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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Systems Operation
206B FT & 212B FT EXCAVATORS STABLIZER/DOZER, BRAKE, DRIVE &
Media Number -SENR4329-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Systems Operation
SMCS - 6101-010

Introduction
Reference: For Testing And Adjusting, refer to the Testing And Adjusting Module for the 206B FT
& 212B FT, 205B & 211B Excavators, Form No. SENR4328. If the Specifications in Form No.
SENR4328 are not the same as listed in the Systems Operation, look at the print date on the back
cover of each book. Use the Specifications listed in the book with the latest date.

Reference: For Specifications with illustrations, refer to the Specifications for the 206B FT & 212B
FT, 205B & 211B Hydraulic System, Form No. SENR4327. If the Specifications in Form No.
SENR4327 are not the same as listed in the Systems Operation, look at the print date on the back
cover of each book. Use the Specifications listed in the book with the latest date.

Brake System
Brake System Schematic
Location of Brake System Components (Typical)

(1) Brake control valve. This valve is located on the left side of the seat. It has three operating positions:
I = All brakes and axle stabilizers released
II = All brakes released and axle stabilizers locked
III = All brakes and axle stabilizers locked.

(2) Brake failure indicator. It indicates that the service brake is not functioning properly due to a drop in brake pressure.
Stop the excavator if moving and eliminate the malfunction.

(3) Parking brake switch. It is used to apply and release the parking brake.

(4) Transmission speed switch. It is used to shift into slow and fast speed.

(5) Console. It contains the instrument panel with gauges and switches.

(6) Disc brake. This brake is located on the steering axle and rigid axle.

(7) Axle stabilizer cylinder.

(8) Parking brake pressure switch. This is a piston-type pressure switch screwed into the brake valve group.

(9) Brake pedal group. The brake pedal operates the power brake valve in the brake valve group. Here it is used as a
service brake.

(10) Single-acting cylinder. This cylinder with a spring return controls the brake valve group. Here it controls the parking
brake.

(11) Travel alarm switch. This is a piston-type pressure switch screwed into the brake valve group.
(12) Brake accumulator for the service brake. It has a pressure of 4500 kPa (650 psi) and a volume of 750 cm3.

(13) Brake accumulator for the service brake. It has a pressure of 4500 kPa (650 psi) and a volume of 750 cm3.

(14) Stoplight/AEC switch. This is a diaphragm-type pressure switch screwed into the brake valve group.

(15) Brake valve group. It is used for controlling the parking brake. It includes the accumulator charging valve, shuttle
valve and the power brake valve.

(16) Pressure switch for the parking brake/travel stop pilot control valve.

(17) Combined parking brake and gearshift control valve. The valve block includes a 3/2-way valve for the parking brake
function and a 4/2-way valve for the gearshift function.

(18) Brake pump. This gear pump is mounted on the diesel engine. Its output is 22 liters/min (5.8 U.S. gpm) at 2000 rpm.

Introduction
Brake System Components Location (Typical)
(1) Brake control valve. (2) Brake failure indicator. (3) Parking brake switch. (4) Transmission speed switch. (5) Console.
(6) Disc brake. (7) Axle stabilizer switch. (8) Parking brake pressure switch. (9) Service brake pedal. (10) Single-acting
cylinder. (11) Travel alarm pressure switch. (12) Brake accumulator. (13) Brake accumulator. (14) Stoplight/AEC
pressure switch. (15) Brake valve group. (16) Pressure switch for the parking brake/travel stop pilot control valve. (17)
Combined parking brake and gearshift control valve. (18) Brake pump.

The service and parking brake systems are hydraulically operated. The pressure for the brake systems
is supplied by brake pump (18). The pump is mounted on the engine and is driven by a gear. The oil is
pumped from hydraulic oil tank to brake valve group (15).

The accumulator charging valve in the brake valve group stops the oil supply to the accumulators
when the maximum pressure of 15 000 kPa (2200 psi) has been reached. As soon as the brake
pressure drops to 12 000 kPa (1750 psi), the valve allows oil to flow to the accumulators again.
The pressure of the return oil at port N of the accumulator charging valve is set to 2000 kPa (290 psi)
at a pressure relief valve located in the tank return valve group.

The shuttle valve in the brake valve group directs the oil flow from the brake pump to the two
separate brake circuits.

Brake Control Valve.

(1) Brake control valve.

When the brake control valve is set to position I, all brakes and the axle stabilizers released. Pilot oil
pressure is sent through the swivel to the axle stabilizer cylinders. This oil opens the check valves
inside the cylinders to unlock the axle stabilizer cylinders. This allows the axle stabilizer cylinders to
swing with the oscillating axle.

When the brake control valve is in position II, all brakes are released and the axle stabilizers are
locked.

When the brake control valve is in position III, all brakes and the axle stabilizers are locked. This
position corresponds to parking the excavator when working.

Brake Pump
Brake Pump
(1) Brake pump. (2) Bearing cover. (3) Intermediate plate. (4) Housing. (5) Drive gear. (6) Intermediate plate. (7) Bearing
cover. (8) Shaft seal. (9) Bolt. (10) Mash oil. (11) Drive shaft. (12) Bearing bushings. (13) Intake port. (14) Output port.
(15) Support plates. (16) Driven gear. (17) Bearing support. (18) Tooth chamber. (19) Pressure chamber.

Brake pump (1) is a gear type pump. It is mounted on the engine and driven by gears. Pump
displacement is 11 cm3/rev (.67 in3/rev). Pump output is 22 liter/min (5.8 U.S. gpm) at 2000 rpm.

The purpose of the brake pump is to deliver oil flow for the brake accumulators up to a maximum
pressure of 15 000 kPa (2200 psi).

The brake pump includes gears (5) and (16) in housing (4). The front bearing cover is used as pump
mounting flange. Drive shaft (11) is sealed by shaft seal (8).

The rotation of shaft (11) creates a vacuum in the tooth chamber (18) of the gears. This vacuum and
the atmospheric pressure on the oil in the tank cause oil to flow to the brake pump and fill the tooth
chambers. The oil is moved from intake port (13) to output port (14). From the pump the oil flows
through the brake valve group to the brake lines.
When the brake accumulators are charged to 15 000 kPa (2200 psi), the accumulator charging valve
switches to neutral flow. This allows pump oil to flow out port N of the accumulator charging valve to
the return line.

NOTE: There is a pressure relief valve in the return line. The pressure relief valve is set to 2000 kPa
(290 psi). The pressure buildup in the return line is needed for the connection of a supply line to the
drive motor. This oil pressure prevents cavitation in the lines during drive motor operation.

When the brake pressure in the brake accumulators drops to 12 000 kPa (1750 psi), the accumulator
charging valve switches to the charging position. The brake pump now delivers flow again to fill the
accumulators up to the maximum pressure.

Brake Valve Group

Brake Valve Group
(1) Spring. (2) Control element. (3) Spring. (4) Spool. (5) Spool. (6) Power brake valve. (7) Needle pin. (8) Needle pin. (9)
Needle pin. (10) Shuttle valve. (11) Spool. (12) Spool. (13) Accumulator charging valve. (14) Check valve. (15) Pilot
control piston. (16) Pressure adjuster. (17) Pressure balance. (18) Spring.

The brake valve group is a combination valve including accumulator charging valve (13), shuttle
valve (10) and dual-circuit power brake valve (6).

This valve group is controlled by the brake pedal connected to the single-acting cylinder with spring
return. This cylinder is activated also by the brake control valve in position III. This position is for
parking the excavator during work.
Accumulator charging valve (13) comprises pressure balance (17) and spring (18), check valve (14)
and pilot control piston (15). The shifting point of the piston can be adjusted by means of pressure
adjuster (16).

Shuttle valve (10) includes spools (11) and (12), and needle pin (9) installed between the spools.

Power brake valve (6) comprises spools (4) and (5) with needle pins (7) and (8), and control element
(2) with springs (1) and (3).

Accumulator Charging Valve

Aucumulator Charging Valve (Charging Position)
(13) Accumulator charging valve. (14) Check valve. (15) Pilot control piston. (16) Pressure adjuster. (17) Pressure balance
valve. (18) Spring. (19) Port T. (20) Port SP. (21) Spring. (22) Head end of pilot control piston. (23) Drilled oil passage.
(24) Edge T of spool. (25) Edge P of pressure balance. (26) Spring. (27) Pilot control oil passage. (28) Port P of brake
pump. (29) Port N.

Accumulator charging valve (13) receives oil from the brake pump. This valve is used to switch the
pump delivery flow, depending on the brake pressure in the accumulators.

When the pressure in the accumulators drops to 12 000 kPa (1750 psi), the accumulator charging
valve shifts to the filling position. Oil now flows from the valve through port SP (20) and goes
through the shuttle valve into the two accumulators.

As soon as the maximum accumulator pressure of 15 000 kPa (2200 psi) is reached, the valve changes
the pump delivery to neutral flow. In this position, the oil from the pump goes through port N (29)
and through the return line to tank. The return line has a pressure of 2000 kPa (290 psi) due to the
pressure relief valve installed in the return line.

The accumulator charging valve includes the pilot control with pressure adjuster (16), pressure
balance valve (17) and check valve (14). The accumulator charging valve has the following ports:

Port P (28) for oil from the brake pump.

Port T (19) for return oil to tank.

Port SP (20) for outlet to the shuttle valve and accumulators.

Port N (29) to the return oil line for neutral flow.

Brake Accumulator Valve Operation

The brake pump always delivers oil to port P (28), regardless of the accumulator charging valve
position. From port P, oil flows to check valve (14) and opens it against the pressure of spring (21). In
this way the flow can continue to charging port SP (20) connected to the line to the accumulators.

At the same time, pump oil pressure is also applied through oil passage (27) to spool (15). The
position of the spool allows oil to pass by edge (5) of the spool. The pressure now is felt on the spring
side of valve (17). Since the same pressure is felt on both sides of valve (17), spring (18) holds the
valve in position to stop flow from port P to port N. Oil also flows through passage (23) and pushes
on head end (22) of spool (15) against the force of spring (26). This keeps the oil flow regulated.

Pump oil flows to port (20) until the pressure buildup in the accumulator circuit moves spool (15)
against spring (26). This movement stops the flow of oil from passage (27) at spool edge (25). The oil
pressure on the spring side of valve (17) passes by spool edge (4) and is released to tank through port
T (19).

Pump oil entering port (28) can now push valve (17) against the force of spring (18). This makes a
connection between ports (28) and (29) and reduces pressure to pump side of check valve (14). The
check valve is now closed by the force of spring (21) and by the pressure in the accumulators. The
charging process is thus stopped when the cutout pressure of 15 000 kPa (2200 psi) is reached.
When the pressure in the accumulator circuit drops to the lower switching pressure of 12 000 kPa
(1750 psi), spool (15) is pushed down by spring (26). The spool now moves so that spool edge (24)
blocks the connection between the spring side of valve (17) and port (19) to tank. Spool edge (25)
allows pump oil pressure in passage (27) to enter the chamber of spring (18). Valve (17) now closes
the connection between port (28) and port (29) and opens check valve (14). Pump oil flows into the
accumulator circuit again until the maximum pressure of 15 000 kPa (2200 psi) causes the
accumulator charging valve to switch to neutral delivery.

Shuttle Valve
Shuttle Valve
(10) Shuttle valve. (30) Passage for front service brake circuit. (31) Passage for rear service brake circuit. (32) Spool. (33)
Passage from accumulator charging valve. (34) Spool.

NOTE: The shuttle valve is shown without any pressure applied. Spools (32) and (34) are in a
random position. When pressure is applied to the shuttle valve, one spool will always be pressed
against its seat (closed).

The oil flow from the brake pump goes to the brake valve group and from there to accumulator
charging valve port SP through the power brake valve and shuttle valve (10) to the two separate brake
circuits. The shuttle valve distributes oil to the two brake circuits and keeps the two brake circuits
separate. The shuttle valve ensures that both circuits are supplied with equal pressure of at least 12
000 kPa (1750 psi) up to a maximum of 15 000 kPa (2200 psi).

Brake pump oil enters the shuttle valve at passage (33) and leaves through passages (30) and (31). Oil
from passage (30) goes to the accumulator for the front service brake circuit. Oil from passage (31)
goes to the rear service brake accumulator.

When brake actuation reduces pressure in either brake circuit, check valves (32) and (34) make sure
the other brake circuit maintains pressure. At the same time, the shuttle valve regulates the flow of oil
from passage (33) to the accumulators with a lower pressure.

Oil entering the shuttle valve at passage (33) goes to the check valves. When pressure drops in one
brake system, the pressure on the check valve for that system is reduced. The higher pressure will
open the check valve. Brake pump oil can now flow to the brake system with the lower pressure until
equal pressure is reached.

Power Brake Valve

Power Brake Valve in Brake Valve Group
(1) Spring. (2) Control element. (3) Spring. (4) Spool. (5) Spool. (6) Power brake valve. (7) Needle pin. (8) Needle pin.
(10) Shuttle valve. (13) Accumulator charging valve. (19) Port T. (30) Passage for front service brake circuit. (31) Passage
for rear service brake circuit. (35) Passage. (36) Drilled passage. (37) Return spring. (38) Port B2. (39) Drilled passage.
(40) Operating piston. (41) Port B1. (42) Return spring.

The dual-circuit power brake valve (6) includes control element (2) and the two spools (4) and (5)
with needle pins (7) and (8). Each spool controls its own separate circuit.

This valve regulates the pressure in the brake circuits proportionally to the pressure applied to the
brake pedal valve. When one circuit fails, the other circuit remains fully operational due to the
mechanical contact of needle pins (7) and (8) of the spools. The force exerted on the brake pedal
remains unchanged.

Pushing down on the brake pedal to the right of the steering column will operate the service brake, i.e.
the wet-disc brake system mounted on the axles. Brake oil flows from the brake pump through the
brake valve group to accumulator charging valve (13) and shuttle valve (10), or from the two
accumulators. When power brake valve (6) is operated, a metered amount of oil goes through the
swivel to the disc brakes on the steering and rigid axles.

This application of pressure presses the inner and outer plates of the disc brakes at the four wheels
together. This action brakes the excavator.

The power brake valve is a direct-acting, 3-way pressure reducing valve. It affords infinitely variable
control of the brake circuit pressure proportional to the force applied to the brake pedal.

Pressure oil with a pressure ranging from 12 000 kPa to 15 000 (1750 to 2200 psi) is always held in
passages (30) and (31) ahead of spools (4) and (5). When the valve is operated, the pressure drops to
6000 kPa (875 psi) maximum. This brake pressure goes through ports B1 (41) and B2 (38) and the
swivel to the brakes.

When the power brake valve is not operated, there is no brake pressure in the brake circuits.

Two pressure switches are mounted on the brake valve group, one at port DS 1 and one at port DS 2.
The pressure switch at port DS 1 controls the stoplights and resets the automatic engine speed control
(AEC). This switch is activated when brake pressure reaches 300 kPa (44 psi). The switch at port DS
2 turns on the brake failure alarm and the brake failure indicator on the instrument panel when the
pressure in the system drops to below 10 000 kPa (1450 psi).

The power brake valve is controlled by the brake pedal and the single-acting cylinder with a spring
return applying pressure to piston (40). The piston in turn pushes springs (1) and (3), spools (4) and
(5) left against the force of return springs (37) and (42). The spools close passage (35) to port T (19)
to tank.

The continued downward movement of spools (4) and (5) allows oil to flow from oil passage (31)
through drilled passage (36) to port B2 (38), and from oil passage (30) through drilled passage (39) to
the rear of port B1 (41). Pressure building up in the brake lines also acts on spool (5) by way of
control oil passage against the force of spring (3). In this way brake pressure rises proportionally to
the force applied to the brake pedal.

When the brake pedal is held in position, spools (4) and (5) will hold the pressure at ports B1 and B2
constant. This also applies a constant brake pressure to the disc brakes and the machine is braked. Due
to the pressure reduction at the power brake valve, the maximum brake pressure is 6000 kPa (875 psi)
when the brakes are applied fully.

When the brake pedal is released, springs (1) and (3) are relieved of pressure. Return springs (37) and
(47) and the oil pressure in passages (36) and (39) shift spools (4) and (5) back again. The shift closes
the connection from passage (30) to port B1 and from passage (31) to port B2. At the same time a
connection is made between passages (30) and (31) to passage (35) of port T to tank. This connection
relieves the pressure in the brake circuit so that the disc brakes are released.
NOTE: If a brake failure occurs in one brake circuit, the shuttle valve ensures full braking power in
the other circuit (see the subject shuttle valve).

Brake Accumulators

Brake Accumulator
(1) Gas end. (2) Screw plug. (3) Steel shell. (4) Diaphragm. (5) Shutoff button. (6) Line connection.

The function of accumulator is to store energy which is released on demand. On the excavator, the
accumulators make the two brake circuits independent from each other. There are two accumulators
for the brakes. Each accumulator has a capacity of 750 cm3 (45.75 in3). The gas pressure is 4500 kPa
(650 psi).

The accumulators are charged separately by the brake pump. The oil goes through brake valve group
to the accumulator charging valve and shuttle valve before going to the accumulators. The
accumulator valve starts the filling process when the pressure in the accumulator drops to 12 000 kPa
(1750 psi) and stops as soon as the pressure has reached 15 000 kPa (2200 psi). The accumulator
valve switches to neutral circulation. The circulation pressure is 2000 kPa (290 psi).
The accumulator is the diaphragm type. It includes steel shell (3) and diaphragm (4). The diaphragm
separates the hydraulic fluid from the nitrogen gas. Shutoff button (5) on the base of the diaphragm
blocks the inlet at line connection (6) when the diaphragm is fully extended. In this way the
diaphragm is not pressed into the opening when in the recharged state.

On the gas side, screw plug (2) allows the checking of the gas pressure and recharging by means of a
filling and checking device.

When fluid from line (6) is forced into the accumulator, the gas volume is reduced. At the same time
pressure increases. If fluid is discharged from the accumulator, the diaphragm expands until the
pressure of the gas and fluid are the same.

Single-acting Cylinder

Single-acting Cylinder
(1) Cylinder housing. (2) Spring guide. (3) Spring. (4) Guide. (5) Piston. (6) Rod. (7) Oil passage. (8) Piston area.

The single-acting cylinder with spring return is used as a mechanical connection between the brake
pedal and the brake valve group. This cylinder is attached to the brake pedal plate. Rod (6) is
connected to the power brake valve in the brake valve group.
The cylinder includes cylinder housing (1), guide (4), piston (5) with rod (6), and return spring (3).
The piston is guided in the cylinder by the guide. The spring is installed on the rod end of the piston
and it holds the piston retracted when the brakes are not applied.

Pushing down on the brake pedal moves the cylinder rod forward. The action of the cylinder rod
operates the dual-circuit power brake valve in the brake valve group (see subject brake valve group).

Putting the brake control valve at the left arm rest in position III will apply the parking brake.
Pressure oil goes to the cylinder from passage (7) to piston area (8). This extends piston (5) and spring
(3). In the brake valve group, the power brake valve is activated and the service and parking brakes
are applied. See subject brake valve block.

When the brake control valve is put in position I, passage (7) is connected to the line to tank so that
pressure is relieved. Return spring (3) pulls the piston and rod back to its normal position. As this also
shifts the power brake valve to its normal position, the service and parking brakes are released.

NOTE: Also note the function of the parking brake pressure switch (see subject pressure switches).

Brake Pedal Group

Brake Pedal Group
(1) Brake pedal. (2) Mounting screw. (3) Segment. (4) Spring plate. (5) Plate. (6) Spring. (7) Screw. (8) Screw. (9)
Locknut. (10) Baseplate. (11) Pin. (12) Deflection plate.

The brake pedal group is located to the right of the steering column. It includes brake pedal (1),
baseplate (10), segment (3), pin (11) and deflection plate (12).

When the brake pedal is depressed, pin (11) is pushed down by segment (3). The pin is supported by
spring washer (4) resting on spring (6). The pin is inserted in plate (5). The segment therefore moves
the pivoting deflection plate against the force of the spring. The deflection plate extends the single-
acting cylinder attached to it, and this operates the power brake valve.

Two screws (7) and (8) serve as stops. Screw (7) serves as the rear stop while screw (8) is the front
stop.

For the adjustment of the brake pedal, the segment is provided with holes for the mounting screw. The
pedal angle of tilt can be adjusted by positioning the screw in another hole. The normal setting is 40
degrees. For further settings see the table in the illustration.
Pressure Switches

Pressure Switch Location

(1) Stoplight/AEC switch. (2) Travel alarm switch. (3) Brake valve group. (4) Single-acting cylinder. (5) Parking brake
pressure switch.

Travel alarm switch (2) is a piston-type pressure switch with a changer. It is screwed into port DS 2 of
the brake valve group. The brake pressure of 12 000 to 15 000 kPa (1750 to 2200 psi) held at the
brake valve block is also applied to the switch. When the pressure drops to 10 000 kPa (1450 psi) and
less, the switch triggers the travel alarm and the brake failure indicator in the cab.

If the excavator is moving, stop the machine and correct the fault that
caused the alarm. Failure to correct the fault could result in injury or
death.

When brake pressure reaches 12 000 kPa (1750 psi) minimum, the travel alarm is switched off again.
Stoplight/AEC switch (1) is a diaphragm-type pressure switch. It is screwed into port DS 1 of the
brake valve group. When the operator actuates the brake valve group, the brake pressure for the disc
brake is also applied to the stoplight switch.
Brake pressure pushes against a diaphragm, which in turn actuates an electric switch when a pressure
of 300 kPa (44 psi) is reached. The switch turns on the excavator stoplights. If the AEC is active at the
same time, a reset signal is also sent to the AEC, shutting it off.

Parking brake switch (5) is a piston-type pressure switch with a changer. The switch is screwed into
the single-acting cylinder.

Pressure is applied to the switch at the same time as the single-acting cylinder is operated when the
brake control valve is put into position III. The pressure, which must exceed 300 kPa (44 psi), moves
the piston in the switch. This interrupts an electric contact.

If the parking brake pressure switch on the instrument panel was first toggled to position I for parking
brake release, the electric circuit is broken and the parking brake is applied. See subject drive system
under combined parking brake and gearshift valve.

When pressure drops below 300 kPa (44 psi), the piston in the pressure switch shifts back and
switches the contact aga n. This releases the parking brake (see subject drive system under combined
parking brake and gearshift valve).

Brake Control Valve

Brake Control Valve
(1) Lever sleeve. (2) Lever screw. (3) Spring. (4) Rotary slide valve. (5) Body. (6) Plate. (7) Connector screw.

The brake control valve is a 4/3-way rotary slide valve mounted on the left-hand pilot control valve
(joystick) by means of connector screws (7). The control valve includes plate (6), body (5) and rotary
slide valve (4). Lever sleeve (1) is screwed into the rotary slide valve. The hydraulic oil enters
through the connector screws on the plate.

The brake control valve is a manually-operated valve that connects or blocks certain lines. Rotating
the slide valve directs the oil flow in the passages inside the valve to the appropriate load ports as
required by the desired function.

The brake control valve has the following three operating positions and functions:

I = All brakes and axle stabilizers released (for travel).

II = All brakes released and axle stabilizers locked.

III = All brakes and axle stabilizers locked (for parking or excavator operation).
Combined Parking Brake and Gearshift Control Valve

Combined Parking Brake and Gearshift Control Valve

(1) Solenoid. (2) Toggle for manual valve lock. (3) Manual valve operation. (4) Solenoid. (5) Spool. (6) Port P. (7) Port
DS. (8) Port S. (9) Port T. (10) Spring. (11) Sealing plug. (12) Stop valve. (13) Spring. (14) Sealing plug. (15) Spool. (16)
Valve block.

This solenoid-operated valve group is a combination of parking brake and gearshift control valve. In
conjunction with stop valve (12) and the accumulator, the parking brake control valve is used to keep
the vehicle at a standstill. The gearshift control valve is used for shifting gears. Both valves are
remotely controlled by toggle switches on the instrument panel.

Valve block (16) includes the parking brake and gearshift control valves. Both are 2-way valves with
spools and springs. Spools (5) and (15) are closed off at the top by solenoids (1) and (4), and at the
bottom by sealing plugs (11) and (14). The left section of the valve block comprises the 3/2-way valve
for the parking brake function, the right section the 4/2-way valve for the gearshift function.

Stop valve (12) and a hydraulic accumulator are also used for controlling the parking brake function.
The stop valve installed in the valve block consists of a ball and a spring. Its pressure setting is 1200
kPa (175 psi). If a pressure adjustment is required, first remove the union nut and then turn the
adjustment screw in the desired direction. The screw is covered by a cap.

The hydraulic accumulator is bolted on the valve block at port S (8) (also refer to the subject
hydraulic accumulator).

Pressure switch for the parking brake warning light and the travel stop pilot control valve is installed
at port DS (7). (refer to the discussion of the electric circuit).

Port M (not shown) is sealed by a plug. Port T (9) is connected to the return line to tank.

Releasing the Parking Brake

When the brake control valve in the pilot oil system is either in position I (all brakes and axle
stabilizers released) or II (all brakes released and axle stabilizers locked), toggling the parking brake
switch on the instrument panel to release the parking brake will actuate the parking brake control
valve.
Parking Brake Control Valve
(1) Solenoid. (2) Toggle for manual valve lock. (5) Spool. (6) Port P. (8) Port S. (9) Port T. (10) Spring. (12) Stop valve.
(17) Port A. (18) Passage. (19) Passage. (20) Ball. (21) Passage. (22) Passage. (23) Spring. (24) Passage. (25) Passage.
(26) Nut. (27) Cap. (28) Adjustment screw. (29) Passage. (30) Passage.

When the parking brake switch is pressed, the solenoid is excited and spool (5) is moved downwards
against the force of spring (10). This opens the connection between passages (21) and (22), and oil
pressure can go from port P (6) to passage (30). The solenoid of the gearshift control valve is not
excited at this time so that the oil in passage (30) can go through passage (25) to passage (18) and
through port A (17) to port P1 of the transmission. This releases the brake plates and selects high gear.

At the same time as the brake plates are released, oil pressure goes through port S (8) to the
accumulator and the parking brake/travel stop pilot control valve pressure switch at port DS makes
(refer to the discussion of the electric circuit).

Applying the Parking Brake

Pressing the parking brake switch to apply the parking brake de-energizes the solenoid of the parking
brake control valve. This allows the control spool to move back and stop the flow of oil between
passages (21) and (22). Due to the connection between passages (22) and (24), the pressure oil in
passage (30) goes to the stop valve and unseats ball (20) against the force of spring (23). This allows a
continuous relief of pressure from passage (24) through passage (19) to passage (29) and port T (9) to
tank. The relief operation is supported by the discharging accumulator.

NOTE: Note the effect of the pressure switch for the parking brake/travel stop pilot control valve on
the electrical circuit.

The connecting line between port P1 and the transmission has no pressure. Since the line connected to
port P2 is also without pressure, the brake plates and the clutch plates are engaged. This action blocks
the transmission mechanically and lets it function as a parking brake (refer to the subject
transmission).

Shift into Low Gear

When the brake control valve in the pilot oil system is either in position I (all brakes and axle
stabilizers released) or II (all brakes released and axle stabilizers locked), selecting slow speed with
the transmission speed switch on the instrument panel will actuate the gearshift control valve. The
gearshift is indicated by the transmission speed indicator marked "I".
Gearshift Control Valve
(2) Manual valve lock. (3) Manual valve operation. (4) Solenoid. (5) Spool. (9) Port T. (10) Spring (13) Spring. (14) Plug.
(15) Spool. (16) Valve block. (17) Port A. (18) Passage. (25) Passage. (29) Passage. (30) Passage. (31) Passage. (32)
Chamber. (33) Passage. (34) Port B.

When the parking brake switch is actuated, spool (15) is moved downwards against the force of
spring (13). This opens the connection between passages (18) and (31). The line to the transmission
from port P1 is connected via port A and passages (18) and (31) to chamber (32) in spool (15) and
through passage (29) to port T.

The pressure oil goes from passage (25) through passage (33) to port B and through the connecting
line to port P2 of the transmission. The transmission shifts into low gear or low gear is selected.
(Refer to the subject downshift inhibitor.)

Shift into High Gear

When the brake control valve in the pilot oil system is either in position I (all brakes and axle
stabilizers released) or II (all brakes released and axle stabilizers locked), selecting fast speed with the
transmission speed switch on the instrument panel will de-energize the solenoid of the gearshift
control valve. The gearshift is indicated by the transmission speed indicator marked "II".

When the transmission speed switch is operated, spool (15) is pushed upwards by the force of spring
(13). This opens the connection between passage (18) to passage (25) and from passage (22) to
passage (29). The pressure oil goes from passage (39) through passages (25) and (18) to port A
through the connecting line to port P1 of the transmission. The line to port P2 of the transmission is
connected through port B, passages (33) and (29) to port T. The shift into high gear takes place (see
the subject downshift inhibitor).

Manual Valve Operation

In case of a power or hydraulics failure, the combined parking brake and gearshift valve can be
operated manually. This may become necessary, for example, if the vehicle has to be towed. Turning
manual valve lock (2) will move spool (5) against the force of spring (10) and release the parking
brake (see subject releasing the parking brake).

NOTICE

For towing the vehicle, the disconnect clutch between the power take-
off and transmission must be disengaged (refer to the subject
transmission).

Axle Stabilizer Cylinders

Stabilizer Cylinder (Steering Axle Locked)
(1) Cylinder. (2) Spring. (3) Guide. (4) Tappet. (5) Oil passages. (6) Port. (7) Cushion. (8) Spring. (9) Piston. (10) Bleeder
port. (11) Ball. (12) Cylinder piston.

The two steering axle stabilizer cylinders are mounted on the left and right sides of the undercarriage
chassis above the steering axle. A check valve is built into each cylinder.

The axle stabilizers can be operated by means of the brake control valve at the left arm rest. Pilot
pressure coming from port P1 at the control valve block will either lock or unlock the check valves in
the cylinders.

When the brake control valve lever is in position II, the rigid axle stabilizers are locked and all brakes
are released. In this valve position, no pilot pressure is applied to the check valves. The check valves
lock and hold the cylinders in their respective position.

Moving the control lever to position I releases all brakes and unlocks the stabilizers for travel. A pilot
pressure of 3000 to 3200 kPa (435 to 465 psi) goes from the brake control valve via port 5 of the
swivel to the check valves in the axle stabilizer cylinders. The pilot pressure unlocks the check valves,
allowing oil to flow in the previously blocked direction. The cylinder pistons are extended as far as
the axle and are free to swing with the axle.

Axle Stabilizer Cylinders And Check Valves Locked

When the brake control valve is in position II, ports (6) of the axle stabilizer cylinders have no
pressure. The pilot pressure is reduced by the brake control valve through port T. As a result, piston
(9) is moved with tappet (4) against the stop by the force of spring (2).

Due to the return stroke of tappet (4), ball (11) is moved by pressure of spring (8). Remaining
pressure from piston movement in the axle stabilizer cylinder blocks return flow through the check
valve. As no oil flow is now possible, pistons (12) in the axle stabilizer cylinders are locked.

Any excessive pressure or vacuum resulting from the stroke of piston (9) is equalized through bleeder
port (10).

Axle Stabilizer Cylinders And Check Valves Unlocked

When the brake control valve is in position I, pilot oil is sent through the line connected to port (6).
This unlocks the axle stabilizer cylinders and their check valves.

The pilot oil received through the port goes through oil passages (5) to piston (9). The pressure
applied to the surface area of the piston moves it with tappet (4) against the force of spring (2). The
tappet now pushes ball (11) out of the valve seat against the force of spring (8) and against the
pressure from the cylinder chamber. The check valve is now open and pilot oil is free to flow to the
pistons of the axle stabilizer cylinders.

