuit Plo (A) to compensate for the insufficiency of oil there (make-up operation).
- 45 -
2. POWER TRAIN
CIRCUIT Plo (A)

THROTTLE
CHECK
CIRCUIT Plo (B) VALVE
CIRCUIT
CIRCUIT Plo (A)
Phi
HST CHARGING PUMP
CHECK VALVE THROTTLE
CIRCUIT
Plo (B)
SERVO
PISTON
Fig. 2.30 When Oil Flows through Throttle
CIRCUIT Plo (A)

CHECK
THROTTLE VALVE
CIRCUIT Plo (B) CIRCUIT
Plo (A)
CIRCUIT
Phi
HST CHARGING PUMP
CHECK VALVE CIRCUIT
Plo (B)
SERVO
PISTON
Fig. 2.31 When Oil Flows through Check Valve
- 46 -
2. POWER TRAIN
(5) Control by control pressure bypass valve

The control pressure bypass valve returns the swash plate of the HST pump to neutral.
Operation
1. When the engine is not running, the pressure oil from the HST charging pump does not act on the
spool of the control pressure bypass valve and thus it is pressed to the right by the spring. Since the
circuits A and B are connected, no pressure differential is produced between the pump tilt-rolling
control pressures of the circuits A and B. Therefore, the servo piston won’t move so that the HST
pump swash plate is kept in the neutral position.
2. When the engine runs, the pressure oil from the HST charging pump acts on the spool of the control
pressure bypass valve and moves the spool to the left overcoming the spring force.
3. The circuits A and B are blocked by the control pressure bypass valve spool to produce a pressure
differential between the circuits A and B, thus moving the servo piston to tilt-roll the HST pump
swash plate.
- 47 -
2. POWER TRAIN
CONTROL PRESSURE
SPRING CIRCUIT B BYPASS VALVE
from HST
CHARGING
from HST CHARGING PUMP CIRCUIT B SPOOL PUMP
CIRCUIT A
HST CHARGING PUMP
CONTROL
PRESSURE
BYPASS
VALVE
SPRING CIRCUIT A
Fig. 2.32 Engine not Running
CONTROL PRESSURE
SPRING CIRCUIT B BYPASS VALVE
from HST
CHARGING
CIRCUIT B SPOOL PUMP
from HST CHARGING PUMP
CIRCUIT A
HST CHARGING PUMP
CONTROL
PRESSURE
BYPASS
VALVE
SPRING CIRCUIT A
Fig. 2.33 Engine Running
- 48 -
2. POWER TRAIN
(6) Control by neutral damp valve

When the shift lever is in neutral, the neutral damp valve returns the oil from the traveling motor to
the traveling motor to allow the traveling motor to rotate freely.
Operation
In neutral
1. When the shift lever is neutral, the pressure oil from the neutral damp solenoid valve does not act
on the neutral damp valve spool so that the spool is pressed to the left by the spring. The circuits A
and B of the HST circuit (between the HST pump and HST motor) are connected to each other
through the neutral damp valve spool.
2. When the shift lever is put in neutral from the forward position while the loader is traveling in
forward, the swash plate of the HST pump returns to neutral. The pressure oil from the HST motor
flows, passing though neutral damp valve spool, back to the HST motor, without being sucked into
the HST pump. The throttle restricts the flow of the pressure oil which passes through the neutral
damp valve spool.
3. The oil from the HST motor flows, passing through the neutral damp valve spool, back to the HST
motor. Therefore, when the shift lever is shifted into neutral during traveling, the HST motor slows
down smoothly to decelerate the loader smoothly.
In addition, with the shift lever in neutral, you can tow the loader because the HST motor rotates.
Forward and reverse travel

1. When the shift lever is put in the forward or reverse position, the pressure oil from the neutral damp
solenoid valve acts on the neutral damp valve spool to move it to the right. The circuits A and B of
the HST circuit (between the HST pump and HST motor) are blocked by the neutral damp valve
spool.
2. The oil discharged from the HST pump flows to both the neutral damp valve and the HST motor.
Since the circuits A and B are blocked by the neutral damp valve spool (area C), the pressure oil
discharged from the HST pump flows to the HST motor without returning to the HST pump, thus
rotating it to move the loader in forward or reverse.
- 49 -
2. POWER TRAIN
THROTTLE
CIRCUIT A
CIRCUIT B
THROTTLE CIRCUIT B from NEUTRAL

DAMP SOLENOID
VALVE
SPRING
HST MOTOR
NEUTRAL SPOOL SPRING

DAMP VALVE
HST MOTOR
SWASH SPOOL THROTTLE NEUTRAL CIRCUIT A

PLATE DAMP
SOLENOID
VALVE
Fig. 2.34 In Neutral
THROTTLE
CIRCUIT A
CIRCUIT B
from NEUTRAL
CIRCUIT B DAMP SOLENOID
VALVE
SPRING
HST MOTOR
NEUTRAL SPOOL SPRING

DAMP VALVE
HST MOTOR
SWASH SPOOL THROTTLE NEUTRAL CIRCUIT A

DAMP
PLATE SOLENOID
VALVE
Fig. 2.35 In Fwd or Rev Travel
- 50 -
2. POWER TRAIN
2.2.3 NEUTRAL DAMP SOLENOID VALVE

The neutral damp solenoid valve is activated when the FNR solenoid valve is turned on. (when the
shift lever is put in the forward or reverse position).
When the shift lever is put in the forward or reverse position, the neutral damp solenoid valve spool
moves to the left. The pressure oil flows into the port P in the neutral damp solenoid valve, passing
through the spool and the port A, to move the neutral damp valve.
NEUTRAL
DAMP VALVE
PORT A
NEUTRAL DAMP PORT P

SOLENOID VALVE
NEUTRAL DAMP
PORT A PORT P SOLENOID VALVE
SPOOL
Fig. 2.36 Neutral Damp Solenoid Valve
- 51 -
2. POWER TRAIN
2.2.4 FNR SOLENOID VALVE

The FNR solenoid valve switches over the directions of pump tilt-rolling control pressure in the
circuit Phi.
Note: The operation of the FNR solenoid valve is explained using the operation performed when the
shift lever is placed in the forward position, as an example.
Operation
1. When the shift lever is in neutral, the FNR solenoid valve also remains in neutral. The pump tilt-
rolling control pressure in the circuit Phi (high pressure) flows through the port P in the FNR
solenoid valve but does not flow into the port A or port B because it is blocked by the spool, so that
it does not act on the servo piston. The pump tilt-rolling pressure in the circuit Plo (low pressure)
acts on both servo pistons so that they won’t move, thus keeping the swash plate of the HST pump
in neutral.
2. When the shift lever is put in the forward position, the FNR solenoid valve spool moves to the left,
thus connecting the port P to the port B and the port T to the port A.
3. The pump tilt-rolling control pressure in the circuit Phi (high pressure) enters the port P of the FNR
solenoid valve, passing through the spool and port B, to the servo piston.
4. The pump tilt-rolling control pressure returning from the servo piston enters the port A of the FNR
solenoid valve, passing through the spool and port T, to the circuit Plo (low pressure).
5. The servo piston moves and the HST pump swash plate tilt-rolls in the forward direction. The
pressure oil discharged from the HST pump rotates the HST motor, thus moving the loader in
forward.
- 52 -
2. POWER TRAIN
PORT A PORT B
FNR SOL
VALVE PORT P PORT T
FNR SOL VALVE
CIRCUIT Phi
CIRCUIT Plo
REV FWD
SPOOL PORT B PORT A

(FWD) (REV)
PORT P SERVO PORT T

PISTON
Fig. 2.37 In Neutral
PORT A PORT B
FNR SOL
FNR SOL VALVE VALVE PORT P PORT T
CIRCUIT Phi
CIRCUIT Plo
REV FWD
SPOOL PORT B PORT A

(FWD) (REV)
PORT P SERVO PORT T

PISTON
Fig. 2.38 In Forward Travel
- 53 -
2. POWER TRAIN
2.3 HST MOTOR
LX70 -7 LX70-7
Model A6V86HA A6V115HA
Type Variable delivery piston motor ←
(inclined shaft type)
Discharge (suction) 33.5 – 86.3 cc/rev 38.0 – 114.7 cc/rev
[0.00885 – 0.0228 gal/rev] [0.01004 – 0.0303 gal/rev]
Control HA (high-pressure dependent, ←
constant pressure control)
Weight 46 kg [101 lbs] 49 kg [108 lbs]
Note: Mating surfaces: LOCTITE #5127 or 515
1. HST MOTOR
2. (TRANSMISSION)
Fig. 2.39 HST Motor
- 54 -
2. POWER TRAIN

The HST motor is an inclined shaft type variable delivery piston motor consisting of a rotary group,
regulator, motor combination valve, and motor tilt-rolling speed control valve.
VALVE PLATE REGULATOR

PILOT PISTON
MOTOR
COMBINATION
VALVE
SHAFT ROTARY ROTOR CONTROL ADJUSTMENT
GROUP MOTOR TILT-ROLLING
ROD SCREW SPEED CONTROL VALVE
(Circuit diagram)
1. PORT B 5. PORT T2 (to HYDRAULIC 9. PORT X1

2. MOTOR COMBINATION OIL TANK) 10. FLUSHING VALVE
VALVE 6. PORT T1 (from HST PUMP) 11. THROTTLE
3. PORT X2 7. PILOT PISTON (FLUSHING)
4. MOTOR TILT-ROLLING 8. PILOT SELECTOR VALVE 12. PORT A
SPEED CONTROL VALVE
Fig. 2.40 HST Motor (1)
- 55 -
2. POWER TRAIN
(HST motor)
(Opposite side: 1)
Note: The numbers in the figure correspond to those of the part names shown on Page 55.
View looking from A View looking from B
- 56 -
2. POWER TRAIN
(Regulator and motor combination valve)
REGULATOR
View looking View looking

from A-A from B
View looking
from C
- 57 -
2. POWER TRAIN
Operation
The output shaft of the rotary shaft is supported on
OUTPUT
the motor casing by two bearings and is connected to SHAFT ROTOR SPRING VALVE
PLATE
the center hole of the rotor through the center pin. The
rotor has a valve plate on its front end. The rotor is in
close contact with the valve plate with a spring.
BEARING
PLUNGER CENTER
PIN
Fig. 2.43
The rotor has seven plungers inside it. The pressure

oil from the pump flows, passing through the port B
of the valve plate, into the rotor. When the plungers PLUNGER
are pressed by the pressure oil, the output shaft is
rotated by the component of force (FV) of the force
(F) pressing the plungers. PORT B
VALVE
As the output shaft rotates, the rotor also rotates. PLATE
OUTPUT
The plungers reach the port A in turns, the oil returns SHAFT
to the hydraulic oil tank. The direction of travel of the
ROTOR
loader is determined by which port AM or BM the
pressure oil flows into.
PORT A
Fig. 2.44
- 58 -
2. POWER TRAIN
2.3.2 REGULATOR
(1) When the motor rotates at a high speed
When the operating pressure of the motor PILOT
PISTON
is less than 23.2 MPa {237 kgf/ cm 2} [3365
psi] (for LX70-7) or 25.7 MPa {262 kgf/ cm2}
[3727 psi] (for LX80 -7 ), the pilot piston is SMALL
DIA.
pressed upward by the spring force to block CHAMBER OPERATING
PRESS
off the communication between the ports A and PORT A
B. The port B and internal passage are PORT B INTERNAL

PASSAGE
connected to the drain circuit. Since the internal (to LARGE
DIA.
passage is connected to the large diameter CHAMBER)
chamber, the large diameter chamber is also

DRAIN
connected to the drain circuit. The port A is CIRCUIT
connected to the small diameter chamber on SPRING
which the motor operating pressure always MOTOR
MOTOR TILT- CAPACITY
acts. Therefore, the motor operating pressure ROLLING (cm 3/rev)
ANGLE (°)
in the small diameter chamber moves the servo LX70 -7 LX80-7
pistons downward. The control rod connected

to the servo pistons moves both the valve plate
and the rotor. The servo pistons runs into the
plug and stops there so that the motor’s tilt-
rolling becomes the minimum tilt-rolling OPERATING
PRESS. (MPa)
position.
The plunger stroke becomes minimal and LX70 -7 LX70 -7 LX70 -7
LX80 -7 LX80 -7 LX80 -7
allows the motor to rotate at a high speed.
PILOT PISTON
SMALL DIA.
CHAMBER
SERVO PISTON
CONTROL ROD
LARGE DIA.
CHAMBER
PLUG
PLUNGER ROTOR VALVE PLATE
Fig. 2.45 When Motor Rotates at High Speed
- 59 -
2. POWER TRAIN
(2) When the motor rotates at a low speed

PILOT PISTON
When the operating pressure of the motor
is higher than 24 ± 0.5 MPa {245 ± 5 kgf/ cm2}
[3481 ± 73 psi] (for LX70-7) or 26.5 ± 0.5 MPa
{270 ± 5 kgf/ cm2} [3844 ± 73 psi] (for LX80-
7 ), the pilot piston is pressed down against
spring tension to allow the ports A and B to
connect to each other. The operating oil flows, OPERATING
PRESS
passing through the ports A and B and internal PORT A
passage, into the large and small diameter INTERNAL
PORT B
chambers. The servo pistons move upward due PASSAGE
to the difference in area between the large and

small diameter chambers. The control rod
connected to the servo pistons moves both the
valve plate and rotor to make the motor’s tilt-
to LARGE DIA.
rolling to the maximum tilt-rolling position. At CHAMBER
SPRING
this time, the plunger stroke becomes the
maximum and the motor rotates at a low speed.
SMALL DIA. PILOT PISTON

CHAMBER
SERVO PISTON
CONTROL ROD
LARGE DIA,
CHAMBER
PLUNGER ROTOR VALVE PLATE
Fig. 2.46 When Motor Rotates at Low Speed
- 60 -
2. POWER TRAIN
2.3.3 MOTOR COMBINATION VALVE

The motor combination valve is located at the head section of the HST motor and consists of a
flushing valve and a pilot selector valve. The functions of the flushing valve and the pilot selector valve
are described below.
(1) Flushing valve

The flushing valve replaces the oil in the HST circuit by escaping the oil at the low-pressure side to
the drain circuit when receiving both the high-pressure and low-pressure oil of the HST circuit (HST
pump and HST motor).
The operation of the flushing valve is explained below, using the operation in forward travel as an
example.
When the shift lever is put in forward, the swash plate of the HST pump tilt rolls in the forward
direction.
The HST pump sends high pressure oil into the HST motor to drive it. The motor operating pressure
oil (high pressure oil) discharged from the HST pump flows, passing through the port A, motor
combination valve internal passage, flushing valve spool internal passage, into the chamber C of the
flushing valve. The motor operating pressure oil (low pressure oil) returning from the HST motor flows,
passing through the port B, motor combination valve internal passage, flushing valve spool internal
passage, into the chamber D of the flushing valve.
Since the pressure in the chamber C is higher than the pressure in the chamber D, the pressure oil
forces the flushing valve spool to the right against the spring tension in the chamber D. The motor
operating pressure oil (low pressure oil) which has entered the port B flows, passing through the notch
and throttle of the flushing valve, to the drain port. The throttle restricts the flow to the drain port to
keep the operating pressure (low pressure) between the HST motor and HST pump.
(2) Pilot selector valve