The two axle stabilizer cylinders are connected to each other by oil passages. As long as pilot pressure
keeps the check valves open, the axle can swing freely and the oil can flow between the cylinders.

Disc Brake System

Axle Arrangement
(1) Rigid axle. (2) Steering axle.
Disc Brake System
(3) Planetary carrier. (4) Planetary gear. (5) Internal gear. (6) Final disc. (7) Outer disc. (8) Piston. (9) Oil passage. (10)
Springs. (11) Spring plate. (12) Bolt. (13) Wheel hub. (14) Bleeder screw. (15) Housing. (16) Inner disc. (17) Port. (18)
Oil passage. (19) Plate carrier. (20) Sun gear shaft. (21) Shaft

The disc brake system on the steering and rigid axles is activated by pushing down the brake pedal or
by operating the brake control valve at the left arm rest.

The disc brakes are locked when the brake control valve is in position III (parking/stationary
excavator operation). See subject single-acting cylinder.

The disc brakes on the two axles are released when without pressure. They are operated by a
maximum brake pressure of 6000 kPa (875 psi).

The disc brakes are located in planetary carrier (3) on the right and left ends of steering axle (2) and
rigid axle (1).
The planetary carrier is driven by shaft (21). Shaft (21) is joined to gear (20). The shaft is inserted into
plate carrier (19). Inner discs (16) rotate in the same direction.

Gear (20) rotates planetary gears (4), internal gear (5) and discs (7) in the opposite direction.

The inner discs are provided with linings on each side. When braking pressure is supplied, the inner
discs are pressed together with the outer discs to obtain the braking action.

The planetary carriers on the wheel hub are filled with oil so that the discs and planetary gears run in
an oil bath. When no pressure goes to port (17) on the disc brakes, the brakes are released for machine
movement. As no pressure is applied to piston (8), springs (10) hold the piston in its position. The
discs are free to rotate in the oil bath in the planetary carrier.

When the machine is moving, centrifugal force will partially throw the oil out from the space between
the brake linings on the inner discs and the outer discs. In this way only some remaining oil must be
squeezed out from between the discs when the brake is applied.

The light corrugation of the outer discs contacts the brake linings on the inner discs before the entire
disc area makes contact. In this way, smooth braking is achieved.

When brake pressure is applied through port (17), the oil goes through passage (18) and passage (9) in
internal gear (5) to the surface area of piston (8). The piston is guided by the internal gear and sealed
by two back-up rings and two ring seals on each end. These ring seals prevent pressure oil from
entering the planetary carrier.

Brake pressure must overcome the force of twelve springs (10) when pressing the piston against discs
(7) and (16). The pressure compresses the disc pack against the stop of final disc (6). The corrugation
of the outer disc is canceled and the oil between the outer discs and linings on the inner discs is
displaced. The extent of compression depends on the amount of braking pressure applied.

The compression of the inner discs rotating counter to the outer discs gives the desired braking action.

When brake pressure is reduced, the twelve springs in the internal gear will push the piston back. The
springs are supported by spring plate (11) and bolt (12). The brake lines can be bled by means of
bleeder screw (14).

Drive System
Drive System Schematic 206B FT & 212B FT
206B FT & 212B FT Drive System

(1) Travel pedal control valve. This pedal operated valve gives infinite remote control of the travel main control valve.

(2) Console. The console houses the instruments for monitoring and operating the remote-controlled components in the
vehicle.

(3) Parking brake warning light. This red indicator is illuminated when the parking brake is applied.

(4) Parking brake switch. This switch is used to control the parking brake valve.

(5) Switch for automatic engine speed control.

(6) Transmission speed switch. This switch is used for selecting low and high gear ranges. The switch controls the
gearshift valve position.

(7) Slow speed switch. This switch is used to control the slow speed control valve that gives very slow speed.

(8) Combined parking brake/gearshift control valve block. This valve group includes a 3/2-way valve for applying and
releasing the parking brake, and a 4/2-way valve for shifting between high and slow speed.

(9) Swivel. The swivel provides the hydraulic connection between the upper carriage and undercarriage.

(10) Transmission group. The transmission group transfers the hydraulic motor torque to the road wheels. It includes
downshift inhibitor group (10.1) and transmission (10.2).

(10.1) The downshift inhibitor prevents overspeeds; it is mounted on the back of the rear axle.

(10.2) The transmission has a low gear reducing ratio of 1:5.45, and a high gear reducing ratio of 1:1.42.
(11) Valve manifold. On the manifold are mounted the various main control valves. The element for the stick main control
valve contains the stick throttle, which prevents the stick from leading.

(12) Slow speed control valve. This solenoid-operated valve is normally closed. It is used to bridge the pressure regulator
of the travel motor to allow very slow machine movement. It can be selected in low gear range only.

(13) Drive system. The drive system (power train) provides for the hydraulic transfer of power. It includes components
13.1 through 13.6.

(13.1) Travel motor. The travel motor drives the rear axle. It provides infinitely variable control.

(13.2) Purging device. This unit includes a shuttle valve and a discharge valve. The device mixes cooled oil with the fluid
circulating in the motor case. The discharge valve opens at 500 kPa (72 psi).

(13.3) Intermediate plate. This plate is located ahead of the purging device. When traveling in low gear, it sends a part of
the oil through two passages into the return line.

(13.4) Pressure regulator. The pressure regulator controls the travel motor.

(13.5) Valve plate. The valve plate is mounted on the travel motor. It controls the oil to the travel motor. The valve plate
serves as housing for secondary relief valves protecting the high pressure lines. The relief valve setting is 42 000 kPa
(6100 psi). Also mounted on the valve plate are a shuttle valve, which directs the oil flow of the line carrying high
pressure to port G of the pressure regulator, and a compensator valve consisting of check valves. The compensator valve
makes up leakage oil losses. A back pressure of 2000 kPa (290 psi) exists at port E.

(13.6) Travel motor brake valve. This valve throttles oil inflow during forward travel at port B and during reverse travel at
port A when travel pressure is cut off.

(14) Travel main control valve.

(15) Shuttle valve.

(16) Travel pilot stop control valve. This valve cuts in the drive system only when the parking brake is released and the
accelerator pedal is operated.

(17) Engine speed control valve. This valve is normally closed, but when activated it bypasses the travel motor pressure
regulator to allow downshifting into low gear. Can only be operated in low gear.
Drive System Components Location (Typical)
(1) Travel pedal control valve. (2) Console. (3) Parking brake warning light. (4) Parking brake switch. (5) Automatic
engine speed control switch. (6) Transmission speed switch. (7) Slow speed switch. (8) Combined parking brake/gearshift
valve block. (9) Swivel. (10) Transmission group. (11) Manifold for main control valves. (12) Slow speed control valve.
(13) Drive system. (14) Main control valve. (15) Shuttle valve. (16) Travel pilot stop control valve. (17) Engine speed
control valve.

Introduction
Drive System And Transmission
(10) Transmission group. (10.1) Downshift inhibitor group. (10.2) Transmission. (13) Drive system. (13.1) Travel motor.
(13.2) Purging device. (13.3) Intermediate plate. (13.4) Pressure regulator. (13.5) Valve plate. (13.6) Travel motor brake
valve.

The main components of the drive system are travel motor (13.1), transmission (10.2) and the valves
and controls. An explanation of the systems operation of each of the components follows.

Travel Main Control Valve

Travel Main Control Valve
(1) Throttle check valve. (2) Make-up valve. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7) Changeover
spool. (8) Port LS. (9) Port T. (10) Pressure balance spool. (11) Port P. (12) Control spool.

The travel main control valve includes housing (3) with ports LS (8), T (9) and P (11) facing the main
control valve manifold and work ports A (4) and B (5). It also has control spool (12), two pressure
balance spools (10) with changeover spools (7) and makeup valves (2). The makeup valves reduce the
oil back pressure in their function as a bypass. The pilot control ports are in cover (6). Each control
port has throttle check valve (1). These check valves are arranged in such a way that incoming pilot
oil is not restricted and return pilot oil is throttled. This provides a smooth response.

The function of the travel control valve is to modulate the flow of oil to the travel motor and to
establish a signal which can be processed by the load sensing regulator.

NOTE: The main control valves on 205B, 206B FT, 211B & 212B FT machines can only be
interchanged if a basic adjustment is performed and the particularities of the valve plate in the swing
circuit are taken into consideration.

When a pedal for forward or reverse travel is depressed, control spool (12) in the travel control valve
will begin to move. The metering throttle formed in the travel control valve by the movement of
control spool (12) establishes flow needs. The load sensing signal lets the pump upstroke to meet the
flow requirement. See subject Load Sensing Regulator in the 206B FT & 212B FT Hydraulic System
module, Form No. SENR4324.
Main pump output goes to the main control valve manifold and through to the travel control valve.
The oil can flow unrestricted to the travel motor either through port A (4) or port B (5). The vehicle
now moves either forward or reverse. Return oil from the travel motor goes through port B (5) or port
A (4) into the return line connected to port T (9) to the tank.

Relief And Make-Up Valves

Refer to subject Line Relief And Make-Up Valves in the Main Pump And Load Sensing section of
205B, 206B FT, 211B & 212B FT Hydraulic System module, Form No. SENR4324. It gives the
system operation description for the relief and makeup valves used in the travel main control valve.

Travel Motor

Travel Motor
(1) Drive motor. (2) Spring. (3) Set screw for minimum displacement. (4) Drive shaft. (5) Trunnion. (6) Cylinder barrel.
(7) Piston bushing with piston rod.

Travel motor (1) is an axial piston motor. The amount of oil supplied to the travel motor determines
the drive rpm. See Flow Regulation in the 206B FT & 212B FT Hydraulic System module, Form No.
SENR4324. The oil flow rate depends on the motor displacement. The maximum displacement is 135
cm3/rev (8.2 in3/rev). Changing the direction of oil flow at ports (8) and (14) reverses the cylinder
rotation.

The output torque is generated by the force (resulting from pressure and piston area) that is applied to
drive shaft (4). The torque is determined by the actual swashplate angle.

Forward Movement

Control Housing And Port Plate

(8) High pressure port (reverse movement). (9) Pin. (10) Control housing. (11) Port inlet. (12) Pressure regulator side. (13)
Discharge valve side. (14) High pressure port (forward movement). (15) Circular sliding surface. (16) Passage for leakage
oil. (17) Sliding surface of barrel. (18) Port plate (bottom side). (19) Top side of port plate.

When the vehicle moves forward, the hydraulic oil flows to high pressure port (8) of control housing
(10). This housing holds the control piston with pin (9) and port plate (18) for the cylinder barrel. Port
plate (18) is guided by pin (9) of the control piston and slides on circular sliding surfaces of control
housing (10).

From high pressure port (8), the hydraulic oil now goes through port inlet (11) into the pressure port
of port plate (18). There the oil pushes against the area of piston pin bushing (7) with rod. The axial
force generated is a product of piston area and pressure.
The seven piston pin bushings are guided by barrel (6) and press against drive shaft (4). This causes
the drive shaft to turn.

As the barrel rotates, it passes over the ports of port plate (18). The sliding surface of the cylinder
barrel is bronze coated. It pivots on trunnion (5). The barrel is pressed against the port plate by spring
(2) to ensure a uniform preload at all pressures.

The pressure of the oil causes the piston pin bushing to carry out a stroke as it passes through pressure
zone (23). When the piston pin bushing reaches the position of neutral zone (22), the next piston pin
bushing assumes the task of converting linear force into rotation.

All piston pin bushings are provided with relief slots (20) to prevent the pressure shocks as they move
through each zone.

Drive Motor Operation

(4) Drive shaft. (6) Barrel. (7) Piston pin bushing. (20) Relief slots. (21) Return zone. (22) Neutral zone. (23) Pressure
zone.

When a piston pin bushing has passed neutral zone (22), the oil in the piston chamber is pushed out
again as it passes from return zone (21) through port (11) to high pressure port (8).

The travel motor is normally in its minimum displacement position. Upon reaching a preset pressure,
the travel motor swivels towards its maximum displacement position.

Reverse Movement

The drive motor's direction of rotation is changed by reversing the oil flow at high pressure ports (8)
and (14). Oil flow is then reversed to the flow described for FORWARD movement.
Intermediate Plate

Intermediate Plate
(1) Housing. (2) Port Z. (3) Drilled hole. (4) Passage. (5) Drilled hole. (6) Piston. (7) Drilled hole. (8) High pressure port
A. (9) Port L. (10) High pressure port B. (11) Drilled hole. (12) Spring. (13) Spring chamber.

The intermediate plate includes housing (1), piston (6) and spring (12). This plate is located ahead of
the purging device to achieve a smooth start in low gear (l). Control oil enters the intermediate plate
through port Z (2).

To start machine movement smoothly in low gear, pressure fluctuations must be compensated during
the start phase. To do this, part of the hydraulic oil is sent through the intermediate plate into the
return line to tank.

When the slow speed switch is actuated, the transmission speed I indicator illuminates and a signal
pressure of 3000 to 3200 kPa (435 to 465 psi) is sent to the control port for shifting into low gear.

This pressure also goes to port Z (2) of the intermediate plate and moves piston (6) right against the
force of spring (12).

Each end of passage (4) in piston (6) is provided with hole (3) having a diameter of 2.10 mm (.083
in). When these holes are aligned with holes (7) and (11), a connection is made between high pressure
ports A (8) and B (10). If pressure exists at either ports A or B (forward or reverse machine
movement), a part of the oil flow goes into the return line to the tank.

Purging Device (Neutral Position)

Purging Device (End View)
(1) Front end. (2) Discharge valve. (3) Valve piston. (4) Passage. (5) Spring. (6) Purging device.

Purging Device (Front View)

(6) Purging device. (7) Shuttle valve. (8) Spring chamber B1. (9) Spool B1. (10) Spool A1. (11) Spring chamber A1.

Purging device (6) has the function of mixing the cool circulating oil with the hot oil in the motor
case. The purging device also makes up any leakage oil loss. The purging device includes shuttle
valve (7) and discharge valve (2). The purging device is mounted on the intermediate plate which is
located on the travel motor.
Shuttle Valve

When both high pressure lines at ports B and A are without pressure or only at pilot oil pressure (for
example, minimum swashplate angle of the pump), spools (9) and (10) will be in the spring-centered
neutral position. No oil can flow from either high pressure port A or high pressure port B to the
discharge valve.

When pressure builds up, for example, at port A, the pressure will push spool A1 (10) towards port B
along with spool B1 (9). The conical seat of A1 serves as end stop. This arrangement also prevents
high pressure oil in spring chamber A1 (11) from getting to discharge valve (2). Oil in spring chamber
B1 (8) will flow through spool B1 (10) and reach the discharge valve.

Discharge Valve

Discharge valve (2) works as a pressure relief valve and keeps the discharge oil flow constant.

Hydraulic oil that flows from the shuttle valve is applied to head end (1) of valve piston (3). The oil
pressure pushes the valve piston back against force of spring (5) and the hydraulic oil goes through
passage (4) into the motor case. The pressure of the discharge valve is preset to 500 kPa (72 psi).

Pressure Regulator

Pressure Regulator (End View)

(1) Pressure regulator. (2) Passage to port X. (6) Throttle.
Pressure Regulator (Front View)
(3) Valve. (4) Spring. (5) Passage to travel motor case. (6) Throttle. (7) Cylinder end at small end of travel motor control
piston. (8) Passage from port X. (9) Passage. (10) Pilot valve. (11) Housing base. (12) Mushroom piston. (13) Control
edges.

Pressure Regulator (Bottom View)

(14) Connecting passage to pilot valve. (15) Passage G.

Pressure regulator (1) controls the swashplate angle of the travel motor. The pressure regulator is
mounted to the travel motor.
NOTE: Refer to Drive System Schematic while reading the description that follows.

Control oil from the travel motor brake valve goes to the valve plate through either line Am or Bm.
The oil then goes through line G. Line G sends the oil to passage (15) of the pressure regulator and to
the travel motor.

The oil in passage (15) flows through connecting passage (14) to pilot valve (10). Oil flow continues
through passage (9) to cylinder end (7) and pushes on the small piston end of the travel motor control
piston. The opposite end of the travel motor control piston (large piston end) is connected by passages
to throttle (6). Spring (4) pushes against valve (10) to allow the oil from throttle (6) to enter passage
(5). Since passage (5) is connected to the travel motor case, it has no pressure. The control piston will
move to its end position, which corresponds to the minimum stroke displacement of the travel motor,
and remain in this position.

Spring (4) determines the minimum pressure response of pressure regulator (1). Pilot valve (10) is
moved agains the spring when pressure exceeds this point. Mushroom piston (12) presses against
housing base (11) of pilot valve (10). When the pilot valve moves against the spring, control edges
(13) block the connection between passage (9) and the small piston end of the travel motor control
piston. At the same time, a connection is made between passage (9) and passage (8). Oil pressure in
passage (9) can now go to the large piston end of the travel motor control piston. This piston moves
the travel motor in the direction of maximum displacement.

Valve Plate
Valve Plate
(1) Valve plate. (2) Secondary relief valve for oil inflow through B. (3) Shuttle valve. (4) Secondary relief valve for oil
inflow through A. (5) Port E. (6) Purging device.

Two secondary relief valves (2) and (4) relieve pressure spikes in the line and travel motor section
when an external load condition occurs. They are set to open at 42 000 kPa (6100 psi).

Purging Device
Purging Device
(5) Port E. (6) Compensator valve. (7) Spring. (8) Ball. (9) Ball. (10) Spring.

The purging device includes two spring loaded ball check valves. It prevents cavitation of the travel
motor when braking or traveling downhill.

When braking, leakage oil from the motor brake valve circuit goes through port E (5) into the purging
device. There the oil is held between balls (8) and (9). Should travel pressure at the high pressure
ports for forward or reverse travel fall below 2000 kPa (290 psi), the oil will press balls (8) and (9)
from their seats against the force of springs (7) and (10). Charge pressure at port E (5) can now go to
the travel motor.

Shuttle Valve
Shuttle Valve
(1) Valve plate. (3) Shuttle valve. (11) Seat. (12) Ball. (13) Sleeve. (14) Plug. (15) Passage to pressure port B. (16)
Passage to control port G. (17) Passage to pressure port A.

The components of shuttle valve (3) are ball (12), valve sleeve (13) and seat (11) with plug (14). This
valve connects the high pressure port to control line G (16).

When pressure oil flows from pressure port B (15) to the shuttle valve, ball (12) is moved to the right.
This closes the passage to pressure port A (17) (now at low pressure). High pressure oil goes out
control port G (16) to control the pressure regulator and the travel motor.

Secondary Relief Valves

Secondary Relief Valve
(18) Spring seat. (19) Spring. (20) Spring chamber. (21) Spring. (22) Spring seat. (23) Orifice. (24) Valve. (25) Low
pressure end. (26) Check valve. (27) Valve seat. (28) High pressure end.

Secondary relief valves (2) and (4) are directly controlled valves. They respond quickly to pressure
spikes occurring in the lines and in the travel motor circuit.

System pressure at high pressure end (28) pushes against valve (24). The valve is set to open at 42
000 kPa (6100 psi). At this pressure, valve (24) will be pushed out of valve seat (27) against the force
of springs (19) and (21). This will connect high pressure end (28) with low pressure end (25). Oil
circulates with the travel motor.

The oil in spring chamber (20) flows through orifice (23) to the low pressure end. The orifice acts as a
throttle so that valve (24) reacts slowly. This prevents the secondary relief valve from making noise
when the pressure is constant.

Travel Motor Brake Valve

Double Acting Travel Motor Brake Valve
(1) Brake valve. (2) Passage. (3) Drilled passages. (4) Passage. (5) Spring plate. (6) Spring. (7) Head end (left). (8) Head
end (right). (9) Spring chamber. (10) Ball check valve. (11) Check valve. (12) Passage. (13) Control port Bm. (14) Ring
groove. (15) Control port Am. (16) Passage. (17) Check valve. (18) Spool. (19) Ball check valve.

Double acting brake valve (1) is mounted with the valve plate on the travel motor. The brake valve
includes spool (18), spring (6), spring plate (5) and check valves (11) and (17).

Forward Movement

Pressure oil flows from the high pressure port (FORWARD movement) through inlet B. The pressure
oil opens check valve (11) and flows through the valve plate to the travel motor.

Return oil from the motor flows from the valve plate to check valve (17). Drive pressure causes
pressure oil to go through passage (2) to the left head end (7) of spool (18). The spool is moved to the
right against the force of spring (6) when pressure is above 800 kPa (115 psi). This allows return oil at
4000 kPa (580 psi) to flow out through port A. Oil in spring chamber (9) goes through a small passage
to check valve (19). The check valve opens and allows the oil to flow through passage (4) and port A
to tank.

Ports Bm (13) and Am (15) control the pressure regulator in the travel motor. When movement is in
the FORWARD direction, some oil flow in high pressure port B goes through control oil passage
(15). This passage sends the oil through the valve plate to the pressure regulator. (See Drive System
Schematic). The pressure regulator then modulates the travel motor.

Downhill Travel, Brake Not Applied

Simplified Drive System Circuit Diagram
(1) Travel motor brake valve. (18) Spool. (20) Passage from travel motor to travel motor brake valve. (21) Travel motor
group. (22) Valve plate. (23) Line from travel control valve to travel motor brake valve. (24) Travel main control valve.
(25) Passage from travel motor to travel motor brake valve. (26) Orifice. (27) Line from travel control valve to travel
motor brake valve. (28) Travel pedal control valve.

When the vehicle is going downhill, the travel motor is at minimum displacement angle. Travel
pressure is less than 1200 kPa (175 psi). Spool (18) in travel motor brake valve (1) is centered so that
return line passage (25) from the travel motor to the travel motor brake valve carries pressure. This oil
pressure is the braking pressure.

Connecting passage (20) between the travel motor brake valve and the travel motor now becomes the
low pressure line.

At travel pressures less than 1200 kPa (175 psi), the hydraulic circuit is maintained by oil flowing
through orifice (26). [NOTE: This orifice is made up of ring groove (14) and passages (12) and (16)].
Oil flow through this orifice determines maximum speed, depending on the gear selected. The braking
pressure is about 40 000 kPa (5800 psi). The oil flow rate through orifice (26) is about 100 liter/min
(26 U.S. gpm). Even at maximum supporting power, vehicle speed is less than the speed with pump
output. The maximum braking pressure of 42 000 kPa (6100 psi) is determined by the fixed setting of
the secondary relief valves.

Downhill Travel, Brake Applied

When the vehicle goes from uphill into downhill travel with the travel pedal depressed, pressure drops
in line (23) between the travel control valve (port B1) and the transmission group (port B). As soon as
this pressure is less than 40 000 kPa (5800 psi), spool (18) of travel motor brake valve (1) closes and
the oil flow through drilled passages (3) is restricted. The vehicle is now being braked.

When travel pressure drops below 1000 kPa (145 psi), spool (18) is centered. This stops oil flow from
the travel control valve to the drive system (flow from B1 to B' and A' to A1). Only orifice (26)
permits oil flow. The vehicle is braked by the oil going through this orifice.

When the braking pressure exceeds the secondary pressure of 42 000 kPa (6100 psi), the secondary
relief valves protect the circuit from overloads. The travel motor remains at the minimum output angle
because the travel motor pilot pressure is sensed downstream of brake valve spool (18) (ports Am or
Bm). In this situation, inlet pressure is less than the control pressure of 26 000 kPa (3750 psi). When
travel pressure goes over 1000 kPa (145 psi) again, control spool (18) will open and the vehicle is
moved by the motor.

When the vehicle is traveling on level ground and speed is reduced, the same regulation will begin as
discussed above.

Travel Control Valve (Neutral Position)

(29) Passage connecting A and T. (30) Passage connecting B and T.
When travel control valve (24) is at the centered position, passage (29) opens passage A to T. Passage
(30) connects passage B to T. The same connections are made when the travel brake valve is centered.

These connections relieve the lines between travel control valve (24) and travel motor brake valve (1).
This pressure relief prevents the brake valve from moving into the opposite direction due to leakage
oil. Leakage oil from the travel motor and brake valve circuit [passages (20) and (25)] during braking
is returned to the circuit through port E to the purging device.

Reverse Movement

Working pressure goes to the travel motor through the high pressure port for REVERSE movement.
Return oil flows through the high pressure port for FORWARD movement (B) to the travel motor. Oil
flow for REVERSE movement is reversed to oil flow described in the previous section for
FORWARD movement.

Slow Speed Switch

Slow speed control valve

(1) Valve. (2) Magnet tube. (3) Port plate. (4) Plug-in cartridge. (5) Port 1. (6) Drilled passage. (7) Port 2. (8) Manual
emergency release. (9) Spring chamber. (10) Spring. (11) Oil passage. (12) Valve. (13) Housing.

An electrical slow speed switch is mounted on the instrument panel to enable the vehicle to move at a
very slow speed. Pushing the switch down activates valve (1). An indicator light illuminates when the
slow speed switch is actuated.

NOTICE
 Engage slow speed only when the machine is stopped. Damage to the
travel motor could result if slow speed is engaged when the machine is
moving. When possible, run the machine at slow speed to prevent
overheating the solenoid valve.

Slow speed control valve (1) blocks oil flow when slow gear is not selected. Operating the toggle
switch excites the magnet so that valve (12) is moved out of its seat against the force of spring (10). A
connection is made from port 1 (5) to port 2 (7). This connection bypasses the pilot valve in the
pressure regulator so that travel motor regulation is stopped. Travel motor output is held at maximum
displacement.

Passage (11) is used to relieve pressure in spring chamber (9) when the valve is closed. When valve
(1) is not operated, the maximum control pressure only goes to port 1 (5). In this way, unneeded
pressure loads on magnet tube (2) are avoided.

Valve (12) can be manually switched by means of emergency release (8). This release can only be
used for testing purposes. It should not be used to shift into slow gear in case of an electric power
failure.

Transmission
Transmission Assembly
(1) Brake plate pack. (2) Planetary gear. (3) Gear ring. (4) Planetary carrier. (5) Sliding coupling. (6) Disconnect clutch.
(7) Spur gear. (8) Dowhshift inhibitor. (9) Drive shaft. (10) Internal gear pump. (11) Disc carrier. (12) Clutch plate pack.
(13) Sun gear. (14) Gear. (15) Pinion gear.

The transmission assembly is located on the drive axle with the differential gear. It includes the
following components:

1. Wet-disc packs (1) and (12) for controlling speed.

2. Internal gear pump (10) for disc lubrication and controlling the downshift inhibitor.
3. Downshift inhibitor (8) for preventing high speed shifts from high to low gear range.
4. Gearshift control valve for shifting gears.

The wet disc clutch includes two plate packs, brake plates (1) and clutch plates (12), and two throttle
check valves (19) and (26).

Clutch plate pack (12) for high gear consists of five inner plates (21), five outer plates (22) and one
end plate (23).
Brake plate pack (1) for low gear consists of ten lining plates (34), nine outer plates (33) and one end
plate (22). The brake discs are located in gear ring (3). The outer plates are engaged by housing (24)
and the inner plates by the gear ring. The inside circumference of the clutch plates engages on the
gear ring. In this arrangement the outer plates are engaged by the gear ring and the lining plates by the
drive shaft.

Throttle check valves (19) and (26) are installed in the control lines for a smooth flow of power
during quick brake releases. When a plate pack is released fast, pressure oil can flow unhindered
through the check valve. The throttling effect of the check valves lets power pick up gently.

Piston-type accumulator (16) is used to achieve a gentle application of the plates. This operation is
only effective when shifting from high gear to low gear. The accumulator includes spring (17) and
piston (18).

Cross Section of Clutch

(3) Gear ring. (9) Drive shaft. (16) Piston-type accumulator. (17) Spring. (18) Piston. (19) Throttle check valve. (20)
Piston area. (21) Inner plates. (22) Outer plate. (23) End plate. (24) Housing. (25) Oil passage. (26) Throttle check valve.
(27) Oil passage. (28) Spring plate. (29) Piston. (30) Spring plate. (31) Piston. (32) Piston area. (33) Outer plate. (34)
Lining plates. (35) End plate.
Low Gear Range

When low gear range is selected (see gearshift inhibitor, shifting to low gear), pressure oil from the
downshift inhibitor port K2 goes through the connecting line to oil passage (25). From there it flows
through open throttle check valve (26) and passage (27) to area (20) of piston (31). The application of
pressure on the piston pushes spring plates (30) together and the clutch is disconnected. Low gear is
engaged.

When high gear range is selected (see subject gearshift inhibitor, high gear range), pressure oil from
the downshift inhibitor port K1 goes through the connecting line and open throttle check valve (19) to
area (32) of piston (29). The application of pressure on the piston pushes spring plates (28) together
and the brake is released. High gear is engaged.

When there is no pressure in the lines connected to ports K1 and K2, clutch plates (12) and brake
plates (1) are pressed together. In this locked state of the plates the parking brake is applied.

Manual Operation of Disconnect Clutch

NOTICE

When towing the vehicle, the mechanically-operated clutch must

always be disconnected.

To disconnect the clutch for towing purposes, remove the mounting screw of the lever on the housing.
Use the lever to move the sliding coupling by pushing the clutch release yoke. When done, attach the
lever again.

Downshift Inhibitor
Downshift Inhibitor
(1) Shifting spool. (2) Check valve. (3) Check valve. (4) Check valve. (5) Check valve. (6) Control spool. (7) Downshift
inhibitor. (8) Check valve. (9) Check valve. (10) Gear pump. (11) Check valve. (12) Check valve.

Introduction

Downshift inhibitor (7) is used to protect the transmission and hydraulic motor from high speed shifts
when shifting too early from high to low during travel. The upshift into high gear is possible at any
speed. Mounted on the rear end of the rigid axle, the downshift inhibitor is mounted axially on a shaft.
In this shaft is an oil passage which makes a connection to the transmission housing. The oil for
controlling the downshift inhibitor is drawn in by pump (10) through this passage.
The components of the downshift inhibitor group include the housing with shifting spool (1), control
spool (6), the gear pump and numerous check valves.

Low Gear Range

Below the Downshift Point

Initially, the brake control valve is set to the travel position to release the brake plates.

Release the parking brake by operating the parking brake switch on the instrument panel. Select low
gear by putting the transmission speed switch into the slow speed position. Transmission speed I
indicator will be illuminated.
Downshift Inhibitor in Low Gear below Downshift Point
(1) Shifting spool. (4) Check valve. (5) Check valve. (6) Control spool. (8) Check valve. (9) Check valve. (10) Internal
gear pump. (13) Spool area. (14) Oil Passage. (15) Port P2. (16) Spring chamber. (17) Port K. (18) Oil passage. (19)
Spring. (20) Passage. (21) Oil passage. (22) Oil passage. (23) Spool area. (24) Chamber. (25) Spring. (26) Oil s passage.
(27) Spring chamber. (28) Chamber. (29) Drilled passage in shaft with restrictor.

When the above-mentioned toggle switches are operated, pressure oil from the combined parking
brake and gearshift control valve (also refer to the subject brake system) goes from port P2 (15) of the
downshift inhibitor group. Parallel to port P2, pressure oil also flows to port Z on the travel motor
where the intermediate plate is operated (see subject intermediate plate).
Pressure oil entering at port P2 goes to check valve (4) and presses it into its seat. The oil then flows
through passage (14) to spring chamber (16). The oil coming from here through passage (21) presses
check valve (5) into its seat. Then the oil goes through passage (18) to port K (17) and through the
connecting line to the piston releasing the clutch plates. The clutch plates are released. By operating
the travel pedal, the travel main control valve supplies the travel motor with more pressure oil.
Depending on the direction the pedal is pushed down, either forward or reverse movement will result.