The HST motor is regulated by the HST motor operating pressure. The pilot selector valve sends the
forward travel operating pressure to the regulator when the shift lever is put in the forward position and
the reverse travel operating pressure to the regulator when the shift lever is put in the reverse position.
The pilot selector valve is operated by the tilt-rolling control pressure of the two servo pistons of the
HST pump. When the shift lever is put in the forward or reserve position, a pressure differential is
produced in the tilt-rolling control pressure between the two servo pistons of the HST pump to switch
over the flows of the pilot selector valve.
The operation of the pilot selector valve is explained below, using the operation in forward travel as
an example.
When the shift lever is put in forward, the pump tilt-rolling control pressure (high pressure) acts on
the port X2 and the pump tilt-rolling control pressure (low pressure) acts on the port X1.
Since the pressure in the chamber A of the pilot selector valve is higher than the pressure in the
chamber B, the pressure oil forces the pilot selector valve spool to the left against the spring tension of
the chamber B so that the motor operating pressure (high pressure) for forward travel which has entered
the port A flows through the pilot selector valve spool into the regulator.
- 61 -
2. POWER TRAIN
Pump tilt-rolling control

pressure from circuit Phi
Pump tilt-rolling control
pressure from circuit Plo
HST PUMP
REV
HST MOTOR
FWD
SERVO CHAMBER C SPOOL CHAMBER D SPRING FLUSHING THROTTLE

PISTON
VALVE
to DRAIN
CIRCUIT
PORT A PORT B
SPRING
PILOT
SELECTOR
VALVE
PORT X1 PORT X2
SPOOL
CHAMBER B CHAMBER A
REGULATOR
Note: Flushing valve and pilot selector valve in neutral.
FLUSHING
VALVE
PILOT
SELECTOR
VALVE
Fig. 2.47 Motor Combination Valve
- 62 -
2. POWER TRAIN
2.3.4 MOTOR TILT-ROLLING SPEED CONTROL VALVE

The motor tilt-rolling speed control valve consists of a throttle and a check valve and is located in the
internal passage between the large-diameter chamber and the pilot piston of the regulator to restrict the
flow of the hydraulic oil entering the large-diameter chamber, thus controlling the tilt-rolling speed of
the swash the HST motor swash plate to prevent the traveling speed from slowing rapidly.
(1) Change from low to high speed

1. When the servo pistons move down (toward the large-diameter chamber), the hydraulic oil flows
out of the large-diameter chamber to push up the throttle which in turn comes in contact with the
guide 1 while making a gap between the throttle and guide 2.
2. The hydraulic oil from the large-diameter chamber flows, passing through the gap between the
throttle and the guide 2, into the hole in the throttle and then passes through the inside the throttle
to the pilot piston side.
Since the hydraulic oil flows to the pilot piston without being restricted so much, thus the motor
speed changes from low to high speed quickly.
(2) Change from high to low speed

1. When the servo pistons move upward (toward the small-diameter chamber), the hydraulic oil flows
from the pilot piston side and passes through the guide 1 to push down the throttle which in turn
comes in contact with guide 2; that is no gap is produced between the throttle and the guide 2.
2. The hydraulic oil from the pilot piston enters the hole in the throttle and flows passing through the
inside and notch of the throttle, in the large-diameter chamber. Since the flow of the hydraulic oil
leading to the large-diameter chamber is thus restricted so that the motor speed changes from high
to low slowly.
REGULATOR
SMALL-DIA.
CHAMBER SIDE to PILOT PISTON
HOLE
THROTTLE
from
LARGE-DIA. GUIDE 1
CHAMBER GUIDE 2
LARGE-DIA.
CHAMBER SIDE Motor rotating at high speed
from PILOT PISTON

MOTOR TILT-ROLLING
SPEED CONTROL
GUIDE 1
THROTTLE
GUIDE 2
HOLE
NOTCH
to LARGE-DIA.
CHAMBER
Motor rotating at low speed
Fig. 2.48 Motor Tilt-rolling Speed Control Valve
- 63 -
2. POWER TRAIN
2.3.5 STOCK-PILE & SNOW (S&S) MODE (OPTION FOR LX80-7)

The fact that the engine output is constant means
that the force available for lifting booms becomes
MOTOR TILT-
smaller when a great traveling power is used. By ROLLING ANGLE S&S SOL
VALVE OFF
contrast, the boom lifting force available becomes
greater when the traveling power is small. The S&S SOL
VALVE ON
traveling power and the bucket break-out force are well
matched. The S&S mode is activated by turning the
S&S mode switch on with the Hi-Lo switch at the Lo HYDRAULIC
PRESS
position.
When the S&S mode is turned on, the maximum
traveling power is suppressed to 75% of that obtained
when the S&S mode is OFF. Therefore, with the S&S
mode turned on, the boom lifting force in digging Fig. 2.49 Relationship of Tilt-rolling Angle
operation (composite operation of scooping and and Hydraulic Pressure in S&S mode
traveling) becomes greater than that obtained when the S&S mode is off.
For this reason, the scooping is easier to do when the S&S mode is off. In addition, since the maximum
traveling power is suppressed to 75%, snow removal operation can also be performed and easily and
efficiently.
Operation
1. When the HST motor working pressure is more than 26.5 ± 0.5 MPa {270 ± 5 kgf/ cm2} [3844 ± 73
psi], the hydraulic pressure overcomes the regulator spring force to push down the pilot piston.
This allows the ports A and B to connect to each other so that the motor hydraulic oil flows,
passing through the port B, into the large-diameter chamber of the servo piston. The HST motor
hydraulic oil also flows, passing through the port C, to the small-diameter chambers of the servo
piston and control piston. Since there is a difference in area between the large-diameter chamber
and the small-diameter chamber of the servo pistons, the servo pistons move upward.
2. When the Hi-Lo switch is in the Lo position, the Hi-Lo solenoid valve relay is energized by the
controller to energize the Hi-Lo solenoid valve, thus letting the loader traveling at low speed.
When the S&S mode switch is turned on, the S&S mode relay is energized by the controller to
energize the S&S mode solenoid valve.
3. As the S&S solenoid valve spool is moved, the port C is connected to the port D so that the working
pressure of the motor acting on the regulator pilot piston flows, passing through the ports C and D,
into the large-diameter chamber of the control piston.
The area differential between the large-diameter chamber and the small-diameter chamber of the
control piston forces the control piston downward.
4. When the control piston moves down, it serves as a stopper for the servo piston. When the servo
piston moves upward, the tilt-rolling amount of the motor becomes larger. However, with the control
piston down, the servo piston comes in contact with the control piston and stops there. Therefore,
the traveling motor’s maximum tilt-rolling angle is suppressed to 75% to suppress the traveling
power.
- 64 -
2. POWER TRAIN
PORT D
LARGE-DIA.
S&S SOL CHAMBER
VALVE SPOOL
CONTROL
CONTROL PISTON
PISTON PORT C
PILOT
PORT C PISTON
HST MOTOR HST MOTOR

HYDRAULIC PORT A HYDRAULIC
PORT A PRESS. PRESS.
SMALL-DIA. SMALL-DIA.
CHAMBER INTERNAL CHAMBER
PASSAGE (to
PORT B SERVO PISTON’S
LARGE-DIA. SERVO
SERVO CHAMBER)
PISTON PISTON
SPRING
S&S
MODE SW S&S MODE
RELAY
Hi-Lo SOL
VALVE RELAY
Hi-Lo SW
S&S SOL VALVE

SMALL-DIA. CONTROL-
CHAMBER LER
SERVO
PISTON
REGULATOR
LARGE-DIA. from #9
CHAMBER FUSE
HST MOTOR
S&S SOL Hi-Lo

VALVE SELECTOR
SOL VALVE
Fig. 2.50 S&S Mode
- 65 -
2. POWER TRAIN
2.4 TRANSMISSION
LX70 -7 LX80-7
Model TCM619-34 TCM639-34
Type Constant-mesh, spur gear type ←
Speeds 1 ←
Clutch
Type Multiple-disk wet type ←
Operation Hydraulic ←
Pressure setting 1.47 – 1.76 MPa {15.0 – 18.0 kgf/cm2} ←
[213.2 – 255.3 psi]
Oil capacity 6.0 – 7.2 L ←
[1.59 – 1.90 US gal]
Weight 215 kg [474 lbs] ←
The transmission controls the output of the HST motor and sends it through the propeller shafts to
the front and rear axles.
The transmission consists of an input shaft, two clutches, four gears, an output shaft, a parking brake,
and a brake cylinder.
Note: 176 – 225 N-m {18 – 23 kgf-m}

[129.8 – 166 lbf-ft]
1. TRANSMISSION
2. (HST MOTOR)
3. (REAR FRAME)
4. MOUNT BRACKET
Fig. 2.51 Transmission
- 66 -
2. POWER TRAIN
Cold surface Hot surface (oil

(oil temp: below temp.: higher
-5°C [23 °F]) than -5°C [23 °F])
Detail of strainer Detail of brake cylinder Detail of oil dipstick
Note: 58 – 74 N-m {5.9 – 7.6 kgf-m} [42.8 – 54.6 lbf-ft] 1. SPEED SENSOR
2. MAGNET PLUG
24.5 ± 3.9 N-m {2.5 ± 0.4 kgf-m} [18.1 ± 2.98 lbf-ft] 3. BRAKE CYLINDER
52.1 N-m {5.32 kgf-m} [38.43 lbf-ft] (9-13)
4. SOLENOID VALVE
10.6 N-m {1.08 kgf-m} [7.8 lbf-ft] 5. CONTROL VALVE
26.1 N-m {2.66 kgf-m} [15.9 lbf-ft] 6. OIL DIPSTICK
7. PIPE
122.5 ± 73 N-m {12.5 ± 7.45 kgf-m} [83.0 ± 53.8 lbf-ft]
8. STRAINER
91.2 N-m {9.31 kgf-m} [67.3 lbf-ft] 9. CASE
81.2 N-m {8.29 kgf-m} [59.9 lbf-ft] 10. SPRING
11. SPRING
Threaded area: LOCTITE#572 12. PLUG
Threaded area: LOCTITE#262 13. OIL SEAL
The speed sensor should be directly installed without using
any shim.
Note: Attention should be paid to their direction when installing oil seals and packings.
Fig. 2.52 Transmission (1)
- 67 -
2. POWER TRAIN
Detail of area K
Sectional view XX
Note: 15 – 20 N-m {1.5 – 2.0 kgf-m} [11.1 – 14.8 lbf-ft]

15 ± 2.0 N-m {1.5 ± 0.2 kgf-m} {11.1 ± 1.5 lbf-ft}
9.8 ± 2.0 N-m {1.0 ± 0.2 kgf-m} [7.23 ± 1.5 lbf-ft]
24.5 ± 3.9 N-m { 2.55 ± 0.4 kgf-m} [18.1 ± 2.9 lbf-ft]
69 – 78 N-m {7.0 – 8.0 kgf-m} [50.1 – 57.5 lbf-ft]
56.5 N-m {5.77 kgf-m} [41.8 lbf-ft]
Threaded area: LOCTITE #572 (after degreasing)
Threaded area: LOCTITE #572
1. CHOKE 7. SPRING A. from CHARGING PUMP

2. PLUG 8. PLUG B. BRAKE BOOSTER DRAIN
3. PLUG 9. PARKING BRAKE C. Hi CLUTCH PRESS. CHECK PORT
4. PLUG 10. PLUG D. Lo CLUTCH PRESS. CHECK PORT
5. VALVE PISTON 11. BREATHER E. LUB. OIL PRESS. CHECK PORT
6. SPRING F. HYDRAULIC SENSOR CHECK PORT
- 68 -
2. POWER TRAIN
1. INPUT SHAFT
2. Hi CLUTCH
3. COVER
4. DRIVE GEAR
5. DRIVE GEAR
6. HOUSING
7. Lo CLUTCH
8. COVER
9. BRAKE CASE
10. OUTPUT SHAFT
11. OIL SEAL
12. BRAKE COVER
13. SHROUD
14. DRIVEN GEAR
15. DRIVEN GEAR
16. OIL SEAL
17. FLANGE
Detail of sectional view XX
18. SPEEDOMETER GEAR
19. SHROUD
Note: 52.1 N-m {5.32 kgf-m} [38.4 lbf-ft]
20. BUSHING
26.2 N-m {2.66 kgf-m} [19.3 lbf-ft]
212.8 N-m {21.7 kgf-m} [157 lbf-ft]
225.5 N-m {23.0 kgf-m} [166.3 lbf-ft]
Note: Attention should be paid to
23.3 N-m {2.38 kgf-m} [17.2 lbf-ft] their direction when
46.4 N-m {4.73 kgf-m} [34.2 lbf-ft] installing oil seals, ball
13 – 16 N-m {1.3 – 1.6 kgf-m} [9.59 – bearings and gears.
11.8 lbf-ft] Note: For the adjustment of the
Threaded area: LOCTITE #262 parking brake, refer to “3.2.4
ADJUSTING PARKING
Apply molybdenum disulfide to splines.
BRAKE”.
- 69 -
2. POWER TRAIN
2.4.1 CLUTCH SHAFT

The clutch shaft assembly has clutch packs for Hi and Lo speeds which connect or disconnect the
power transmission line.
Identification
marking (1) Identification
markings (2)
Detail of area A
View looking from B
Hi CLUTCH PISTON MARKING View looking from C
Lo CLUTCH PISTON MARKING
Note: Sliding surfaces: Grease
1. SHAFT & DRUM ASSEMBLY 8. END PLATE 15. SEAL RING (OUTER)
2. PISTON 9. PISTON 16. “O”-RING
3. PLATE 10. STEEL BALL 17. SLEEVE & DRUM
4. DISK 11. ORIFICE ASSEMBLY
5. GEAR (Hi) 12. SEAL RING (INNER) 18. SEAL RING
6. GEAR (Lo) 13. RETAINER 19. PLUG
7. SPRING 14. RETAINER
Note: The above sketch shows the clutch shaft for the LX70-7. The structure of the clutch shaft mounted
on the LX80-7 is the same.
Fig. 2.55 Clutch Shaft
- 70 -
2. POWER TRAIN
Operation
The clutch is operated by pressure oil from the transmission control valve. The pressure oil from the
control valve flows to the back of the clutch piston to move the clutch piston to the left. The clutch
piston then locks up the clutch disks and clutch plates, thus uniting the clutch shaft & drum assembly
with the clutch hub to transmit the power.
Pressure oil
1. CLUTCH HUB
2. CLUTCH DISK
3. CLUTCH PLATE
4. CLUTCH PISTON
5. SHAFT & DRUM
ASSEMBLY
from CONTROL
VALVE
Fig. 2.56 Clutch in Engagement
With no pressure oil delivered from the control valve, the oil in the piston is discharged through the
bleed valve so that the clutch piston is pushed back by the return spring.
This unlocks the clutch disks and clutch plates to allow the clutch shaft and clutch hub to rotate
independently so that no power is transmitted.
1. CLUTCH HUB
2. RETURN SPRING
3. CLUTCH DISK
4. CLUTCH PLATE
5. BLEED VALVE
6. CLUTCH PISTON
7. SHAFT & DRUM
ASSEMBLY
Fig. 2.57 Clutch in Disengagement
- 71 -
2. POWER TRAIN
2.4.2 TRANSMISSION CONTROL VALVE

The transmission control valve consists of a solenoid valve, selector valve, and accumulator. When
the Hi-Lo switch is operated, the Hi-Lo selector solenoid is switched over to move the selector valve in
the control valve, thus controlling the clutch oil pressure.
TRANSMISSION
CONTROL VALVE
to CLUTCH SOLENOID
VALVE (Low
when turned on
SELECTOR and Hi when off)
VALVE
ORIFICE (1) ACCUMULATOR to BRAKE
ORIFICE (2) BRAKE
IN-LINE
FILTER
PUMP REGULATOR
VALVE to LUBRICATION
Circuit diagram
Sectional view A-A
Note: 11.8 N-m {1.2 kgf-m} 1. SPRING 6. SOLENOID VALVE

2. STOPPER 7. BODY
[8.7 lbf-ft]
3. SPRING 8. RANGE VALVE
Valve tightening torque: 4. PISTON 9. SPRING
20 – 29 N-m {2 – 3 kgf-m} 5. COVER 10. CHOKE (ø1.2)
[14.8 – 21.4 lbf-ft]
Cap nut tightening torque:
6.9 – 9.8 N-m {0.7 – 1 kgf-m}
[5.09 – 7.23 lbf-ft]
Fig. 2.58 Transmission Control Valve
- 72 -
2. POWER TRAIN
2.4.3 TRANSMISSION CIRCUIT