The travel motor drives the transmission input shaft to which internal gear pump (10) is connected.
This pump draws oil from the transmission case drain and produces the pressure as required by the
input shaft. This oil pressure goes to chamber (28) where it presses check valve (9) into its seat and
check valve (8) out of its seat. Through passage (26), chamber (24) and passage (22) in control spool
(6), the oil finally reaches spool area (23). Since the force of spring (25) prevails over the oil pressure,
control spool (6) remains in position.

At the same time pressure oil from chamber (24) also goes through passages (22) and (20) to the rear
end of the control spool. The pressure of the oil on spool area (13), supported by the force of spring
(19), holds the spool in this position.

Any excess oil goes through drilled passage (29) in the input shaft to lubricate the transmission.
Control spool spring chamber (27) and connected passages are without pressure. They are connected
to the transmission housing.

Above the Downshift Point

Downshift Inhibitor in Low Gear Above Downshift Point
(1) Shifting spool. (6) Control spool. (16) Spring chamber. (10) Gear pump. (19) Spring. (20) Passage. (22) Passage. (23)
Spool area. (25) Spring. (30) Passage. (31) Passage. (32) Chamber.

Due to the increasing speed of the shaft, the pressure of the oil from gear pump (10) also rises. When
the oil pressure is above the shifting point (force of spring (25)), the oil held at spool area (23) will
shift the control spool. At the same time as the spool is moved, passage (22) is connected to passage
(31), and passage (30) through chamber (32) to passage (20). The oil pressure previously held at the
rear end of the control spool now goes to the front end. The rear end of the spool is now connected to
the housing (no pressure) through passage (30). As shifting pressure still exists due to the selection of
low gear and the force of spring (19), the control spool stays in position.
High Gear Range

Below the Downshift Point

First the brake control valve is set to the travel position and the brake plates are released.

Release the parking brake by actuating the parking brake switch on the instrument panel. Select high
gear by putting the transmission speed switch to the fast speed position. Transmission speed II
indicator will be illuminated.

Downshift Inhibitor in High Gear below Downshift Point

(1) Shifting spool. (2) Check valve. (5) Check valve. (6) Control spool. (8) Check valve. (9) Check valve. (10) Internal
gear pump. (22) Oil Passage. (23) Spool area. (24) Chamber. (25) Spring. (26) Oil passage. (27) Spring chamber. (28)
Chamber. (29) Drilled passage in shaft with restrictor. (31) Passage. (33) Passage. (34) Port P1. (35) Chamber. (36) Port
B. (37) Passage. (38) Passage.

When the two last-mentioned toggle switches are operated, pressure oil from the combined parking
brake and gearshift control valve (also refer to the subject brake system) goes from port P1 (34) of the
downshift inhibitor group.

From port P1 the pressure oil goes to chamber (35) of the control spool. At the same time check valve
(5) is pressed into its seat by oil in passage (38) and check valve (2) by the oil in passage (33). Then
the oil flows on through passage (37) to port B (36) and through the connecting line to the piston,
releasing the brake plates. The brake plates are released. By operating the travel pedal, the travel main
control valve supplies the travel motor with more pressure oil. Depending upon which direction the
pedal is pushed down, either forward or reverse movement will result.

The travel motor drives the transmission input shaft to which internal gear pump (10) is connected.
This pump draws oil from the transmission case drain and produces the pressure as required by the
input shaft. This oil pressure goes to chamber (28) where it presses check valve (9) into its seat and
check valve (8) out of its seat. After going through passage (26), chamber (24) and passage (22) in
control spool (6), the oil finally reaches spool area (23). Since the force of spring (25) prevails over
the oil pressure, the control spool remains in its position.

Simultaneously, pressure oil from chamber (24) goes through passage (20) to the rear end of the
control spool. The pressure of the oil on spool area (13), supported by the force of spring (19), holds
the spool in this position.

Any excessive oil goes through drilled passage (29) in the input shaft to lubricate the transmission.
Control spool spring chamber (27) and the connected passages are connected to the transmission
housing so that they are without pressure.

Above the Downshift Point

Downshift Inhibitor in High Gear Above Downshift Point
(1) Shifting spool. (6) Control spool. (10) Gear pump. (16) Spring chamber. (19) Spring. (20) Passage. (22) Passage. (23)
Spool area. (25) Spring. (30) Passage. (31) Passage. (32) Chamber. (39) Spool area.

Due to the increasing speed of the shaft, the pressure of the oil from internal gear pump also rises.
When the oil pressure is above the shifting point (force of spring (25)), the oil held at spool area (23)
will move the control spool. At the same time as the spool is moved, passage (22) is connected to
passage (31), and passage (20) through chamber (32) to passage (30). The oil pressure previously held
at the rear end of the control spool now goes to the front end. The rear end of the spool is now
connected to the housing (no pressure) through passage (30).
As shifting pressure still exists due to the selection of high gear, and as spring chamber (16) is
connected to the transmission housing, only the force of spring (19) is applied to the control spool.
The pressure oil goes through passage (31) to spool area (39) of the control spool, pushing it against
the force of the spring. This movement of the control spool to the right prevents downshifting
initially.

Shift with Low Gear Selected

When low gear is selected with the transmission speed switch on the instrument panel, the
transmission speed indicator marked I is illuminated.

The quantity of pressure oil supplied to control spool (1) by internal gear pump (10) depends on the
speed. Since speed exceeds the downshift point, this pressure moved the control spool right. The
spool will retain this position initially.
Downshift Inhibitor with Low Gear Selected, Above Downshift Point
(1) Shifting spool. (2) Check valve. (3) Check valve. (4) Check valve. (6) Control spool. (10) Internal gear pump. (15)
Port P2. (19) Spring. (20) Passage. (22) Passage. (24) Chamber. (25) Spring. (30) Passage. (31) Passage. (32) Chamber.
(34) Port B. (37) Passage. (39) Spool area. (40) Passage. (41) Chamber. (42) Passage.

Pressure oil entering the downshift inhibitor at port P2 (15) goes to check valve (4) and presses the
valve against its seat. By way of chamber (41) and passage (42), the oil reaches check valve (3) and
presses the valve against its seat. Check valve (2) is pushed out of its seat by the oil in passage (40).
This oil flows through passage (37) to port B (34) and through the connecting line to the brake piston
in the transmission so that the brake plates stay released.
Releasing the travel pedal makes the vehicle travel more slowly. The lower speed also reduces the
transmission input shaft rpm. Since the output of internal gear pump is dependent on the speed of this
shaft, the pressure of the oil from the pump drops and the force of spring (25) will therefore be
greater. The control spool is pushed left. This connects passages (31) and (30) through chamber (32),
and passages (22) and (20) through chamber (24). The pressure applied to control spool area (39) is
relieved through oil chamber (32) and passage (30). Since the force of spring (19) is now greater than
the oil pressure, and pushes the control spool left. The shift from high to low gear takes place. The
shifting state described in the discussion on shifting into low gear below the downshift point applies.

Combined Parking Brake and Gearshift Control Valve

Combined Parking Brake and Gearshift Control Valve

(1) Solenoid. (2) Toggle for manual valve lock. (3) Manual valve operation. (4) Solenoid. (5) Spool. (6) Port P. (7) Port
DS. (8) Port S. (9) Port T. (10) Spring. (11) Sealing plug. (12) Stop valve. (13) Spring. (14) Sealing plug. (15) Spool. (16)
Valve block.

This solenoid-operated valve group is a combination of parking brake and gearshift control valve. In
conjunction with stop valve (12) and the accumulator, the parking brake control valve is used to keep
the vehicle at a standstill. The gearshift control valve is used for shifting gears. Both valves are
remotely controlled by toggle switches on the instrument panel.

Valve block (16) includes the parking brake and gearshift control valves. Both are 2-way valves with
spools and springs. Spools (5) and (15) are closed off at the top by solenoids (1) and (4), and at the
bottom by sealing plugs (11) and (14). The left section of the valve block comprises the 3/2-way valve
for the parking brake function, the right section the 4/2-way valve for the gearshift function.

Stop valve (12) and a hydraulic accumulator are also used for controlling the parking brake function.
The stop valve installed in the valve block consists of a ball and a spring. Its pressure setting is 1200
kPa (175 psi). If a pressure adjustment is required, first remove the union nut and then turn the
adjustment screw in the desired direction. The screw is covered by a cap.

The hydraulic accumulator is bolted on the valve block at port S (8) (also refer to the subject
hydraulic accumulator).

Pressure switch for the parking brake warning light and the travel stop pilot control valve is installed
at port DS (7). (refer to the discussion of the electric circuit).

Port M (not shown) is sealed by a plug. Port T (9) is connected to the return line to tank.

Releasing the Parking Brake

When the brake control valve in the pilot oil system is either in position I (all brakes and axle
stabilizers released) or II (all brakes released and axle stabilizers locked), depressing the parking
brake switch on the instrument panel to release the parking brake will actuate the parking brake
control valve.
Parking Brake Control Valve
(1) Solenoid. (2) Toggle for manual valve lock. (5) Spool. (6) Port P. (8) Port S. (9) Port T. (10) Spring. (12) Stop valve.
(17) Port A. (18) Passage. (19) Passage. (20) Ball. (21) Passage. (22) Passage. (23) Spring. (24) Passage. (25) Passage.
(26) Nut. (27) Cap. (28) Adjustment screw. (29) Passage. (30) Passage.

When the parking brake switch is pressed, the solenoid is excited and spool (5) is moved downwards
against the force of spring (10). This opens the connection between passages (21) and (22), and oil
pressure can go from port P (6) to passage (30). The solenoid of the gearshift control valve is not
excited at this time so that the oil in passage (30) can go through passage (25) to passage (18) and
through port A (17) to port P1 of the transmission. This releases the brake plates and selects high gear.

At the same time as the brake plates are released, oil pressure goes through port S (8) to the
accumulator and to the parking brake/travel stop pilot control valve pressure switch at port DS (refer
to the discussion of the electric circuit).

Applying the Parking Brake

Pressing the parking brake switch to apply the parking brake de-energizes the solenoid of the parking
brake control valve. This allows the control spool to move back and stop the flow of oil between
passages (21) and (22). Due to the connection between passages (22) and (24), the pressure oil in
passage (30) goes to the stop valve and unseats ball (20) against the force of spring (23). This allows a
continuous relief of pressure from passage (24) through passage (19) to passage (29) and port T (9) to
tank. The relief operation is supported by the discharging accumulator.

NOTE: Note the effect of the pressure switch for the parking brake/travel stop pilot control valve on
the electrical circuit.

The connecting line between port P1 and the transmission has no pressure. Since the line connected to
port P2 is also without pressure, the brake plates and the clutch plates are engaged. This action blocks
the transmission mechanically and lets it function as a parking brake (refer to the subject
transmission).

Shift into Low Gear

When the brake control valve in the pilot oil system is either in position I (all brakes and axle
stabilizers released) or II (all brakes released and axle stabilizers locked), selecting slow speed with
the transmission speed switch on the instrument panel will actuate the gearshift control valve. The
gearshift is indicated by the transmission speed indicator marked "I".
Gearshift Control Valve
(2) Manual valve lock. (3) Manual valve operation. (4) Solenoid. (5) Spool. (9) Port T. (10) Spring (13) Spring. (14) Plug.
(15) Spool. (16) Valve block. (17) Port A. (18) Passage. (25) Passage. (29) Passage. (30) Passage. (31) Passage. (32)
Chamber. (33) Passage. (34) Port B.

When the parking brake switch is actuated, spool (15) is moved downwards against the force of
spring (13). This opens the connection between passages (18) and (31). The line to the transmission
from port P1 is connected via port A and passages (18) and (31) to chamber (32) in spool (15) and
through passage (29) to port T.

The pressure oil goes from passage (25) through passage (33) to port B and through the connecting
line to port P2 of the transmission. The transmission shifts into low gear or low gear is selected.
(Refer to the subject downshift inhibitor.)

Shift into High Gear

When the brake control valve in the pilot oil system is either in position I (all brakes and axle
stabilizers released) or II (all brakes released and axle stabilizers locked), selecting fast speed with the
transmission speed switch on the instrument panel will de-energize the solenoid of the gearshift
control valve. The gearshift is indicated by the transmission speed indicator marked "II".

When the transmission speed switch is operated, spool (15) is pushed upwards by the force of spring
(13). This opens the connection between passage (18) to passage (25) and from passage (22) to
passage (29). The pressure oil goes from passage (39) through passages (25) and (18) to port A
through the connecting line to port P1 of the transmission. The line to port P2 of the transmission is
connected through port B, passages (33) and (29) to port T. The shift into high gear takes place (see
the subject downshift inhibitor).

Manual Valve Operation

In case of a power or hydraulics failure, the combined parking brake and gearshift valve can be
operated manually. This may become necessary, for example, if the vehicle has to be towed. Turning
manual valve lock (2) will move spool (5) against the force of spring (10) and release the parking
brake (see subject releasing the parking brake).

NOTICE

For towing the vehicle, the disconnect clutch between the power take-
off and transmission must be disengaged (refer to the subject
transmission).

Travel Pedal Control Valve

Travel Pedal Control Valve with Option
(1) Stop screw. (2) Housing. (3) Valve body. (4) Pressure switch (not shown). (5) Pressure switch. (6) Valve plate. (7)
Travel/hammer selector valve.
Top Section of Travel Pedal Control Valve
(8) Left pedal. (9) Screw. (10) Right pedal.

The travel pedal control valve (3) functions like a pedal-operated pressure reducing valve. The valve
for each pedal is the same as the individual valves in the implement system pilot control valves
(joystick controls). Attached to the valve body is valve plate (6) with travel/hammer selector valve
(7).

The valve has two pedals (8) and (10) mounted on the top section of housing (2). Each pedal operates
one pilot control valve. Maximum pedal travel is limited by stop screw (1). Screws (9) allow
adjustment to ensure that the individual pilot control valves are activated when the pedals are fully
depressed. Each pedal has one operating position and does not detent.

Depressing the left pedal (8) lets the vehicle move FORWARD. For REVERSE movement, the right
pedal (10) must be depressed.

NOTE: The vehicle cannot be moved if the left armrest is raised, if the hammer function is selected
with the travel/hammer switch, or the brake control valve is in the position-Digging.
In this case the travel pilot stop control valve is activated and no pilot oil can flow to the travel pedal
control valve.

To prevent a sudden reduction in pressure in the pilot oil line between the main travel control valve
and the travel pilot stop control valve, two restrictors (12) and (13) are installed in the pedal control
valve. They connect ports 1 and 2 to port T. This arrangement ensures that the vehicle will actually
stop when the left armrest is raised during travel.

NOTE: If the hammer function was selected with the travel/hammer switch (the blue indicator
"Hammer" is illuminated), the pedal control valve is used to control the hammer function. In this case
only the left pedal is used.
Cross Section of Travel Pedal Control Valve
(3) Valve body. (4) Pressure switch. (5) Pressure switch. (6) Valve plate. (7) Travel stop pilot control valve. (11) Pilot
control valve for REVERSE. (12) Restrictor. (13) Restrictor. (14) Pilot control valve for FORWARD.

Two pressure switches (4) and (5) are installed in valve plate (6). The switches control the T power
mode when the forward travel pedal is operated, and the automatic engine speed control. These
functions are inoperative when the hammer function is selected.

NOTE: If no optional implement is fitted, the valve plate is replaced by a pressure switch block.

Top Speed Lock

With the top speed lock function it is possible to travel at fast speed even when the travel pedal has
been released. This function is for forward movement only.

The device includes the top speed lock pilot control valve (see subject control valve block in the pilot
oil system) and the shuttle valve. The shuttle valve gives priority to only one direction. A ball is used
as closing element.

The top speed lock pilot control valve is an element in the valve block and the shuttle valve is
mounted directly on the valve block.

The top speed lock function can be activated only when the motor speed is above 1400 rpm and the
travel pedal is depressed. Actuating the top speed lock switch on the instrument panel will select the
function, provided that the travel pedal is still pushed down. The green indicator in the switch is
illuminated when the top speed lock is activated.

Normally, the travel main control valve is controlled with the travel pedal oil flowing through port
X6. Actuating the top speed lock switch and releasing the travel pedal lets the shuttle valve switch
over, and the top speed lock control valve then assumes the function of a depressed travel pedal (see
schematic).

The electric activation of the top lock speed control valve is over a relay.

The top speed lock function can be turned off by one of the following steps:

1. Depressing the travel pedal.

2. Raising the left armrest.

3. Depressing the brake pedal or

4. Reducing travel motor speed to below 1400 rpm.

Swivel (206B FT & 212B FT)

Swivel
(1) Rotating switch. (2) Plate. (3) Rotor. (4) Oil passage (oil compensating line to travel motor). (5) Housing. (6) Oil
passage (service brake, front circuit). (7) Oil passage (service brake, rear circuit). (8) O-ring seal. (9) Oil passage (low
gear). (10) Oil passage (axle stabilizer control valve). (11) Seal. (12) Oil passage (high gear). (13) Cover. (14) Housing.
(15) Oil passage (outrigger or dozer lower). (16) Oil passage (reverse travel). (17) Oil passage (outrigger or dozer raise).
(18) Oil passage (forward travel). (19) Oil passage (turn right). (20) Oil passage (turn left). (21) Seal ring. (22) Leakage oil
passage. (23) Rotor. (24) Distributor. (25) Connector.

The swivel transmits hydraulic oil from the rotating upper structure to the stationary undercarriage.
The swivel consists of housing (14) and housing (5). Rotor (23) is fixed to the undercarriage at the
turning center of the upper structure. Housing (5) rotates around rotor (3). Seven oil circuits are
conducted from the upper structure to the undercarriage through passages in the housing, rotor and
connector (25). The ports (numbers stamped on housing) at swivel housing (14) are connected as
follows:

Port 0 = leakage oil (22)

Port 1 = forward travel (18)

Port 2 = outrigger or dozer RAISE (17)

Port 3 = reverse travel (16)

Port 4 = outriggers or dozer LOWER (15)

Port 5 = turn RIGHT (19)

Port 6 = turn LEFT (20)

Housing (14) swivels on rotor (23). Cover (13) retains it in the direction of the axis. Passages connect
the ports of the housing (top end) to the passages which are sealed off against each other with seal
rings (21). An axial passage connects each passage to a radial port in the rotor (23). Cover (13) has a
provision for fitting housing (5) for hydraulic oil.

Six independent oil flows are conducted from the upper structure through housing (5) to the
undercarriage. The ports (numbers stamped on housing) are connected as follows:

Port 1 = oil compensation for travel motor (charge pressure) (4)

Port 2 = service brake, front circuit (6)

Port 3 = service brake, rear circuit (7)

Port 4 = low gear (9)

Port 5 = axle stabilizer control valve locked and unlocked (10)

Port 6 = high gear (12)

Housing (5) for hydraulic oil is installed in the center of housing (14) for hydraulic oil. The housing
contains rotor (3) held in the direction of the axis by plate (2). The oil passages are sealed by means of
O-ring seals (8). Each oil passage is connected to a port with thread on the top end of distributor (24).
Axial passages make a connection to ports with thread in connector (25). The axial passages between
rotor (3), distributor (24) and connector (25) are sealed by O-ring seals (8).

Optional electric rotating switch (1) can be installed on housing (5) for hydraulic oil. Rotating switch
(1) is fitted on models with electrical individual control for 4-point or 2-point stabilizers at either the
rear or front, and for switching to very slow speed.
Stabilizer/Dozer System
Stabilizer/Dozer System Schematic

Two-Point Stabilizer With Electric Single Control Schematic

(1) Stabilizer cylinder. The stabilizer cylinders are used to lower the pads which support the undercarriage.

(2) Dozer cylinder. The dozer cylinders are used to operate the dozer blade.

(3) Electric single control. The electric single control controls oil flow to stabilizer cylinders.

(4) Swivel. The swivel makes a hydraulic and an electric connection between upper structure and undercarriage.

(5) Shutoff valve. The shutoff valve interrupts oil flow to the dozer cylinders.

(6) Stabilizer solenoid valve. The solenoid valve allows individual electric control of stabilizer cylinders.

(7) Throttle. The throttle is used to inhibit oil leakage so that the stabilizers do not lower spontaneously.

General
Undercarriage Pin-on Frame and Configurations
The design of undercarriage pin-on frame (8) allows the mounting of stabilizers and/or dozers on
undercarriage frame (8).

Dozer blade (9) is equipped with dozer cylinders (2), lever (11) and dozer linkage assembly (10). The
parts need only be fitted on the undercarriage frame with pins.

The stabilizers are mounted as a complete unit on the undercarriage frame. Stabilizer cylinders (1) and
pads are fitted on stabilizer frame (12), which is pinned on to the undercarriage frame.

After the mechanical connections are made, the hoses are fitted to the couplings on the undercarriage
frame. The individual stabilizer cylinders are each controlled by a stabilizer solenoid valve (6).

Undercarriage Pin-on Frame with Stabilizer and Dozer Configuration

(1) Stabilizer cylinder. (2) Dozer cylinder. (5) Shutoff valve. (6) Stabilizer solenoid valve for electric single control. (8)
Undercarriage frame. (9) Dozer blade. (10) Dozer linkage assembly. (11) Lever. (12) Stabilizer frame.

Stabilizer And Dozer Components Location (Typical)

(1) Stabilizer cylinder. (2) Dozer cylinder. (3) Toggle switch for electric single control of stabilizers. (4) Swivel. (5)
Shutoff valve. (6) Stabilizer solenoid valve.

The machine may be equipped with one of the following configurations:

1. Dozer at the rear.

2. Two-point stabilizers with electric single control at the rear.
3. Two-point stabilizers with electric single control at the front and a dozer at the rear.
4. Four-point stabilizers with electric single control.
5. Dozer at the front and two-point stabilizers at the rear with electric single control.
6. Dozer at the front and rear.

Stabilizer/Dozer Main Control Valve

Stabilizer/Dozer Main Control Valve
(2) Blanking plug. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7) Ball changeover valve. (8) Passage to
port LS. (9) Port T. (10) Pressure balance spool. (11) Port P. (12) Control spool.

The stabilizer/dozer main control valve is mounted on the valve manifold of the main control valve
bank.

The stabilizer/dozer main control valve, includes housing (3), control spool (12), two pressure balance
spools (10) and ball changeover valves (7).

The function of the valve is to modulate the flow of oil to the stabilizer or dozer cylinders and send a
signal to the main pump regulator.

Moving the straight lever of the remote pilot control valve at the left armrest forward or back will
force control spool (12) of the stabilizer/dozer main control valve to move.

The metering throttle formed in the stabilizer main control valve establishes flow needs. The load
sensing signal lets the pump upstroke. See section Load Sensing Regulator in the 206B FT & 212B
FT Hydraulic System module, Form No. SENR4324.

Pump output goes to the valve manifold and through the open stabilizer valve to the stabilizer and/or
dozer cylinders. Depending upon whether the stabilizer or dozer valve outlet is port A (4) or port B
(5), the stabilizer will move either in or out.

The oil from the stabilizer and/or dozer cylinders returns through work ports B (5) or A (4) to the
main control valve and then goes through port T (9) into the return line to tank.

Stabilizer Cylinders
Stabilizer Cylinder
(1) Bearing. (2) Rod. (3) Cylinder housing. (4) Rod end. (5) Piston. (6) Control piston. (7) Head end. (8) Ball. (9) Outlet
passage.

The main components of the stabilizer cylinders are piston (5), rod (2), cylinder housing (3) and
bearings (1). Control piston (6) and ball (8) act as a pilot controlled check valve.

Extend Position

When the stabilizer cylinder is extended, main system oil goes to the pilot controlled check valve of
the cylinder. Ball (8), which is now pressing against spring force, is pushed out of its seat and permits
oil flow to head end (7) of the cylinder. This causes cylinder rod (2) to extend.
The oil pressed out at rod end (4) returns from the stabilizer cylinder through the rear of piston (5) and
goes into the return line to the swivel. When the extending operation is stopped, ball (8) moves to
close control piston (6). This prevents return flow of the oil. The stabilizer cylinder will remain locked
in its position.

Retract Position

When the stabilizer cylinder is retracted, oil presses against piston rod (2) at rod end (4). Since oil
cannot flow out at head end (7), pressure builds. This pressure increase causes control piston (6) to lift
ball (8) from its seat. This will now permit the stabilizer cylinder to retract.

Dozer Blade Cylinders

Dozer Blade Cylinder

(1) Bearing. (2) Rod. (3) Passage to rod end of cylinder. (4) Control piston. (5) Cylinder housing. (6) Rod end of cylinder.
(7) Ball. (8) Passage to head end of cylinder. (9) Spring. (10) Spring guide. (11) Head end of cylinder. (12) Outlet passage.
(13) Port. (14) Port. (15) Piston.
The main components of the dozer blade cylinders are piston (15), rod (2), cylinder housing (5) and
bearings (1). The control piston (4) and ball (7) act as a pilot controlled check valve.

Lower Position

When the dozer blade is lowered, oil flow is to port (14) of the pilot controlled check valve of each
cylinder. Ball (7) is pushed out of its seat against the force of spring (9). This permits oil flow to head
end (11) of the cylinder. As the dozer blade cylinder extends, it presses the oil out at rod end (6).
Return oil flow is through port (13), through the check valve to the stabilizer/dozer main control
valve.

Raise Position

When the dozer blade is raised, oil flow is through port (13) to rod end (6) of the cylinder. Since oil
cannot flow at head end (11), pressure builds up and ball (7) is raised from its seat by control piston
(4). Now the dozer blade will be raised.

Shutoff Valve

Shutoff Valve
(1) Ball end. (2) Shutoff lever. (3) Inlet. (4) Outlet.

Shutoff valves are installed in the pressure and return lines for the dozer cylinders. These shutoff
valves lock the pair of cylinders for the dozer in position. Mechanical linkage connects the valves for
simultaneous operation.

Turning shutoff lever (2) also turns ball end (1). This stops the flow of oil between inlet (3) and outlet
(4).
Stabilizer Solenoid Valve

Stabilizer Solenoid Valve

(1) Solenoid valve. (2) Control spool. (3) Housing. (4) Mounting plate. (A) Port to head end of stabilizer cylinders. (B)
Port to rod end of stabilizer cylinders. (P) Pump supply passage. (T) Tank return passage.

On machines with two-point rear stabilizers and electric single control, solenoid valve (1) is used for
individual control of the stabilizer cylinders.

When the magnet of solenoid valve (1) is not activated, oil flows unrestricted through the stabilizer
solenoid valve. This allows operation of the rear stabilizers.

For individual control of the stabilizers, the electric control toggle switches on the instrument panel
must be depressed. The switch for the stabilizer that should not be lowered must be actuated. This
excites the magnet in the solenoid valve so that control spool (2) is moved to the right. The spool now
blocks oil flow from pump supply passage P to port A and from port B to tank return passage T. This
stops the operation of the stabilizer.

Stabilizer/Dozer Pilot Control Valve

Stabilizer/Dozer Pilot Control Valve
(1) Control lever. (2) Boot. (3) Adjustment screw. (4) Plate. (5) Push rod. (6) Spring. (7) Spring plate. (8) Return spring.
(9) Spring. (10) Control piston. (11) Passage. (12) Pilot control valve. (13) Port P. (14) Port 1 for line to stabilizer/dozer
main control valve. (15) Port 2 for line to stabilizer/dozer control main valve. (16) Port T.

The stabilizer/dozer pilot control valve functions as a directly controlled pressure reducing valve. The
valve cartridges are the same as the ones installed in the left hand and right hand pilot control valves.

The control lever of the pilot control valve is normally held in the neutral position by return springs
(8) of the valve cartridges. The neutral position of the valve cartridges can be set by means of
adjustment screws (3) in plate (4) under the boot. In the neutral position, pilot oil is held at port P
(13). The control piston, however, blocks the oil flow. Passage (11) in piston (10) makes a connection
to port T (16). This connects the line at port 2 (15) (to the stabilizer/dozer main control valve) to tank.
Moving the control lever back to retract the stabilizers moves push rod (5) against the force of return
spring (8). The push rod moves plate (7) against the force of spring (9). Springs (8) and (9) are now
compressed and control piston (10) is shifted.

Pilot oil in the line connected to port 2 (15) can now flow through passage (11) in the control piston.

The pressure increases only as much as springs (8) and (9) allow. Pressure depends on how far the
lever is moved. This pressure is kept constant for the duration of the work. The stroke of the control
spool in the main control valve section depends on the spring force acting against the pilot pressure
applied to that spool. When the control lever is released, spring (9) returns control piston (10) to its
normal position. Pilot oil is now routed through passage (11) into the return line connected to port T
(16).

Steering System

Steering System Diagram

Steering System Schematic

(1) Steering cylinder. The steering cylinder is part of the steering axle. Cylinder movement changes the steering angle of
the front wheels.

(2) Swivel. The swivel is used for the transmission of hydraulic steering pressure between the upper structure and
undercarriage.
Port 5 is for steering right, port 6 for steering left.

(3) Steering control unit (SCU). The SCU is a power steering unit. It transmits steering power to the steering cylinder.

(4) Steering pump and flow regulator. This is a gear pump mounted on the main pump. It is driven by the engine. The flow
regulator limits pump output to 19 liter/min (5 U.S. gpm).

(5) Return valve group. This return valve is installed in the return line to the hydraulic oil tank.
(6) Hydraulic oil tank. The oil tank is provided with a filter.

Introduction

Hydraulic Steering System Components Location (Typical)

(1) Steering cylinder. (2) Swivel. (3) Steering control unit (SCU). (4) Steering pump and flow regulator. (5) Return valve
group. (6) Hydraulic oil tank.

Steering pump and flow regulator (4) are mounted on the main pump. Both pumps are driven by the
engine. The steering pump is connected to the hydraulic oil tank. Supply oil flows from the pump
through the flow regulator to the steering control unit (SCU). The flow regulator regulates the oil flow
for a fast steering speed even at low engine rpm.
SCU (3) is supplied with oil by the steering pump. Turning the steering wheel actuates the SCU which
delivers oil through swivel (2) to steering cylinder (1). Return oil goes from port T at the SCU
through return valve (5) to tank (6).

The steering cylinder is integrated in the axle housing. Oil from the steering control unit flows
through two ports at the steering cylinder. The stroke of the piston in the steering cylinder causes
steering movement at the wheels.

Steering Pump

Steering Pump and Flow Regulator

(1) Shaft. (2) Steering pump. (3) Flow regulator.

Steering pump (2) is an external gear pump. It is mounted on the main pump by bolts (4) and driven
by the engine via pump shaft (1). Both pumps turn at engine speed.
The steering pump is flow regulated. This means that a constant steering speed is ensured independent
of the engine speed. Pump capacity is 16 cm3/rev (.980 in3/rev). Output can be approximately 32
liter/min (8.5 U.S. gpm) at 2000 rpm. The flow regulator limits pump output to 19 liter/min (5 U.S.
gpm.) and connects the pump to the brake lines.

Steering Pump
(3) Flow regulator, rear end plate. (4) Drive shaft. (5) Front end plate. (6) Housing. (7) Drive gear. (8) Tooth chamber. (9)
Outlet port P. (10) Intake port S. (11) Driven gear. (12) Tooth chamber. (13) Tooth space. (14) Pressure chamber.

The steering pump consists of gears (7) and (11) in housing (6). Bearing bushings and back-up rings
reduce axial play to a minimum. The housing is bolted with intermediate plates at front end plate (5)
and rear end plate (3) to the main pump. The drive shaft in the front end plate is sealed with a sealing
ring.