1. The pressure oil from the transmission
charging/brake pump flows into the Hi-
CLUTCH
Lo transmission where its flow is PRESSURE
(Pa)
branched. The oil pressure in the circuit
is controlled to 1.6 to 1.8 MPa {16 - 18
kgf/cm2} [232 - 261 psi]. One of the oil
flows branched inside the transmission
acts on the Hi-Lo selector solenoid
valve and the selector valve before
passing through the throttle into the CLUTCH ENGAGEMENT
accumulator.
2. When the Hi-Lo selector switch is put
TIME (sec)
in the low speed (Lo) position, the Hi-
Lo selector solenoid valve is turned on
and moved to the left. The pressure oil
which has passed through the Hi-Lo
Fig. 2.59
selector solenoid valve move the
selector valve to the left, thus allowing the pressure oil from the transmission charging/brake pump
to flow through the selector valve to act on the Lo clutch. As the pressure acting on the Lo clutch
increases, the clutch disks and plates are locked up to switch over the transmission to low speed
(Lo).
3. The accumulator and throttle are provided to alleviate shock incurred by clutch engagement when
the loader speed is switched over from high speed (Hi) to low speed (Lo) or vice versa.
That is, the pressure in the circuits after the throttle gradually increases due to the throttle and
accumulator (the period b in the above sketch). During this period, the clutch is locked up gradually
to alleviate shock caused by clutch engagement.
4. When the Hi-Lo selector switch is placed in Hi, the Hi-Lo selector solenoid valve and selector
valve are switched over to allow the pressure oil from the transmission brake valve to flow into the
Hi clutch, thus shifting the transmission into high speed mode (Hi). The other operating principle
is the same as for the low speed mode (Lo).
- 73 -
2. POWER TRAIN
Hi CLUTCH Lo CLUTCH
HST
MOTOR
SELECTOR VALVE
ACCUMULATOR
Hi-Lo SELECTOR
THROTTLE SOLENOID VALVE (ON)
TRANSMISSION
CHARGING/BRAKE
PUMP RELIEF VALVE
Hi-Lo TRANSMISSION
Fig. 2.60 Low Speed
Hi CLUTCH Lo CLUTCH
HST
MOTOR
SELECTOR VALVE
ACCUMULATOR
Hi-Lo SELECTOR
THROTTLE SOLENOID VALVE (OFF)
TRANSMISSION
CHARGING/BRAKE
PUMP RELIEF VALVE
Hi-Lo TRANSMISSION
Fig. 2.61 High Speed
- 74 -
2. POWER TRAIN
(1) Hi mode
1. When the Hi-Lo selector switch is put in the Hi position, the pressure oil is delivered to the Hi
clutch (2).
2. As the pressure oil is delivered to the Hi clutch, the piston (3) moves to the right to lock up the
clutch plates (4) and clutch disks (5), thus engaging the Hi clutch (2).
3. With the Hi clutch (2) engaged, the input shaft (1) is connected to the Hi drive gear (6).
4. The Hi drive gear (14) is splined to the output shaft (15). The output of the HST motor is transmitted
through the input shaft (1), Hi drive gear (6), Hi driven gear (14) to the output gear (15) which is
then rotated at a high speed.
PRESSURE
OIL
Fig. 2.62 High Mode
- 75 -
2. POWER TRAIN
(2) Lo mode
1. When the Hi-Lo selector switch is placed in the Lo position, the pressure oil is delivered to the Lo
clutch (11).
2. As the pressure oil is delivered to the Lo clutch, the piston (10) moves to the left to lock up the
clutch plates (8) and clutch disks (9) to engage the Lo clutch (11).
3. When the Lo clutch (11) is engaged, the input shaft (1) is connected to the Lo drive gear (7).
4. The Lo driven gear (13) is splined to the output shaft (15). The output of the HST motor is transmitted
through the input shaft (1), Lo drive gear (7), and Lo driven gear (13) to the output shaft (15) which
is then rotted at a low speed.
PRESSURE
OIL
Fig. 2.63 Lo Mode
- 76 -
2. POWER TRAIN
2.4.4 QUICK SHIFT SWITCH (QSS) (OPTION)

When operating the truck, the operator’s hands are usually full, with his left hand grabbing the steering
wheel and his right hand controlling the load handling lever. The quick shift switch, located on the grip
of the load handling lever, allows the operator to switch over the loader’s traveling speed modes (Hi
and Lo) easily and smoothly at a touch of the switch.
Operation
1. The controller always detects the loader’s traveling speed through the transmission rotation sensor
as well as the On-Off status of the QSS and Hi-Lo switch.
2. When the following conditions are satisfied, you can switch over the transmission speed mode
from Hi to Lo using the QSS.
• The Hi-Lo switch on the dashboard: Hi position
• The loader’s traveling speed: less than 5 km/h [3.1 mph]
• QSS: Pressed. (The earth circuit from the controller to the QSS is completed so that the controller
recognizes the depression of the QSS as the signal.) (The QSS is a momentary type switch.)
The controller energizes the Hi-Lo solenoid valve relay to allow the current from the #9 fuse to flow
to the Hi-Lo selector solenoid valve to turn it on, thus switching over the transmission to Lo.
Note: When the loader’s traveling speed is more than 5 km/h [3.1 mph], you cannot switch over the
transmission speed mode from Hi to Lo. Even if the QSS signal is sent to the controller, the
controller judges that the condition for mode change is not satisfied and thus disables the signal
from the QSS.
3. When the following conditions are satisfied, you can switch over the transmission speed mode
from Lo to Hi using the QSS.
• The Hi-Lo switch on the dashboard: Hi position
• The loader’s traveling speed: less than 13 km/h [8.1 mph]
• QSS: Pressed. (The earth circuit from the controller to the QSS is completed so that the controller
recognizes the depression of the QSS as the signal.) (The QSS is a momentary type switch.)
The controller stops energizing the Hi-Lo solenoid valve relay. Therefore, the Hi-Lo solenoid valve
is turned off to switch over the transmission speed mode to Hi.
4. The QSS function is canceled when the engine is shut off. If the engine is shut off after the
transmission is switched over to Lo by the QS function, the transmission speed mode is put in Hi
when the engine is restarted.
- 77 -
2. POWER TRAIN
Hi-Lo Hi-Lo SOL

SW VALVE
RELAY
CONTROLLER
from BATTERY
RELAY
TRANSMISSION
ROTATION SENSOR
Hi-Lo
TRANSMISSION SELECTOR
SOL VALVE
Switching pattern Speed range where speed change is possible.

13 km/h [8.1 mph]
Switching with Hi-Lo selector switch
Enabled when traveling speed
is less than 13 km/h [8.1 mph]
If the switch is operated at a traveling speed of

more than 13 km/h [8.1 mph], the mode switches
over from Hi to Lo when the traveling speed drops
less than 8 km/h [5.0 mph].
Switching with QSS
QSS
Hi-Lo switch is
locked to Hi Enabled when traveling speed is less than 5
km/h [3.1 mph]
Enabled when traveling speed

Grip of load is less than 13 km/h [8.1 mph]
handling lever
Fig. 2.64 QSS
- 78 -
2. POWER TRAIN
2.5 PROPELLER SHAFT
LX70 -7 LX80 -7
Universal joint Cross joint ←
Length (inter-pin distance)
Front 478 mm [18.8 in.] 503 mm [19.8 in.]
Center 915 mm [36.0 in.] 927 mm [36.5 in.]
Rear 111 mm [4.4 in.] ←
Weight
Front +center propeller
shafts 23 kg [50.7 lbs] 24 kg [52.9 lbs]
Rear propeller shaft 5 kg [11.0 lbs] ←
The propeller shafts, located between the transmission and the front axle and between the transmission
and the rear axle, transmits the power from the transmission to the front and rear axles.
The propeller shafts absorb the change in drive angle and the changes in length when the loader
travels, ensuring smooth flow of power from the reduction gear to the axles.
TRANSMISSION
FRONT PROPELLER
SHAFT
FRONT AXLE REAR AXLE

CENTER PROPELLER REAR PROPELLER
SHAFT SHAFT
Note: 70.6 – 77.4 N-m {7.2 – 7.9 kgf-m} [52.1 – 57.1 lbf-ft],
223.4 N-m {22.8 kgf-m} [164.8 lbf-ft]
Install spline-side joint to transmission output shaft.
Release parking brake before installing.
Note: The grease nipples should be pointed to the same direction.
Fig. 2.65 Propeller Shaft Assembly
- 79 -
2. POWER TRAIN
(Front and center propeller shafts)
3 1 6 2 7
1 2 4 5 8
Note: 17.2 – 1.0 N-m {1.76 – 0.10 kgf-m} [12.7 – 0.738 lbf-ft]
265 – 304 N-m {27 – 31 kgf-m} [195.5 – 224.2 lbf-ft]
1. CROSS BEARING 4. PILLOW UNIT 7. LOCK PLATE

2. SHAFT YOKE ASSEMBLY 5. SPLINE YOKE 8. SLEEVE SHAFT ASSEMBLY
3. GREASE FITTING 6. END PLATE
(Rear propeller shaft)
1
1. CROSS BEARING
2. COUPLING YOKE
Fig. 2.66 Propeller Shafts
- 80 -
2. POWER TRAIN
2.6 DRIVE AXLES (FRONT AND REAR)
LX70 -7 LX80-7
Driving 4-wheel drive ←
Front axle Frame-fixed, semi-floating type ←
Rear axle Trunnion, semi-floating type ←
Reduction gear and differential
Type Ordinary type, 2-stage reduction ←
Differential gear box On-piece type ←
Differential limiter Torque proportional differential ←
Final reduction gear assembly
Type Planetary gear type ←
Weight
Front axle 393 kg [866.4 lbs] 490 kg [1080.3 lbs]
Rear axle 385 kg [848.8 lbs] 485 kg [1069.2 lbs]
2.6.1 AXLE
The drive axle consists of a differential, final reduction gear assembly, wet type brake unit, and axle
shaft.
The power from the drive unit is transmitted through the propeller shafts to the front and rear axles.
The power is then transmitted to the differential where it is divided into the right and left axle shafts to
the final reduction gear assembly on each shaft end, thus driving the wheel.
The wet type brake unit is installed in front of the final reduction gear assembly and serves as a
service brake. For the operation of the service brake, refer to “3. BRAKE SYSTEM.”
Axle mount
The front axle is bolted directly to the front frame.
The rear axle is supported by the trunnion method in which axle supports are installed across the rear
axle and bolted to the rear frame. Consequently, the rear axle is cradled up and down around the center
line of the differential according to the ground condition the loader travels.
The trunnion-mounted drive axle helps improve operator comfort because loaders with a trunnion-
mounted drive axle jolt less than those with the conventional cradle-supported drive axle, when they
travel on a bad ground condition.
- 81 -
2. POWER TRAIN
Detail of area A
Note: 100.9 ± 19.6 N-m {10.3 ± 2 kgf-m}

[74.4 ± 14.5 lbf-ft],
509.6 ± 98 N-m {52 ± 10 kgf-m}
[375.9 ± 72.3 lbf-ft]
Inner surface: Grease
(Install with chamfered part pointed to axle.)
Install with lip pointed outward. Detail of area B
Install with groove pointed to plate (7).

Fill grease before installing.
1. FRONT AXLE 4. AXLE SUPPORT (REAR) 7. THRUST PLATE

2. REAR AXLE 5. PACKING 8. THRUST CAP
3. AXLE SUPPORT (FRONT) 6. BUSHING 9. THRUST WASHER
Note: The sketches show the axles of the LX70-7 . The axles of the LX80-7 have the same structure as
those of the LX70-7.
Fig. 2.67 Drive Axle Assembly
- 82 -
2. POWER TRAIN
Brake piping ports (2)
Note: 88 N-m {9 kgf-m} [64.9 lbf-ft], Threaded area: LOCTITE #262

225 N-m {23 kgf-m} [166.0 lbf-ft], Threaded area: LOCTITE #262
Lip: Grease
Mating surfaces: LOCTITE FMD-127
1. OIL SEAL 6. FINAL REDUCTION GEAR 10. PIN

2. AXLE SHAFT ASSEMBLY 11. BREATHER
3. DIFFERENTIAL BODY 7. AXLE TUBE 12. COVER
4. DIFFERENTIAL 8. OIL DIPSTICK 13. BLEEDER
5. PLUG (CHECK PORT) 9. RING GEAR 14. DRAIN PLUG
Note: The sketches show the front axle of the LX70 -7 . The front axle of the LX80 -7 has the same
structure as that of the LX70-7.
Fig. 2.68 Front Axle
- 83 -
2. POWER TRAIN
Brake piping ports (2)
Note: 88 N-m {9 kgf-m} [64.9 lbf-ft], Threaded area: LOCTITE #262

225 N-m {23 kgf-m} [166.0 lbf-ft], Threaded area: LOCTITE #262
Lip: Grease
Mating surfaces: LOCTITE FMD-127
1. OIL SEAL 6. AXLE TUBE 11. BLEEDER

2. AXLE SHAFT 7. RING GEAR 12. OIL DIPSTICK
3. DIFFERENTIAL BODY 8. PIN 13. PLUG (CHECK PORT)
4. DIFFERENTIAL 9. BREATHER 14. DRAIN PLUG
5. FINAL REDUCTION GEAR 10. COVER
ASSEMBLY
Note: The sketches show the rear axle of the LX70-7. The rear axle of the LX80-7 has the same structure
as that of the LX70-7.
Fig. 2.69 Rear Axle
- 84 -
2. POWER TRAIN
2.6.2 DIFFERENTIAL
The differential is integral with the reduction gear.
The power from the propeller shafts is transmitted through the drive pinion and the ring gear to the
differential gear case. It is then sent through the right and left side gears to the final reduction gear. The
speed reduction of the power is accomplished between the drive pinion and the ring gear.
The differential operates as follows:

While the loader travels straight, the ring gear differential gear case, and side gears rotate together,
with the pinion gears inside the differential gear case not rotating. The power of the same speed is thus
transmitted from the right and left side gears through the axle shafts to the wheels. When the loader
makes a turn, the right and left wheels rotate at different speeds; the pinion gears in the differential gear
case rotate around their own axes according to the difference in speed between the right and left gears.
While traveling straight While making a turn
1. PINION GEAR
2. SIDE GEAR
3. AXLE SHAFT
4. DIFFERENTIAL
GEAR CASE
High rpm Low rpm
5. SPIDER
6. DRIVE PINION
7. RING GEAR
Fig. 2.70 Differential Gear Operation
Torque proportional differential

Wheel loaders often need to work on a bad ground condition such as on sand or in a swampy place.
On such a bad ground condition, a loader with the conventional differential can skid, thus making it
difficult to deliver its performance. In addition, the tires will also wear out prematurely. To prevent this
from happening, some models may come equipped with a torque proportional differential which limits
differential action.
The torque proportional differential has almost the same construction as the standard differential
assembly except that the differential pinion gears have an odd number of teeth of a special contour.
When the tires are about to skid on soft ground, the pinion gears continue to transmit power to both side
gears without idling until the difference in road resistance between the right and left tires reaches a
certain point, thus preventing the tires from skidding.
- 85 -
2. POWER TRAIN
1 2 3 1 4 5 1 6 6
7 8 15 16 17 18
5 9
10 11 3 12 13 14 4
Note: 9 N-m {0.9 kgf-m} [6.6 lbf-ft], Threaded area: LOCTITE #262
23 N-m {2.3 kgf-m} [17.0 lbf-ft], Threaded area: LOCTITE #262
55 N-m {5.6 kgf-m} [40.6 lbf-ft], Threaded area: LOCTITE #262
Outer diameter: LOCTITE #262, Lip: Grease
Backlash between ring gear and pinion gear: 0.20 – 0.28 mm [0.0079 – 0.0110 in.]
Shim adjustment in a range from 0.55 to 1.55 mm [0.0217 to 0.0610 in.] (Both sides)
1. OIL SEAL 7. THRUST WASHER 13. COVER

2. BEARING RETAINER 8. THRUST WASHER 14. OIL SEAL
3. CASE B 9. PINION GEAR 15. SHIM
4. RING GEAR 10. BEARING CAGE 16. SPIDER
5. CASE A 11. SPACER 17. PINION GEAR
6. SHIM 12. FLANGE 18. SIDE GEAR
Fig. 2.71 Differential
- 86 -
2. POWER TRAIN
2.6.3 FINAL REDUCTION GEAR

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

(Planet gear operation)
1. DRIVE PINION 4. PLANET SHAFT 7. PLANET CARRIER

2. DIFFERENTIAL 5. PLANET GEAR 8. AXLE SHAFT
3. GEAR & SHAFT ASSEMBLY 6. RING GEAR (FIXED)
Fig. 2.72 Power Flow
- 87 -
2. POWER TRAIN
1 2 3 4 5 6 7 8 9 1
2 10 11 12 13
14 15 16 17
Note: Imprinted surface should be pointed to piston.