The steering pump is driven by pump shaft (4). The shaft is attached to drive gear (7). This gear
drives gear (11) in the opposite direction. The two gears form a sealing area inside the walls of
housing (6) at intake port S (10). The hydraulic oil is trapped in tooth chamber (12) and propelled
along the inside of the housing from port S to outlet port P (9). The seal between the intake and outlet
areas are the meshing gears.

A vacuum in tooth chamber (12) pulls in hydraulic oil. The vacuum is made by the increase in volume
which results when the gear go out of mesh. In pressure chamber (14) the teeth come into mesh again
and force the oil out through outlet port P. When the gear teeth come into mesh, oil is trapped
between the teeth, which are actually in contact with each other. The trapped oil is squeezed out
during the further rotation.

To prevent pressure peaks and noise, the bearing bushings are provided with relief slots. The sealing
section between the gears and the bearing bushings is determined by the operating pressure applied at
the rear of the bearing bushing. This reduces axial play and inner leakage.

Flow Regulator
Flow Regulator
(3) Flow regulator. (9) Outlet port P. (10) Inlet port S. (15) Port P4. (16) Control edge. (17) Passage. (18) Flow restrictor.
(19) Head area. (20) Chamber. (21) Control spool. (22) Spring.

Flow regulator (3) is installed in the rear end plate. The flow regulating components are control spool
(21), spring (22) and flow restrictor (18) in control spool (21).

Pressure oil from port P (9) of the gear pump enters the flow regulator and goes through restrictor (18)
to chamber (20) in control spool (21) and through passage (17) to port P4 (15). The restrictor in the
control spool provides a regulated flow rate. When oil flow increases, pressure backs at head area (19)
of the control spool. This pressure shifts the spool against the force of spring (22). The control spool
opens and excess pressure can escape to inlet port S of the gear pump.

When back pressure decreases, the control spool will close the connection to inlet port S again. In the
regulating process, the spool will find a stable position and form a control edge (16) which establishes
the oil flow.

Steering Control Unit (SCU)

The SCU is a component of the power assisted steering for hydraulic transmission of steering power
to the wheels. This type of steering eliminates the need for a mechanical coupling between the
steering wheel and tie rods. Oil flow from the steering pump to the SCU is through port P (12). Return
oil goes through port T (15) to the tank.

Oil leaves the SCU through ports (L) and (R) through lines to the swivel. From the swivel, oil goes to
steering cylinder (25).

The SCU consists of the following components:

1. Metering pump which consists of stator (20) and rotor (22) with clockwise and
counterclockwise rotation.
2. Valve slide (10). The slide can be moved axially.
3. Two secondary pressure relief valves (14). These valves relieve pressure of oil in lines (L)
and (R) to the steering cylinder. The valves are set at 22 000 kPa (3200 psi).
4. Bypass valve (9). When the machine is steered without hydraulic support (engine off), oil
flows through this valve from the return line to the metering pump.
5. Check valve (11) in the inlet passage. This valve is set to 1200 kPa (175 psi). It prevents air
intake when the pressure line breaks.
6. Two makeup valves (13). They prevent cavitation in the steering system.
7. Primary pressure relief valve (17). This valve limits oil pressure coming from the steering
pump to 15 000 kPa (2200 psi).
8. Lock valve (7) with a pressure relief valve. This valve prevents automatic return of the
wheels when valve slide (10) is deflected and reduces pressure spikes inside the piston.

Neutral Position of Valve Slide

SCU With Valve Slide In Neutral Position
(1) Hydraulic oil tank. (2) Steering pump. (3) Steering spindle. (4) Stop bushing. (5) Passages for pressure oil from the
metering pump. (6) Coupling. (7) Lock valve with pressure relief valve. (8) Spring carrier with centering springs. (9)
Bypass valve. (10) Valve slide. (11) Check valve. (12) Port P for pressure oil. (13) Makeup valves. (14) Secondary
pressure relief valves. (15) Port T for return oil. (16) Passages for pressure oil from the metering pump. (17) Primary
pressure relief valve. (18) Return oil passage. (19) Return oil passage. (20) Stator. (21) Swivel. (22) Rotor. (23) Shim. (24)
Universal joint shaft. (25) Steering cylinder. (L) Left turn line. (R) Right turn line.

When the steering wheel is released, valve slide (10) returns to its neutral position. This allows the oil
flow from steering pump (2) to go through check valve (11), return oil passages (18) and (19) and
then to hydraulic oil tank (1). The oil in the other passages of the metering pump does not move.
Control passages (L) and (R) for the steering cylinder are not connected to passages (5) and (16).
Pressure relief valves (14) prevent high pressure peaks in the steering system, which can occur when
traveling.

Metering Pump
Metering Pump
(20) Stator. (22) Rotor. (24) Universal joint shaft.

Rotor (22) of the metering pump is driven by universal joint shaft (24). The shaft is attached to the
steering wheel by steering spindle (3). The rotor has one tooth less than stator (20), so that a gap
results when turning. On the opposite side of the gap is a chamber. The tooth of the rotor fills the
internal tooth of the stator. In this way, the intake areas of the other teeth and chambers are enlarged
and the output areas reduced when the pump rotates. The center of the rotor carries out a planetary
movement in the opposite direction to the rotation of the steering spindle.

Intake and output areas revolve at the same rpm as the planetary movement of the rotor. This requires
distributor control at the same time, which is done by the rotation of valve slide (10).

Control Valve

The control valve is contained in the housing of the SCU. Valve slide (10) rotates and moves axially
in the housing. On the surface of the valve slide are radial and axial grooves. These correspond to
passages in the housing. Any rotation of the steering wheel will be transmitted by steering spindle (3)
through spring carrier (8) and universal joint shaft (24) to metering pump rotor (22) and stator (20).
The valve slide is connected to the pump rotor through the universal joint shaft. The rotation between
the steering spindle and the valve slide moves the valve slide. The axial movement of the valve slide
regulates the operating pressure and diverts the flow of oil. The radial movement is effected by the
distributor control of the metering pump.

SCU In Operating Position

When the steering wheel is turned, universal joint shaft (24) is moved through steering spindle (3) and
spring carrier (8). The shaft meshes with the rotor of the metering pump and drives it. The oil pressure
in the steering cylinder slows the rotation of the rotor.
As a result, the turning angle of the steering spindle becomes greater than that of the rotor and valve
slide (10). The valve slide turns relative to the spindle only when axial movement takes place at the
same time. This is ensured by a driver pin in connection with the coupling between the valve slide and
stop bushing (4).

SCU, Left Hand Turn

SCU, Left Hand Turn

(3) Steering spindle. (4) Stop bushing. (5) Passages for pressure oil from the metering pump. (8) Spring carrier with
centering springs. (10) Valve slide. (12) Port P for pressure oil. (16) Passages for pressure oil from the metering pump.
(24) Universal joint shaft. (25) Steering cylinder. (L) Left turn line. (R) Right turn line.

When the steering wheel is turned to the left, valve slide (10) inside the housing moves and allows oil
passages (16) of the valve slide to open. The oil flow goes from the steering pump through port P (12)
to the inner pressure area to oil passages (16). As a result of the rotating distributor control, there are
always three oil passages of the valve slide connected to three oil passages of the housing leading to
the intake area of the metering pump. From the pressure area, oil also flows through three distributor
passages to three opposite oil passages (5) and oil line (L) to steering cylinder (25) for a left turn.
SCU, Right Hand Turn

SCU, Right Hand Turn

(5) Passages for oil from steering pump. (12) Port P for pressure oil. (16) Passages for pressure oil from the metering
pump. (18) Return oil passage. (L) Left turn line. (R) Right turn line.

When the steering wheel is turned to the right, valve slide (10) moves and connects port P (12) to oil
passages (5). Output oil from the steering pump can go to the intake end of the metering pump.
Passages (16) are connected to oil line (R). Oil behind the metering pump in the direction of flow
goes to the steering cylinder through line (R). The machine makes a right turn. Oil line (L) is
connected to port T (15). Oil pressed out of the steering cylinder enters the metering pump through
line (L). Oil then goes through return oil passage (18) and flows through port T (15) to tank.

Manual Steering
When the machine is steered without power (engine off), the operator must generate the oil pressure
required to change direction by means of the metering pump. In this case, a greater effort is needed
than when steering with the assistance of the steering pump.

Primary Pressure Relief Valve

Primary Pressure Relief Valve

(26) Dump port. (27) Pressure pin. (28) Valve body. (29) Spring plate. (30) Piston. (31) Spring. (32) Dump port. (33)
Orifice.

The primary pressure relief valve limits the required operating pressure of the steering system in the
steering valve to the maximum pressure of 15 000 kPa (2200 psi). Higher pressures can damage the
system components. When the maximum pressure is reached, the relief valve opens the outlet to the
oil line to tank. The relief valve consists of a primary valve and a pilot control valve.

Oil entering the relief valve goes to the front end of piston (30), through orifice (33) to the spring
chamber and into valve body (28). The piston is now pressure balanced and pushed against its seat by
spring (31). Pressure pin (27) will also be pressed against its seat by spring pressure through spring
plate (29). This closes dump port (26). When pressure on the larger surface area of the pressure pin
increases, the pressure pin will move to the right and open dump port (26). The small amount of oil
dumped causes the pressure in the large spring chamber to drop. There is a lower pressure in the
spring chamber and therefore a pressure difference relative to pressure acting in the valve. The oil
now pushes the piston against the spring. This movement opens dump port (32) to the tank.

Steering Cylinder
Steering Axle
(1) Planetary carrier. (2) Steering housing. (3) Ball joint. (4) Tie rod. (5) Piston rod. (6) Steering cylinder. (7) Axle bridge.
(8) Steering axle. (9) Cylinder chamber. (10) Piston. (11) Cylinder chamber. (12) Bolt. (13) Washer. (14) Left turn port.
(15) Right turn port.

Steering cylinder (6) is part of axle bridge (7) of steering axle (8). Oil flow to the steering cylinder
comes from the SCU through the swivel to ports (14) and (15).

The steering cylinder generates linear movement to the left or to the right. This movement is
transmitted from piston rod (5) to tie rod (4), steering housing (2), planetary carrier (1) and the
wheels.

The steering cylinder is a double acting cylinder with continuous piston rod (5). Piston (10) has faces
of equal size. When the steering cylinder is centered, the piston rods extend equally far on both ends.
This results in equal working areas in cylinder chambers (9) and (11). The steering cylinder is
pressure balanced. Equal forces are available in both actuating directions and equal steering angles to
the left and right.

When steering wheel is turned, pressure oil from the SCU goes through the swivel to port (14) or (15)
of the steering cylinder. Pressure is applied to the respective piston area and the piston extends to the
left or right. At the same time, the hydraulic oil in the opposite cylinder chamber goes back to the
SCU and the hydraulic tank.

The left and right steering angles are limited by bolt (12) and washer (13), which contact the steering
housing. The steering angles are adjustable.

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:54:43 UTC+0300 2023
All Rights Reserved.
Private Network For SIS Licensees.
 Shutdown SIS

Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Tie Rods
SMCS - 4318-010

Remove And Install Tie Rods

Start By:

a. remove tires and wheels

1. Remove cotter pin (1) and castle nut (2).

2. Install tooling (A) and remove ball joint end of the tie rod (3) from the steering housing(4).

3. Hold plate (6) and use tools (B) to turn tie rod (7). Remove tie rod (7) and plate (6) from steering
cylinder rod (5).

End By:

a. Install tires and wheels

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:55:17 UTC+0300 2023
All Rights Reserved.
Private Network For SIS Licensees.
 Shutdown SIS

Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Steering Knuckle And Bearings

SMCS - 4321-011; 4321-012

Remove Steering Knuckle And Bearings

Start By:

a. remove tie rods

b. remove front final drive

1. Remove eight bolts (1) from brake manifold (2).

2. Remove brake manifold (2) and two spacer blocks (3).

3. Remove four bolts (4) and upper king pin assembly (5) and shims (6). Check condition of bearing
on upper kingpin. If necessary replace.

NOTE: Shims (6) are extremely important for proper setting of the bearing preload.

4. Install tooling (B) to steering housing (7) and remove four bolts (8) and lower king pin assembly
(9).

NOTE: Support the steering housing (7) by retaining tension on tooling (B) prior to removal of lower
king pin assembly (9).

5. Remove lower king pin assembly (9) and any shim on the lower kingpin assembly. Retain this shim
for use during assembly.

6. Remove steering housing (7) and sun gear and swivel joint shaft assembly (10). Weight of the
assembly is 73 kg (161 lb).

7. Remove sun gear and swivel joint shaft assembly (10) from steering housing (7).
8. Remove seal (11) from steering housing (7). Remove bushing (12) from housing if necessary.

9. Remove seal (15) from axle housing (14). Remove two bearing cups (13) and bearing races from
the top and bottom of the axle housing.

10. Remove two snap rings (17). Remove axle shaft (16) and sun gear shaft (19) from swivel joint
(18).

11. Disassemble the upper king pin assembly as follows:

a. Remove bearing (22), bearing cup (21) and O-ring (20) from king pin (5).
12. Disassemble the lower king pin assembly as follows:

a. Remove O-ring seal (23), bearing cup (24) from king pin (9). Remove bearings (26) from bearing
race (25).

Install Steering Knuckle And Bearings

NOTE: The steering knuckle and bearings are not assembled in the reverse order of disassembly. Do
not omit steps or assume reverse procedure. For clarity, the part numbers used in disassembly have
been retained for assembly.

1. Install O-ring seal (23) onto lower king pin (9). Assemble roller bearings (26) on bearing race (25).
Place bearings and race on bearing cup (24). Place assembled bearing onto king pin (9).

NOTE: Use heavy grease to hold loose roller bearings in place.

2. Assemble the sun gear and swivel shaft assembly by install axle shaft (16) into swivel (18) and
securing with snap ring. Install sun gear (19) into swivel (18) and secure with snap ring (17).

3. Remove plug (27) from the axle housing to gain access for alignment of axle shaft (16).

4. Install seal (15) from axle housing (14) if it was removed.

5. Install sun gear shaft (19), swivel (18) and axle shaft into the axle housing. Use the guide hole from
which plug (27) was removed to guide axle shaft into the front differential.
6. Turn the sun gear shaft (19) to insure that the splined end of the axle shaft is properly engaged into
the front differential.

7. Install two bearing cups (13) if they were removed.

8. Install bearing races (27) as illustrated on both top and bottom of axle housing.

98. Install bushing (12) into steering housing and install seal (11) into steering housing (7).

NOTE: Apply 2S3230 Bearing Lubricant to the roller bearings located on the kingpins.
8. Attach tooling (A) to steering housing (7). Place sun gear and swivel assembly (10) through the
center of the steering housing. Install assembled lower bearing and king pin (9) and install any shim
that was removed from the lower kingpin during disassembly. Secure with four bolts (8). Tighten
bolts to a torque of 190 N·m (140 lb ft).

9. Install O-ring (20, bearing cup (21) and bearing (22) onto kingpin (5). Insure that bearing is fully
seated.

10. The check shim depth on upper kingpin as follows:

a. Remove tooling (A) and install a strap around steering housing (7) to retain stability while checking
shim depth.

NOTE: Apply 2S3230 Bearing Lubricant to the roller bearings located on the kingpins.

b. Install upper kingpin (5) with no shims.

c. Using a feeler gauge and soft hammer, install the kingpin. Place the feeler gauge between the
bottom of the kingpin plate (5) and the top of the steering housing (7).

d. Use a feeler gauge no less than 0.6 mm (.023 in) and no more than 2.0 mm (.078 in) thickness.

e. Install four bolts (4) and tighten only enough to secure feeler gauge.

f. Install feeler gauge at several different points between the kingpin and the steering housing.

g. Remove hoist and strap and move steering housing in a complete turning motion and insure that it
does not bind at any point.
h. Move steering housing up and down and check steering housing for any excess play between lower
kingpin bearing and bearing race. If any excess play exists, decrease the feeler gauge size and repeat
steps c through h.

i. After the proper shim dimension has been obtained, reinstall hoist and strap. Remove upper kingpin
and install shim (6). (see parts book for correct part number of proper shim.)

j. Install kingpin (5) and four bolts (4). Tighten bolts (4) to a torque of 190 N·m (140 lb ft).

k. Recheck steering housing again for excess bearing play and steering housing movement.

11. Install two spacer blocks (3) and brake manifold (2).

12. secure brake manifold with eight bolts (1).

13. Check fluid level of front differential and lubricate both upper and lower kingpins. See Operations
And Maintenance Manual for proper levels and lubricants.

End By:

a. install tie rods

b. install front final drive

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:55:24 UTC+0300 2023
All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Transmission and Differential Carrier

SMCS - 3006-010; 3009-015; 3009-016

Remove And Install Transmission and Differential Carrier

Start By:

a. remove rear drive shaft

b. remove travel motor

c. remove rear axles

NOTE: There are several different ways of removing and installing the transmission and differential
carrier, only one method is pictured. An alternate method is to remove the entire rear axle with
transmission still attached. This can be accomplished by removing the drive shaft, hydraulic hoses,
eight axle bolts and lowering the entire axle housing by use of hoist straps and transmission jack with
transmission attached. The components can then be removed.

1. Drain oil from transmission/differential case.

2. Remove twelve bolts (1), six from top and six from bottom of transmission/differential case.

3. Remove two hydraulic lines (2) and (3) from top of transmission/differential case.

4. Place transmission jack under transmission/differential unit and secure with chain as shown.
Remove remaining bolts (1) and lower transmission/differential unit. Remove hydraulic line (4).
Weight of the transmission and differential unit is approximately 340 kg (750 lb).

NOTE: The following steps are to install the transmission/differential.

5. Place transmission jack under transmission/differential unit and secure with chain as shown. Install
tooling (A) and coat surface (X) with 6V6640 Gasket Maker. Install hydraulic line (4) and install
transmission/differential case into axle housing.

6. Install enough bolts (1) to hold transmission/differential unit in axle housing and remove
transmission jack. Remove tooling (A) and install remaining bolts (1). Tighten bolts to a torque of 220
N·m (163 lb ft).

7. Connect two hydraulic lines (2) and (3).

8. Fill transmission/differential case with oil.

End By:

a. install rear axles

b. install travel motor

c. install drive shaft

Disassemble Transmission

Start By:

a. remove transmission and differential carrier

NOTE: Place alignment marks on all housing and casing parts prior to disassembly. Insure that these
alignment marks are matched during assembly.

1. Remove plugs (1) and drain axle lubricant from each side of the axle housing.

2. Remove two socket head screws (2) and remove planetary carrier (3) from hub.
3. Remove snap ring (4) and pull inner plate carrier along with sun gear (5) from the stub shaft (axle
shaft) and out of the brake clutch pack.

4. Remove stub shaft (axle shaft) out of the axle housing.

5. Remove snap ring (7) and remove brake clutch pack (8).

NOTE: Removal of snap ring (7) and brake clutch pack (8) is necessary to allow the later installation
of the inner plate carrier.

NOTE: It is necessary to perform steps 1 through 5 on both sides of the axle housing prior to removal
of the transmission.

6. Secure two straps to the transmission as shown. Remove fourteen bolts (11) and remove
transmission (12) from the axle housing. Weight of the transmission is approximately 340 kg (750
lb).
7. Attach transmission to suitable tooling (A).

8. Remove plug (13) and drain oil from the transmission.

9. Remove locking screw (14).

10. Remove snap ring (15).

11. Remove twelve Allen head bolts (17) and install two guide bolts (16).

12. Install tooling (A) and remove drive casing from gearbox.
13. Remove large O-ring from black flange of drive casing.

14. Remove two bevel springs (18). Note and mark the positioning of these springs for reassembly.

15. Close the supply line at shutoff (19). Remove O-ring (20). Using compressed air at port where O-
ring (20) was located, press piston (21) out of gearbox.

16. Remove plug (22) and breather (23).

17. Remove large O-ring and backup ring (26) from the ring groove of the housing.

18. Remove snap ring (25) from the housing.

19. Remove disk (24).

20. Remove second large O-ring (27).

21. Remove plate pack (28) and backing plate.

22. Remove snap ring (29).

23. Remove clutch unit (30).

24. Place clutch unit in a press as illustrated. Install tooling (C) to the top of the clutch unit. Apply
pressure to compress the spring and remove snap ring (31).

25. Remove disc and sun gear (32).

26. Separate internal gear (33) from drive shaft.

27. Remove snap ring (38) and remove guide and bearing (39).
28. Remove snap ring (40) and bearing (41).

29. Remove disc pack (42).

30. Remove gear (43).

31. Remove plate carrier assembly (44).

32. Carefully separate plate carrier gear (45) from piston (47). It may be necessary to pry the
assembly loose.

33. Carefully examine plate carrier gear (45) for any wear. Check lubrication holes (46) to insure that
they are not blocked.

34. Remove O-ring (48) from plate carrier gear (45).

35. Remove three springs (49). Mark each spring as to top and bottom for proper installation during
reassembly.
36. Remove two O-rings (50). Remove back-up plate (51).

37. Remove snap ring (52).

38. Remove snap ring (53). This will allow the bushing to separate from the shaft.

39. Remove bushing (55) from shaft (54).

40. Remove snap ring (56) and remove shaft seal (57). Remove two O-rings (58).

41. Remove snap ring (60). Place shaft assembly in a press and press off bearing (59) if required.

42. Remove throttle valve (61) from the inside of shaft (54).
43. Remove snap ring (62).

44. Turn housing 90° and install tooling (D) and remove planetary carrier assembly (63) from the
housing.

45. Remove three snap rings (64).

46. Install tooling (E) and remove planetary gears from the planetary shafts. Also remove washer and
needle bearings with each.
47. Install tooling (E) and remove inner race (66).

48. Remove snap ring (67) and remove bearing assembly (68).

49. Remove bolt (71) and remove sliding collar (69). Also remove two pads which hold the sliding
collar to shift fork (70).

50. Loosen nut (73) and pry lever (74) off of shift fork rod. Remove plug (72).
51. Drive out roll pin (75) using the hole from which plug (72) was removed. Remove shift fork (70)
from the housing.

52. Remove suction line (76).

53. Remove four bolts (77) and remove shift lock (78) from the housing.

54. Remove rotor set from pump shaft (79) if it was not removed with shift lock (78). Remove ball
(80).
55. Pry pump cover (81) out of the housing bore.

56. Remove O-ring seal (82) and seal (83) from pump cover (81)

57. Remove snap ring (84).

58. Remove pump shaft (85).

59. Remove two snap rings (86) and bearing (87) from pump shaft (85).

60. Turn housing around and remove snap ring (88).

61. Remove helical gear assembly (89) from the housing.

62. Remove snap ring (90). Remove shift dog (91) and spacer (92).
63. Remove needle bearing (93) from gear assembly if necessary.

64. Place helical gear assembly (89) in a press and separate helical gear (94) from bearing cap
assembly (95).

65. Remove snap ring (96) from bearing cap assembly (95). Place in a press and press out bearing
(97) from bearing cap (98).

66. Turn helical gear (94) over and remove snap ring (99). Remove bearing (100) from the gear. It
may be necessary to destroy the bearing to remove it.
67. If any damage or wear is noted in the area of the lubricating pump, shift lock (78) should be
removed and disassembled.

68. Remove control spool assembly (101).

69. Remove snap ring (106). Remove plug (104), remove O-ring from the plug (105), spool (103) and
spring (102).

70. Spool (103) can be disassembled if necessary. Remove set screw (107) from the end of spool
(103). It will be necessary to apply heat to set screw (107) since it was Locktite secured.

71. The spool contains a ball, a spring, a piston, a second ball and a second spring, in that order of
removal.

72. Remove pilot spool (108).

73. Disassemble pilot spool. Remove plug (112), O-ring (111), spool (110) and spring (109).

74. Remove shuttle valves (113) and (114). It may be necessary to use tooling (F) to remove the
shuttle valves.

75. Disassemble shuttle valves. Both shuttle valves are identical. Remove plug (118), two O-rings
(117), one ball (116) and spring (115). It may be necessary to use tooling (E) to remove shuttle valves
from shift lock housing.

76. Turn the housing over and remove the rotor assembly (119).
77. Remove diaphragm (120) if necessary. It will be necessary to use heat to remove since it was
Locktite secured during assembly.

Assemble Transmission
NOTE: The transmission is not assembled in the reverse order of disassembly. Do not omit steps or
assume reverse procedure. For clarity, the part numbers used in disassembly have been retained for
assembly.

NOTE: Correct measurements and torques are extremely important when assembling the
transmission. Incorrect measurements could cause incorrect contact patterns within the differential
which could lead to early hour failure. Make sure that all surfaces are clean and free of oil or dirt prior
to any measurement or assembly.

1. Firmly secure the transmission and differential housing to tooling (A).

2. Install bearing (97) into bearing cap (98) and secure with a snap ring (96). This will create bearing
cap assembly (95).

3. Press ball bearing (100) over the collar of the helical gear (94) until contact is obtained and secure
by means of snap ring (99).
4. Combine the two previous steps into one piece. Press gear assembly (94) into bearing cap assembly
(95). This will create helical gear assembly (89).

5. Press needle bearing (93) firmly against shoulder.

6. Install spacer (92) and shift dog (91) onto helical gear assembly (89) and secure with shim and snap
ring (90). Check shift dog for end play. Maximum end play is .1 mm (.003 in). If more end play
exists, increase size of spacer. See parts book for alternate spacers.

7. Install assembled helical gear assembly (89) into the housing bore.
8. Secure helical gear assembly (89) with snap ring (88).

9. The above photo shows the components of the shift dog assembly (70).

10. Install O-ring and snap ring to the shift dog assembly shaft.

11. Install yoke shoes on yoke (70) and place assembled yoke on sliding collar (69).
12. Install yoke (70) and sliding collar (69) into housing.

13. Install pin (70A) through the side of the housing and into yoke (70). Push pin into housing until
snap ring is against housing. Remove plug (72).

14. Align yoke (70) and shaft (70A) and drive roll pin (75) through hole in housing and into yoke
(70), securing both together. Upon completion, install plug (72) back in housing. Tighten to a torque
of 60 N·m (44 lb ft).

15. Install a new O-ring on plug (72) and install plug (72) into housing.
16. Assemble the planetary gear assembly. Install the rollers with grease. Install all three planetary
gears on the carrier.

17. Press preassembled planetary gears firmly against shoulder.

18. Install collar, shim and snap ring (64).

19. Turn the planetary assembly over and install the roller bearing and the snap ring if they were
previously removed.
20. Install planetary assembly (63) into housing. Insure that planetary assembly does not bind.

21. Secure planetary assembly with snap ring (62).

22. Assemble shift lever and fix it temporarily in the off position by means of a hex head bolt at the
arrow indicated.

23. Install an M8 bolt and flat washer to the shaft Pull the shift shaft to the proper position by
clockwise rotation of the bolt to the stop. Tighten to a torque of 46 N·m (34 lb ft). Then tighten the
holding bolt at the top of the clutch arm, securing the arm to the shaft.
24. Remove hex head bolt, and move clutch arm to the on position and again secure with the same
hex head bolt. Tighten bolt to a torque of 46 N·m (34 lb ft).

25. Install ball bearing (59) onto shaft (54) and secure with snap ring (60).

26. Install two seal rings (arrows) if they were removed

27. Place a small amount of lubricant on the outer portion of seal (57) and press seal (57) into bushing
(55). Press seal down far enough so that snap ring can be installed.
28. Install snap ring (56) into bushing (55). Install two O-rings (58).

29. Lubricate both seal rings on shaft (54). Place shaft (54) and bushing (55) into press. Press together
snap ring groove in the top of the shaft is visible.
30. Install snap ring (53) into shaft (54).

31. Install snap ring (51) and replace back-up plate with the offset plane surface facing upward.

32. Determine the adjustment value of (B). Dimension of (B) for ten plate pairs is 10.9 ± 0.2 mm
(.428 ± .007 in) for eleven plate pairs is 8.1 ± 0.2 mm (.318 ± .007 in).

NOTE: Steps 32 through 39 is required to determine end play of components on the shaft and
thickness of the disc pack.

33. Install piston (47).

34. Install plate carrier gear (45).

35. Using a soft hammer and soft punch, tap plate carrier until full contact is obtained.

36. Install gear (43).

37. Install disc pack (42). Start with one inner plate and alternate. It is not necessary to oil each of the
discs during this measurement process.
38. Using a depth gauge as shown measure dimension (B). The distance from the top of the disc pack
(42) to the top of the plate carrier gear (45).

39. Install ball bearing (41) and sun gear (32).

40. Install washer (arrow) and snap ring. Check for end play. Maximum end play is 0.1 mm (.00393
in). Washers are available in sizes from 3.00 mm (.1181 in) to 3.90 mm (.1535 in) in thickness. After
the correct end play and correct washer have been determined, remove the snap ring and remove all of
the components down to and including piston (47).
41. Install snap ring (52) onto shaft in slot indicated by arrow. It may be necessary to use tooling (B).
Insure that the sealing lip is facing the pressure chamber.

42. Install two O-rings (50) in the shaft as indicated. Lubricate the O-rings after they have been
installed.

43. Install three springs (49) on the shaft. Note the configuration which was marked on the spring at
disassembly. The springs should be face to face and back to back for the maximum amount of lift.

44. Install piston (47).

45. Install O-ring (48) on plate carrier gear (45) and install into plate carrier. Lubricate seal for ease of
installation.

46. Install plate (43).

47. Assemble plate pack alternating, starting with one inner plate. Lubricate the plates prior to
assembly and installation.

48. Install ball bearing (41) into guide (39) and secure with snap ring (40).
49. Install the assembled guide into the internal gear bore and secure with a snap ring.

50. Align the outer plates and install internal gear (33) onto the shaft and the plate pack.

51. Install sun gear (32).

52. Install the shim which was determined by the measurement obtained in step 33 through 40.
53. Place assembly in press and install tooling (C). Compress springs located below plate pack and
install snap ring (31).

54. Install tooling (D) into the center of the shaft as shown.

55. Attach a small hand hydraulic pump to tooling (D). Fill and drain the piston area several times to
insure that air is drained from the piston area. Increase pressure to 3493 kPa (507 psi) and close off
the connection to the pump. Observe the pressure gauge. No pressure drop should occur for a period
of at least 15 minutes.
56. Reduce the pressure to 1998 kPa (290 psi). At this pressure it should not be possible to turn
through the clutch. If the clutch can be rotated at this pressure or less, remove and replace the three
springs.

57. Remove pressure connection and install throtle valve (61). Install two new O-rings on the throttle
valve at arrow locations.

58. Install the preassembled and tested clutch (30) assembly back into the transmission housing.

59. Install snap ring (29) securing clutch assembly to transmission assembly.
60. Install the backing Plate.

61. Determine the adjustment value of (A). Dimension of (A) using eleven plate pairs is 11.8 ± 0.2
mm (.463 ± .007 in). Assemble the plate pack, starting with one outer plate. To obtain an accurate
measurement, install the plate pack non-oiled.

NOTE: Steps 61 through 70 are required to determine thickness of the disc plate pack.

62. Install piston (21).

63. Using tooling (E) depress piston against plate pack. Determine dimension (A) from the flange-
mounting surface to the mating surface. Dimension should be 12.00 mm (.471 in).

64. Make any corrections by means of corresponding outer plates.

65. After it has been determined that the plate pack dimension is correct, remove tooling (E) and
remove piston and plate pack.