Shim adjustment procedure
1) Tighten the bolt (12) to the tightening torque of 49 N-m {5 kgf-m} [36 lbf-ft] and push
in axle shaft bearing cone, turning axle shaft.
2) Measure spacing between retainer plate (11) and axle shaft. Measured value = Y
3) Choose shims whose thickness is 0.03 – 0.10 mm [0.0012 – 0.0039 in.] greater than the
value Y.
4) Install shims and install retainer plate and bolt.
644 N-m {65.7 kgf-m} [475 lbf-ft], Threaded area: LOCTITE #262
The bearing’s rotational resistance torque is 19.6 – 24.5 N {2 – 2.5 kgf} [4.46 – 5.51 lbf]
on the tube fitting bolt pitch circle.
1. PLANET CARRIER 7. END PLATE 13. GEAR & SHAFT

2. SHAFT 8. BRAKE DISK ASSEMBLY
3. BALL 9. BRAKE RING 14. PIN
4. PLANET GEAR 10. SHIM 15. D RING
5. RING GEAR 11. RETAINER PLATE 16. PISTON
6. NEEDLE ROLLER 12. BOLT 17. D RING
Fig. 2.73 Final Reduction Gear Assembly
- 88 -
2. POWER TRAIN
2.7 WHEEL ASSEMBLY (TIRE AND WHEEL)
LX70 -7 LX80 -7
Tire 16.9 x 24–10PR 18.4 x 24–10PR
Tubelss, L-2 Tubelss, L-2
Wheel (rim) W15L x 24 W16L x 24
Weight (per piece)
Tire 91 kg [200.6 lbs] 118 kg [260.1 lbs]
Rim 54.2 kg [119.5 lbs] 57 kg [125.7 lbs]
Inflation pressure 235 kPa {2.4 kgf/cm2} [34.1 psi] 216 kPa {2.2 kgf/cm2} [31.3 psi]
2.7.1 TIRE
The standard model is provided with lock-type L-2 tires which feature high traction. Select appropriate
tires since there are a variety of tires available according to the application and purpose of work.
The tire size is expressed in inches. The strength of tires is expressed in ply rating (PR): for example,
10 PR means a strength corresponding to that of 10 pieces of cotton cords. (PR does not necessarily
stand for the number of cord plies in the tire.)
Example: 16.9 x 24 – 10PR
Tire width (in.) Rim diameter (in.) Tire strength
2.7.2 WHEEL
The wheel consists of the rim and disk. The disk is bolted to the axle shaft.
The tire is installed on the rim and both serve as one piece. It is thus important to use an appropriate
rim when installing a tire on the rim. The use of an inappropriate rim may result in a short life of the tire
and in the worst case might lead to a serious accident. The rim size is also expressed in inches. The first
number stands for the rim width and the next one the rim diameter.
- 89 -
2. POWER TRAIN
(Tire)
1. TIRE
2. RIM
3. VALVE
(Tread pattern)
(Rim)
1. RIM
2. VALVE GUARD
3. DISK
Note: Wheel bolt: 863 ± 40 N-m {88 ± 4 kgf-m} [636.5 ± 29.5 lbf-ft]
Fig. 2.74 Tire and Rim
- 90 -
3. BRAKE SYSTEM
3. BRAKE SYSTEM
Service brake
Type Front and rear wheel independent braking, wet disk hydraulic,
booster type
Number of fluid line Independent 2 lines
Brake valve Tandem brake valve
Disk brake Four-wheel, wet type disk brake
Brake pump The transmission charge pump is used 1)
Oil tank 0.28 L [0.073 US gal]
Brake oil pressure 3.3 MPa {34 kgf/ cm2} [483.6 psi]
Alarm device –
Safety device –
Parking brake
Type Transmission mid-shaft braking, internal expansion (spring)
type
Location Transmission
Note: 1) For the specification and construction of the brake pump, refer to “6.2 PUMP.”
Do not shut off the engine while the loader is running. If the engine stalls while the loader is
running, the parking brake will be automatically applied to brake the loader rapidly.
- 91 -
3. BRAKE SYSTEM
3.1 SERVICE BRAKE

3.1.1 GENERAL DESCRIPTION (BRAKE LINE)
(1) Service brake line
The service brake is a 4-wheel, wet type disk brake and uses the full-power brake system.
The hydraulic brake line has an independent 2-line system for the front and rear wheels. If one of the
two lines is damaged for any reason, you can brake the loader using the other line. However, it should be
noted that when one brake line is defective, the braking force drops and you need to give a longer pedal
stroke to brake the loader.
(2) Safety and alarm devices

• Your loader is equipped with a brake valve (oil-over booster). If the pump stops, you can obtain
braking force in proportion to your brake pedal effort by pressing the brake pedal forcefully. However,
it should be noted that the brake pedal is harder than usual and the braking force is low.
Do not shut off the engine while the loader is running.
• The brake oil tank has a level switch inside it. When the brake oil level drops below the specified
value, the operator will notice it immediately by way of the “brake oil level” warning lamp on the
dashboard.
- 92 -
3. BRAKE SYSTEM
: to TRANSMISSION CONTROL VALVE and PARKING BRAKE

: to TRANSMISSION HOUSING DRAIN PORT
Note: Specifications and applications of switches
Position Name Application Specifications
OFF when push rod is pushed.

A Stop lamp switch Stop lamp
ON when push rod is released.
Level switch
B “Brake oil level” warning lamp ON when level is low.
(inside oil tank)
1. BRAKE PEDAL 4. TRANSMISSION SUMP TANK 7. BRAKE OIL TANK

2. BELLCRANK 5. TRANSMISSION CHARGING PUMP 8. WET TYPE DISK BRAKE
3. BRAKE VALVE 6. TRANSMISSION INLINE FILTER (Incorporated in axle)
Fig. 3.1 Service Brake Line
- 93 -
3. BRAKE SYSTEM
to TRANSMISSION
CONTROL VALVE
1. TRANSMISSION 5. BRAKE PEDAL 11. FILTER

2. STRAINER 6. BRAKE VALVE 12. PARKING BRAKE
3. TRANSMISSION 7. BRAKE OIL TANK SOL VALVE
CHARGING PUMP 8. PRESSURE SWITCH 13. PARKING BRAKE
4. TRANSMISSION 9. DISK BRAKE (FRONT) 14. RELIEF VALVE
INLINE FILTER 10. DISK BRAKE (REAR)
Fig. 3.2 Brake Oil Pressure Circuit Diagram
- 94 -
3. BRAKE SYSTEM
Operation
(1) Brake pedal in neutral
1. When the brake pedal (1) is not pressed, the brake valve (3) is in neutral.
The oil discharged from the transmission charging pump (5) flows, passing through the inline filter
(6), to the brake valve inlet port.
The pressure oil then flows through the brake valve power cylinder and outlet port to the transmission
control valve.
2. The brake oil pressure line of the disk brake (8) is connected through the brake valve master cylinder
to the brake oil tank (7). Therefore, the disk brake is in the released state.
to TRANSMISSION
CONTROL VALVE
PARKING BRAKE
Fig. 3.3 Brake Pedal in Neutral
- 95 -
3. BRAKE SYSTEM
(2) Brake pedal pressed

1. When the brake pedal (1) is pressed, the push rod of the brake valve (3) is pushed through the
bellcrank to activate the valve.
2. Inside the brake valve power cylinder, the power piston is moved by the pressure from the pump,
while the residual oil pressure is sent to the transmission control valve.
3. Inside the brake valve master cylinder, the secondary and primary pistons move to send the brake
oil to the disk brake (8) to operate it.
to TRANSMISSION
CONTROL VALVE
PARKING BRAKE
Fig. 3.4 Brake Pedal Pressed
(3) Brake pedal released

When the brake pedal (1) is released, the brake valve (3) returns to neutral.
The brake oil activating the disk brake (8) returns through the master cylinder to the brake oil tank
(7). The brake oil pressure is thus removed and the disk brake is released.
- 96 -
3. BRAKE SYSTEM
3.1.2 BRAKE VALVE

The brake valve is an oil-over booster which boosts the master cylinder oil pressure in proportion to
the brake pedal effort, using the oil discharged from the oil pump as a boosting source.
The brake valve, consisting of a booster (power cylinder) and a tandem master cylinder, operates as
follows: When the brake pedal is pressed, the spool connected to the brake pedal narrows the variable
orifice to deliver boosted oil pressure to the power piston of the booster, thus activating the tandem
master cylinder.
The feel of operation is obtained by a combination of the pedal stroke following the stroke of the
tandem master cylinder piston and the reaction force produced by feeding back the brake oil pressure
generated in the tandem master cylinder from the reaction piston. This provides fine brake control.
Even if the pump fails to operate normally for any reason, the brake pedal effort is applied directly to
the tandem master cylinder to achieve the braking force in proportion to the pedal effort (fail-safe
mechanism).
Note: 29.4 – 34.3 N-m {3.0 – 3.5 kgf-m}

[21.7 – 25.3 lbf-ft]
24.5 – 37.3 N-m {2.5 – 3.8 kgf-m}
[18.1 – 27.5 lbf-ft]
View looking from Z
1. INLET PORT 3. DRAIN PORT 5. BRAKE PORT (2)

2. OUTLET PORT 4. TANK PORT
Fig. 3.5 Brake Valve
- 97 -
3. BRAKE SYSTEM
(Power cylinder)
(Master cylinder)
1. JOINT 10. SPRING 19. SECONDARY PISTON

2. PUSH ROD 11. CONNECTOR 20. CONNECTOR
3. DUST COVER 12. SPRING 21. PRIMARY PISTON
4. SPOOL 13. ROD 22. CUP
5. OIL SEAL 14. RELIEF VALVE 23. SPRING
6. BODY 15. SPRING 24. STOPPER
7. CYLINDER COVER 16. PLUG 25. CUP
8. POWER PISTON 17. SET SCREW 26. SPRING
9. SPRING 18. BODY
Fig. 3.6 Brake Valve
- 98 -
3. BRAKE SYSTEM
Operation
(1) Brake valve not activated
1. When the push rod connected to the brake pedal is returned, the spool (1) and connector (5) assembly
and power piston (4) are also returned to the cylinder cover (3) side.
2. Therefore, the primary piston (7) and secondary piston (6) of the master cylinder remain at their
respective home positions, with the pressure chambers (D and C) (chambers connected to the brake
ports) are opened through the relief port to the oil tank.
(2) Brake valve activated

1. The pressure oil from the oil pump flows, passing though the power cylinder inlet port, the rear
chamber (A) of the power piston (4), throttle passage formed by the spool (1) and the power piston
(4), and the front chamber (B) of the power piston (4), to the outlet port.
2. When the brake pedal is pressed, the spool (1) advances through the push rod connected to the
pedal to narrow the passage between the power piston (4) and the spool (1).
Therefore, a pressure differential is produced between the front and rear chambers (A and B) of the
power piston (4) to force the power piston (4) to move forward, thus pushing the connector (5),
which in turn activates the secondary piston (6) of the master cylinder.
1. SPOOL 4. POWER PISTON 7. PRIMARY PISTON

2. RELIEF VALVE 5. CONNECTOR
3. CYLINDER COVER 6. SECONDARY PISTON
Fig. 3.7 Brake Valve Operation
- 99 -
3. BRAKE SYSTEM
3. When the secondary piston (6) advances to produce pressure inside the pressure chamber (C), the
pressure is also sent to the reaction chamber built in the secondary piston. The reaction piston
(small-diameter piston) retracts and hits the front end of the spool (1). The pressure produced by
the master cylinder is thus transmitted through the push rod as an operating reaction force to the
pedal.
4. The pressure produced in the pressure chamber (C) of the master cylinder secondary piston side
also moves the primary piston (7) forward to produce a pressure in the pressure chamber (D) of the
primary piston side. The pressure produced in both the chambers (C and D) flows out of the brake
port to create a braking action.
5. The oil pressure in the power cylinder is controlled by the pressure setting of the relief valve (2)
which is in turn determined by the master cylinder’s specification pressure.
(3) Safety device

1. If the hydraulic circuit at the power cylinder side fails to operate normally, you can actuate the
master cylinder piston through the spool (1) and connector (5) by controlling the brake pedal.
2. The master cylinder is a tandem type so that if either the front or the rear line fails to operate
normally due to, for example, oil leaks, you can apply the brake using the other normal line.
(4) When the brake is released

1. When the brake pedal is released, the narrowed oil passage between the spool (1) and the power
piston (4) is opened to the original state and the power piston (4) and connector (5) are returned to
the cylinder cover (3) side.
2. Following the movement of the power piston (4) and the connector (5), the primary piston (7) and
secondary piston (6) of the master cylinder are returned to the non-operating position, with their
respective pressure chambers (C and D) opened through the relief port to the oil tank.
- 100 -
3. BRAKE SYSTEM
3.1.3 DISK BRAKE

The disk brake is a wet, single-plate type and built in the differential body of the drive axle. On this
loader, four disk brake units are installed on the four wheels, one for each.
For the structure of the disk brake, refer to “2.6 DRIVE AXLE.”
Operation
(1) Brake in operation
When the brake oil acts on the back of the brake piston, the brake disk is locked up with the brake
ring and end plate. The inner periphery of the brake disk is splined to the shaft in the power transmission
line. The outer periphery of the brake ring and end plate are secured to the differential body by pins so
that the locked up brake disk stops rotating to brake the loader.
(2) Brake released

When the brake oil pressure acting on the brake piston is released, the brake piston returns slightly to
make the brake disk free, thus releasing the braking force.
Power flow BRAKE OIL PRESSURE
1. AXLE SHAFT 4. BRAKE DISK 7. BRAKE RING

2. PLANET CARRIER 5. END PLATE 8. BRAKE PISTON
3. SHAFT 6. PIN 9. D RING
Fig. 3.8 Disk Brake Operation
- 101 -
3. BRAKE SYSTEM
3.1.4 BRAKE OIL TANK

The brake oil tank holds oil to be delivered to the brake valve master cylinder. The brake oil is used
for operating the disk brakes.
Brake oil to be used: Engine oil SAE 5W-20

Capacity: 1.0 L [0.26 US gal] (total), 0.28 L [0.07 US gal] (reservoir)
Do not use the general automotive brake fluid (JIS automotive non-mineral brake fluid);
otherwise the rubber parts of the brake system might be damaged to cause the brake to fail to
operate normally, thus resulting in a serious accident.
Use the mineral brake fluid for the brake system of your loader.
Note: Max.: 283 cc [17.3 in3]

Min.: 150 cc [9.2 in3]
21 mm
[0.8 in.]
Alarm position
26 ± 3 mm 32 mm 1. CAP
[1.3 in.]
[1.02 ± 0.118 in.] 2. STRAINER
3. BRACKET
4. LEVEL SWITCH ASSEMBLY
Fig. 3.9 Brake Oil Tank
- 102 -
3. BRAKE SYSTEM
3.2 PARKING BRAKE