66. Lubricate inner and outer plates and reinstall them. Install O-ring (27) into housing.

67. Above drawing displays the installation position of disk, piston and sealing components. (1) drive
housing, (2) clutch disk housing, (3 + 4) O-ring (back-up ring and O-ring, (5) snap ring, (6) O-ring,
(7) disk, (8 + 9) O-ring (O-ring and back-up ring), (10) piston, (11) springs, (12) O-ring.
68. Install back-up ring and large O-ring, at arrow indicated, into disk (24) and lubricate prior to
installation.

69. Secure disk with snap ring (25).

70. Install back-up ring and O-ring (26) into groove in the housing. Lubricate O-ring after installation.

71. Assemble piston (21) and place it evenly against shoulder. Use tooling (E) to press into place if
necessary.
72. Install two springs (18) and align them. Note the position of the springs in relation to each other.
Check the marks placed on them during disassembly. Also note drawing C48091P1 for correct
placement.

73. Install a new O-ring (20) into the countersunk area in the housing. Install two new O-ring at the
positions indicated by the two arrows in the guide bushing. Lubricate the O-rings after installation.

74. Install a new O-ring seal on drive casing at arrow indicated. Lubricate O-ring after installation.

75. Align the guide bushing vertically as shown with the drive casing.
76. Install two guide bolts (16) and install drive casing. Insure that alignment on the guide bushing
does not move as the drive casing is installed. After installation remove guide bolts (16).

77. Install ten Allen head bolts (17) securing the drive casing to the gear housing. Tighten bolts to a
torque of 79 N·m (58 lb ft).

78. Pull the drive shaft and the guide bushing out of the drive casing using tooling (F). Pull out until
the snap ring groove can be seen and the snap ring engaged. Install the snap ring.

79. Secure the guide bushing radially to the drive casing with locking screw (14).
80. Remove plug (121), spring (122) and piston (123) from the drive casing.

81. Remove and replace two rings on the piston. One ring is located directly under the other. Install
the O-ring on the piston. Heat the Turcon ring in an oil bath for approximately ten minutes. Install
the Turcon ring on the piston using tooling (G). Note the placement of the ring on the piston. See
insert in photo C48128P1.

82. Install a new O-ring on plug (121). Install the assembled piston (123), the spring (122) and the
plug (121) into the drive casing.

83. Install new breather (124) and screw plug (125).

84. Install two new screw plugs (126). Install one new shear-off plug (127) and install tooling (D).

85. Attach hand pump to tooling (D) and vent at breather (arrow). Increase pressure to 3493 kPa (507
psi) and close off the connection to the pump. Observe the pressure gauge. No pressure drop should
occur for a period of at least 15 minutes.

86. Reduce the pressure to 1998 kPa (290 psi). At this pressure it should not be possible to turn
through the brake. If the brake can be rotated at this pressure or less, remove and replace the two
springs.

87. Remove tooling (D) and reinstall throttle valve. Install two new O-rings on the throttle valve.
NOTE: The following steps are for the assembly and mounting of the shift lock.

88. The rotor set and valve body cannot be exchanged individually. If damage is noted in the area of
the lubricating oil pump, the complete shift lock must be replaced.

89. Install shear off plugs and king plugs (arrows) if they were removed during disassembly.

90. Install shuttle valve exactly as shown above.

91. Install valves (115) through (118) exactly as shown above and install new O-rings at the arrows
shown.
92. Install the lube pressure valve and screw plug exactly as shown above. The components are; shift
lock housing (1), spring (2), shims 1.2 mm (.471 in), spool (4), plug (5) and plug (6).

93. Lubricating pressure is determined by the shim. A shim 1.2 mm (.471 in), will normally create the
correct pressure. If a deviation from the correct pressure is noted during test, a correction can be made
by means of a corresponding shim. Correct pressure is 279 ± 30 kPa (40.6 ± 4.3 psi). Install new O-
rings on each of the plugs.

94. Install seals on spool (103) using tooling (H). Seals are composed of an O-ring and a plastic back
up ring. Install into the upper and lower piston ring groove at arrows.
94. If the internal portion of the spool were disassembled, it must be assembled exactly as shown.
Install spring (2) and ball (3). Install O-ring (4) onto bushing (5) and install bushing (5), spring (6)
ball (7) and threaded plug (8) into spool (1). Use Threadlocker 9S3263 when installing plug (8).

95. Install spring (102), assembled spool (103), plug (104) with new O-ring (105) and snap ring (106)
into shift lock housing.

96. Install plugs in three ports at arrows. Install tooling (D) and attach hand pump. Ventilate the piston
area and check control spool for tightness. Increase pressure to 3493 kPa (507 psi) and close off the
connection to the pump. Observe the pressure gauge. No pressure drop should occur for a period of at
least 15 minutes.

97. Upon completion of testing, install fittings into shift lock as shown.
98. Turn shift lock housing over and install diaphragm using Threadlocker 9S3263 when installing.
Install O-ring at arrow.

99. Lubricate rotor assembly (119) and install into shift lock housing

100. Fill the inner and outer rotor (arrow) with lubricant. This will provide lubrication at first start.

101. Install shaft seal (83) into the pump cover bore. Lubricate O-ring (82) and insert it into the ring
groove.
102. Assemble shaft (85), washer and snap ring (86) and bearing (87) exactly as shown.

103. Install shaft (85) into transmission. Insure that the splines mesh.

104. Secure shaft (85) by installing snap ring (84).

105. Install two M8 alignment bolts and install pump cover (81).
106. Insert drive ball (80) into coupling and pump shaft (79).

107. Install shift lock onto the transmission as shown. Insure that the overlapping of the drive ball
(80) with the groove on the inner rotor.

108. Secure shift lock to the transmission by means of Allen bolts. Tighten to a torque of 23 N·m (17
lb ft).

109. Install all remaining plugs (arrows). Tighten all plugs to the following torques M10 plugs 25
N·m (18 lb ft), M14 plugs 35 N·m (25 lb ft), M18 plugs 50 N·m (37 lb ft).
110. Install suction pipe.

111. Install connecting plug (arrow 1) and tighten to a torque of 25 N·m (18 lb ft). Install screw plug
(arrow 2) and tighten to a torque of 35 N·m (26 lb ft). Install new O-rings. There may be a slight
difference in location based on the difference in design of the transmission.

112. Install delivery lines.

113. Install three plugs (arrows) in the housing. Tighten the plugs to a torque of 80 N·m (59 lb ft).
Before the transmission is put into service, fill with oil according to instructions in the Operation and
the Maintenance Manual.
114. Coat the mounting flange of the differential housing with 6V6640 Gasket maker. Install two
alignment bolts in the flange surface. Attach tooling (1) to the transmission and differential and hoist
into position on the differential housing, using the alignment bolts. Weight of the transmission and
differential is 340 kg (750 lb).

115. Secure transmission and differential to differential housing with twelve Allen head bolts.
Remove alignment bolts after securing, and replace with two additional Allen head bolts. Tighten
bolts to a torque of 230 N·m (170 lb ft)

116. Install stub shaft (6) into differential and engage splines on shaft with differential gears.

117. Install thrust washer (4).

118. Assemble and install inner plate carrier and sun gear (5).

119. Install plate pack. Alternate plates and discs.

120. Secure plate pack by means of backing plate (8) and snap ring (7).

121. Install an new O-ring seal on the hub to seal the planetary carrier. Install the planetary carrier (3)
and secure with two socket head screws (2). Tighten to a torque of 56 N·m (41 lb ft).

122. Fill axle with proper lubricant. See Operation and Maintenance Manual.
End By:

a. install transmission and differential carrier

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:55:30 UTC+0300 2023
All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Differential (Rear)
SMCS - 3258-RE-015; 3258-re-016

Disassemble Differential (Rear)

Start By:

a. remove differential.

1. Insure that all fluids are drained from the gear box prior to any disassembly.
2. Straighten lock tabs and remove two bolts (1). Remove washer (2) and the O-ring under washer (2).
Remove output flange (3).

3. Remove shaft seal (4).

4. Attach tooling (A) as shown to differential (6). Loosen fifteen bolts (5) and install three M 12
forcing screws. Slowly separate differential (6) from the gear box. Increase the pressure on the forcing
screws evenly. The differential housing and the gear box housing are separating at the same time, the
upper pinion bearing is separating from the pinion. Remove bolts (5) and lift differential away from
gear box. Weight of the differential is approximately 125 kg (275 lb).
NOTE: Remove upper pinion bearing from the housing as soon as it separates from the pinion.
Remove the shim located under the bearing at the same time. Retain this shim. It will be important
during reassembly

NOTE: To assist in removal and installation use two guide bolts in the gear box housing.

NOTE: Upon removal of the differential, attach to a suitable stand or engine roll over.

5. Remove output drive gear (7) from drive pinion.

6. Place alignment marks on baffle plate (8) and remove baffle plate (8) from the gear box housing.
7. Remove bearing race (9) from the gear box housing.

8. Turn the differential housing over so that the ring gear and differential assembly are facing up.
Remove two pins (10) from each side of the differential housing.

9. Place an alignment mark on adjustment nuts (11) and the bearing cap to give the approximate
location of bearing preload. After making alignment marks, relieve differential preload by loosening
adjustment nut (11) on each side.

10. Place identification marks on both of the bearing caps (12) prior to removal. The bearing caps
must be installed back on the same place from where they were removed.
11. Remove four bolts (13) and remove bearing caps (12).

12. Mark the ring gear and the differential housing to identify which direction the differential carrier
is to be placed during assembly. Remove differential assembly (15) from the housing. Remove two
bearing races (14).

13. Install tooling (B) and remove both differential carrier bearings (16).

14. Remove twelve bolts and four plates (17) from the differential carrier.
15. Carefully remove the top differential carrier half (18).

16. Remove thrust washer (19) from differential carrier half (20).

17. Identify and remove side gear (21). Remove spider gear assembly (22) out of lower differential
assembly (23).
18. Remove thrust washer (24) from lower differential carrier half (23).

19. place alignment marks on the ring rear (26) and the lower differential carrier half (23). Mark the
four spring pin holes (25) located in the ring gear to insure proper installation and alignment during
assembly.

20. Place lower differential carrier in a press and separate the ring gear (26) from the lower
differential carrier.

21. Place alignment marks on the lower differential carrier (23) and remove four sets of pins (27) if
necessary.
22. Disassemble spider gear assembly (22). Identify and remove four thrust washers (28) and identify
and remove four spider gears (29) from differential cross (30).

23. Remove pinion gear (31) from the differential housing.

24. Remove O-ring (32) and bushing (33) from the pinion gear (31).

25. Install tooling (C) on the pinion gear and remove pinion bearing (34).
26. Install tooling (D) and remove pinion bearing race (35).

27. Remove shim (36) located under bearing race (35).

Assemble Differential (Rear)

NOTE: The differential is not assembled in the reverse order of disassembly. Do not omit steps or
assume reverse procedure. For clarity, the part numbers used in disassembly have been retained for
assembly.

NOTE: If the ring gear or the pinion gear are damaged, both parts must be replaced as a set. When
installing a new ring and pinion gear, pay attention that both have the same mating numbers. It is also
not advisable to mix new and used bearings within the differential. Mixing new and used bearings
will result in misalignment within the differential and inability to accurately measure rolling torque
during assembly.

NOTE: Correct measurements and torques are extremely important when assembling the differential.
Incorrect measurements could cause incorrect contact patterns within the differential which could lead
to early hour failure. Make sure that all surfaces are clean and free of oil or dirt prior to any
measurement or assembly.

1. Firmly secure the differential to tooling (A). Determine the correct inner pinion bearing shim as
follows:
a. Install tooling (B) and measure the distance from the shaft to the bottom of the pinion shim bore in
the differential housing. Use a depth micrometer. Insure that all old shims have been removed from
the differential housing. Write down this measurement and refer to it as Dimension (A).

NOTE: It is important to remember that the measurement desired is from the centerline of the
differential (the centerline of the shaft, tooling (A) to the bottom of the shim bore. It will therefore be
necessary to measure the thickness of the shaft with a micrometer and divide by two.

b. Measure the exact thickness of the shaft and divide by two. Write down this measurement. Refer to
the thickness of the shaft as Dimension (B) and the half thickness as Dimension (C).

c. Calculate the exact measurement of the depth. A typical example. Total depth measurement,
Dimension (A) 150.70 mm. Measurement of shaft, Dimension (B) 1.70 mm. Divide by 2, Dimension
(C) .85 mm. Subtract Dimension (C) from Dimension (A). Measurement from centerline to bottom of
bore, 149.85 mm Dimension (X).

d. Measure the new pinion bearing (30) width. A typical example. New pinion bearing width 36.50
mm.

e. Write down the numbers which are stamped on the bottom of the pinion gear (27). These numbers
are factory measurements of the pinion gear. A typical example. Factory stamping 112 - 0.15.

NOTE: Stamped on the end of the pinion is the nominal dimension, [112.0 mm (4.409 in)]. Etched on
the end of the pinion is the deviation from the nominal dimension, [-0.15 mm (-.004 in)]. Also etched
on the end of the pinion is an identification number for the pinion and bevel gear set.

d. Add the deviation to the nominal dimension. This will be the actual pinion dimension, [111.85 mm
(4.405 in)]. Example: 112.0 mm + (-0.15 mm) = 111.85 mm [4.409 in + (-.004in) = 4.405 in].

f. Add new pinion bearing width to the pinion dimension. A typical example. Typical pinion
dimension 111.85 mm. New pinion bearing width + 36.50 mm = 148.35 mm. Dimension (Y).
g. Calculate shim thickness. A typical example. Dimension (X) 149.85 mm subtract dimension (Y) -
148.35 mm = 1.50 mm. Typical pinion shim (36) thickness, dimension (Z)

2. Install the proper shim (36) into the differential housing.

3. Lower the temperature of pinion bearing race (35) and install in the differential housing on top of
shim (36). Press bearing race (35) down into differential housing bore until it has firmly seated
against shim (36).

NOTE: During assembly it will be necessary to perform a certain amount of work on the differential
and then the gear box housing so that both will be in a position to bolt together. It is therefore
necessary that both assemblies be on roll over units so that the necessary work can be done to each in
sequence.

4. Lower the temperature of bearing race (9) in the gear box housing. Press the bearing race down
until it has firmly seated into the housing.

5. Install oil tube in gear box housing if it was removed for cleaning. Use 9S3263 Threadlocker on
the bolt which secures the oil tube.
6. Install baffle plate (8) in the gear box housing. Note the alignment marks placed on the baffle
during disassembly.

7. Turn differential housing over and install seal using tooling (C). Insure that the lip of the seal is
facing up. Install new O-ring around outer diameter of housing.

8. Install gear (7) into the gear box housing.

9. Apply 6V6640 Gasket Maker to the mating surface of the gear box housing. Install two guide
bolts in the gear box housing. Install the differential housing (6) onto the gear box housing. Secure
with fifteen bolts (5).

10. Heat bearing (34) to a temperature of 135°C (275°F). Install bearing (34) on the pinion shaft.

11. Allow bearing (34) to cool and then install bushing (33) and O-ring (32) onto the pinion shaft.
Apply a small amount of lubricant to the O-ring.

12. Install pinion gear (31) into the differential housing. Insure that it is properly seated on the bearing
race and that the splines on the pinion shaft mesh with gear (7), previously installed in the housing.
Rotate the pinion several revolutions. Insure that there are no rough spots in the bearing or the race
and insure that the pinion is straight.

13. Install tooling (D) to pinion (31) and the differential housing as shown. This will keep the pinion
in place when the housing is rotated.

14. Turn the housing over with tooling (D) still attached.

15. Install tooling (E) as shown prior to installing any shims or the other bearing.

16. Strike tooling (D) with a soft rubber hammer until gear (7) is completely seated on the splined
portion of the pinion.
17. Install shim (37) onto the pinion shaft. This shim was removed during step 3 of disassembly and
retained.

18. Heat bearing (38) to a temperature of 135°C (275°F). Install bearing (38) on the pinion shaft.

19. Install seal (4) into the housing using tooling (F). Lubricate the seal to allow flange (3) to be
installed without damage to the seal.

20. Install flange (3).

21. Install O-ring under washer (2) and install washer (2). Secure with two lock tabs and bolts (1).
Secure hex head screws by means of tooling (G).

22. Tighten bolts (1) to a torque of 46 N·m (34 lb ft).

23. Remove tooling (C).

24. Install suitable spring scale device to flange (3) and measure rolling torque. Rolling torque on the
pinion should be 2.5 to 3.5 N·m (1.8 to 2.6 lb ft). If the pinion rolling torque is less than the
acceptable limits, the thickness of shim (37) is too great. If the pinion rolling torque is greater than the
acceptable limits, the thickness of shim (36) is too small. If either case exists, remove shim (37) and
perform steps 17 through 24.

25. When proper rolling torque is achieved, bend the locking tabs located under bolts (1).

26. Install four roll pins (27) into the lower differential carrier half (23) in the places marked during
disassembly. Drive or press the roll pins into the carrier until they bottom out.

27. Install ring gear (26) onto the lower differential carrier half (23). Insure that ring gear and lower
differential carrier marks placed on both during disassembly are in alignment. Insure that the ring gear
holes (25) are in perfect alignment with the four roll pins (27) into which they seat. Place the
assembly in a press and apply pressure to the lower differential half until the ring gear is firmly
seated.

28. After ring gear (26) and lower differential carrier half (23) have been pressed together, take two
bolts (17) and thread down through the lower differential carrier half and into the ring gear. Perform
this operation at several different points on the carrier. This will insure perfect alignment and insure
that both halves of the differential carrier will bolt together.
29. Install thrust washer (24) into lower differential carrier half (23). Note the placement of the ear on
the thrust washer into the corresponding notch on the differential carrier half.

30. Install one of the two side gears (21) on top of thrust washer (24). Place a small amount of
lubricant on the thrust washer to allow easy movement during assembly.

31. Assemble the spider gear assembly (22). Install four spider gears (29) onto differential cross (30).
Install thrust washers (28) onto the differential cross as shown. Insure that the lobe on each of the
thrust washers is pointed upward. Lubricate each of the thrust washers and gears on the differential
cross to allow easy movement during assembly.
32. Install the spider gear assembly (21) into the lower differential carrier half (23) as shown. It is
important that the lobes on the thrust washers (28) be in the up position as shown.

33. Install the other side gear (21). Insure that all four spider gears (29) mesh with side gear (21).

34. Install thrust washer (19) into upper differential carrier half (20). Note the lobe on the thrust
washer. It must be located in the corresponding slot on the upper differential carrier half.

35. Place both halves of the differential carrier in a press and apply only enough pressure to allow
both halves to contact. Install the upper differential carrier half (20) to the lower differential carrier
half (23). Note the alignment marks placed on both halves during disassembly. Install twelve bolts
(17) and secure the differential carrier together. Tighten bolts to a torque of 145 N·m (107 lb ft).

NOTE: Inspect differential carrier (15) closely. Insure that thrust washers are in place and that side
gears and spider gears are free and not bound.
36. Heat two bearings (16) to a temperature of 135°C (275°F). Install bearing (16) on each end of the
differential carrier Insure that both bearings are firmly against the shoulder of the differential carrier.

37. Install both bearing races (14) on the differential carrier (15). Place the differential carrier into the
differential housing and allow the ring gear and pinion gear to mesh. Note the alignment marks placed
on the ring gear and the differential housing. This will indicate the proper direction of placement of
the differential carrier.

NOTE: Double check alignment marks for the correct placement of the differential carrier. Improper
installation of the differential carrier will result in a differential lock up and possible damage to the
entire differential.

38. Install the two differential carrier adjusting nuts (11). Tighten one and loosen the other until good
contact is made between the ring and pinion gear. Check the differential carrier to insure that the
bearings on both sides are completely seated in the bearing races and no side play exists. Check
backlash by slowly turning the ring and pinion gear. Insure that they do not bind and that a small
amount of backlash exists.
39. Apply a small amount of 9S3263 Threadlocker to straight pins and install them into two bearing
caps (12).

40. Check alignment marks and install two bearing caps (12) as shown and install four bolts (13).
Tighten bolts (13) to a torque of 195 N·m (144 lb ft).

41. Set the differential backlash in the following manner:

a. The correct backlash will be engraved on the ring gear just behind the teeth.

b. Install a dial indicator as illustrated. Turn the carrier all the way in one direction and zero the
gauge. Insure that the tip of the gauge is making good contact with a gear tooth.
c. Adjust the adjusting nut on the ring gear side of the carrier until the required backlash is obtained.

d. Screw in the opposite side adjusting nut until the differential bearing is free of end play.

e. Tighten the adjusting nut two more notches to obtain the required differential preload.

f. Check backlash again and correct if necessary.

g. Rotate the ring gear, carrier, and pinion several turns. Make sure that it rotates with ease and does
not bind at any point.

h. Install a large micrometer as illustrated, and check installation dimension. Dimension should be
216 ± .05 mm (8.48 ± .003 in).

i. Install a dial indicator as illustrated. Insure that the tip of the gauge is making good contact with the
side of the ring gear. Zero the dial indicator and rotate the ring gear one full revolution. Maximum
permissible run-out is .08 mm (.003 in).

42. After the backlash and differential bearing preload have been made, check tooth contact between
the ring (bevel) gear and the pinion as follows:

a. Put a small amount of Prussian Blue, red lead or paint on the ring gear (bevel gear) teeth. Turn the
pinion and inspect the marks made on the ring gear teeth.
Correct Tooth Contact (No Load)

Correct Tooth Contact (With Load)

b. With no load, correct tooth contact will be as shown. The area of contact starts near the toe of the
gear and moves approximately half way up the length of the tooth. With this setting, the tooth contact
will be as shown when a load is put on the gear.

Short Toe Contact

c. If the pinion is too far away from the ring gear, short toe contact will be the result. The teeth on the
pinion will make contact with the surfaces of the teeth that make a curve toward the outside (convex
surfaces) at the toe ends, and the surfaces of the teeth that make a curve toward the inside (concave
surfaces) and the heel ends. Short toe contact must be corrected by an increase to the thickness of
shim between the pinion bearing cage and the carrier. This will move the pinion in the direction of the
arrow. Check backlash and tooth contact again. Move the ring in the direction of the arrow if needed
to keep the correct backlash.
Short Heel Contact

d. If the pinion is too near to the center of the ring gear, short heel contact will be the result. The teeth
on the pinion will make contact with the concave surfaces of the teeth at the toe ends, and the convex
surfaces of the teeth at the heel ends. Short heel contact must be corrected by a decrease in the
thickness of shim between the pinion bearing cage and the carrier. This will move the pinion in the
direction of the arrow. Check the backlash and tooth contact again. Move the ring gear in the direction
of the arrow if needed to keep the correct backlash.

43. After all dimensions are within tolerance, install two spring pins (10), one into the bearing caps on
each side and lock the adjusting nuts by driving the spring pins down.

End By:

a. install differential

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All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Differential (Front)
SMCS - 3258-FR-010; 3258-FR-015; 3258-FR-016

Remove And Install Differential (front)

Start By:

a. remove steering knuckle and bearings

b. remove drive shaft

1. Support front axle housing with floor jack, blocks and safety chain as shown.

2. Remove two hydraulic lines (3).

3. Remove two bolts (2) and pin (1).

4. Slowly lower the front axle to the ground. Weight of the axle is 500 kg (1100 lb).

NOTE: Install in reverse order. Lubricate pin (1) prior to installation.

End By:

a. Install steering knuckle and bearings

b. Install drive shaft

Disassemble Differential (front)

Start By:

a. remove differential (front)

1. Firmly secure front axle housing on tooling (A) as shown using tooling (B). Drain as much
differential lubricant as possible. Place alignment marks on the differential housing prior to
separation.
2. Remove tie rod end (6) from steering cylinder (5). If additional assistance is required in the
removal of tie rod ends, see topic Remove and Install Tie Rods in this publication.

3. Remove steering cylinder (5) from axle housing.

NOTE: Steering cylinder housing (4) must be removed to gain access to bolts holding front axle
assembly together.

4. Remove steering cylinder housing (4).

5. Attach lifting straps to a hoist to the axle and remove 16 bolts (7).

6. Place a pan under the differential to collect any additional fluid during separation.

7. Lift axle housing and separate axle. Approximate weight of half the axle housing (8) is 136 kg (300
lb).

8. Remove ring gear assembly (9) from the axle housing.

9. Remove nut (10), washer (11) and flange (12) from the pinion gear.

NOTE: It may be necessary to hold flange (12) with a spanner wrench if only hand tools are used.
Normally, an impact wrench will remove nut (10). Do not attempt to secure the pinion by placing any
object in the teeth of the gear.

10. Drive pinion (13) into the axle housing using a soft hammer and holding the gear end of the
pinion.

11. Remove pinion seal (14).

11. Remove pinion race (15) ring gear assembly race and shim from the axle housing (16).
12. Remove bearing race and shim (16) from other side of axle housing.

13. Remove spacer (17) from pinion (13).

14. Install tooling (A), place unit in a press and remove pinion bearing.

15. Install tooling (B) and remove two bearings from both ends of the ring gear assembly.
16. Install tooling (C) and remove pinion bearing.

Assemble Differential (front)

1. Attach axle housing to tooling (A) and secure by use of tooling (B).
2. Install tooling (C) into the bore of the differential bearing of the axle.

3. Measure and record dimension (A) from the plane surface to the middle of the measuring cylinder.
Typical example 181.55 mm.

4. Measure and record dimension (B) from plane surface of the housing shaft to the contact bearing
outer race of the inside drive pinion bearing surface. Typical example 71.0 mm.

5. Measure and record dimension (C) the bearing width. Typical example 25.45 mm

6. Read and record the dimension etched on the bottom of the pinion gear. Typical example 84.1 mm
7. Typical example:

8. Insert proper shim and install pinion race (15).

9. Install shim and inner pinion race using tooling (D).

10. Install outer pinion race. Press race into the housing unit it contacts shoulder.

11. Heat the bearing to a maximum temperature of 135° C (275° F). Install new pinion bearing (18).
Insure that bearing is completely seated against the shoulder.

12. Install tooling (E) on the pinion in place of the spacer.

NOTICE

Prior to the installation of tooling (E) on the pinion assembly, measure

from the top of the three measuring pins to the back face. This
measurement must be greater than the largest available spacer. If
necessary, adjust the measuring pins.

NOTICE

Tooling (E) must be installed on the pinion assembly with the three
measuring pins facing toward the threaded end of the pinion assembly.
13. Install pinion and tooling (E) in the housing. Heat the outer bearing to a temperature of 135° C
(275° F). Install the outer bearing on the pinion.

14. Install flange (12), washer (11) and nut (10).

NOTICE

The three measuring pins, located in tooling (E), will be pushed into
the measuring ring as nut (10) is tightened. While tightening the nut,
do not exceed a rolling torque of 2 N·m (18 lb in). If rolling torque does
exceed N·m (18 lb in), the three measuring pins located in tooling (E)
will be pushed into the measuring ring to far, causing an incorrect
spacer measurement. The pinion assembly must then be disassembled
and the three measuring pins readjusted and the steps repeated.

15. Tighten nut (10) until a rolling torque of 1 to 2 N·m (9 to 18 lb in) is obtained.
16. Remove nut (10), washer (11) and flange (12). It may be necessary to use tooling (F) to remove
nut (10).

17. Remove pinion assembly and tooling (E).

18. On tooling (E), measure the distance from the top of the measuring pins to the back face. This
dimension will be the spacer thickness required.

19. Install the spacer required on the pinion assembly.

20. Install the pinion assembly in the axle carrier.

21. Heat the outer bearing to a temperature of 135° C (275° F). Install the outer bearing on the pinion.

22. Install seal (14). Use tooling (G) to install seal.

23. Install flange (12), washer (11) and nut (10). Tighten to a torque of 180 N·m (133 lb ft) until a
rolling resistance of 1 to 2 N·m (9 to 18 lb in) is obtained. It is important that the pinion be
continuously turned during this adjustment. It may be necessary to use tooling (F) to obtain the proper
torque.
24. Insert a standard shim 1.2 mm (.47 in) thick and install bearing race (16) into the axle housing.

25. Heat ring gear assembly bearings to a temperature of 135° C (275° F) and press into place on the
ring gear assembly. Insure that the bearing makes contact with the shoulder. Install ring gear assembly
(9) into the axle housing.

26. Install bearing race (16) in the center of tooling (H) as shown. Place the bearing outer race against
the ring gear assembly bearing by means of the threaded spindle in tooling (H). Secure threaded
spindle by means of the locking screw in tooling (H).
27. Install dial indicator as shown. Remove plug on rear of axle housing and make tip of dial indicator
make contact with one tooth of the ring gear assembly. Check backlash. Normal backlash is 0.10 mm
to 0.15 mm. If this backlash valve has not been obtained, correct by changing the shim in step 15.

28. Remove the tooling (H) and remove the bearing race from the tooling. Determine dimension (A)
from the flange facing to the contact area bearing outer race. A typical example would be 7.4 mm (.29
in).

29. Measure dimension (B) from the flange facing of the unassembled portion of the axle housing to
the contact area of the bearing race. Typical example would be 6.4 mm (.25 in).

30. Subtract dimension (B) from dimension (A).

31. In order to obtain a rolling torque movement of the differential bearing of 2 to 4 N·m (18 to 45 lb
in) it is necessary to use a shim 0.1 mm (.004 in). Therefore shim thickness should be 1.10 mm (.043
in).

32. Install proper shim and bearing race into axle housing.

33. Install a bead of 6V6640 Gasket Maker on each of the flange facings. Hoist axle housing (8) into
place and align with other side. Insert ring gear assembly bearing into bearing race.

34. Install sixteen bolts (7) securing both portions of the axle housing together.
35. Install steering housing (6).

36. Install steering cylinder (5) in the axle housing.

37. Install tie rod end (6).

38. After installation fill differential with proper fluid. See Operation and Maintenance Manual for
proper lubricants.

End By:

a. install differential (front)

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All Rights Reserved.
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 Shutdown SIS

Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Tie Rods
SMCS - 4318-010

Remove And Install Tie Rods

Start By:

a. remove tires and wheels

1. Remove cotter pin (1) and castle nut (2).

2. Install tooling (A) and remove ball joint end of the tie rod (3) from the steering housing(4).

3. Hold plate (6) and use tools (B) to turn tie rod (7). Remove tie rod (7) and plate (6) from steering
cylinder rod (5).

End By:

a. Install tires and wheels

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:55:48 UTC+0300 2023
All Rights Reserved.
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 Shutdown SIS

Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Steering Knuckle And Bearings

SMCS - 4321-011; 4321-012

Remove Steering Knuckle And Bearings

Start By:

a. remove tie rods

b. remove front final drive

1. Remove eight bolts (1) from brake manifold (2).

2. Remove brake manifold (2) and two spacer blocks (3).

3. Remove four bolts (4) and upper king pin assembly (5) and shims (6). Check condition of bearing
on upper kingpin. If necessary replace.

NOTE: Shims (6) are extremely important for proper setting of the bearing preload.

4. Install tooling (B) to steering housing (7) and remove four bolts (8) and lower king pin assembly
(9).

NOTE: Support the steering housing (7) by retaining tension on tooling (B) prior to removal of lower
king pin assembly (9).

5. Remove lower king pin assembly (9) and any shim on the lower kingpin assembly. Retain this shim
for use during assembly.

6. Remove steering housing (7) and sun gear and swivel joint shaft assembly (10). Weight of the
assembly is 73 kg (161 lb).

7. Remove sun gear and swivel joint shaft assembly (10) from steering housing (7).
8. Remove seal (11) from steering housing (7). Remove bushing (12) from housing if necessary.

9. Remove seal (15) from axle housing (14). Remove two bearing cups (13) and bearing races from
the top and bottom of the axle housing.