Manual releasing of parking brake (as an emergency measure)
If the parking brake cannot be released with the parking brake switch due to a defective pump or for
any other reason, you can release the parking brake manually by using parking brake release bolt.
Manually releasing the parking brake should not be abused. It should be limited to a disabled
loader needing to be towed to an out-of-traffic area. Do not try to drive the loader by its own
engine. If the parking brake needs to be released with the loader parked on a slope, be sure to
block the wheels.
Manually releasing the parking brake

1. Turn the parking brake switch ON.
Note: The parking brake can be forcefully released
in the following procedure even when the
parking brake switch is on.
2. Remove the plug (1) of the transmission parking

brake cylinder. Release
(Before removing the plug (1), make sure the
parking brake oil temperature is low because the
oil flows out the plug hole.)
Fig. 3.10
3. Loosen the release bolt (2) lock nut, remove the
release bolt (2) and then remove the lock nut and
washer from the bolt. 2
4. Wash the threaded area of the removed bolt (2)

and insert it into the hole from which the plug (1)
has been removed and tighten up to the far end.
5. As the bolt (2) is tightened, the shaft (3) is pushed

to the left side in the figure. Tighten the bolt (2)
until it no longer moves any further to release the
Fig. 3.11
parking brake.
When the bolt is

tightened to stop,
the size X is about
11 mm [0.43 in.]
Fig. 3.12
- 103 -
3. BRAKE SYSTEM
3.2.1 GENERAL DESCRIPTION (BRAKE LINE)

The parking brake is an internal expansion drum brake and installed on the transmission output shaft.
The parking brake is operated with the parking brake switch in the operator’s compartment.
SPRING PISTON
BRAKE
DRUM
BRAKE SHOE
PARKING BRAKE
PARKING BRAKE SW
(RELEASE POSITION)
TRANSMISSION PARKING BRAKE SOL

CHARGING/ VALVE (ON POSITION)
BRAKE PUMP
Hi-Lo TRANSMISSION
Position Name Use Specification

Pressure switch Transmission clutch OFF: 0.64 MPa {6.5 kgf/cm 2} [92.8 psi]
(parking brake cut-off and “parking ON: 0.27 MPa {2.8 kgf/cm 2} [39.2 psi]
switch) brake” indication light The switch is turned on at atmospheric pressure.
Fig. 3.13 Parking Brake Line
- 104 -
3. BRAKE SYSTEM
Operation
(1) Releasing parking brake
When the parking brake switch is placed to the OFF (release position), the parking brake solenoid
valve is turned ON to allow the brake release pressure to act on the piston, thus forcing the piston to the
left to compress the spring. The push rod also moves to the left to move the parking brake lever to the
left (release position), thus releasing the parking brake.
The parking brake is released by hydraulic pressure. Therefore, even if the engine stalls with the
parking brake switch OFF, the parking brake spring automatically actuates the parking brake.
PARKING
PARKING BRAKE
BRAKE SW
RELAYS
(1, 2)
FUSE BOX
SPRING BRAKE DRUM
PISTON
BRAKE SHOE BATTERY
RELAY
PARKING BRAKE
PARKING
BRAKE SOL
VALVE
TRANSMISSION
CHARGING/BRAKE
PUMP
Hi-Lo TRANSMISSION
LEVER PARKING BRAKE

SOL VALVE (ON)
Release
CAM SHAFT
PISTON
BRAKE SHOE
SPRING
BRAKE DRUM
PUSH ROD
RETURN SPRING
Fig. 3.14 Releasing Parking Brake
- 105 -
3. BRAKE SYSTEM
(2) Applying parking brake

When the parking brake switch is turned ON (application position), the parking brake solenoid valve
is turned OFF so that no brake release pressure acts on the piston. The piston is thus pushed to the right
by the spring and therefore the push rod also moves to the right. This forces the parking brake lever to
the right (application position) to apply the parking brake.
PARKING PARKING
BRAKE BRAKE
RELAYS SW
(1, 2)
FUSE BOX
SPRING BRAKE DRUM

PISTON
BRAKE SHOE
BATTERY
RELAY
PARKING BRAKE
PARKING
BRAKE SOL
VALVE
TRANSMISSION
CHARGING/
BRAKE PUMP
Hi-Lo TRANSMISSION
LEVER PARKING BRAKE

SOL VALVE (OFF)
Application
CAM SHAFT
PISTON
BRAKE SHOE
SPRING
BRAKE DRUM
PUSH ROD
RETURN SPRING
Fig. 3.15 Applying Parking brake
- 106 -
3. BRAKE SYSTEM
3.2.2 PARKING BRAKE ELECTRIC CIRCUIT

The parking brake electric circuit consists of a parking brake switch, parking brake relays (1, 2), and
a parking brake release solenoid.
PARKING BRAKE SW SWITCH SWITCH

POSITION DECAL
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
PARKING
BRAKE
RELEASE
SOLENOID
BATTERY
RELAY
Function of parking brake relays

• Parking brake relay (1)
The parking brake relay (1) turns on and off the parking brake release solenoid when the parking
brake switch is turned on and off.
• Parking brake relay (2)
1. The parking brake relay (2) completes the power holding circuit when the parking brake switch is
turned off.
Note: In the circuit diagram shown above, the power supply is OFF and the parking brake switch is
ON.
Fig. 3.16 Parking Brake Electric Circuit
- 107 -
3. BRAKE SYSTEM
(1) Parking brake switch in OFF

After the engine has been started:
1. When the parking brake switch is turned to the OFF (1) position, the parking brake relay (2) is
activated to allow the power from the battery relay to flow to the parking brake relay (1), thus
actuating the parking brake release solenoid valve to release the parking brake.
2. The parking brake relay (2) holds the parking brake release power.
SWITCH SWITCH
PARKING BRAKE SW POSITION DECAL
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
Automatic return from

OFF (1) to OFF (2).
PARKING
BRAKE
RELEASE
SOLENOID
BATTERY
RELAY
Fig. 3.17 Parking Brake in OFF
- 108 -
3. BRAKE SYSTEM
(2) Parking brake switch in ON

After the engine has been started:
When the parking brake (1) is applied, power is no longer supplied to the parking brake release
solenoid valve and thus the parking brake is applied.
PARKING BRAKE SW SWITCH SWITCH

POSITION DECAL
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
PARKING
BRAKE
RELEASE
SOLENOID
BATTERY
RELAY
Fig. 3.18 Parking Brake in ON
- 109 -
3. BRAKE SYSTEM
3.2.3 PARKING BRAKE

The parking brake is an internal expansion type drum brake with its base fitted to the transmission
case and the drum to the transmission output shaft.
Brake lining: 452 mm x 50 mm x 5.45 mm [17.8 in. x 1.97 in. x 0.22 in.]
Sectional view A-A
Sectional view B-B Sectional view C-C
Note: 6.9 – 12.7 N-m {0.7 – 1.3 kgf-m} [5.09 – 9.37 lbf-ft]
1. SUPPORT PLATE 7. SHOE CUP 13. WAVY WASHER

2. LINING 8. SHOE PIN 14. SPRING WASHER
3. ADJUSTER 9. WASHER 15. LEVER
4. SPRING 10. COVER 16. BOLT
5. SPRING 11. BRACE 17. HEX. NUT
6. SHOE SPRING 12. CAM SHAFT
Fig. 3.19 Parking Brake
- 110 -
3. BRAKE SYSTEM
3.2.4 ADJUSTING PARKING BRAKE
Note that the oil in the parking brake and cylinders is hot after the loader has moved. Make
sure the parking brake is cold before trying to adjust the parking brake; otherwise you might
burn your hand.
1. Park the loader on a level surface, lower the bucket on the ground and shut off the engine. Turn on
the parking brake switch. In addition, block the front and rear wheels securely to prevent the loader
from rolling unexpectedly.
2. Release the parking brake manually. (For the procedure, see page 103.)
3. Mark the drum (8) and flange (9) and then remove the 6 bolts (7) and cover (6) from the drum (8).
4. Turn the drum (8) so that the adjustment wheel (11) is visible through the brake adjustment hole (5)
in the drum (8) and place the brake adjustment hole (5) downward.
5. Insert the screwdriver (12) into the brake adjustment (5) and turn the adjustment wheel (11) clockwise
until it no longer moves any further. Back off the adjustment wheel (11) counterclockwise 11 teeth.
Note: After the step 5. is completed, the gap (C) between the brake shoe (13) and drum (8) is 0.25 mm
[0.0098 in.]
6. Turn the drum (8) to align the match mark on the drum (8) with the match mark on the flange (9).
Install the cover (6) and bolts (7) on the drum (8).
7. Cancel the manual release of the parking brake using the reverse order of step 2.
Note: Start the engine. Turn the parking brake switch on and off. Make sure that the stroke (A)
of the lever (10) is 15 – 20 mm [0.59 – 0.79 in.].
- 111 -
3. BRAKE SYSTEM
Up
Left Right
Down
Match mark
1. PLUG 6. COVER 11. ADJUSTMENT WHEEL

2. BOLT 7. BOLT 12. SCREWDRIVER
3. SHAFT 8. DRUM 13. BRAKE SHOE
4. BRAKE CYLINDER 9. FLANGE
5. BRAKE ADJUSTMENT HOLE 10. LEVER
Fig. 3.20 Parking Brake
- 112 -
4. STEERING SYSTEM
4. STEERING SYSTEM
Type Frame-articulating type
Mechanism Orbitrol type
Frame articulating angle 40° to right and left
Number of rotations of steering wheel 4.3
Power steering
Model Orbitrol (LPHG9D)
Type Separate type
Pressure setting 17.2 MPa {175 kgf/ cm2} [2490 psi]
Steering pump Used also as main pump1)
Steering cylinder
Type Double-acting piston
Quantity 2
Cylinder stroke 395 mm [15.6 in.]
Weight (per cylinder) 15 kg [33.1 lbs]
Note: 1) For the specifications and structure of the main pump, refer to “6.2 PUMP.”
4.1 GENERAL DESCRIPTION

The steering system is a frame-articulating type which steers the loader by operating the two steering
cylinders between the front and rear frames.
to MAIN CIRCUIT
ORBITROL PRIORITY VALVE
CUSHION VALVE
(LX80 -7 only)
PUMP
TANK
STEERING
CYLINDER
Fig. 4.1 Orbitrol Type Steering System
- 113 -
4. STEERING SYSTEM
The steering mechanism is orbitrol type (full-hydraulic power steering) which does not use any linkage
mechanism, but operates on hydraulic power alone.
The steering system consists of the steering wheel unit, orbitrol, priority valve, cushion valve (LX80-7
only), steering cylinders and hydraulic piping.
If the pressure oil is not supplied from the pump for any reason such as when the engine stalls,
the orbitrol acts as a manual steering system, thus making it possible to steer the loader. However,
note that steering operation is considerably harder than usual.
STEERING WHEEL
STEERING WHEEL UNIT
PRIORITY VALVE
CUSHION VALVE
(LX80 -7 only)
ORBITROL
STEERING CYLINDER
Note: The above sketch does not illustrate the hydraulic piping.
For the hydraulic piping, refer to “6. HYDRAULIC SYSTEM.”
Fig. 4.2 Steering System
- 114 -
4. STEERING SYSTEM
4.2 OIL CIRCULATION ROUTES

The oil picked up from the oil tank by the main pump is sent under pressure to the priority valve
where it is divided into two portions: one for the main hydraulic circuit and one for the steering hydraulic
circuit.
The steering hydraulic circuit uses the load sensing system which lets the steering hydraulic circuit
take priority over the main circuit so that the orbitrol receives the necessary amount of oil from the
priority valve, with the residual amount of oil being sent to the main circuit.
When the steering wheel is turned, the oil is sent into one steering cylinder. The oil discharged from
the other steering cylinder returns into the orbitrol from which it returns into the oil tank.
The L16-2 uses a cushion valve for the cylinder circuit.
Note: For the operation of the load sensing system, refer to “4.5 PRIORITY VALVE.”
CUSHION VALVE
(LX80-7 only)
STEERING
CYLINDER
STEERING WHEEL
ORBITROL
to CONTROL
VALVE
PRIORITY VALVE
MAIN PUMP ENGINE
OIL TANK
Fig. 4.3 Hydraulic Circuit Diagram
- 115 -
4. STEERING SYSTEM
4.3 STEERING WHEEL UNIT

The steering wheel unit is installed in the cockpit. Below it is the steer valve (orbitrol).
When the steering wheel is turned, the rotation is transmitted through the steering shaft which in turn
actuates the orbitrol.
Steering wheel unit
Note: Steer valve mounting bolt:

34.3 – 40.2 N-m {3.5 – 4.1 kgf-m}
Sectional view of steering wheel unit
[25.3 – 29.6 lbf-ft]
Splines: Molybdenum grease
Water-proof seal
Grease
Synthetic rubber adhesive
1. STEERING WHEEL 5. SOUND-ABSORBING MAT 9. BEARING

2. STEERING WHEEL UNIT 6. STEER VALVE 10. COLUMN
3. MOUNT RUBBER 7. BUSHING 11. STEERING SHAFT
4. BRACKET 8. GROMMET
Fig. 4.4 Steering Wheel Unit
- 116 -
4. STEERING SYSTEM
4.4 STEERING VALVE (ORBITROL)

The orbitrol consists of the control valve section and the rotor set section.
The control valve is a rotary valve type which changes over the oil passages by rotating itself, to
steering cylinders.
The rotor set is located under the control valve. Usually, it acts as an oil motor to perform metering
function. In an emergency, it is used as a hand pump and acts as a manual steering unit.
(Circuit diagram)
L,R: CYLINDER PORT

P : PUMP PORT
T : TANK PORT
LS : LOAD SENSING PORT
View looking from Z
Fig. 4.5 Orbitrol
- 117 -
4. STEERING SYSTEM
Detail of area B
(Gerotor star mounting position)
Sectional view of A-A
1. END CAP 9. NEEDLE BEARING 17. BALL

2. SPACER 10. OIL SEAL 18. CHECK VALVE BODY
3. SPACER PLATE 11. SEAL GLAND BUSHING 19. CHECK VALVE
4. DRIVE 12. DUST SEAL POPPET
5. HOUSING 13. RETAINING RING 20. GUIDE
6. SPOOL 14. “O”-RING 21. SPRING
7. SLEEVE 15. FLAT SPRING 22. ADAPTER SCREW
8. PIN 16. CENTERING SPRING 23. GEROTOR
Fig. 4.6 Orbitrol Structure
- 118 -
4. STEERING SYSTEM
ORBITROL OPERATION
(1) Steering Wheel in Neutral
The oil from P port flows into the cavity between
the spool (2) and drive shaft (3) through the small
openings of the sleeve (1) and the spool (2). The oil
in the cavity flows out from the T port through the
upper part of the drive shaft, and notch groove of the
spool and sleeve. The R and L ports (cylinder ports)
are closed by the spool.
Fig. 4.7 Neutral State

(2) Turning Steering Wheel Counterclockwise
When the steering wheel is turned, counterclockwise,
the spool (2) is rotated with respect to the sleeve (1) to
close the neutral flow passage (small openings).
The oil from the P port passes through the changed
over sleeve openings, spool groove and sleeve openings
and is sent to the rotor set section through the oil passage
of the housing (4) to rotate the rotor (5).
The oil discharged by rotation of the rotor is sent to
the control valve section and then flows from the L port
into the steering cylinder through the sleeve and spool.
The oil discharged from the steering cylinder returns
to the R port and flows out from the T port through the
sleeve and spool.
Fig. 4.8 Counterclockwise Rotation

Note: When the rotor rotates, the drive shaft and the
sleeve rotate together. Namely, if the steering
wheel is turned to rotate the spool, the sleeve
is also rotated equally, thereby nullifying spool
displacement. Consequently, the rotor is
rotated, corresponding to the rotation angle of
the steering wheel, and the oil displaced by the
rotor is sent to the steering cylinder. In actual
steering the following motion of rotor to
steering wheel is executed continuously.
Fig. 4.9 Rotor Set Section in Operation

- 119 -
4. STEERING SYSTEM
(3) Turning Steering Wheel Clockwise

When the steering wheel is turned clockwise, the
rotor rotates in a direction opposite to direction of rotor
rotated when the steering wheel is turned
counterclockwise, thereby inversing oil intake and
discharge by the rotor.
The oil flows from the R port into the steering
cylinders, and the oil discharged from the steering
cylinder returns to the L port.
Fig. 4.10 Clockwise Rotation
(4) Emergency Operation

When the hydraulic oil is not supplied from the
pump due to engine stop, the orbitrol serves as an
emergency steering unit.
When the steering wheel is turned, rotation is
transmitted to the drive shaft (3) and the rotor (5)
through the spool (2) and cross pin (6).
The rotor, put into rotation, draws in oil. Negative
pressure is created in the oil passage, so that the check
valve (7) is opened to draw in oil from the T port.
The oil discharged from the rotor is sent to the
steering cylinder through the cylinder port to change
the direction of the loader.
The oil discharged from the steering cylinder returns
to another cylinder port and is drawn into the rotor
through the check valve (7).
Note: In case of emergency operation, the steering Fig. 4.11 Emergency Operation (Clockwise
wheel is harder to turn than in normal Rotation)
operation.
- 120 -
4. STEERING SYSTEM
(5) Center spring operation

When the steering wheel is turned, the centering spring is compressed corresponding to the clearance
between the cross pin and spool. When the steering wheel is released or locked, the sleeve is rotated by
the centering spring tension to return the steering wheel to neutral. The loader continues to turn at its
turning angle until the steering wheel is operated again. Thus, the centering spring tension acts as
feedback of the steering mechanism.
(6) P port check valve operation

The orbitrol’s P port has a check valve installed.
The check valve operates as follows:
When the steering wheel is turned clockwise and the steering cylinder reaches its stroke end, the
pressure at the R port of the orbitrol rises to the setting value. When your hand is released from the
steering wheel at this point, the entire system returns to neutral, but high pressure oil remains at the R
port because the cylinder port side is blocked.
When the steering wheel is then turned slowly to the clockwise direction, the R port of the orbitrol is
connected through the rotor to the P port. The rotor turns momentarily due to the residual pressure at the
R port to let the oil flow back to the P port.
The rotor is mechanically linked to the steering wheel and thus the steering wheel tries to turn in the
direction (counterclockwise) opposite to the direction you want to turn. To prevent this from happening,
a check valve is installed at the P port of the orbitrol.
- 121 -
4. STEERING SYSTEM
4.5 PRIORITY VALVE

The priority valve combines with the orbitrol to form the load sensing system in which both the
steering system and the hydraulic system can be efficiently driven by a single pump.
The priority valve is provided with a relief valve for the steering hydraulic circuit.
Sectional view A-A

44.1 N-m {4.5 kgf-m} [32.5 lbf-ft]
24.5 N-m {2.5 kgf-m} [18.1 lbf-ft]
P : Pump port (from main pump)

T : Tank port (to oil tank)
LS : Load sensing port (from orbitrol)
EF : Main circuit port (to control valve)
CF : Steering circuit port (to orbitrol) (Circuit diagram)
1. HOUSING 4. SCREEN 9. BODY

2. SPOOL 5. BALL 10. PLUG
3. SPRING 6. BALL HOLDER 11. BODY
4 – 9. RELIEF 7. SPRING 12. FILTER
VALVE 8. ADJUSTMENT SCREW 13. PLUG
(Orifice : 0.6 mm [0.0236 in.]
dia.)
Fig. 4.12 Priority Valve
- 122 -
4. STEERING SYSTEM
Load sensing valve operation

The load sensing system lets only the amount of oil (out of the discharged from the main pump)
necessary for steering operation flow into the orbitrol, while letting all the remaining oil flow into the
load handling system (control valve).
For example, when the steering wheel is in neutral, most of the oil discharged from the main pump is
directed to the control valve for the operation of the load handling system.
This allows efficient use of the oil discharged from the main pump, thus making the hydraulic system
more energy-saving.
(1) Steering wheel in neutral (engine not running)

When the engine is not running, the priority valve spool (1) is pressed to the left in the figure by
control spring (2) tension, thus keeping the CF port fully open and the EF port fully closed.
STEERING CYLINDER
STEERING WHEEL
ORBITROL
CHECK VALVE
to CONTROL VALVE
PRIORITY VALVE
MAIN PUMP ENGINE
Fig. 4.13 Steering Wheel in Neutral (engine not running)
- 123 -
4. STEERING SYSTEM
(2) Steering wheel in neutral (engine running)

1. The pressure oil from the main pump flows, passing through the priority valve P port, CF port, into
the orbitrol. The oil then flows, passing through the internal throttle C0 and T port, back into the oil
tank.
2. At this time, the pressure differential produced across the internal throttle C0 of the orbitrol is also
transmitted to both the pressure chambers (A) and (B) so that the spool (1) moves to the right in the
figure.
3. Therefore, the priority valve’ EF port is fully closed while the CF port is slightly opened. This lets
almost all portion of the oil discharged from the main pump flow to the control valve for operating
the load handling system.
ORBITROL
PRIORITY VALVE
Fig. 4.14 Steering Wheel in Neutral (engine running)
- 124 -
4. STEERING SYSTEM
(3) Steering wheel in rotation

1. When the steering wheel is turned from the neutral position, the oil passages in the orbitrol are
changed over so that the oil which has entered through P port passes through the internal throttle
C1.
2. At this time, since the pressure differential across the internal throttle C1 is transmitted to both the
pressure chambers (A) and (B) of the priority valve, the spool (1) moves to a position which balances
the pressure differential between the pressure chambers (A) and (B) with the tension of the control
spring (2), to determine the ratio of the flow of oil discharged from the main pump to the CF port
and the flow of oil to the EF port.
3. The opening of the internal throttle C1 is determined by the rotating speed of steering wheel. That
is, the quicker the steering wheel is turned, the larger the opening becomes; the slower the steering
wheel is turned, the smaller the opening results. Therefore, when the steering wheel is turned quickly,
more oil is directed to the CF port, thus quickening steering speed.
ORBITROL
PRIORITY VALVE
Fig. 4.15 Steering Wheel in Rotation
- 125 -
4. STEERING SYSTEM
(4) Steering cylinder at stroke end

1. When the steering wheel is turned further and the steering cylinder reaches its stroke end, the oil no
longer flows across the internal throttle C1, so that the pressure differential disappears.
2. The pressure in the pressure chamber (B) of the priority valve rises as the circuit pressure increases.
The relief valve (3) is then activated to reduce the pressure in the pressure chamber (B).
3. The pressure in both the pressure chambers (A) and (B) is controlled by the throttle C2 to move the
spool (1) to the right in the figure, thus closing the CF port while making the EF port almost fully
open.
ORBITROL
PRIORITY VALVE
Fig. 4.16 Steering Cylinder at Stroke End
- 126 -
4. STEERING SYSTEM
4.6 CUSHION VALVE (LX80-7 only)

When steering operation is started or stopped, there occurs a rapid rise of oil pressure in the steering
cylinder circuit. The cushion valve helps alleviate the steering operation of the loader by temporarily
escaping this rapid oil pressure rise at the low-pressure area.
Sectional view B-B Sectional view A-A
Note: 58.8 N-m {6 kgf-m} [43.4 lbf-ft]

137 N-m {14 kgf-m} [101 lbf-ft]
(Circuit diagram)
1. VALVE SEAT 6. PLUG 11. SPRING

2. HOUSING 7. SPOOL 12. PLUG
3. POPPET 8. SPRING 13. PLUG
4. SPRING 9. PLUG
5. ORIFICE (1.6 mm [0.063 in.] dia.) 10. POPPET
Fig. 4.17 Cushion Valve
- 127 -
4. STEERING SYSTEM
Operation
1. The high-pressure oil which flows rapidly through the R port opens the poppet (1) against the
spring (2) tension.
2. The high-pressure oil flows, passing through the poppet (1), the center groove in the spool (3), and
the check valve (4) at the L port side, to the L port.
Note: The check valve (5) at the R port is closed by the high pressure oil at the R port.
3. At the same time, the high-pressure oil at the R port flows through the orifice (6) into the pressure
chamber of the plug (7) to move the spool (3) to the left against the pressure at the L port and spring
(8) tension.
Therefore, the high-pressure oil at the R port cuts off the flow of oil which passes through the
poppet (1) and gets out of the L port.
4. Such a temporary flow of oil provides a hydraulic cushion.
After that, this valve does not operate, thus giving no effect on usual steering operation.
5. For a gradual rise of oil pressure which does not need a cushioning effect, the spool (3) closes
earlier than the poppet (1) opens so that unnecessary hydraulic cushion is not produced.
L PORT R PORT
L PORT R PORT
Fig. 4.18 Operation
- 128 -
4. STEERING SYSTEM
4.7 STEERING CYLINDER

Two double-acting steering cylinders are used. Each piston rod and cylinder tube are connected to
the front frame and rear frame, respectively. The loader is steered by the piston rod extending and
retracting.
Detail of inside
Note: 304 N-m {31 kgf-m} [224.2 lbf-ft], Threaded area: Three Bond #1901
392 N-m {40 kgf-m} [289.1 lbf-ft]
6.9 N-m {0.7 kgf-m} [5.09 lbf-ft] (After tightening, calk two parts.)
Pressure check port (PT1/8)
1. CYLINDER HEAD 7. “U”-RING 13. SET SCREW

2. “O”-RING 8. PISTON ROD 14. STEEL BALL
3. BACK-UP RING 9. CYLINDER TUBE 15. SPHERICAL BEARING
4. “O”-RING 10. SLIDE RING 16. SNAP RING
5. WIPER RING 11. SEAL RING, “O”-RING 17. PLUG
6. BUSHING 12. PISTON
Fig. 4.19 Steering Cylinder
- 129 -
4. STEERING SYSTEM
NOTE
- 130 -
5. FRAME AND COCKPIT

5.1 FRAME
The frame is a steel-plate welded type and divided into two parts: front and rear frames. The cockpit
and operator’s seat are mounted on the rear frame.
Do not try to modify the ROPS (Roll-over protection structure), if mounted, without prior
permission from the manufacturer. If the ROPS should get damaged or deformed due to turning
over or collision, it is advisable to replace it with a new one, because a damaged or deformed
ROPS has a low structural strength.
- 131 -
1. REAR FRAME
Note: LX70-7: 665 N-m {68 kgf-m} [490.5 lbf-ft] 2. BALANCE WEIGHT
LX80 -7: 980 N-m {100 kgf-m} [722.8 lbf-ft]
LX70-7: 613 kg [1350 lbs]
LX80-7: 977 kg [2150 lbs]
Fig. 5.1 Balance Weight
- 132 -
5.2 CENTER HINGE PIN

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

hinge pins becomes so narrow that you might get
caught between the front and rear frames. Before
trying to service the loader, make sure to set the
safety link. Prior to moving (traveling) the loader,
make sure the safety link is set to the original
position.
(When servicing the loader)
Fig. 5.2
- 133 -
Upper hinge section
Detail of area A
Lower hinge section
Note: Inner surface: Grease (before installing pin)

34.3 ± 2.9 N-m {3.5 ± 0.3 kgf-m} [25.3 ± 2.14 lbf-ft]
548.8 ± 39.2 N-m {56.0 ± 4.0 kgf-m} [404.8 ± 28.9 lbf-ft]
1. UPPER HINGE PIN 6. COLLAR 11. CAP

2. BUSHING 7. SHIM 12. BUSHING
3. BUSHING 8. FLANGE 13. COLLAR
4. GREASE FITTING 9. U-NUT 14. RUBBER
5. LOWER HINGE PIN 10. DUST SEAL
Fig. 5.3 Center Hinge Pin (LX70-7)
- 134 -
Upper hinge section
Detail of area A
Lower hinge section
Note: Inner surface: Grease (before installing pin)

62.6 ± 3.8 N-m {6.4 ± 0.4 kgf-m} [46.17 ± 2.89 lbf-ft]
548.8 ± 39.2 N-m {56.0 ± 4.0 kgf-m} [404.8 ± 28.9 lbf-ft]
1. UPPER HINGE PIN 6. COLLAR 11. CAP

2. BUSHING 7. SHIM 12. BUSHING
3. BUSHING 8. FLANGE 13. COLLAR
4. GREASE FITTING 9. U-NUT 14. RUBBER
5. LOWER HINGE PIN 10. DUST SEAL
Fig. 5.4 Center Hinge Pin (LX80-7)
- 135 -
NOTE
- 136 -
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
The hydraulic system uses the main pump as its power source and changes over oil flows with the
control valve according to the work you want to do.
The hydraulic system consists of a main pump, control valve, valve controls, oil tank, and hydraulic
piping.
6.1 OIL CIRCULATION ROUTES

The hydraulic circuit of the loader consists of the main hydraulic circuit, steering hydraulic circuit,
and HST hydraulic circuit.
For the steering hydraulic circuit, refer to “4. STEERING SYSTEM” (4.2).
For the HST hydraulic circuit, refer to “2.1 HST UNIT.”
Main hydraulic circuit

The oil picked up from the oil tank by the main pump is directed to the priority valve where it is
divided into two portions: one for the main hydraulic circuit and the other for the steering hydraulic
circuit. The oil divided for the main hydraulic circuit is routed into the control valve. When the control
valve is in neutral, the oil passes through the control valve back to the oil tank.
When the load handling lever (control lever) is operated and the control valve spool moves, the oil
flows through the oil passage chosen inside the valve to the cylinder. The oil discharged from the
cylinder returns, passing through the control valve, into the oil tank.
The oil tank has a return filter inside it.
- 137 -
6. HYDRAULIC SYSTEM
Fig.6.1 Hydraulic Circuit Diagram
- 138 -
6. HYDRAULIC SYSTEM
6.2 PUMP
LX70 -7 LX80-7
Main pump
Model 56 · 20 · 11R532 60 · 20 · 11R612
Type Gear type ←
Drive (installed on HST pump) ←
Discharge 112 L [29.59 US gal]/min 141 L [37.25 US gal]/min
1.47 MPa {15 kgf/ cm2} [213.2 psi] 1.47 MPa {15 kgf/ cm2} [213.2 psi]
2300 rpm 2450 rpm
Weight 19.5 kg [42.99 lbs] 20.8 kg [45.86 lbs]
(including HST charging pump (including HST charging pump
and T/M charging pump) and T/M charging pump)
Steering pump Used in common with main pump ←
HST charging pump
Type Gear type ←
Drive Connected to the rear of main pump ←
2300 rpm 2450 rpm
Transmission charging pump
(Brake assist)
Type Gear type ←
Drive Connected to the rear of ←
HST charging pump
2300 rpm 2450 rpm
- 139 -
6. HYDRAULIC SYSTEM
The loader uses three pumps: main pump (steering pump), HST charging pump and transmission
charging pump (brake assist).
The HST pump unit has triple pumps at its rear side: The first pump is used as the main pump, the
second pump as the HST charging pump and the third pump as the transmission charging pump.
Since the drive gear of the triple pumps is coupled to the HST pump unit drive shaft, it always rotates
as the engine runs.
(HST PUMP)
TRIPLE PUMPS
Note: 91.2 ± 18 N-m {9.3 ± 1.8 kgf-m} [67.27 ± 13.28 lbf-ft]
Fig. 6.2 Pumps
- 140 -
6. HYDRAULIC SYSTEM
DISCHARGE SIDE
SUCTION SIDE
DIRECTION
OF ROTATION
DISCHARGE SUCTION
PORT PORT
1. MAIN/STEERING PUMP
2. HST CHARGING PUMP
3. TRANSMISSION CHARGING/BRAKE PUMP
Fig. 6.3 Triple Pumps
- 141 -
6. HYDRAULIC SYSTEM
1. DRIVE GEAR 8. COUPLING 15. REAR COVER