10. Remove two snap rings (17). Remove axle shaft (16) and sun gear shaft (19) from swivel joint
(18).

11. Disassemble the upper king pin assembly as follows:

a. Remove bearing (22), bearing cup (21) and O-ring (20) from king pin (5).
12. Disassemble the lower king pin assembly as follows:

a. Remove O-ring seal (23), bearing cup (24) from king pin (9). Remove bearings (26) from bearing
race (25).

Install Steering Knuckle And Bearings

NOTE: The steering knuckle and bearings are not assembled in the reverse order of disassembly. Do
not omit steps or assume reverse procedure. For clarity, the part numbers used in disassembly have
been retained for assembly.

1. Install O-ring seal (23) onto lower king pin (9). Assemble roller bearings (26) on bearing race (25).
Place bearings and race on bearing cup (24). Place assembled bearing onto king pin (9).

NOTE: Use heavy grease to hold loose roller bearings in place.

2. Assemble the sun gear and swivel shaft assembly by install axle shaft (16) into swivel (18) and
securing with snap ring. Install sun gear (19) into swivel (18) and secure with snap ring (17).

3. Remove plug (27) from the axle housing to gain access for alignment of axle shaft (16).

4. Install seal (15) from axle housing (14) if it was removed.

5. Install sun gear shaft (19), swivel (18) and axle shaft into the axle housing. Use the guide hole from
which plug (27) was removed to guide axle shaft into the front differential.
6. Turn the sun gear shaft (19) to insure that the splined end of the axle shaft is properly engaged into
the front differential.

7. Install two bearing cups (13) if they were removed.

8. Install bearing races (27) as illustrated on both top and bottom of axle housing.

98. Install bushing (12) into steering housing and install seal (11) into steering housing (7).

NOTE: Apply 2S3230 Bearing Lubricant to the roller bearings located on the kingpins.
8. Attach tooling (A) to steering housing (7). Place sun gear and swivel assembly (10) through the
center of the steering housing. Install assembled lower bearing and king pin (9) and install any shim
that was removed from the lower kingpin during disassembly. Secure with four bolts (8). Tighten
bolts to a torque of 190 N·m (140 lb ft).

9. Install O-ring (20, bearing cup (21) and bearing (22) onto kingpin (5). Insure that bearing is fully
seated.

10. The check shim depth on upper kingpin as follows:

a. Remove tooling (A) and install a strap around steering housing (7) to retain stability while checking
shim depth.

NOTE: Apply 2S3230 Bearing Lubricant to the roller bearings located on the kingpins.

b. Install upper kingpin (5) with no shims.

c. Using a feeler gauge and soft hammer, install the kingpin. Place the feeler gauge between the
bottom of the kingpin plate (5) and the top of the steering housing (7).

d. Use a feeler gauge no less than 0.6 mm (.023 in) and no more than 2.0 mm (.078 in) thickness.

e. Install four bolts (4) and tighten only enough to secure feeler gauge.

f. Install feeler gauge at several different points between the kingpin and the steering housing.

g. Remove hoist and strap and move steering housing in a complete turning motion and insure that it
does not bind at any point.
h. Move steering housing up and down and check steering housing for any excess play between lower
kingpin bearing and bearing race. If any excess play exists, decrease the feeler gauge size and repeat
steps c through h.

i. After the proper shim dimension has been obtained, reinstall hoist and strap. Remove upper kingpin
and install shim (6). (see parts book for correct part number of proper shim.)

j. Install kingpin (5) and four bolts (4). Tighten bolts (4) to a torque of 190 N·m (140 lb ft).

k. Recheck steering housing again for excess bearing play and steering housing movement.

11. Install two spacer blocks (3) and brake manifold (2).

12. secure brake manifold with eight bolts (1).

13. Check fluid level of front differential and lubricate both upper and lower kingpins. See Operations
And Maintenance Manual for proper levels and lubricants.

End By:

a. install tie rods

b. install front final drive

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Final Drive Carrier And Hub Assembly (Front Axle)

SMCS - 4054-015; 4054-016

Disassemble Final Drive Carrier And Assembly (Front Axle)

Start By:

remove tires and wheels

1. Remove plug (4) and drain oil from the final drive.
2. Remove two screws (3) and remove planetary carrier (1) from hub (2).

NOTE: Use two slots (W) to separate planet carrier housing (1) from hub (2).

3. Remove retaining ring (5) from each of four planetary gears (6).

4. Use tooling (A) and remove each of the four planetary gears (6).

5. Remove thrust washers (7) and retaining ring.

6. Remove retaining Ring (8) and remove roller bearing (9) from each of the planetary gears.
7. Remove large retaining ring (10) and small retaining ring (11).

8. Remove backing plate (13).

9. Remove four friction discs and five plates. Remove inner planetary carrier (12).

10. Remove thrust washer (14).

11. Remove lock plate (16) and remove castle nut (15).

12. Remove nut (15) using tooling (B).

13. Remove ring gear carrier (17) using pry bars.

14. Remove six bolts and nuts (20), cups (19) and springs (18) from back of ring gear (17).

15. Remove piston (21) from ring gear (17) using tooling (C).

16. Remove two backup rings (22) and two seals (23) from piston (21).

17. Remove washer (24) and seal (25) from ring rear carrier (17).
18. Remove O-ring seal (26) from hub (27) and seal (28) from spindle (29).

19. Install tooling (D) and remove hub (27) and bearing assembly (28).

20. Remove spacer (30) and bearing race (29) from hub (27).

21. Turn hub (27) over and remove seal (31) from bearing cage (33) and bearing cone (32) from hub
assembly (27).

Assemble Final Drive Carrier And Assembly (Front Axle)

1. Lower the temperature of roller bearing (35) and bearing cone (34) and install into hub (27).

NOTE: The outer surface of lip seal (33) should be lubricated with a solution of 50% water and 50%
alcohol prior to installation. Lubricate the sealing lip of the lip seal portion with a light coat of oil.

2. Use tooling (E) and install lip seal (33) with lip toward the roller bearing cone (34).
3. Turn hub (27) over and install spacer (32) and bearing race (31).

4. Install hub assembly (27) in position on the steering housing. Install roller bearing (30) and seal
(28) on the hub assembly. Install O-ring (26) on hub (27).

5. Install washer (24) and seal (25) on carrier (17).

6. Install two backup rings (22) and two seals (23) onto piston (21).

NOTE: Lubricate the backup rings and the two seals with a light coat of oil prior to installation.
7. Install piston (21) into ring rear (17).

8. Install six springs (18), six cups (19), six bolts (20) and nuts into ring gear (17).

9. Install the ring gear carrier (17) onto the hub.

10. Install nut (15).

NOTE: Install two lug nuts on a wheel stud and tighten the two nuts together. Install a torque wrench
on the outer lug nut as shown.

11. Install tooling (B) and tighten nut (15), while rotating hub (27) with a torque wrench. Observe the
rolling torque reading on the torque wrench. The rolling torque reading must be 20 to 24 N·m (177 to
212 lb in).

12. Install lock plate (16) after the proper torque has been achieved.

13. Install thrust washer (14).

14. Install backing plate (13). Install small retaining ring (11) and large retaining ring (10).

15. Install roller bearings (9) in each of the planetary gears and secure with a retaining ring (8).

16. Heat four planetary gear assemblies (6) to a temperature of 135° C (275° F) and install the
planetary gear assemblies in planetary carrier housing. Install four retainer rings (5).

17. Adjust the end play of the front universal axle shaft as follows:

NOTICE

Be sure to subtract the thickness of the straight edge when calculating

Dimension X and Dimension Y.

a. Use tooling (F) and measure the distance from the planetary carrier housing flange face to the thrust
washer counterbore face located at the bottom of the planetary carrier housing. Make record of this
dimension. This dimension is Dimension X.
b. Push in on the front universal axle shaft. Use tooling (F) and measure the distance from the end of
the axle shaft to the flange face of hub (2). Make record of this dimension. This dimension is
Dimension Y.

c. Subtract Dimension Y from Dimension X. Make record of this dimension. This dimension is
Dimension Z. Subtract the desired end play of 0.46 mm (.018 in) from Dimension Z to determine the
correct thrust washer thickness.

18. Install correct thrust washer (7) and the retaining ring.
19. Put planetary carrier (1) in position on hub (2) and install two screws (3). Tighten the screws to a
torque of 49 N·m (36 lb ft).

20. Fill the final drives with oil to the correct level. See the Operation And Maintenance Manual.

End By:

a. install tires and wheels

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Disc Brake
206B & 212B
SMCS - 4054-015; 4054-016
(1) Axial clearance ... 0.3 to 0.6 mm (0.012 to 0.024 in)

(2) Stroke of piston ... 2.5 to 2.9 mm (0.09 to 0.11 in)

(3) Torque for nut ... 11 N·m (8 lb ft)

(4) Clearance between bolt and brake disc ... 1 to 3 mm (0.04 to 0.12 in)

(5) Torque for bolt ... 5 N·m (4 lb ft)

(6) Torque for bolt ... 6 N·m (4 lb ft)

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Final Drive Group And Track Brake

205B & 211B (5W7304)
SMCS - 4054-015; 4054-016
Bench Test Specifications:

Drive torque:

Nominal ... 27 000 N·m (20 000 lb ft)

Maximum ... 38 000 N·m (28 000 lb ft)

Transmission ratio ... 1:109

Oil capacity ... 2 liter (.5 U.S. gal.)

Brake momentum ... 32 000 N·m (23 600 lb ft)

(1) Torque for bolt ... 275 N·m (200 lb ft)

NOTE: Apply 9S3263 Thread Lock on the threads of the bolt.

(2) Torque for bolt ... 275 N·m (200 lb ft)

NOTE: Apply 9S3263 Thread Lock on the threads of the bolt.

(3) Pressure to release track brake ... 3100 ± 900 kPa (450 ± 130 psi)

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Travel Motor Brake Valve

SMCS - 3410-VL-010; 3410-VL-017

Remove And Install Travel Motor Brake Valve

1. Remove two hydraulic hoses (1).

2. Remove two hydraulic hoses (2) and (3).

3. Remove six bolts (5) and travel motor brake valve group (A).

4. Remove six bolts (4) and travel motor brake valve group (B).

NOTE: The following steps are to install the travel motor brake valve.

5. Position travel motor brake valve group (B) to travel motor and install six bolts (4).

6. Position travel motor brake valve group (A) to travel motor brake valve group (B) and install six
bolts (5).

7. Connect two hydraulic hoses (2) and (3).

8. Connect two hydraulic hoses (1).

Disassemble And Assemble Travel Motor Brake Valve
Start By:

a. remove travel motor brake valve (sections (A) and (B))

1. From travel motor brake valve section (A), remove four bolts (1) from each end of the valve and
remove end caps (2) and (7).

2. Replace O-ring seals (3), (4), (5) and (6) if needed.

NOTE: The spool inside of travel motor brake valve section (A) is not serviceable. If spool is
damaged, replace entire valve section.
3. From travel motor brake valve section (B), remove two valves (1).

4. From each valve (1), remove valve cartridge (2), ball (3), O-ring seal (4), ring (5), seat (6), spring
(7), spring (8), seat (9), washer (10) and O-ring seal (11).

5. Remove plug (20), washer (19), O-ring seals (18) and (17), seat (16), ball (15), sleeve (14), seat
(13) and O-ring seal (12).

6. Remove plug (23), valve (22) and O-ring seal (21).

NOTE: The following steps are for the assembly of the travel motor brake valve.

7. In travel motor brake valve section (B), install O-ring seal (21), valve (22) and plug (23).
8. Install O-ring seal (12), seat (13), sleeve (14), ball (15), seat (16), O-ring seals (17) and (18),
washer (19) and plug (20) into valve section (B).

9. Into valve (1), install O-ring seal (11), washer (10), seat (9), spring (8), spring (7), seat (6), ring (5),
O-ring seal (4), ball (3) and valve cartridge (2).

10. Install two valve assemblies (1) into travel motor brake valve section (B).

11. In travel motor brake valve section (A), install new O-ring seals (3), (4), (5) and (6).

12. Install caps (2) and (7) with four bolts (1) each.

End By:

a. install travel motor brake valve (sections (A) and (B))

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Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Final Drive Group And Track Brake

205B & 211B (5W7304)
SMCS - 3410-VL-010; 3410-VL-017
Bench Test Specifications:

Drive torque:

Nominal ... 27 000 N·m (20 000 lb ft)

Maximum ... 38 000 N·m (28 000 lb ft)

Transmission ratio ... 1:109

Oil capacity ... 2 liter (.5 U.S. gal.)

Brake momentum ... 32 000 N·m (23 600 lb ft)

(1) Torque for bolt ... 275 N·m (200 lb ft)

NOTE: Apply 9S3263 Thread Lock on the threads of the bolt.

(2) Torque for bolt ... 275 N·m (200 lb ft)

NOTE: Apply 9S3263 Thread Lock on the threads of the bolt.

(3) Pressure to release track brake ... 3100 ± 900 kPa (450 ± 130 psi)

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:56:23 UTC+0300 2023
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATOR VEHICLE SYSTEMS
Media Number -SENR4346-01 Publication Date -01/11/2004 Date Updated -15/08/2005

SENR43460050

Duo-Cone Seals
SMCS - 7561-016

Assembly And Installation Of Conventional Duo-Cone Seals

Introduction

This instruction gives the procedure for installing Conventional Duo-Cone Seals.

It is most important that correct assembly and installation procedures are followed when Duo-Cone
Seals are used. Many of the Duo-Cone Seals failures are the direct result of one or more mistakes
made during assembly or installation of the seal components.

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.
(1) Seal
(2) Rubber Toric Ring
(3) Housing Retaining Lip
(4) Housing Ramp
(5) Seal Ring Housing

(6) Seal Ring Face

(7) Seal Ring Ramp
(8) Seal Ring Retaining Lip
(9) Installation Tool.

NOTICE

Never permit oil to get on the toric rings or ramps before both seal
rings are put together in their final assembled position (Step 10).
 Avoid prolonged skin contact with isopropyl alcohol. Avoid breathing
the vapors in enclosed areas without adequate ventilation and do not
smoke. Do no use near open flame or welding operations or other
heated surfaces exceeding 482° C (900° F).

1. Use isopropyl alcohol with a clean cloth or paper towels to remove any oil film, dust or other
foreign matter from toric rubber rings (2) and from ramps (4) and (7) and lips (3) and (8) of both seal
rings (1) and housings (5).

2. Put toric ring (2) on seal ring (1), at the bottom of seal ring ramp (7) and against retaining lip (8).
 NOTICE

Make sure that toric ring (2) is straight on seal ring (1) and is not
twisted. Be careful when you work on the rubber toric ring. Nicks, cuts
and scratches can cause leaks.

NOTICE

Do not use Stanisol or any other liquid that leaves an oil film or does
not evaporate quickly.

3. Put installation tool (9) onto seal ring (1) with toric ring (2). Lower the rings into a container with
isopropyl alcohol until all surfaces of toric ring (2) are wet.
4. With all surface of toric ring (2) wet, us installation tool (9) to position seal ring (1) and toric ring
(2) squarely against housing (5) as shown. Use sudden and even pressure to pop (push) toric ring (2),
under retaining lip (3) of housing (5).

5. Check assembled height (A) in at least four places, 90° apart. The difference in height around the
ring must not be more than 1 mm (.04").
6. If small adjustments are necessary, do not push directly on seal ring (1); use installation tool (9).

7. Toric ring (2) can twist if it is not wet all around during installation or if there are burrs or fins on
retaining lip (3) of housing (5).

NOTICE

Misalignment, twists and bulges of the toric ring will cause Duo-Cone
Seal failures. If correct installation is not obvious, remove seal from
housing and repeat steps 3 thru 6.

IMPORTANT: Toric rings (2) must never slip on the ramps of either seal rings (1) or seal ring
housings (5). To prevent slippage, wait a minimum of two minutes to let the isopropyl alcohol
evaporate before further assembly. Once correctly in place, the toric ring must roll on the ramps only.
8. Wipe seal faces (6) of seal rings (1) clean. Use a lint free cloth or paper towel. No particles of any
kind are permissible on the sealing surfaces. Even a small piece from a paper towel can hold the seal
faces apart and cause leakage.

9. Use an applicator, a disposable tissue or a clean finger, to distribute a thin film of clean oil evenly
on the seal faces. Do not to get any oil on the rubber toric rings.
10. Make sure both housings (5) are in correct alignment and are concentric. Move the parts slowly
and carefully toward each other.

NOTICE

Do not slam seals together. High impact can scratch or break the seal
components.

11. Once in place, fasten all parts tightly.

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Final Drive Carrier And Hub Assembly (Front Axle)

SMCS - 4054-015; 4054-016

Disassemble Final Drive Carrier And Assembly (Front Axle)

Start By:

remove tires and wheels

1. Remove plug (4) and drain oil from the final drive.
2. Remove two screws (3) and remove planetary carrier (1) from hub (2).

NOTE: Use two slots (W) to separate planet carrier housing (1) from hub (2).

3. Remove retaining ring (5) from each of four planetary gears (6).

4. Use tooling (A) and remove each of the four planetary gears (6).

5. Remove thrust washers (7) and retaining ring.

6. Remove retaining Ring (8) and remove roller bearing (9) from each of the planetary gears.
7. Remove large retaining ring (10) and small retaining ring (11).

8. Remove backing plate (13).

9. Remove four friction discs and five plates. Remove inner planetary carrier (12).

10. Remove thrust washer (14).

11. Remove lock plate (16) and remove castle nut (15).

12. Remove nut (15) using tooling (B).

13. Remove ring gear carrier (17) using pry bars.

14. Remove six bolts and nuts (20), cups (19) and springs (18) from back of ring gear (17).

15. Remove piston (21) from ring gear (17) using tooling (C).

16. Remove two backup rings (22) and two seals (23) from piston (21).

17. Remove washer (24) and seal (25) from ring rear carrier (17).
18. Remove O-ring seal (26) from hub (27) and seal (28) from spindle (29).

19. Install tooling (D) and remove hub (27) and bearing assembly (28).

20. Remove spacer (30) and bearing race (29) from hub (27).

21. Turn hub (27) over and remove seal (31) from bearing cage (33) and bearing cone (32) from hub
assembly (27).

Assemble Final Drive Carrier And Assembly (Front Axle)

1. Lower the temperature of roller bearing (35) and bearing cone (34) and install into hub (27).

NOTE: The outer surface of lip seal (33) should be lubricated with a solution of 50% water and 50%
alcohol prior to installation. Lubricate the sealing lip of the lip seal portion with a light coat of oil.

2. Use tooling (E) and install lip seal (33) with lip toward the roller bearing cone (34).
3. Turn hub (27) over and install spacer (32) and bearing race (31).

4. Install hub assembly (27) in position on the steering housing. Install roller bearing (30) and seal
(28) on the hub assembly. Install O-ring (26) on hub (27).

5. Install washer (24) and seal (25) on carrier (17).

6. Install two backup rings (22) and two seals (23) onto piston (21).

NOTE: Lubricate the backup rings and the two seals with a light coat of oil prior to installation.
7. Install piston (21) into ring rear (17).

8. Install six springs (18), six cups (19), six bolts (20) and nuts into ring gear (17).

9. Install the ring gear carrier (17) onto the hub.

10. Install nut (15).

NOTE: Install two lug nuts on a wheel stud and tighten the two nuts together. Install a torque wrench
on the outer lug nut as shown.

11. Install tooling (B) and tighten nut (15), while rotating hub (27) with a torque wrench. Observe the
rolling torque reading on the torque wrench. The rolling torque reading must be 20 to 24 N·m (177 to
212 lb in).

12. Install lock plate (16) after the proper torque has been achieved.

13. Install thrust washer (14).

14. Install backing plate (13). Install small retaining ring (11) and large retaining ring (10).

15. Install roller bearings (9) in each of the planetary gears and secure with a retaining ring (8).

16. Heat four planetary gear assemblies (6) to a temperature of 135° C (275° F) and install the
planetary gear assemblies in planetary carrier housing. Install four retainer rings (5).

17. Adjust the end play of the front universal axle shaft as follows:

NOTICE

Be sure to subtract the thickness of the straight edge when calculating

Dimension X and Dimension Y.

a. Use tooling (F) and measure the distance from the planetary carrier housing flange face to the thrust
washer counterbore face located at the bottom of the planetary carrier housing. Make record of this
dimension. This dimension is Dimension X.
b. Push in on the front universal axle shaft. Use tooling (F) and measure the distance from the end of
the axle shaft to the flange face of hub (2). Make record of this dimension. This dimension is
Dimension Y.

c. Subtract Dimension Y from Dimension X. Make record of this dimension. This dimension is
Dimension Z. Subtract the desired end play of 0.46 mm (.018 in) from Dimension Z to determine the
correct thrust washer thickness.

18. Install correct thrust washer (7) and the retaining ring.
19. Put planetary carrier (1) in position on hub (2) and install two screws (3). Tighten the screws to a
torque of 49 N·m (36 lb ft).

20. Fill the final drives with oil to the correct level. See the Operation And Maintenance Manual.

End By:

a. install tires and wheels

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Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Disc Brake
206B & 212B
SMCS - 4054-015; 4054-016
(1) Axial clearance ... 0.3 to 0.6 mm (0.012 to 0.024 in)

(2) Stroke of piston ... 2.5 to 2.9 mm (0.09 to 0.11 in)

(3) Torque for nut ... 11 N·m (8 lb ft)

(4) Clearance between bolt and brake disc ... 1 to 3 mm (0.04 to 0.12 in)

(5) Torque for bolt ... 5 N·m (4 lb ft)

(6) Torque for bolt ... 6 N·m (4 lb ft)

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Final Drive Group And Track Brake

205B & 211B (5W7304)
SMCS - 4054-015; 4054-016
Bench Test Specifications:

Drive torque:

Nominal ... 27 000 N·m (20 000 lb ft)

Maximum ... 38 000 N·m (28 000 lb ft)

Transmission ratio ... 1:109

Oil capacity ... 2 liter (.5 U.S. gal.)

Brake momentum ... 32 000 N·m (23 600 lb ft)

(1) Torque for bolt ... 275 N·m (200 lb ft)

NOTE: Apply 9S3263 Thread Lock on the threads of the bolt.

(2) Torque for bolt ... 275 N·m (200 lb ft)

NOTE: Apply 9S3263 Thread Lock on the threads of the bolt.

(3) Pressure to release track brake ... 3100 ± 900 kPa (450 ± 130 psi)

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Transmission and Differential Carrier

SMCS - 3006-010; 3009-015; 3009-016

Remove And Install Transmission and Differential Carrier

Start By:

a. remove rear drive shaft

b. remove travel motor

c. remove rear axles

NOTE: There are several different ways of removing and installing the transmission and differential
carrier, only one method is pictured. An alternate method is to remove the entire rear axle with
transmission still attached. This can be accomplished by removing the drive shaft, hydraulic hoses,
eight axle bolts and lowering the entire axle housing by use of hoist straps and transmission jack with
transmission attached. The components can then be removed.

1. Drain oil from transmission/differential case.

2. Remove twelve bolts (1), six from top and six from bottom of transmission/differential case.

3. Remove two hydraulic lines (2) and (3) from top of transmission/differential case.

4. Place transmission jack under transmission/differential unit and secure with chain as shown.
Remove remaining bolts (1) and lower transmission/differential unit. Remove hydraulic line (4).
Weight of the transmission and differential unit is approximately 340 kg (750 lb).

NOTE: The following steps are to install the transmission/differential.

5. Place transmission jack under transmission/differential unit and secure with chain as shown. Install
tooling (A) and coat surface (X) with 6V6640 Gasket Maker. Install hydraulic line (4) and install
transmission/differential case into axle housing.

6. Install enough bolts (1) to hold transmission/differential unit in axle housing and remove
transmission jack. Remove tooling (A) and install remaining bolts (1). Tighten bolts to a torque of 220
N·m (163 lb ft).

7. Connect two hydraulic lines (2) and (3).

8. Fill transmission/differential case with oil.

End By:

a. install rear axles

b. install travel motor

c. install drive shaft

Disassemble Transmission

Start By:

a. remove transmission and differential carrier

NOTE: Place alignment marks on all housing and casing parts prior to disassembly. Insure that these
alignment marks are matched during assembly.

1. Remove plugs (1) and drain axle lubricant from each side of the axle housing.

2. Remove two socket head screws (2) and remove planetary carrier (3) from hub.
3. Remove snap ring (4) and pull inner plate carrier along with sun gear (5) from the stub shaft (axle
shaft) and out of the brake clutch pack.

4. Remove stub shaft (axle shaft) out of the axle housing.

5. Remove snap ring (7) and remove brake clutch pack (8).

NOTE: Removal of snap ring (7) and brake clutch pack (8) is necessary to allow the later installation
of the inner plate carrier.

NOTE: It is necessary to perform steps 1 through 5 on both sides of the axle housing prior to removal
of the transmission.

6. Secure two straps to the transmission as shown. Remove fourteen bolts (11) and remove
transmission (12) from the axle housing. Weight of the transmission is approximately 340 kg (750
lb).
7. Attach transmission to suitable tooling (A).

8. Remove plug (13) and drain oil from the transmission.

9. Remove locking screw (14).

10. Remove snap ring (15).

11. Remove twelve Allen head bolts (17) and install two guide bolts (16).

12. Install tooling (A) and remove drive casing from gearbox.
13. Remove large O-ring from black flange of drive casing.

14. Remove two bevel springs (18). Note and mark the positioning of these springs for reassembly.

15. Close the supply line at shutoff (19). Remove O-ring (20). Using compressed air at port where O-
ring (20) was located, press piston (21) out of gearbox.

16. Remove plug (22) and breather (23).

17. Remove large O-ring and backup ring (26) from the ring groove of the housing.

18. Remove snap ring (25) from the housing.

19. Remove disk (24).

20. Remove second large O-ring (27).

21. Remove plate pack (28) and backing plate.

22. Remove snap ring (29).

23. Remove clutch unit (30).

24. Place clutch unit in a press as illustrated. Install tooling (C) to the top of the clutch unit. Apply
pressure to compress the spring and remove snap ring (31).

25. Remove disc and sun gear (32).

26. Separate internal gear (33) from drive shaft.

27. Remove snap ring (38) and remove guide and bearing (39).
28. Remove snap ring (40) and bearing (41).

29. Remove disc pack (42).

30. Remove gear (43).

31. Remove plate carrier assembly (44).

32. Carefully separate plate carrier gear (45) from piston (47). It may be necessary to pry the
assembly loose.

33. Carefully examine plate carrier gear (45) for any wear. Check lubrication holes (46) to insure that
they are not blocked.

34. Remove O-ring (48) from plate carrier gear (45).

35. Remove three springs (49). Mark each spring as to top and bottom for proper installation during
reassembly.
36. Remove two O-rings (50). Remove back-up plate (51).

37. Remove snap ring (52).

38. Remove snap ring (53). This will allow the bushing to separate from the shaft.

39. Remove bushing (55) from shaft (54).

40. Remove snap ring (56) and remove shaft seal (57). Remove two O-rings (58).

41. Remove snap ring (60). Place shaft assembly in a press and press off bearing (59) if required.

42. Remove throttle valve (61) from the inside of shaft (54).
43. Remove snap ring (62).

44. Turn housing 90° and install tooling (D) and remove planetary carrier assembly (63) from the
housing.

45. Remove three snap rings (64).

46. Install tooling (E) and remove planetary gears from the planetary shafts. Also remove washer and
needle bearings with each.
47. Install tooling (E) and remove inner race (66).

48. Remove snap ring (67) and remove bearing assembly (68).

49. Remove bolt (71) and remove sliding collar (69). Also remove two pads which hold the sliding
collar to shift fork (70).

50. Loosen nut (73) and pry lever (74) off of shift fork rod. Remove plug (72).
51. Drive out roll pin (75) using the hole from which plug (72) was removed. Remove shift fork (70)
from the housing.

52. Remove suction line (76).

53. Remove four bolts (77) and remove shift lock (78) from the housing.

54. Remove rotor set from pump shaft (79) if it was not removed with shift lock (78). Remove ball
(80).
55. Pry pump cover (81) out of the housing bore.

56. Remove O-ring seal (82) and seal (83) from pump cover (81)

57. Remove snap ring (84).

58. Remove pump shaft (85).

59. Remove two snap rings (86) and bearing (87) from pump shaft (85).

60. Turn housing around and remove snap ring (88).

61. Remove helical gear assembly (89) from the housing.

62. Remove snap ring (90). Remove shift dog (91) and spacer (92).
63. Remove needle bearing (93) from gear assembly if necessary.

64. Place helical gear assembly (89) in a press and separate helical gear (94) from bearing cap
assembly (95).

65. Remove snap ring (96) from bearing cap assembly (95). Place in a press and press out bearing
(97) from bearing cap (98).

66. Turn helical gear (94) over and remove snap ring (99). Remove bearing (100) from the gear. It
may be necessary to destroy the bearing to remove it.
67. If any damage or wear is noted in the area of the lubricating pump, shift lock (78) should be
removed and disassembled.

68. Remove control spool assembly (101).

69. Remove snap ring (106). Remove plug (104), remove O-ring from the plug (105), spool (103) and
spring (102).

70. Spool (103) can be disassembled if necessary. Remove set screw (107) from the end of spool
(103). It will be necessary to apply heat to set screw (107) since it was Locktite secured.

71. The spool contains a ball, a spring, a piston, a second ball and a second spring, in that order of
removal.

72. Remove pilot spool (108).

73. Disassemble pilot spool. Remove plug (112), O-ring (111), spool (110) and spring (109).

74. Remove shuttle valves (113) and (114). It may be necessary to use tooling (F) to remove the
shuttle valves.

75. Disassemble shuttle valves. Both shuttle valves are identical. Remove plug (118), two O-rings
(117), one ball (116) and spring (115). It may be necessary to use tooling (E) to remove shuttle valves
from shift lock housing.

76. Turn the housing over and remove the rotor assembly (119).
77. Remove diaphragm (120) if necessary. It will be necessary to use heat to remove since it was
Locktite secured during assembly.

Assemble Transmission
NOTE: The transmission is not assembled in the reverse order of disassembly. Do not omit steps or
assume reverse procedure. For clarity, the part numbers used in disassembly have been retained for
assembly.

NOTE: Correct measurements and torques are extremely important when assembling the
transmission. Incorrect measurements could cause incorrect contact patterns within the differential
which could lead to early hour failure. Make sure that all surfaces are clean and free of oil or dirt prior
to any measurement or assembly.

1. Firmly secure the transmission and differential housing to tooling (A).

2. Install bearing (97) into bearing cap (98) and secure with a snap ring (96). This will create bearing
cap assembly (95).

3. Press ball bearing (100) over the collar of the helical gear (94) until contact is obtained and secure
by means of snap ring (99).
4. Combine the two previous steps into one piece. Press gear assembly (94) into bearing cap assembly
(95). This will create helical gear assembly (89).

5. Press needle bearing (93) firmly against shoulder.

6. Install spacer (92) and shift dog (91) onto helical gear assembly (89) and secure with shim and snap
ring (90). Check shift dog for end play. Maximum end play is .1 mm (.003 in). If more end play
exists, increase size of spacer. See parts book for alternate spacers.

7. Install assembled helical gear assembly (89) into the housing bore.
8. Secure helical gear assembly (89) with snap ring (88).

9. The above photo shows the components of the shift dog assembly (70).

10. Install O-ring and snap ring to the shift dog assembly shaft.

11. Install yoke shoes on yoke (70) and place assembled yoke on sliding collar (69).
12. Install yoke (70) and sliding collar (69) into housing.

13. Install pin (70A) through the side of the housing and into yoke (70). Push pin into housing until
snap ring is against housing. Remove plug (72).

14. Align yoke (70) and shaft (70A) and drive roll pin (75) through hole in housing and into yoke
(70), securing both together. Upon completion, install plug (72) back in housing. Tighten to a torque
of 60 N·m (44 lb ft).

15. Install a new O-ring on plug (72) and install plug (72) into housing.
16. Assemble the planetary gear assembly. Install the rollers with grease. Install all three planetary
gears on the carrier.

17. Press preassembled planetary gears firmly against shoulder.

18. Install collar, shim and snap ring (64).

19. Turn the planetary assembly over and install the roller bearing and the snap ring if they were
previously removed.
20. Install planetary assembly (63) into housing. Insure that planetary assembly does not bind.

21. Secure planetary assembly with snap ring (62).

22. Assemble shift lever and fix it temporarily in the off position by means of a hex head bolt at the
arrow indicated.

23. Install an M8 bolt and flat washer to the shaft Pull the shift shaft to the proper position by
clockwise rotation of the bolt to the stop. Tighten to a torque of 46 N·m (34 lb ft). Then tighten the
holding bolt at the top of the clutch arm, securing the arm to the shaft.
24. Remove hex head bolt, and move clutch arm to the on position and again secure with the same
hex head bolt. Tighten bolt to a torque of 46 N·m (34 lb ft).

25. Install ball bearing (59) onto shaft (54) and secure with snap ring (60).

26. Install two seal rings (arrows) if they were removed

27. Place a small amount of lubricant on the outer portion of seal (57) and press seal (57) into bushing
(55). Press seal down far enough so that snap ring can be installed.
28. Install snap ring (56) into bushing (55). Install two O-rings (58).

29. Lubricate both seal rings on shaft (54). Place shaft (54) and bushing (55) into press. Press together
snap ring groove in the top of the shaft is visible.
30. Install snap ring (53) into shaft (54).

31. Install snap ring (51) and replace back-up plate with the offset plane surface facing upward.

32. Determine the adjustment value of (B). Dimension of (B) for ten plate pairs is 10.9 ± 0.2 mm
(.428 ± .007 in) for eleven plate pairs is 8.1 ± 0.2 mm (.318 ± .007 in).

NOTE: Steps 32 through 39 is required to determine end play of components on the shaft and
thickness of the disc pack.

33. Install piston (47).

34. Install plate carrier gear (45).

35. Using a soft hammer and soft punch, tap plate carrier until full contact is obtained.

36. Install gear (43).

37. Install disc pack (42). Start with one inner plate and alternate. It is not necessary to oil each of the
discs during this measurement process.
38. Using a depth gauge as shown measure dimension (B). The distance from the top of the disc pack
(42) to the top of the plate carrier gear (45).

39. Install ball bearing (41) and sun gear (32).

40. Install washer (arrow) and snap ring. Check for end play. Maximum end play is 0.1 mm (.00393
in). Washers are available in sizes from 3.00 mm (.1181 in) to 3.90 mm (.1535 in) in thickness. After
the correct end play and correct washer have been determined, remove the snap ring and remove all of
the components down to and including piston (47).
41. Install snap ring (52) onto shaft in slot indicated by arrow. It may be necessary to use tooling (B).
Insure that the sealing lip is facing the pressure chamber.

42. Install two O-rings (50) in the shaft as indicated. Lubricate the O-rings after they have been
installed.

43. Install three springs (49) on the shaft. Note the configuration which was marked on the spring at
disassembly. The springs should be face to face and back to back for the maximum amount of lift.

44. Install piston (47).

45. Install O-ring (48) on plate carrier gear (45) and install into plate carrier. Lubricate seal for ease of
installation.

46. Install plate (43).

47. Assemble plate pack alternating, starting with one inner plate. Lubricate the plates prior to
assembly and installation.

48. Install ball bearing (41) into guide (39) and secure with snap ring (40).
49. Install the assembled guide into the internal gear bore and secure with a snap ring.

50. Align the outer plates and install internal gear (33) onto the shaft and the plate pack.

51. Install sun gear (32).

52. Install the shim which was determined by the measurement obtained in step 33 through 40.
53. Place assembly in press and install tooling (C). Compress springs located below plate pack and
install snap ring (31).

54. Install tooling (D) into the center of the shaft as shown.

55. Attach a small hand hydraulic pump to tooling (D). Fill and drain the piston area several times to
insure that air is drained from the piston area. Increase pressure to 3493 kPa (507 psi) and close off
the connection to the pump. Observe the pressure gauge. No pressure drop should occur for a period
of at least 15 minutes.
56. Reduce the pressure to 1998 kPa (290 psi). At this pressure it should not be possible to turn
through the clutch. If the clutch can be rotated at this pressure or less, remove and replace the three
springs.

57. Remove pressure connection and install throtle valve (61). Install two new O-rings on the throttle
valve at arrow locations.

58. Install the preassembled and tested clutch (30) assembly back into the transmission housing.

59. Install snap ring (29) securing clutch assembly to transmission assembly.
60. Install the backing Plate.

61. Determine the adjustment value of (A). Dimension of (A) using eleven plate pairs is 11.8 ± 0.2
mm (.463 ± .007 in). Assemble the plate pack, starting with one outer plate. To obtain an accurate
measurement, install the plate pack non-oiled.

NOTE: Steps 61 through 70 are required to determine thickness of the disc plate pack.

62. Install piston (21).

63. Using tooling (E) depress piston against plate pack. Determine dimension (A) from the flange-
mounting surface to the mating surface. Dimension should be 12.00 mm (.471 in).

64. Make any corrections by means of corresponding outer plates.

65. After it has been determined that the plate pack dimension is correct, remove tooling (E) and
remove piston and plate pack.

66. Lubricate inner and outer plates and reinstall them. Install O-ring (27) into housing.

67. Above drawing displays the installation position of disk, piston and sealing components. (1) drive
housing, (2) clutch disk housing, (3 + 4) O-ring (back-up ring and O-ring, (5) snap ring, (6) O-ring,
(7) disk, (8 + 9) O-ring (O-ring and back-up ring), (10) piston, (11) springs, (12) O-ring.
68. Install back-up ring and large O-ring, at arrow indicated, into disk (24) and lubricate prior to
installation.

69. Secure disk with snap ring (25).

70. Install back-up ring and O-ring (26) into groove in the housing. Lubricate O-ring after installation.

71. Assemble piston (21) and place it evenly against shoulder. Use tooling (E) to press into place if
necessary.
72. Install two springs (18) and align them. Note the position of the springs in relation to each other.
Check the marks placed on them during disassembly. Also note drawing C48091P1 for correct
placement.

73. Install a new O-ring (20) into the countersunk area in the housing. Install two new O-ring at the
positions indicated by the two arrows in the guide bushing. Lubricate the O-rings after installation.

74. Install a new O-ring seal on drive casing at arrow indicated. Lubricate O-ring after installation.

75. Align the guide bushing vertically as shown with the drive casing.
76. Install two guide bolts (16) and install drive casing. Insure that alignment on the guide bushing
does not move as the drive casing is installed. After installation remove guide bolts (16).

77. Install ten Allen head bolts (17) securing the drive casing to the gear housing. Tighten bolts to a
torque of 79 N·m (58 lb ft).

78. Pull the drive shaft and the guide bushing out of the drive casing using tooling (F). Pull out until
the snap ring groove can be seen and the snap ring engaged. Install the snap ring.

79. Secure the guide bushing radially to the drive casing with locking screw (14).
80. Remove plug (121), spring (122) and piston (123) from the drive casing.

81. Remove and replace two rings on the piston. One ring is located directly under the other. Install
the O-ring on the piston. Heat the Turcon ring in an oil bath for approximately ten minutes. Install
the Turcon ring on the piston using tooling (G). Note the placement of the ring on the piston. See
insert in photo C48128P1.

82. Install a new O-ring on plug (121). Install the assembled piston (123), the spring (122) and the
plug (121) into the drive casing.

83. Install new breather (124) and screw plug (125).

84. Install two new screw plugs (126). Install one new shear-off plug (127) and install tooling (D).

85. Attach hand pump to tooling (D) and vent at breather (arrow). Increase pressure to 3493 kPa (507
psi) and close off the connection to the pump. Observe the pressure gauge. No pressure drop should
occur for a period of at least 15 minutes.

86. Reduce the pressure to 1998 kPa (290 psi). At this pressure it should not be possible to turn
through the brake. If the brake can be rotated at this pressure or less, remove and replace the two
springs.

87. Remove tooling (D) and reinstall throttle valve. Install two new O-rings on the throttle valve.
NOTE: The following steps are for the assembly and mounting of the shift lock.

88. The rotor set and valve body cannot be exchanged individually. If damage is noted in the area of
the lubricating oil pump, the complete shift lock must be replaced.

89. Install shear off plugs and king plugs (arrows) if they were removed during disassembly.

90. Install shuttle valve exactly as shown above.

91. Install valves (115) through (118) exactly as shown above and install new O-rings at the arrows
shown.
92. Install the lube pressure valve and screw plug exactly as shown above. The components are; shift
lock housing (1), spring (2), shims 1.2 mm (.471 in), spool (4), plug (5) and plug (6).

93. Lubricating pressure is determined by the shim. A shim 1.2 mm (.471 in), will normally create the
correct pressure. If a deviation from the correct pressure is noted during test, a correction can be made
by means of a corresponding shim. Correct pressure is 279 ± 30 kPa (40.6 ± 4.3 psi). Install new O-
rings on each of the plugs.

94. Install seals on spool (103) using tooling (H). Seals are composed of an O-ring and a plastic back
up ring. Install into the upper and lower piston ring groove at arrows.
94. If the internal portion of the spool were disassembled, it must be assembled exactly as shown.
Install spring (2) and ball (3). Install O-ring (4) onto bushing (5) and install bushing (5), spring (6)
ball (7) and threaded plug (8) into spool (1). Use Threadlocker 9S3263 when installing plug (8).

95. Install spring (102), assembled spool (103), plug (104) with new O-ring (105) and snap ring (106)
into shift lock housing.

96. Install plugs in three ports at arrows. Install tooling (D) and attach hand pump. Ventilate the piston
area and check control spool for tightness. Increase pressure to 3493 kPa (507 psi) and close off the
connection to the pump. Observe the pressure gauge. No pressure drop should occur for a period of at
least 15 minutes.

97. Upon completion of testing, install fittings into shift lock as shown.
98. Turn shift lock housing over and install diaphragm using Threadlocker 9S3263 when installing.
Install O-ring at arrow.

99. Lubricate rotor assembly (119) and install into shift lock housing

100. Fill the inner and outer rotor (arrow) with lubricant. This will provide lubrication at first start.

101. Install shaft seal (83) into the pump cover bore. Lubricate O-ring (82) and insert it into the ring
groove.
102. Assemble shaft (85), washer and snap ring (86) and bearing (87) exactly as shown.

103. Install shaft (85) into transmission. Insure that the splines mesh.

104. Secure shaft (85) by installing snap ring (84).

105. Install two M8 alignment bolts and install pump cover (81).
106. Insert drive ball (80) into coupling and pump shaft (79).

107. Install shift lock onto the transmission as shown. Insure that the overlapping of the drive ball
(80) with the groove on the inner rotor.

108. Secure shift lock to the transmission by means of Allen bolts. Tighten to a torque of 23 N·m (17
lb ft).

109. Install all remaining plugs (arrows). Tighten all plugs to the following torques M10 plugs 25
N·m (18 lb ft), M14 plugs 35 N·m (25 lb ft), M18 plugs 50 N·m (37 lb ft).
110. Install suction pipe.

111. Install connecting plug (arrow 1) and tighten to a torque of 25 N·m (18 lb ft). Install screw plug
(arrow 2) and tighten to a torque of 35 N·m (26 lb ft). Install new O-rings. There may be a slight
difference in location based on the difference in design of the transmission.

112. Install delivery lines.

113. Install three plugs (arrows) in the housing. Tighten the plugs to a torque of 80 N·m (59 lb ft).
Before the transmission is put into service, fill with oil according to instructions in the Operation and
the Maintenance Manual.
114. Coat the mounting flange of the differential housing with 6V6640 Gasket maker. Install two
alignment bolts in the flange surface. Attach tooling (1) to the transmission and differential and hoist
into position on the differential housing, using the alignment bolts. Weight of the transmission and
differential is 340 kg (750 lb).

115. Secure transmission and differential to differential housing with twelve Allen head bolts.
Remove alignment bolts after securing, and replace with two additional Allen head bolts. Tighten
bolts to a torque of 230 N·m (170 lb ft)

116. Install stub shaft (6) into differential and engage splines on shaft with differential gears.

117. Install thrust washer (4).

118. Assemble and install inner plate carrier and sun gear (5).

119. Install plate pack. Alternate plates and discs.

120. Secure plate pack by means of backing plate (8) and snap ring (7).

121. Install an new O-ring seal on the hub to seal the planetary carrier. Install the planetary carrier (3)
and secure with two socket head screws (2). Tighten to a torque of 56 N·m (41 lb ft).

122. Fill axle with proper lubricant. See Operation and Maintenance Manual.
End By:

a. install transmission and differential carrier

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:57:35 UTC+0300 2023
All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Differential (Rear)
SMCS - 3258-RE-015; 3258-re-016

Disassemble Differential (Rear)

Start By:

a. remove differential.

1. Insure that all fluids are drained from the gear box prior to any disassembly.
2. Straighten lock tabs and remove two bolts (1). Remove washer (2) and the O-ring under washer (2).
Remove output flange (3).

3. Remove shaft seal (4).

4. Attach tooling (A) as shown to differential (6). Loosen fifteen bolts (5) and install three M 12
forcing screws. Slowly separate differential (6) from the gear box. Increase the pressure on the forcing
screws evenly. The differential housing and the gear box housing are separating at the same time, the
upper pinion bearing is separating from the pinion. Remove bolts (5) and lift differential away from
gear box. Weight of the differential is approximately 125 kg (275 lb).
NOTE: Remove upper pinion bearing from the housing as soon as it separates from the pinion.
Remove the shim located under the bearing at the same time. Retain this shim. It will be important
during reassembly

NOTE: To assist in removal and installation use two guide bolts in the gear box housing.

NOTE: Upon removal of the differential, attach to a suitable stand or engine roll over.

5. Remove output drive gear (7) from drive pinion.

6. Place alignment marks on baffle plate (8) and remove baffle plate (8) from the gear box housing.
7. Remove bearing race (9) from the gear box housing.

8. Turn the differential housing over so that the ring gear and differential assembly are facing up.
Remove two pins (10) from each side of the differential housing.

9. Place an alignment mark on adjustment nuts (11) and the bearing cap to give the approximate
location of bearing preload. After making alignment marks, relieve differential preload by loosening
adjustment nut (11) on each side.

10. Place identification marks on both of the bearing caps (12) prior to removal. The bearing caps
must be installed back on the same place from where they were removed.
11. Remove four bolts (13) and remove bearing caps (12).

12. Mark the ring gear and the differential housing to identify which direction the differential carrier
is to be placed during assembly. Remove differential assembly (15) from the housing. Remove two
bearing races (14).

13. Install tooling (B) and remove both differential carrier bearings (16).

14. Remove twelve bolts and four plates (17) from the differential carrier.
15. Carefully remove the top differential carrier half (18).

16. Remove thrust washer (19) from differential carrier half (20).

17. Identify and remove side gear (21). Remove spider gear assembly (22) out of lower differential
assembly (23).
18. Remove thrust washer (24) from lower differential carrier half (23).

19. place alignment marks on the ring rear (26) and the lower differential carrier half (23). Mark the
four spring pin holes (25) located in the ring gear to insure proper installation and alignment during
assembly.

20. Place lower differential carrier in a press and separate the ring gear (26) from the lower
differential carrier.

21. Place alignment marks on the lower differential carrier (23) and remove four sets of pins (27) if
necessary.
22. Disassemble spider gear assembly (22). Identify and remove four thrust washers (28) and identify
and remove four spider gears (29) from differential cross (30).

23. Remove pinion gear (31) from the differential housing.

24. Remove O-ring (32) and bushing (33) from the pinion gear (31).

25. Install tooling (C) on the pinion gear and remove pinion bearing (34).
26. Install tooling (D) and remove pinion bearing race (35).

27. Remove shim (36) located under bearing race (35).

Assemble Differential (Rear)

NOTE: The differential is not assembled in the reverse order of disassembly. Do not omit steps or
assume reverse procedure. For clarity, the part numbers used in disassembly have been retained for
assembly.

NOTE: If the ring gear or the pinion gear are damaged, both parts must be replaced as a set. When
installing a new ring and pinion gear, pay attention that both have the same mating numbers. It is also
not advisable to mix new and used bearings within the differential. Mixing new and used bearings
will result in misalignment within the differential and inability to accurately measure rolling torque
during assembly.

NOTE: Correct measurements and torques are extremely important when assembling the differential.
Incorrect measurements could cause incorrect contact patterns within the differential which could lead
to early hour failure. Make sure that all surfaces are clean and free of oil or dirt prior to any
measurement or assembly.

1. Firmly secure the differential to tooling (A). Determine the correct inner pinion bearing shim as
follows:
a. Install tooling (B) and measure the distance from the shaft to the bottom of the pinion shim bore in
the differential housing. Use a depth micrometer. Insure that all old shims have been removed from
the differential housing. Write down this measurement and refer to it as Dimension (A).

NOTE: It is important to remember that the measurement desired is from the centerline of the
differential (the centerline of the shaft, tooling (A) to the bottom of the shim bore. It will therefore be
necessary to measure the thickness of the shaft with a micrometer and divide by two.

b. Measure the exact thickness of the shaft and divide by two. Write down this measurement. Refer to
the thickness of the shaft as Dimension (B) and the half thickness as Dimension (C).

c. Calculate the exact measurement of the depth. A typical example. Total depth measurement,
Dimension (A) 150.70 mm. Measurement of shaft, Dimension (B) 1.70 mm. Divide by 2, Dimension
(C) .85 mm. Subtract Dimension (C) from Dimension (A). Measurement from centerline to bottom of
bore, 149.85 mm Dimension (X).

d. Measure the new pinion bearing (30) width. A typical example. New pinion bearing width 36.50
mm.

e. Write down the numbers which are stamped on the bottom of the pinion gear (27). These numbers
are factory measurements of the pinion gear. A typical example. Factory stamping 112 - 0.15.

NOTE: Stamped on the end of the pinion is the nominal dimension, [112.0 mm (4.409 in)]. Etched on
the end of the pinion is the deviation from the nominal dimension, [-0.15 mm (-.004 in)]. Also etched
on the end of the pinion is an identification number for the pinion and bevel gear set.

d. Add the deviation to the nominal dimension. This will be the actual pinion dimension, [111.85 mm
(4.405 in)]. Example: 112.0 mm + (-0.15 mm) = 111.85 mm [4.409 in + (-.004in) = 4.405 in].

f. Add new pinion bearing width to the pinion dimension. A typical example. Typical pinion
dimension 111.85 mm. New pinion bearing width + 36.50 mm = 148.35 mm. Dimension (Y).
g. Calculate shim thickness. A typical example. Dimension (X) 149.85 mm subtract dimension (Y) -
148.35 mm = 1.50 mm. Typical pinion shim (36) thickness, dimension (Z)

2. Install the proper shim (36) into the differential housing.

3. Lower the temperature of pinion bearing race (35) and install in the differential housing on top of
shim (36). Press bearing race (35) down into differential housing bore until it has firmly seated
against shim (36).

NOTE: During assembly it will be necessary to perform a certain amount of work on the differential
and then the gear box housing so that both will be in a position to bolt together. It is therefore
necessary that both assemblies be on roll over units so that the necessary work can be done to each in
sequence.

4. Lower the temperature of bearing race (9) in the gear box housing. Press the bearing race down
until it has firmly seated into the housing.

5. Install oil tube in gear box housing if it was removed for cleaning. Use 9S3263 Threadlocker on
the bolt which secures the oil tube.
6. Install baffle plate (8) in the gear box housing. Note the alignment marks placed on the baffle
during disassembly.

7. Turn differential housing over and install seal using tooling (C). Insure that the lip of the seal is
facing up. Install new O-ring around outer diameter of housing.

8. Install gear (7) into the gear box housing.

9. Apply 6V6640 Gasket Maker to the mating surface of the gear box housing. Install two guide
bolts in the gear box housing. Install the differential housing (6) onto the gear box housing. Secure
with fifteen bolts (5).

10. Heat bearing (34) to a temperature of 135°C (275°F). Install bearing (34) on the pinion shaft.

11. Allow bearing (34) to cool and then install bushing (33) and O-ring (32) onto the pinion shaft.
Apply a small amount of lubricant to the O-ring.

12. Install pinion gear (31) into the differential housing. Insure that it is properly seated on the bearing
race and that the splines on the pinion shaft mesh with gear (7), previously installed in the housing.
Rotate the pinion several revolutions. Insure that there are no rough spots in the bearing or the race
and insure that the pinion is straight.

13. Install tooling (D) to pinion (31) and the differential housing as shown. This will keep the pinion
in place when the housing is rotated.

14. Turn the housing over with tooling (D) still attached.

15. Install tooling (E) as shown prior to installing any shims or the other bearing.

16. Strike tooling (D) with a soft rubber hammer until gear (7) is completely seated on the splined
portion of the pinion.
17. Install shim (37) onto the pinion shaft. This shim was removed during step 3 of disassembly and
retained.

18. Heat bearing (38) to a temperature of 135°C (275°F). Install bearing (38) on the pinion shaft.

19. Install seal (4) into the housing using tooling (F). Lubricate the seal to allow flange (3) to be
installed without damage to the seal.

20. Install flange (3).

21. Install O-ring under washer (2) and install washer (2). Secure with two lock tabs and bolts (1).
Secure hex head screws by means of tooling (G).

22. Tighten bolts (1) to a torque of 46 N·m (34 lb ft).

23. Remove tooling (C).

24. Install suitable spring scale device to flange (3) and measure rolling torque. Rolling torque on the
pinion should be 2.5 to 3.5 N·m (1.8 to 2.6 lb ft). If the pinion rolling torque is less than the
acceptable limits, the thickness of shim (37) is too great. If the pinion rolling torque is greater than the
acceptable limits, the thickness of shim (36) is too small. If either case exists, remove shim (37) and
perform steps 17 through 24.

25. When proper rolling torque is achieved, bend the locking tabs located under bolts (1).

26. Install four roll pins (27) into the lower differential carrier half (23) in the places marked during
disassembly. Drive or press the roll pins into the carrier until they bottom out.

27. Install ring gear (26) onto the lower differential carrier half (23). Insure that ring gear and lower
differential carrier marks placed on both during disassembly are in alignment. Insure that the ring gear
holes (25) are in perfect alignment with the four roll pins (27) into which they seat. Place the
assembly in a press and apply pressure to the lower differential half until the ring gear is firmly
seated.

28. After ring gear (26) and lower differential carrier half (23) have been pressed together, take two
bolts (17) and thread down through the lower differential carrier half and into the ring gear. Perform
this operation at several different points on the carrier. This will insure perfect alignment and insure
that both halves of the differential carrier will bolt together.
29. Install thrust washer (24) into lower differential carrier half (23). Note the placement of the ear on
the thrust washer into the corresponding notch on the differential carrier half.

30. Install one of the two side gears (21) on top of thrust washer (24). Place a small amount of
lubricant on the thrust washer to allow easy movement during assembly.

31. Assemble the spider gear assembly (22). Install four spider gears (29) onto differential cross (30).
Install thrust washers (28) onto the differential cross as shown. Insure that the lobe on each of the
thrust washers is pointed upward. Lubricate each of the thrust washers and gears on the differential
cross to allow easy movement during assembly.
32. Install the spider gear assembly (21) into the lower differential carrier half (23) as shown. It is
important that the lobes on the thrust washers (28) be in the up position as shown.

33. Install the other side gear (21). Insure that all four spider gears (29) mesh with side gear (21).

34. Install thrust washer (19) into upper differential carrier half (20). Note the lobe on the thrust
washer. It must be located in the corresponding slot on the upper differential carrier half.

35. Place both halves of the differential carrier in a press and apply only enough pressure to allow
both halves to contact. Install the upper differential carrier half (20) to the lower differential carrier
half (23). Note the alignment marks placed on both halves during disassembly. Install twelve bolts
(17) and secure the differential carrier together. Tighten bolts to a torque of 145 N·m (107 lb ft).

NOTE: Inspect differential carrier (15) closely. Insure that thrust washers are in place and that side
gears and spider gears are free and not bound.
36. Heat two bearings (16) to a temperature of 135°C (275°F). Install bearing (16) on each end of the
differential carrier Insure that both bearings are firmly against the shoulder of the differential carrier.

37. Install both bearing races (14) on the differential carrier (15). Place the differential carrier into the
differential housing and allow the ring gear and pinion gear to mesh. Note the alignment marks placed
on the ring gear and the differential housing. This will indicate the proper direction of placement of
the differential carrier.

NOTE: Double check alignment marks for the correct placement of the differential carrier. Improper
installation of the differential carrier will result in a differential lock up and possible damage to the
entire differential.

38. Install the two differential carrier adjusting nuts (11). Tighten one and loosen the other until good
contact is made between the ring and pinion gear. Check the differential carrier to insure that the
bearings on both sides are completely seated in the bearing races and no side play exists. Check
backlash by slowly turning the ring and pinion gear. Insure that they do not bind and that a small
amount of backlash exists.
39. Apply a small amount of 9S3263 Threadlocker to straight pins and install them into two bearing
caps (12).

40. Check alignment marks and install two bearing caps (12) as shown and install four bolts (13).
Tighten bolts (13) to a torque of 195 N·m (144 lb ft).

41. Set the differential backlash in the following manner:

a. The correct backlash will be engraved on the ring gear just behind the teeth.

b. Install a dial indicator as illustrated. Turn the carrier all the way in one direction and zero the
gauge. Insure that the tip of the gauge is making good contact with a gear tooth.
c. Adjust the adjusting nut on the ring gear side of the carrier until the required backlash is obtained.

d. Screw in the opposite side adjusting nut until the differential bearing is free of end play.

e. Tighten the adjusting nut two more notches to obtain the required differential preload.

f. Check backlash again and correct if necessary.

g. Rotate the ring gear, carrier, and pinion several turns. Make sure that it rotates with ease and does
not bind at any point.

h. Install a large micrometer as illustrated, and check installation dimension. Dimension should be
216 ± .05 mm (8.48 ± .003 in).

i. Install a dial indicator as illustrated. Insure that the tip of the gauge is making good contact with the
side of the ring gear. Zero the dial indicator and rotate the ring gear one full revolution. Maximum
permissible run-out is .08 mm (.003 in).

42. After the backlash and differential bearing preload have been made, check tooth contact between
the ring (bevel) gear and the pinion as follows:

a. Put a small amount of Prussian Blue, red lead or paint on the ring gear (bevel gear) teeth. Turn the
pinion and inspect the marks made on the ring gear teeth.
Correct Tooth Contact (No Load)

Correct Tooth Contact (With Load)

b. With no load, correct tooth contact will be as shown. The area of contact starts near the toe of the
gear and moves approximately half way up the length of the tooth. With this setting, the tooth contact
will be as shown when a load is put on the gear.

Short Toe Contact

c. If the pinion is too far away from the ring gear, short toe contact will be the result. The teeth on the
pinion will make contact with the surfaces of the teeth that make a curve toward the outside (convex
surfaces) at the toe ends, and the surfaces of the teeth that make a curve toward the inside (concave
surfaces) and the heel ends. Short toe contact must be corrected by an increase to the thickness of
shim between the pinion bearing cage and the carrier. This will move the pinion in the direction of the
arrow. Check backlash and tooth contact again. Move the ring in the direction of the arrow if needed
to keep the correct backlash.
Short Heel Contact

d. If the pinion is too near to the center of the ring gear, short heel contact will be the result. The teeth
on the pinion will make contact with the concave surfaces of the teeth at the toe ends, and the convex
surfaces of the teeth at the heel ends. Short heel contact must be corrected by a decrease in the
thickness of shim between the pinion bearing cage and the carrier. This will move the pinion in the
direction of the arrow. Check the backlash and tooth contact again. Move the ring gear in the direction
of the arrow if needed to keep the correct backlash.

43. After all dimensions are within tolerance, install two spring pins (10), one into the bearing caps on
each side and lock the adjusting nuts by driving the spring pins down.

End By:

a. install differential

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All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Differential (Front)
SMCS - 3258-FR-010; 3258-FR-015; 3258-FR-016

Remove And Install Differential (front)

Start By:

a. remove steering knuckle and bearings

b. remove drive shaft

1. Support front axle housing with floor jack, blocks and safety chain as shown.

2. Remove two hydraulic lines (3).

3. Remove two bolts (2) and pin (1).

4. Slowly lower the front axle to the ground. Weight of the axle is 500 kg (1100 lb).

NOTE: Install in reverse order. Lubricate pin (1) prior to installation.

End By:

a. Install steering knuckle and bearings

b. Install drive shaft

Disassemble Differential (front)

Start By:

a. remove differential (front)

1. Firmly secure front axle housing on tooling (A) as shown using tooling (B). Drain as much
differential lubricant as possible. Place alignment marks on the differential housing prior to
separation.
2. Remove tie rod end (6) from steering cylinder (5). If additional assistance is required in the
removal of tie rod ends, see topic Remove and Install Tie Rods in this publication.

3. Remove steering cylinder (5) from axle housing.

NOTE: Steering cylinder housing (4) must be removed to gain access to bolts holding front axle
assembly together.

4. Remove steering cylinder housing (4).

5. Attach lifting straps to a hoist to the axle and remove 16 bolts (7).

6. Place a pan under the differential to collect any additional fluid during separation.

7. Lift axle housing and separate axle. Approximate weight of half the axle housing (8) is 136 kg (300
lb).

8. Remove ring gear assembly (9) from the axle housing.

9. Remove nut (10), washer (11) and flange (12) from the pinion gear.

NOTE: It may be necessary to hold flange (12) with a spanner wrench if only hand tools are used.
Normally, an impact wrench will remove nut (10). Do not attempt to secure the pinion by placing any
object in the teeth of the gear.

10. Drive pinion (13) into the axle housing using a soft hammer and holding the gear end of the
pinion.

11. Remove pinion seal (14).

11. Remove pinion race (15) ring gear assembly race and shim from the axle housing (16).
12. Remove bearing race and shim (16) from other side of axle housing.

13. Remove spacer (17) from pinion (13).

14. Install tooling (A), place unit in a press and remove pinion bearing.

15. Install tooling (B) and remove two bearings from both ends of the ring gear assembly.
16. Install tooling (C) and remove pinion bearing.

Assemble Differential (front)

1. Attach axle housing to tooling (A) and secure by use of tooling (B).
2. Install tooling (C) into the bore of the differential bearing of the axle.

3. Measure and record dimension (A) from the plane surface to the middle of the measuring cylinder.
Typical example 181.55 mm.

4. Measure and record dimension (B) from plane surface of the housing shaft to the contact bearing
outer race of the inside drive pinion bearing surface. Typical example 71.0 mm.

5. Measure and record dimension (C) the bearing width. Typical example 25.45 mm

6. Read and record the dimension etched on the bottom of the pinion gear. Typical example 84.1 mm
7. Typical example:

8. Insert proper shim and install pinion race (15).

9. Install shim and inner pinion race using tooling (D).

10. Install outer pinion race. Press race into the housing unit it contacts shoulder.

11. Heat the bearing to a maximum temperature of 135° C (275° F). Install new pinion bearing (18).
Insure that bearing is completely seated against the shoulder.