2. OIL SEAL 9. ADAPTER PLATE 16. FRONT COVER
3. BODY 10. ADAPTER 17. DRIVEN GEAR
4. SIDE PLATE 11. OIL SEAL 18. DRIVEN GEAR
5. ADAPTER PLATE 12. BODY 19. DRIVEN GEAR
6. BODY 13. DRIVE GEAR
7. DRIVE GEAR 14. SIDE PLATE
Fig. 6.4 Structure of Triple Pumps
- 142 -
6. HYDRAULIC SYSTEM
6.3 CONTROL VALVE
Model KVS-120H-2
Type Parallel circuit, 2-spool sliding type with relief valve
Main relief pressure setting 20.6 MPa {210 kgf/ cm2} [2988 psi]
Port relief pressure setting 11.8 MPa {120 kgf/ cm2} [1711 psi]
(at bucket cylinder rod side)
Weight 21 kg [46.3 lbs]

The control valve is a stacked, 2-spool sliding type, consisting of the inlet section, two spool sections,
and outlet section.
Note: For the control valve installation, see Fig. 6.21.
(1) Relief Valve

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

1. The boom spool has a mechanical detent at the position where it is fully pulled out (boom floating
stage).
2. The bucket spool has an electromagnetic detent at the position where is fully pushed in (bucket
roll-back stage). The detents compose the bucket leveler and do not function when the bucket is in
the range from level to roll-back position.
- 143 -
6. HYDRAULIC SYSTEM
8 8 8 stroke (mm)
8 8 stroke (mm)
Parallel circuit
Note: (2 points) 64.7 N-m
{6.6 kgf-m} [47.7 lbf-ft]
101 N-m {10.3 kgf-m}
[74.49 lbf-ft]
1. MAIN RELIEF VALVE

2. INLET SECTION
3. PORT RELIEF VALVE
4. SPOOL SECTION (BUCKET)
5. OUTLET SECTION
6. SPOOL SECTION (BOOM)
Fig. 6.5 Control Valve
- 144 -
6. HYDRAULIC SYSTEM
(Bucket)
1. SPOOL 5. CAP 9. COIL TUBE ASSEMBLY

2. WIPER 6. SPRING 10. CHECK VALVE SPRING
3. SEAL 7. PIN 11. CHECK VALVE POPPET
4. VALVE HOUSING 8. PLATE
(Boom)
1. SPOOL 5. SPRING 10. STEEL BALL

2. WIPER 6. DETENT PIN 11. DETENT SPACER
3. SEAL 7. DETENT SPRING 12. SHIM (t = 0.5 mm [0.02 in.])
4. VALVE 8. CAP 13. CHECK VALVE SPRING
HOUSING 9. DETENT SLEEVE 14. CHECK VALVE POPPET
Fig. 6.6 Spool Section
- 145 -
6. HYDRAULIC SYSTEM
6.3.2 OPERATION
When the control lever is actuated, the oil passages are switched over by the spools sliding so that the
pressure oil from the priority valve is selectively sent to the bucket or boom cylinder.
The boom’ s “float” position and the bucket’s “roll-back” position have a detent mechanism. When
the control lever is placed in the “float” or “roll-back”, the detent mechanism keeps the lever position so
that the spool does not return to neutral if your hand is removed from the lever. The control lever
automatically returns to neutral from operating positions than “float” and “roll-back” when your hand
is removed from the lever.
1. Control valve in neutral

1. When the spools of the bucket spool section and the boom spool section are in neutral, both the
cylinder ports A (rod side) and B (tail side) are closed by the spool.
2. The pressure oil which has reached the control valve flows through the inlet section, past the neutral
oil passages in the bucket spool section and the boom spool section, to the outlet section from
which it is directed to the low-pressure oil passage and leaves the control valve through the inlet
section.
Note: The sketch shows a typical KVS series valve. The actual valve used for your loader may have a
slightly different shape.
LOAD CHECK VALVE
NEUTRAL
LOW-PRESSURE OIL PASSAGE NEUTRAL OIL PASSAGE

(RETURN PASSAGE)
Fig. 6.7 Control Valve in Neutral (Bucket Spool Section)
- 146 -
6. HYDRAULIC SYSTEM
2. Bucket spool operation

(1) Roll-back
1. When the control lever is placed in the “roll-back” position, the bucket spool moves in the direction
indicated by the arrow.
2. The neutral oil passage is closed by the spool and the pressure oil pushes open the load check valve
to flow to the cylinder port (B1) from which it is directed into the bucket cylinder tail.
3. The oil discharged from the bucket cylinder rod side flows through the cylinder port (A1) to the
low-pressure oil passage and back to the oil tank.
Roll-back
Fig. 6.8 Bucket in Roll-back
(2) Dump
1. When the control lever is placed in the “dump” position, the bucket spool moves in the direction
indicated by the arrow.
2. The neutral oil passage is closed by the spool and the pressure oil pushes open the load check valve
to flow to the cylinder port (A1) from which it is directed into the bucket cylinder rod side.
3. The oil discharged from the bucket cylinder tail side flows through the cylinder port (B1) to the
low-pressure oil passage.
Dump
Fig. 6.9 Bucket in Dump
- 147 -
6. HYDRAULIC SYSTEM
3. Boom spool operation

(1) Raise and down
The oil passage in the boom spool section is identical with that of the bucket spool section. Therefore,
boom raising operation is identical with bucket roll-back operation whereas boom lowering operation is
identical with bucket dump operation. For the details of boom operation, see the pertinent sections of
bucket operation.
(2) Float
1. When the control lever is further pushed down from the “Down” position to the “Float” position,
the boom spool moves as indicated in the illustration.
2. Due to this motion the neutral passage is opened. The pressure oil flows as in neutral position.
3. The cylinder ports (A2) and (B2) are connected to the low pressure oil passage. As a result, the
booms float over the ground surface according to its irregularities. The oil discharged from the
boom cylinder rod side is sent to the tail side and the oil forced out from its tail side is sent to the
rod side respectively through the low pressure oil passage in the control valve.
Dump
Fig. 6.10 Boom in Floating
- 148 -
6. HYDRAULIC SYSTEM
4. Detent operation
(1) Boom side
1. When the control lever is pushed down fully to
the “Float” position, the boom spool (1) is pulled
out fully. Due to this, the detent pin (2) fitted to
the spool end is also pulled out, and the detent
balls (3) fall into the groove of detent sleeve (4).
2. Since the detent balls are pushed by the detent
spring (5), the boom spool holds its position, and
the detent becomes operative.
3. To release the detent, pull the control lever to
disengage the detent ball.
Fig. 6.11 Boom Side Detent in Operation
(2) Bucket Side

1. The electromagnetic detent is used at the bucket side. The electrical circuit is connected from the
battery to the proximity switch of the bucket leveler through the coil assembly of the bucket spool
section.
2. When the bucket is tilted forward, the proximity switch is kept closed so that the coil assembly (4)
is excited.
3. When the control lever is pulled out fully to the “Roll-back” position, the bucket spool (1) is fully
pushed in, and the pin (2) fitted to the spool end is also pushed in, so that the plate (3) contacts the
coil (4). As a result the bucket spool holds its position, and the detent becomes operative.
4. To release the detent, open the proximity switch to de-energize the coil assembly or operate the
control lever by hand.
In close
contact
PROXIMITY SWITCH
BATTERY
FUSE
Fig. 6.12 Bucket Side Detent in Operation
- 149 -
6. HYDRAULIC SYSTEM
6.3.3 RELIEF VALVE

1. Main relief valve
The main relief valve is located between the neutral oil passage and the low-pressure oil passage
(return oil passage) in the inlet section.
Operation
(1) In inoperative state
The pressure oil in the high-pressure oil passage
(HP) flows through the throttle hole (2) in the main
poppet (1) to fill the internal cavity (3).
Owing to the difference in area on which the
hydraulic pressure acts, the main poppet (1) closely
seats to the sleeve (4).
Fig. 6.13 In Inoperative State
(2) Operation (A)

When the pressure in the high-pressure oil passage
(HP) rises and exceeds the relief pressure setting, the
pilot poppet (5) opens.
The pressure oil flows from the pilot poppet into
the low pressure oil passage (LP), after passing
between the sleeve (4) and the housing (6).
Fig. 6.14 Operation (A)
(3) Operation (B)

As the pilot poppet (5) opens, the pressure in the
internal cavity (3) lowers to open the main poppet (1)
so that the pressure oil in the oil passage (HP) flows
directly into the lower pressure oil passage (LP).
Fig. 6.15 Operation (B)
- 150 -
6. HYDRAULIC SYSTEM
2. Port relief valve

The port relief valve is located between the rod-side cylinder port of the bucket spool section and
low-pressure oil passage (return oil passage).
The combination valve used for the port relief valve provides anti-cavity function as well as relief
valve function.
Operation
(1) In inoperative state
The pressure oil at the cylinder port (HP) flows
through the hole in the piston poppet (1) to act on both
the check valve poppet (2) and the relief valve poppet
(3) to seat closely due to the difference in area on which
oil pressure acts.
Fig. 6.16 In Inoperative State
(2) Operation (A)

When the pressure at the cylinder port (HP) rises
and exceeds the relief pressure setting, the pilot poppet
(4) opens.
The pressure oil flows, passing through the pilot
poppet, the area between the check valve poppet (2)
and housing (5), into the low-pressure oil passage (LP).
Fig. 6.17 Operation (A)
(3) Operation (B)

As the pilot poppet (4) opens, the pressure at the
back of the piston poppet (1) drops so that the piston
poppet moves.
The hole in the piston poppet (1) is closed by the
pilot poppet (4) and thus the pressure at the back of
the relief valve poppet (3) drops further.
Fig. 6.18 Operation (B)
- 151 -
6. HYDRAULIC SYSTEM
(4) Operation (C)

A pressure differential is produced across the relief
valve poppet (3) to move the relief valve poppet.
Therefore, the pressure oil at the cylinder port (HP)
flows directly into the low-pressure oil passage.
Fig. 6.19 Operation (C)
(5) Suction
If the pressure at the cylinder port (HP) is lower
than the pressure at the low-pressure oil passage due
to the occurrence of cavitation, the check valve poppet
moves due to the difference in area on which negative
pressure acts across the check valve poppet (2).
Therefore, oil is delivered from the low-pressure
oil passage to the cylinder port (HP) to remove the
cavitation.
Fig. 6.20 Suction
- 152 -
6. HYDRAULIC SYSTEM
6.4 VALVE CONTROLS

The valve control system is a single lever type. When the control lever is manipulated, the control
valve spools are operated by the cables; shifting the lever back and forth will actuate the boom spool
while shifting the lever sideways will actuate the bucket spool.
As a safety device for the valve control system, a stopper link is provided. Use the stopper link
to lock the control valve in neutral when the load handling system does not need to be used.
- 153 -
6. HYDRAULIC SYSTEM
1
8
1 9 10 2
17
2 11 12
2
13
3 Z
18
4 19
14 15
16
5
Note: Threaded area: LOCTITE #262

Before assembly, apply grease.
1. KNOB 8. CONTROL LEVER 15. SPRING

2. BOOT 9. BUSHING 16. HANDLE (LEVER STOPPER)
3. COVER 10. PIN 17. BALL LINK
4. CONTROL BOX 11. BUSHING 18. CABLE (FOR BUCKET)
5. PLATE 12. BOSS 19. CABLE (FOR BOOM)
6. CONTROL VALVE 13. BRACKET
7. BRACKET 14. STOPPER LINK
Fig. 6.21 Valve Controls
- 154 -
6. HYDRAULIC SYSTEM
6.5 OIL TANK
Type Pressurized-closed type

Tank capacity 50 L [13.2 US gal]
Air breather operating pressure Positive pressure: 46 – 54 kPa {0.47 – 0.55 kgf/cm2}
[6.67 – 7.83 psi]
Negative pressure: 4 – 5 kPa {0.04 – 0.05 kgf/cm2}
[0.580 – 0.725 psi]
Return filter 1 pc. (10 µm)
The oil tank holds hydraulic oil used for the main hydraulic circuit and the steering hydraulic circuit.
It is bolted to the rear frame.
The oil tank has a return filter inside it.
1. RETURN FILTER
2. BREATHER
3. OIL TANK
4. OIL DIPSTICK
5. SUCTION FILTER
6. (REAR FRAME)
2
1 3
Note: 12.7 N-m {1.3 kgf-m} [9.37 lbf-ft], Threaded area: LOCTITE #262
Fig. 6.22 Oil Tank
- 155 -
6. HYDRAULIC SYSTEM
NOTE
- 156 -
7. LOAD HANDLING SYSTEM

The load handling system is operated by hydraulic cylinders and is used for digging, loading and
unloading, and transporting loads.
The linkage employed for the loading system is an inverse Z-shape type which is simpler in design
and produces more powerful bucket break-out force than the duplex type and others.
BUCKET CYLINDER
BUCKET LEVELER
BELLCRANK
BOOM CYLINDER
BOOM
BUCKET
Fig. 7.1 Load Handling System
- 157 -
7.1 BOOM, BELLCRANK, AND BUCKET
LX70 -7 LX80-7
Linkage Z-shape ←
Bucket DEB, I type ←
Bucket capacity, heaped 1.3 m3 [1.7 y3] 1.6 m [2.1 y3]
3
Bucket leveler Provided (non-contact type) ←

Boom kickout Not provided ←
Weight
Booms (per piece) 462 kg [1019 lbs] 575 kg [1268 lbs]
Bellcrank 83 kg [183 lbs] 110 kg [242.5 lbs]
Push rod 21 kg [46.3 lbs] 31 kg [68.3 lbs]
Bucket (w/ double edge) 535 kg [1179 lbs] 710 kg [1565 lbs]

The load handling system consists of booms, bellcrank, push rod, bucket, bucket cylinder, boom
cylinders, and pins used for securing those components. The bucket leveler helps provide efficient load
handling operation. All connecting pins of the load handling system have dust seals to prevent the
entrance of water, mud, or dust into the system. In addition, the 3 connecting pins for the bucket are
provided with “O”-rings.
All connecting pins are secured with lock bolts.
(Fig. 7.2 Part names)
1. BUCKET CYLINDER 6. FRONT FRAME 11. BUSHING

2. BELLCRANK 7. SPACER 12. DUST SEAL
3. PUSH ROD 8. BOOM CYLINDER 13. “O”-RING
4. BOOM 9. PIN 14. LOCK BOLT
5. BUCKET 10. GREASE FITTING
- 158 -
Structure of pin (typical) (Bucket pins)
Note: All pins, bushings and bosses: Grease (apply before installing pins)
Dust seals must be installed with lip facing outward.
Fig. 7.2 Boom, Bellcrank, and Bucket (1)
- 159 -
Installing bucket stoppers
“Dump” stopper
A
LX70-7 54 mm [2.13 in.]
LX80-7 58 mm [2.28 in.]
Detail of area Z
“Roll-back” B C
stopper
LX70-7 26 mm [1.02 in.] 460 mm [18.11 in.]
LX80-7 38 mm [1.50 in.] 495 mm [19.49 in.]
Note: Extend the bucket cylinder to the full, retract it 3 mm [0.12 in.] before welding the stopper.
Installing bucket pins
1. Set “O”-rings between the bucket and booms

(2 points) and between the bucket and push rod
before installing the bucket, booms and push
rod.
2. After installing the bucket, booms and push rod,
apply grease on the whole periphery of the areas
marked with Ú and install the “O”-rings in the
grooves.
Fig. 7.3 Boom, Bellcrank, and Bucket (2)
- 160 -
7.1.2 BUCKET
the double-edged bucket is standard. In addition to the standard type, type 1 light bucket and type 3
bucket are also optionally available.
The bucket should be selected with due care, considering the condition of job sites, the nature of
loads to be handled, and the operating condition. A wrong bucket will cause an inefficient operation and
may cause the malfunction of the load handling system as well.
(Double-edged bucket: DEB)
Note: 1070 N-m {109 kgf-m} [789.2 lbf-ft]
Fig. 7.4 Bucket
- 161 -
7.1.3 BUCKET LEVELER

When the control lever is put in the “roll-back” position after dumping the bucket, the bucket leveler
automatically returns the control lever to neutral when the bucket becomes level, keeping the bucket
level.
Operation
1. As the cylinder rod of the bucket cylinder is extended and the bucket is rolled back, the leveler bar
leaves the sensing surface of the proximity switch, so that the electric circuit is opened.
2. The proximity switch is connected to the solenoid detent coil of the control valve bucket section.
The solenoid detent is thus released to let the control lever return to neutral, stopping the rolling
back operation of the bucket.
Note: The bucket roll-back phase of the control valve uses a solenoid detent mechanism. When the
bucket is rolled back beyond the horizontal line, no further electricity will flow to the solenoid
detent coil so that the detent mechanism won’t work.
1. BUCKET CYLINDER
2. LEVELER BAR
3. BRACKET
4. PROXIMITY SWITCH
5. CONTROL VALVE
6. WIRING
7. BRACKET
Fig. 7.5 Bucket Leveler
- 162 -
7.1.4 BOOM KICKOUT (OPTION)

The boom kickout device stops the booms at a preset height during the lifting phase. With the control
lever in the boom raise position, the boom kickout device automatically returns the control lever in
neutral when the booms are raised to that preset height, thus stopping the lifting operation of the booms.
Operation
1. When the booms are raised to a preset height, the level plate installed on one of the booms leaves
the sensing surface of the proximity switch, so that the electric circuit is opened.
2. The proximity switch is wired to the solenoid detent coil of the control valve boom section. The
solenoid detent is thus released to return the control lever to neutral, thus stopping the lifting operation
of the booms.
Note: The control valve of trucks equipped with a boom kickout device is different from that of the
standard loader.
Note: The above is a rough sketch of the boom kickout device. It might be different from the actual
boom kickout device.
1. PROXIMITY SWITCH 4. LEVEL PLATE 7. BOOM

2. BRACKET 5. WIRING 8. FRONT FRAME
3. TAPPED PLATE 6. CONTROL VALVE
Fig. 7.6 Boom Kickout Device
- 163 -
7.2 CYLINDERS
LX70 -7 LX80-7
Boom cylinder
Type Double-acting piston ←
Q’ty 2 ←
Inner diameter 90 mm [3.54 in.] 110 mm [4.33 in.]
Cylinder rod diameter 55 mm [2.17 in.] 60 mm [2.36 in.]
Cylinder stroke 760 mm [29.9 in.] 681 mm [26.8 in.]
Weight (per cylinder) 53 kg [117 lbs] 75 kg [165 lbs]
Bucket cylinder
Type Double-acting piston ←
Q’ty 1 ←
Inner diameter 110 mm [4.33 in.] 130 mm [5.12 in.]
Cylinder rod diameter 60 mm [2.36 in.] 70 mm [2.76 in.]
Cylinder stroke 421 mm [16.6 in.] 431 mm [17.0 in.]
Weight 56 kg [123 lbs] 88 kg [194 lbs]
7.2.1 BOOM CYLINDER

Two double-acting piston type boom cylinders are used. When the boom cylinders are extended or
retracted, the booms are raised or lowered, rocking around the connecting pin at each cylinder tail.
The boom cylinder consists of a cylinder tube, cylinder head, piston rod, piston and packings.
7.2.2 BUCKET CYLINDER

The bucket cylinder is a double-acting piston type. As the bucket cylinder is extended or retracted,
the bucket is dumped or rolled back through the bell crank and push rod.
The bucket cylinder consists of a cylinder tube, cylinder head, piston rod, piston and packings.
- 164 -
Detail of inside
Note: 530 N-m {54 kgf-m} [371 lbf-ft], Threaded area: Three Bond #1901
1320 N-m {135 kgf-m} [973.6 lbf-ft]
16.2 N-m {1.65 kgf-m} [12 lbf-ft] (After tightening, calk two parts.)
58.8 N-m {6.0 kgf-m} [43.4 lbf-ft]
22.1 N-m {2.25 kgf-m} [16.3 lbf-ft]
1. CYLINDER HEAD 7. U RING 13. SET SCREW

2. “O”-RING 8. PISTON ROD 14. STEEL BALL
3. BACK-UP RING 9. CYLINDER TUBE 15. PIN BUSHING
4. “O”-RING 10. SLIDE RING 16. WIPER RING
5. WIPER RING 11. SEAL RING, “O”-RING 17. PIPE
6. BUSHING 12. PISTON
Fig. 7.7 Boom Cylinder (LX70-7)
- 165 -
Detail of inside
2350 N-m {240 kgf-m} [1733 lbf-ft]
118 N-m {12.0 kgf-m} [87.0 lbf-ft]
39.8 N-m {4.06 kgf-m} [29.4 lbf-ft]
1. CYLINDER HEAD 7. U RING 13. NUT

2. “O”-RING 8. PISTON ROD 14. SET SCREW
3. BACK-UP RING 9. CYLINDER TUBE 15. STEEL BALL
4. “O”-RING 10. SLIDE RING 16. PIN BUSHING
5. WIPER RING 11. SEAL RING, “O”-RING 17. WIPER RING
6. BUSHING 12. PISTON 18. PIPE
Fig. 7.8 Boom Cylinder (LX80-7)
- 166 -
Detail of inside
2450 N-m {250 kgf-m} [1807 lbf-ft]
118 N-m {12.0 kgf-m} [87.0 lbf-ft]
39.8 N-m {4.06 kgf-m} [29.4 lbf-ft]
1. CYLINDER HEAD 7. U RING 13. NUT

2. “O”-RING 8. PISTON ROD 14. SET SCREW
Fig. 7.9 Bucket Cylinder (LX70-7)
- 167 -
Detail of inside
Note: 442 N-m {45.1 kgf-m} [326 lbf-ft]

2890 N-m {295 kgf-m} [2132 lbf-ft]
118 N-m {12.0 kgf-m} [87.0 lbf-ft]
39.8 N-m {4.06 kgf-m} [29.4 lbf-ft]
1. CYLINDER HEAD 7. PISTON ROD 13. SET SCREW

6. U RING 12. NUT
Fig. 7.10 Bucket Cylinder (LX80-7)
- 168 -
8. ELECTRIC SYSTEM
8. ELECTRIC SYSTEM
8.1 LIGHTING UNIT
Name Specifications Q’ty Remarks

Head lights 24 V 62/62W 2 Halogen
Clearance lamps 24 V 12W
2 Front combination lamp
Turn signals (front) 24 V 25W
Brake lamps
24 V 25/10W
Tail lamps
2 Rear combination lamp
Back-up lamps 24 V 12W
Turn signals (rear) 24 V 25W
License number plate lamp 24 V 12W 1
Rear work lights 24 V 40W 2
- 169 -
8. ELECTRIC SYSTEM
8.2 METERS AND SWITCHES

8.2.1 OPERATING STATUS MONITORS (CLUSTER METER UNIT)
The operating status monitor system monitors the loader’s operating status with the sensors and
switches installed on the loader, displaying the information on the cluster meter unit in the operator’s
compartment to inform the operator of the current operating status of the loader.
The operating status of the loader is displayed by a combination of meters including the speedometer,
monitor lamps (warning lamps), and indication lamps.
FM : Fuel meter SM : Speedometer

WTM : Engine water temperature meter L1 - L13: Monitor lamps
EHM : Engine hour meter
(Circuit diagram)
Fig. 8.1 Cluster Meter Unit (1)
- 170 -
8. ELECTRIC SYSTEM
Connected to Connected to
Turn signal (R) Charge
Hi beam Glow plug
Turn signal (L) Parking brake
Water temp. sensor Work light
Engine oil pressure Instrument lamp
Power Power
N.C (Emergency steering)
Fuel level sensor N.C
Speed sensor Hi gear
N.C CN1-3
N.C OPT-1
N.C Brake oil level
Ground Hour meter GND
CN1-3 Hour meter power supply
Fig. 8.2 Cluster Meter Unit (2)
1. Meters
Meter Engine water temp. meter Fuel level meter
67°C
[153 °F] 135°C
102°C [275 °F]
50°C
[122 °F] [216°F]
Scale
Measurement point 67°C [153 °F] 102°C [216°F] E F

Standard resistance 49.8 Ω 16.8 Ω 80 Ω 10 Ω
Sensor name Application Specifications Location

Float position E 1/2 F
Fuel level sender unit Fuel level Inside fuel tank
meter Resistance Ω 80 32 10
Temp. °C [°F] 50 [122] 80 [176] 120 [248]

Thermo sender unit Engine water Upper front of engine
temp. meter Resistance Ω 80 32 10 (at cooling fan side)
- 171 -
8. ELECTRIC SYSTEM
2. Monitor lamps (Warning lamps)

The loader is provided with three warning lamps (Nos. 1, 2 and 7) and four indication lamps (Nos. 3,
4, 5, and 6). No.8 is used for an optional device.
When the starter switch is turned on, all monitor lamps should come on. If any lamp won’t come on,
it is suspected that the bulb is blown out.
No. Name Description

Lamp comes on when engine oil pressure is low or
1 Engine oil pressure
the oil filter is clogged.
2 Battery voltage Battery undercharged
3 Brake oil pressure Brake is applied
4 Glow plug Engine being preheated
5 Work light The work lights are turned on.
6 Hi gear The loader is running in Hi gear
7 Brake oil level Brake oil level is low.
8 Emergency steer (option) Emergency steer function is used.
Name Application Specification Location
Turns on when oil pressure is

Oil pressure switch below 29 kPa {0.3 kgf/cm2} [4.21 psi] Left of engine
Engine oil
pressure Turns on when pressure differential is more Near oil filter at left
Filter clog switch than 0.3 kPa {0.003 kgf/cm2} [0.044 psi] of engine
OFF: 0.64 MPa {6.5 kgf/cm2} [92.8 psi]

Pressure switch Parking brake ON: 0.27 MPa {2.8 kgf/cm2} [39.2 psi] Transmission brake
(for parking brake) (Turns on at atmospheric pressure.) cylinder
Level switch Brake oil level Turns on when level is low. Built in brake oil tank
8.2.2 LIGHTING SWITCH AND TURN SIGNAL SWITCH

For the lighting switch and turn signal switch, refer to “Fig. 2.11 Shift Lever.”
- 172 -
8. ELECTRIC SYSTEM
8.3 LOCATION OF RELAYS
RELAY BOX
R1 : NEUTRAL START RELAY

R2 : ENGINE STOP MOTOR RELAY
R3 : PARKING BRAKE RELAY (2)
R4 : LOAD DAMP RELAY
View looking from A R5 : TRANSMISSION Hi-Lo
SOLENOID RELAY
R6 : HORN RELAY
R7 : F-N-R F RELAY
R8 : F-N-R R RELAY
R9 : BACK-UP LAMP RELAY
R10 : F-N-R SOLENOID GND RELAY
R11 : PARKING BRAKE RELAY (1)
W1 : RIGHT WORK LIGHT RELAY
W2 : LEFT WORK LIGHT RELAY
W3 : WIPER RELAY
Note: W1, W2 and W3 are not available

Relay arrangement for AW specifications.
Fig. 8.3 Relay Location
- 173 -
8. ELECTRIC SYSTEM
8.4 ELECTRIC CIRCUIT DIAGRAM
Note: Cord colors:

The cords are classified by color. The first symbol shows the cable color and the 2nd the marking
color.
B Black W White
R Red G Green
Y Yellow Br Brown
L Blue Lg Light green
P Pink O Orange
Example: Yellow coating with Example: White coating
a blue marking Gr Gray without a marking
Wire diameter
Wire diameters are shown in the circuit diagram. Unless otherwise specified, the wire diameter is
0.85 mm2 [0.00132 in2]
Wire dia. Cord color Use
Stop lamp
Fuel level meter
Charge
Water temp.
QOS sensor
Work light (rear)
Turn L
Turn R
Clearance lamp
Before trying to work on the electric system, make sure to disconnect the battery connectors.
When disconnecting the battery connectors, first disconnect the ground side (-) terminal before
removing the other terminal.
Note: The electric circuit diagram is attached at the end of this booklet.
- 174 -
Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-298-31-1162
SERVICE MANUAL REVISION REQUEST FORM
NAME OF COMPANY: MODEL:

PUBLICATION NO.:
YOUR NAME: (Located at the right top corner in the cover page)
DATE: PAGE NO.:

(Located at the bottom center in the page. If two or more revi-
FAX: sions are requested, use the comment column)
YOUR COMMENTS / SUGGESTIONS:

Attach photo or sketch if required.
If your need more space, please use another sheet.
REPLY:
(Copy this form for usage)

THE ATTACHED DIAGRAM LIST
(The following diagrams are attached to this manual.)
1. ELECTRICAL CIRCUIT DIAGRAM

2. HYDRAULIC CIRCUIT DIAGRAM

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FOREWORD

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

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

3. BRAKE SYSTEM ..................................................................................................................... 91

4. STEERING SYSTEM .............................................................................................................. 113

5. FRAME AND COCKPIT ........................................................................................................ 131

6. HYDRAULIC SYSTEM ............................................................................................................ 137

7. LOAD HANDLING SYSTEM .............................................................................................. 157

8. ELECTRICAL SYSTEM ........................................................................................................ 169

Fig. 0.1 Outer Views (LX70-7)

Fig. 0.2 Outer Views (LX80-7)

1. ENGINE AND RELATED COMPONENTS

Engine model LX70-7: Isuzu BB-4BG1T

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

11. NOZZLE HOLDER

Fig. 1.1 4BG1T Diesel Engine

Note: 42 – 48 N-m {4.3 – 4.9 kgf-m} [31 – 35.4 lbf-ft]

1. ENGINE 5. PLATE 9. EYE JOINT

Fig. 1.2 Mounting of Engine

1.2 LUBRICATING SYSTEM

Lubrication Forced circulation method

Fig. 1.3 Schematic Diagram of Engine Lubricating System

1.3 COOLING SYSTEM

Cooling Water-cooled type

CYLINDER BODY/ OIL

Fig. 1.4 Schematic Diagram of Engine Cooling System

Note: The sketches show the cooling system

1. FAN GUARD 5. RADIATOR

Fig. 1.5 Engine Cooling System

1.4 FUEL SYSTEM

LX70-7 (BB-4BG1T) LX80-7 (DD-4BG1T)

1. FUEL TANK 4. FUEL FILTER 7. OVERFLOW

from INJECTION PUMP

Fig. 1.7 Fuel System

1.5 INTAKE AND EXHAUST SYSTEM

LX70-7 (BB-4BG1T) LX80-7 (DD-4BG1T)

Detail of band fixing area

Note: Threaded area: LOCTITE#262

1. TAIL PIPE 5. BRACKET 9. BRACKET

Fig. 1.8 Intake and Exhaust System

1.6 ELECTRICAL SYSTEM

Danger!! Use due caution when handling the battery unit.

(1) General description

(2) Starter switch

Engine Neutral Start

Fig. 1.9 Starter Switch

1.7 ENGINE CONTROL UNIT

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

Fig. 1.10 Accelerator Pedal

2. Engine Shut-off Device

Fig. 1.11 Accelerator Pedal

FRONT TIRE REAR TIRE

Fig. 2.1 Power Train

2.1 HST UNIT

(1) Hydrodynamic Unit

for wheel loaders and other vehicles.

(2) Hydrostatic Unit

hydraulic lines so that the fluid flows between the

2. Hydrostatic Transmission (HST)

(1) Operation of HST Pump

Low-pressure oil PISTON

CYLINDER BLOCK MOVABLE SWASH PLATE