12. Install tooling (E) on the pinion in place of the spacer.

NOTICE

Prior to the installation of tooling (E) on the pinion assembly, measure

from the top of the three measuring pins to the back face. This
measurement must be greater than the largest available spacer. If
necessary, adjust the measuring pins.

NOTICE

Tooling (E) must be installed on the pinion assembly with the three
measuring pins facing toward the threaded end of the pinion assembly.
13. Install pinion and tooling (E) in the housing. Heat the outer bearing to a temperature of 135° C
(275° F). Install the outer bearing on the pinion.

14. Install flange (12), washer (11) and nut (10).

NOTICE

The three measuring pins, located in tooling (E), will be pushed into
the measuring ring as nut (10) is tightened. While tightening the nut,
do not exceed a rolling torque of 2 N·m (18 lb in). If rolling torque does
exceed N·m (18 lb in), the three measuring pins located in tooling (E)
will be pushed into the measuring ring to far, causing an incorrect
spacer measurement. The pinion assembly must then be disassembled
and the three measuring pins readjusted and the steps repeated.

15. Tighten nut (10) until a rolling torque of 1 to 2 N·m (9 to 18 lb in) is obtained.
16. Remove nut (10), washer (11) and flange (12). It may be necessary to use tooling (F) to remove
nut (10).

17. Remove pinion assembly and tooling (E).

18. On tooling (E), measure the distance from the top of the measuring pins to the back face. This
dimension will be the spacer thickness required.

19. Install the spacer required on the pinion assembly.

20. Install the pinion assembly in the axle carrier.

21. Heat the outer bearing to a temperature of 135° C (275° F). Install the outer bearing on the pinion.

22. Install seal (14). Use tooling (G) to install seal.

23. Install flange (12), washer (11) and nut (10). Tighten to a torque of 180 N·m (133 lb ft) until a
rolling resistance of 1 to 2 N·m (9 to 18 lb in) is obtained. It is important that the pinion be
continuously turned during this adjustment. It may be necessary to use tooling (F) to obtain the proper
torque.
24. Insert a standard shim 1.2 mm (.47 in) thick and install bearing race (16) into the axle housing.

25. Heat ring gear assembly bearings to a temperature of 135° C (275° F) and press into place on the
ring gear assembly. Insure that the bearing makes contact with the shoulder. Install ring gear assembly
(9) into the axle housing.

26. Install bearing race (16) in the center of tooling (H) as shown. Place the bearing outer race against
the ring gear assembly bearing by means of the threaded spindle in tooling (H). Secure threaded
spindle by means of the locking screw in tooling (H).
27. Install dial indicator as shown. Remove plug on rear of axle housing and make tip of dial indicator
make contact with one tooth of the ring gear assembly. Check backlash. Normal backlash is 0.10 mm
to 0.15 mm. If this backlash valve has not been obtained, correct by changing the shim in step 15.

28. Remove the tooling (H) and remove the bearing race from the tooling. Determine dimension (A)
from the flange facing to the contact area bearing outer race. A typical example would be 7.4 mm (.29
in).

29. Measure dimension (B) from the flange facing of the unassembled portion of the axle housing to
the contact area of the bearing race. Typical example would be 6.4 mm (.25 in).

30. Subtract dimension (B) from dimension (A).

31. In order to obtain a rolling torque movement of the differential bearing of 2 to 4 N·m (18 to 45 lb
in) it is necessary to use a shim 0.1 mm (.004 in). Therefore shim thickness should be 1.10 mm (.043
in).

32. Install proper shim and bearing race into axle housing.

33. Install a bead of 6V6640 Gasket Maker on each of the flange facings. Hoist axle housing (8) into
place and align with other side. Insert ring gear assembly bearing into bearing race.

34. Install sixteen bolts (7) securing both portions of the axle housing together.
35. Install steering housing (6).

36. Install steering cylinder (5) in the axle housing.

37. Install tie rod end (6).

38. After installation fill differential with proper fluid. See Operation and Maintenance Manual for
proper lubricants.

End By:

a. install differential (front)

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:57:46 UTC+0300 2023
All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Travel Motor Brake Valve

SMCS - 3410-VL-010; 3410-VL-017

Remove And Install Travel Motor Brake Valve

1. Remove two hydraulic hoses (1).

2. Remove two hydraulic hoses (2) and (3).

3. Remove six bolts (5) and travel motor brake valve group (A).

4. Remove six bolts (4) and travel motor brake valve group (B).

NOTE: The following steps are to install the travel motor brake valve.

5. Position travel motor brake valve group (B) to travel motor and install six bolts (4).

6. Position travel motor brake valve group (A) to travel motor brake valve group (B) and install six
bolts (5).

7. Connect two hydraulic hoses (2) and (3).

8. Connect two hydraulic hoses (1).

Disassemble And Assemble Travel Motor Brake Valve
Start By:

a. remove travel motor brake valve (sections (A) and (B))

1. From travel motor brake valve section (A), remove four bolts (1) from each end of the valve and
remove end caps (2) and (7).

2. Replace O-ring seals (3), (4), (5) and (6) if needed.

NOTE: The spool inside of travel motor brake valve section (A) is not serviceable. If spool is
damaged, replace entire valve section.
3. From travel motor brake valve section (B), remove two valves (1).

4. From each valve (1), remove valve cartridge (2), ball (3), O-ring seal (4), ring (5), seat (6), spring
(7), spring (8), seat (9), washer (10) and O-ring seal (11).

5. Remove plug (20), washer (19), O-ring seals (18) and (17), seat (16), ball (15), sleeve (14), seat
(13) and O-ring seal (12).

6. Remove plug (23), valve (22) and O-ring seal (21).

NOTE: The following steps are for the assembly of the travel motor brake valve.

7. In travel motor brake valve section (B), install O-ring seal (21), valve (22) and plug (23).
8. Install O-ring seal (12), seat (13), sleeve (14), ball (15), seat (16), O-ring seals (17) and (18),
washer (19) and plug (20) into valve section (B).

9. Into valve (1), install O-ring seal (11), washer (10), seat (9), spring (8), spring (7), seat (6), ring (5),
O-ring seal (4), ball (3) and valve cartridge (2).

10. Install two valve assemblies (1) into travel motor brake valve section (B).

11. In travel motor brake valve section (A), install new O-ring seals (3), (4), (5) and (6).

12. Install caps (2) and (7) with four bolts (1) each.

End By:

a. install travel motor brake valve (sections (A) and (B))

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:57:51 UTC+0300 2023
All Rights Reserved.
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 Shutdown SIS

Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Final Drive Carrier And Hub Assembly (Front Axle)

SMCS - 4054-015; 4054-016

Disassemble Final Drive Carrier And Assembly (Front Axle)

Start By:

remove tires and wheels

1. Remove plug (4) and drain oil from the final drive.
2. Remove two screws (3) and remove planetary carrier (1) from hub (2).

NOTE: Use two slots (W) to separate planet carrier housing (1) from hub (2).

3. Remove retaining ring (5) from each of four planetary gears (6).

4. Use tooling (A) and remove each of the four planetary gears (6).

5. Remove thrust washers (7) and retaining ring.

6. Remove retaining Ring (8) and remove roller bearing (9) from each of the planetary gears.
7. Remove large retaining ring (10) and small retaining ring (11).

8. Remove backing plate (13).

9. Remove four friction discs and five plates. Remove inner planetary carrier (12).

10. Remove thrust washer (14).

11. Remove lock plate (16) and remove castle nut (15).

12. Remove nut (15) using tooling (B).

13. Remove ring gear carrier (17) using pry bars.

14. Remove six bolts and nuts (20), cups (19) and springs (18) from back of ring gear (17).

15. Remove piston (21) from ring gear (17) using tooling (C).

16. Remove two backup rings (22) and two seals (23) from piston (21).

17. Remove washer (24) and seal (25) from ring rear carrier (17).
18. Remove O-ring seal (26) from hub (27) and seal (28) from spindle (29).

19. Install tooling (D) and remove hub (27) and bearing assembly (28).

20. Remove spacer (30) and bearing race (29) from hub (27).

21. Turn hub (27) over and remove seal (31) from bearing cage (33) and bearing cone (32) from hub
assembly (27).

Assemble Final Drive Carrier And Assembly (Front Axle)

1. Lower the temperature of roller bearing (35) and bearing cone (34) and install into hub (27).

NOTE: The outer surface of lip seal (33) should be lubricated with a solution of 50% water and 50%
alcohol prior to installation. Lubricate the sealing lip of the lip seal portion with a light coat of oil.

2. Use tooling (E) and install lip seal (33) with lip toward the roller bearing cone (34).
3. Turn hub (27) over and install spacer (32) and bearing race (31).

4. Install hub assembly (27) in position on the steering housing. Install roller bearing (30) and seal
(28) on the hub assembly. Install O-ring (26) on hub (27).

5. Install washer (24) and seal (25) on carrier (17).

6. Install two backup rings (22) and two seals (23) onto piston (21).

NOTE: Lubricate the backup rings and the two seals with a light coat of oil prior to installation.
7. Install piston (21) into ring rear (17).

8. Install six springs (18), six cups (19), six bolts (20) and nuts into ring gear (17).

9. Install the ring gear carrier (17) onto the hub.

10. Install nut (15).

NOTE: Install two lug nuts on a wheel stud and tighten the two nuts together. Install a torque wrench
on the outer lug nut as shown.

11. Install tooling (B) and tighten nut (15), while rotating hub (27) with a torque wrench. Observe the
rolling torque reading on the torque wrench. The rolling torque reading must be 20 to 24 N·m (177 to
212 lb in).

12. Install lock plate (16) after the proper torque has been achieved.

13. Install thrust washer (14).

14. Install backing plate (13). Install small retaining ring (11) and large retaining ring (10).

15. Install roller bearings (9) in each of the planetary gears and secure with a retaining ring (8).

16. Heat four planetary gear assemblies (6) to a temperature of 135° C (275° F) and install the
planetary gear assemblies in planetary carrier housing. Install four retainer rings (5).

17. Adjust the end play of the front universal axle shaft as follows:

NOTICE

Be sure to subtract the thickness of the straight edge when calculating

Dimension X and Dimension Y.

a. Use tooling (F) and measure the distance from the planetary carrier housing flange face to the thrust
washer counterbore face located at the bottom of the planetary carrier housing. Make record of this
dimension. This dimension is Dimension X.
b. Push in on the front universal axle shaft. Use tooling (F) and measure the distance from the end of
the axle shaft to the flange face of hub (2). Make record of this dimension. This dimension is
Dimension Y.

c. Subtract Dimension Y from Dimension X. Make record of this dimension. This dimension is
Dimension Z. Subtract the desired end play of 0.46 mm (.018 in) from Dimension Z to determine the
correct thrust washer thickness.

18. Install correct thrust washer (7) and the retaining ring.
19. Put planetary carrier (1) in position on hub (2) and install two screws (3). Tighten the screws to a
torque of 49 N·m (36 lb ft).

20. Fill the final drives with oil to the correct level. See the Operation And Maintenance Manual.

End By:

a. install tires and wheels

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:57:58 UTC+0300 2023
All Rights Reserved.
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Previous Screen

Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATOR VEHICLE SYSTEMS
Media Number -SENR4346-01 Publication Date -01/11/2004 Date Updated -15/08/2005

SENR43460050

Duo-Cone Seals
SMCS - 7561-016

Assembly And Installation Of Conventional Duo-Cone Seals

Introduction

This instruction gives the procedure for installing Conventional Duo-Cone Seals.

It is most important that correct assembly and installation procedures are followed when Duo-Cone
Seals are used. Many of the Duo-Cone Seals failures are the direct result of one or more mistakes
made during assembly or installation of the seal components.

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.
(1) Seal
(2) Rubber Toric Ring
(3) Housing Retaining Lip
(4) Housing Ramp
(5) Seal Ring Housing

(6) Seal Ring Face

(7) Seal Ring Ramp
(8) Seal Ring Retaining Lip
(9) Installation Tool.

NOTICE

Never permit oil to get on the toric rings or ramps before both seal
rings are put together in their final assembled position (Step 10).
 Avoid prolonged skin contact with isopropyl alcohol. Avoid breathing
the vapors in enclosed areas without adequate ventilation and do not
smoke. Do no use near open flame or welding operations or other
heated surfaces exceeding 482° C (900° F).

1. Use isopropyl alcohol with a clean cloth or paper towels to remove any oil film, dust or other
foreign matter from toric rubber rings (2) and from ramps (4) and (7) and lips (3) and (8) of both seal
rings (1) and housings (5).

2. Put toric ring (2) on seal ring (1), at the bottom of seal ring ramp (7) and against retaining lip (8).
 NOTICE

Make sure that toric ring (2) is straight on seal ring (1) and is not
twisted. Be careful when you work on the rubber toric ring. Nicks, cuts
and scratches can cause leaks.

NOTICE

Do not use Stanisol or any other liquid that leaves an oil film or does
not evaporate quickly.

3. Put installation tool (9) onto seal ring (1) with toric ring (2). Lower the rings into a container with
isopropyl alcohol until all surfaces of toric ring (2) are wet.
4. With all surface of toric ring (2) wet, us installation tool (9) to position seal ring (1) and toric ring
(2) squarely against housing (5) as shown. Use sudden and even pressure to pop (push) toric ring (2),
under retaining lip (3) of housing (5).

5. Check assembled height (A) in at least four places, 90° apart. The difference in height around the
ring must not be more than 1 mm (.04").
6. If small adjustments are necessary, do not push directly on seal ring (1); use installation tool (9).

7. Toric ring (2) can twist if it is not wet all around during installation or if there are burrs or fins on
retaining lip (3) of housing (5).

NOTICE

Misalignment, twists and bulges of the toric ring will cause Duo-Cone
Seal failures. If correct installation is not obvious, remove seal from
housing and repeat steps 3 thru 6.

IMPORTANT: Toric rings (2) must never slip on the ramps of either seal rings (1) or seal ring
housings (5). To prevent slippage, wait a minimum of two minutes to let the isopropyl alcohol
evaporate before further assembly. Once correctly in place, the toric ring must roll on the ramps only.
8. Wipe seal faces (6) of seal rings (1) clean. Use a lint free cloth or paper towel. No particles of any
kind are permissible on the sealing surfaces. Even a small piece from a paper towel can hold the seal
faces apart and cause leakage.

9. Use an applicator, a disposable tissue or a clean finger, to distribute a thin film of clean oil evenly
on the seal faces. Do not to get any oil on the rubber toric rings.
10. Make sure both housings (5) are in correct alignment and are concentric. Move the parts slowly
and carefully toward each other.

NOTICE

Do not slam seals together. High impact can scratch or break the seal
components.

11. Once in place, fasten all parts tightly.

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All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Drive Shaft
SMCS - 3253-010

Remove And Install Drive Shaft

1. Remove eight bolts, nuts and washers (3) from drive shaft yoke assembly (2).

2. Move yoke assembly (2) on the splined shaft portion of the shaft and allow it to separate from the
differential.

3. Lower shaft (1) to the ground.

4. Remove eight nuts and washers (4) from the other end of drive shaft (1) and lower to the ground.

NOTE: Install in reverse order.

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:58:09 UTC+0300 2023
All Rights Reserved.
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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Transmission and Differential Carrier

SMCS - 3006-010; 3009-015; 3009-016

Remove And Install Transmission and Differential Carrier

Start By:

a. remove rear drive shaft

b. remove travel motor

c. remove rear axles

NOTE: There are several different ways of removing and installing the transmission and differential
carrier, only one method is pictured. An alternate method is to remove the entire rear axle with
transmission still attached. This can be accomplished by removing the drive shaft, hydraulic hoses,
eight axle bolts and lowering the entire axle housing by use of hoist straps and transmission jack with
transmission attached. The components can then be removed.

1. Drain oil from transmission/differential case.

2. Remove twelve bolts (1), six from top and six from bottom of transmission/differential case.

3. Remove two hydraulic lines (2) and (3) from top of transmission/differential case.

4. Place transmission jack under transmission/differential unit and secure with chain as shown.
Remove remaining bolts (1) and lower transmission/differential unit. Remove hydraulic line (4).
Weight of the transmission and differential unit is approximately 340 kg (750 lb).

NOTE: The following steps are to install the transmission/differential.

5. Place transmission jack under transmission/differential unit and secure with chain as shown. Install
tooling (A) and coat surface (X) with 6V6640 Gasket Maker. Install hydraulic line (4) and install
transmission/differential case into axle housing.

6. Install enough bolts (1) to hold transmission/differential unit in axle housing and remove
transmission jack. Remove tooling (A) and install remaining bolts (1). Tighten bolts to a torque of 220
N·m (163 lb ft).

7. Connect two hydraulic lines (2) and (3).

8. Fill transmission/differential case with oil.

End By:

a. install rear axles

b. install travel motor

c. install drive shaft

Disassemble Transmission

Start By:

a. remove transmission and differential carrier

NOTE: Place alignment marks on all housing and casing parts prior to disassembly. Insure that these
alignment marks are matched during assembly.

1. Remove plugs (1) and drain axle lubricant from each side of the axle housing.

2. Remove two socket head screws (2) and remove planetary carrier (3) from hub.
3. Remove snap ring (4) and pull inner plate carrier along with sun gear (5) from the stub shaft (axle
shaft) and out of the brake clutch pack.

4. Remove stub shaft (axle shaft) out of the axle housing.

5. Remove snap ring (7) and remove brake clutch pack (8).

NOTE: Removal of snap ring (7) and brake clutch pack (8) is necessary to allow the later installation
of the inner plate carrier.

NOTE: It is necessary to perform steps 1 through 5 on both sides of the axle housing prior to removal
of the transmission.

6. Secure two straps to the transmission as shown. Remove fourteen bolts (11) and remove
transmission (12) from the axle housing. Weight of the transmission is approximately 340 kg (750
lb).
7. Attach transmission to suitable tooling (A).

8. Remove plug (13) and drain oil from the transmission.

9. Remove locking screw (14).

10. Remove snap ring (15).

11. Remove twelve Allen head bolts (17) and install two guide bolts (16).

12. Install tooling (A) and remove drive casing from gearbox.
13. Remove large O-ring from black flange of drive casing.

14. Remove two bevel springs (18). Note and mark the positioning of these springs for reassembly.

15. Close the supply line at shutoff (19). Remove O-ring (20). Using compressed air at port where O-
ring (20) was located, press piston (21) out of gearbox.

16. Remove plug (22) and breather (23).

17. Remove large O-ring and backup ring (26) from the ring groove of the housing.

18. Remove snap ring (25) from the housing.

19. Remove disk (24).

20. Remove second large O-ring (27).

21. Remove plate pack (28) and backing plate.

22. Remove snap ring (29).

23. Remove clutch unit (30).

24. Place clutch unit in a press as illustrated. Install tooling (C) to the top of the clutch unit. Apply
pressure to compress the spring and remove snap ring (31).

25. Remove disc and sun gear (32).

26. Separate internal gear (33) from drive shaft.

27. Remove snap ring (38) and remove guide and bearing (39).
28. Remove snap ring (40) and bearing (41).

29. Remove disc pack (42).

30. Remove gear (43).

31. Remove plate carrier assembly (44).

32. Carefully separate plate carrier gear (45) from piston (47). It may be necessary to pry the
assembly loose.

33. Carefully examine plate carrier gear (45) for any wear. Check lubrication holes (46) to insure that
they are not blocked.

34. Remove O-ring (48) from plate carrier gear (45).

35. Remove three springs (49). Mark each spring as to top and bottom for proper installation during
reassembly.
36. Remove two O-rings (50). Remove back-up plate (51).

37. Remove snap ring (52).

38. Remove snap ring (53). This will allow the bushing to separate from the shaft.

39. Remove bushing (55) from shaft (54).

40. Remove snap ring (56) and remove shaft seal (57). Remove two O-rings (58).

41. Remove snap ring (60). Place shaft assembly in a press and press off bearing (59) if required.

42. Remove throttle valve (61) from the inside of shaft (54).
43. Remove snap ring (62).

44. Turn housing 90° and install tooling (D) and remove planetary carrier assembly (63) from the
housing.

45. Remove three snap rings (64).

46. Install tooling (E) and remove planetary gears from the planetary shafts. Also remove washer and
needle bearings with each.
47. Install tooling (E) and remove inner race (66).

48. Remove snap ring (67) and remove bearing assembly (68).

49. Remove bolt (71) and remove sliding collar (69). Also remove two pads which hold the sliding
collar to shift fork (70).

50. Loosen nut (73) and pry lever (74) off of shift fork rod. Remove plug (72).
51. Drive out roll pin (75) using the hole from which plug (72) was removed. Remove shift fork (70)
from the housing.

52. Remove suction line (76).

53. Remove four bolts (77) and remove shift lock (78) from the housing.

54. Remove rotor set from pump shaft (79) if it was not removed with shift lock (78). Remove ball
(80).
55. Pry pump cover (81) out of the housing bore.

56. Remove O-ring seal (82) and seal (83) from pump cover (81)

57. Remove snap ring (84).

58. Remove pump shaft (85).

59. Remove two snap rings (86) and bearing (87) from pump shaft (85).

60. Turn housing around and remove snap ring (88).

61. Remove helical gear assembly (89) from the housing.

62. Remove snap ring (90). Remove shift dog (91) and spacer (92).
63. Remove needle bearing (93) from gear assembly if necessary.

64. Place helical gear assembly (89) in a press and separate helical gear (94) from bearing cap
assembly (95).

65. Remove snap ring (96) from bearing cap assembly (95). Place in a press and press out bearing
(97) from bearing cap (98).

66. Turn helical gear (94) over and remove snap ring (99). Remove bearing (100) from the gear. It
may be necessary to destroy the bearing to remove it.
67. If any damage or wear is noted in the area of the lubricating pump, shift lock (78) should be
removed and disassembled.

68. Remove control spool assembly (101).

69. Remove snap ring (106). Remove plug (104), remove O-ring from the plug (105), spool (103) and
spring (102).

70. Spool (103) can be disassembled if necessary. Remove set screw (107) from the end of spool
(103). It will be necessary to apply heat to set screw (107) since it was Locktite secured.

71. The spool contains a ball, a spring, a piston, a second ball and a second spring, in that order of
removal.

72. Remove pilot spool (108).

73. Disassemble pilot spool. Remove plug (112), O-ring (111), spool (110) and spring (109).

74. Remove shuttle valves (113) and (114). It may be necessary to use tooling (F) to remove the
shuttle valves.

75. Disassemble shuttle valves. Both shuttle valves are identical. Remove plug (118), two O-rings
(117), one ball (116) and spring (115). It may be necessary to use tooling (E) to remove shuttle valves
from shift lock housing.

76. Turn the housing over and remove the rotor assembly (119).
77. Remove diaphragm (120) if necessary. It will be necessary to use heat to remove since it was
Locktite secured during assembly.

Assemble Transmission
NOTE: The transmission is not assembled in the reverse order of disassembly. Do not omit steps or
assume reverse procedure. For clarity, the part numbers used in disassembly have been retained for
assembly.

NOTE: Correct measurements and torques are extremely important when assembling the
transmission. Incorrect measurements could cause incorrect contact patterns within the differential
which could lead to early hour failure. Make sure that all surfaces are clean and free of oil or dirt prior
to any measurement or assembly.

1. Firmly secure the transmission and differential housing to tooling (A).

2. Install bearing (97) into bearing cap (98) and secure with a snap ring (96). This will create bearing
cap assembly (95).

3. Press ball bearing (100) over the collar of the helical gear (94) until contact is obtained and secure
by means of snap ring (99).
4. Combine the two previous steps into one piece. Press gear assembly (94) into bearing cap assembly
(95). This will create helical gear assembly (89).

5. Press needle bearing (93) firmly against shoulder.

6. Install spacer (92) and shift dog (91) onto helical gear assembly (89) and secure with shim and snap
ring (90). Check shift dog for end play. Maximum end play is .1 mm (.003 in). If more end play
exists, increase size of spacer. See parts book for alternate spacers.

7. Install assembled helical gear assembly (89) into the housing bore.
8. Secure helical gear assembly (89) with snap ring (88).

9. The above photo shows the components of the shift dog assembly (70).

10. Install O-ring and snap ring to the shift dog assembly shaft.

11. Install yoke shoes on yoke (70) and place assembled yoke on sliding collar (69).
12. Install yoke (70) and sliding collar (69) into housing.

13. Install pin (70A) through the side of the housing and into yoke (70). Push pin into housing until
snap ring is against housing. Remove plug (72).

14. Align yoke (70) and shaft (70A) and drive roll pin (75) through hole in housing and into yoke
(70), securing both together. Upon completion, install plug (72) back in housing. Tighten to a torque
of 60 N·m (44 lb ft).

15. Install a new O-ring on plug (72) and install plug (72) into housing.
16. Assemble the planetary gear assembly. Install the rollers with grease. Install all three planetary
gears on the carrier.

17. Press preassembled planetary gears firmly against shoulder.

18. Install collar, shim and snap ring (64).

19. Turn the planetary assembly over and install the roller bearing and the snap ring if they were
previously removed.
20. Install planetary assembly (63) into housing. Insure that planetary assembly does not bind.

21. Secure planetary assembly with snap ring (62).

22. Assemble shift lever and fix it temporarily in the off position by means of a hex head bolt at the
arrow indicated.

23. Install an M8 bolt and flat washer to the shaft Pull the shift shaft to the proper position by
clockwise rotation of the bolt to the stop. Tighten to a torque of 46 N·m (34 lb ft). Then tighten the
holding bolt at the top of the clutch arm, securing the arm to the shaft.
24. Remove hex head bolt, and move clutch arm to the on position and again secure with the same
hex head bolt. Tighten bolt to a torque of 46 N·m (34 lb ft).

25. Install ball bearing (59) onto shaft (54) and secure with snap ring (60).

26. Install two seal rings (arrows) if they were removed

27. Place a small amount of lubricant on the outer portion of seal (57) and press seal (57) into bushing
(55). Press seal down far enough so that snap ring can be installed.
28. Install snap ring (56) into bushing (55). Install two O-rings (58).

29. Lubricate both seal rings on shaft (54). Place shaft (54) and bushing (55) into press. Press together
snap ring groove in the top of the shaft is visible.
30. Install snap ring (53) into shaft (54).

31. Install snap ring (51) and replace back-up plate with the offset plane surface facing upward.

32. Determine the adjustment value of (B). Dimension of (B) for ten plate pairs is 10.9 ± 0.2 mm
(.428 ± .007 in) for eleven plate pairs is 8.1 ± 0.2 mm (.318 ± .007 in).

NOTE: Steps 32 through 39 is required to determine end play of components on the shaft and
thickness of the disc pack.

33. Install piston (47).

34. Install plate carrier gear (45).

35. Using a soft hammer and soft punch, tap plate carrier until full contact is obtained.

36. Install gear (43).

37. Install disc pack (42). Start with one inner plate and alternate. It is not necessary to oil each of the
discs during this measurement process.
38. Using a depth gauge as shown measure dimension (B). The distance from the top of the disc pack
(42) to the top of the plate carrier gear (45).

39. Install ball bearing (41) and sun gear (32).

40. Install washer (arrow) and snap ring. Check for end play. Maximum end play is 0.1 mm (.00393
in). Washers are available in sizes from 3.00 mm (.1181 in) to 3.90 mm (.1535 in) in thickness. After
the correct end play and correct washer have been determined, remove the snap ring and remove all of
the components down to and including piston (47).
41. Install snap ring (52) onto shaft in slot indicated by arrow. It may be necessary to use tooling (B).
Insure that the sealing lip is facing the pressure chamber.

42. Install two O-rings (50) in the shaft as indicated. Lubricate the O-rings after they have been
installed.

43. Install three springs (49) on the shaft. Note the configuration which was marked on the spring at
disassembly. The springs should be face to face and back to back for the maximum amount of lift.

44. Install piston (47).

45. Install O-ring (48) on plate carrier gear (45) and install into plate carrier. Lubricate seal for ease of
installation.

46. Install plate (43).

47. Assemble plate pack alternating, starting with one inner plate. Lubricate the plates prior to
assembly and installation.

48. Install ball bearing (41) into guide (39) and secure with snap ring (40).
49. Install the assembled guide into the internal gear bore and secure with a snap ring.

50. Align the outer plates and install internal gear (33) onto the shaft and the plate pack.

51. Install sun gear (32).

52. Install the shim which was determined by the measurement obtained in step 33 through 40.
53. Place assembly in press and install tooling (C). Compress springs located below plate pack and
install snap ring (31).

54. Install tooling (D) into the center of the shaft as shown.

55. Attach a small hand hydraulic pump to tooling (D). Fill and drain the piston area several times to
insure that air is drained from the piston area. Increase pressure to 3493 kPa (507 psi) and close off
the connection to the pump. Observe the pressure gauge. No pressure drop should occur for a period
of at least 15 minutes.
56. Reduce the pressure to 1998 kPa (290 psi). At this pressure it should not be possible to turn
through the clutch. If the clutch can be rotated at this pressure or less, remove and replace the three
springs.

57. Remove pressure connection and install throtle valve (61). Install two new O-rings on the throttle
valve at arrow locations.

58. Install the preassembled and tested clutch (30) assembly back into the transmission housing.

59. Install snap ring (29) securing clutch assembly to transmission assembly.
60. Install the backing Plate.

61. Determine the adjustment value of (A). Dimension of (A) using eleven plate pairs is 11.8 ± 0.2
mm (.463 ± .007 in). Assemble the plate pack, starting with one outer plate. To obtain an accurate
measurement, install the plate pack non-oiled.

NOTE: Steps 61 through 70 are required to determine thickness of the disc plate pack.

62. Install piston (21).

63. Using tooling (E) depress piston against plate pack. Determine dimension (A) from the flange-
mounting surface to the mating surface. Dimension should be 12.00 mm (.471 in).

64. Make any corrections by means of corresponding outer plates.

65. After it has been determined that the plate pack dimension is correct, remove tooling (E) and
remove piston and plate pack.

66. Lubricate inner and outer plates and reinstall them. Install O-ring (27) into housing.

67. Above drawing displays the installation position of disk, piston and sealing components. (1) drive
housing, (2) clutch disk housing, (3 + 4) O-ring (back-up ring and O-ring, (5) snap ring, (6) O-ring,
(7) disk, (8 + 9) O-ring (O-ring and back-up ring), (10) piston, (11) springs, (12) O-ring.
68. Install back-up ring and large O-ring, at arrow indicated, into disk (24) and lubricate prior to
installation.

69. Secure disk with snap ring (25).

70. Install back-up ring and O-ring (26) into groove in the housing. Lubricate O-ring after installation.

71. Assemble piston (21) and place it evenly against shoulder. Use tooling (E) to press into place if
necessary.
72. Install two springs (18) and align them. Note the position of the springs in relation to each other.
Check the marks placed on them during disassembly. Also note drawing C48091P1 for correct
placement.

73. Install a new O-ring (20) into the countersunk area in the housing. Install two new O-ring at the
positions indicated by the two arrows in the guide bushing. Lubricate the O-rings after installation.

74. Install a new O-ring seal on drive casing at arrow indicated. Lubricate O-ring after installation.

75. Align the guide bushing vertically as shown with the drive casing.
76. Install two guide bolts (16) and install drive casing. Insure that alignment on the guide bushing
does not move as the drive casing is installed. After installation remove guide bolts (16).

77. Install ten Allen head bolts (17) securing the drive casing to the gear housing. Tighten bolts to a
torque of 79 N·m (58 lb ft).

78. Pull the drive shaft and the guide bushing out of the drive casing using tooling (F). Pull out until
the snap ring groove can be seen and the snap ring engaged. Install the snap ring.

79. Secure the guide bushing radially to the drive casing with locking screw (14).
80. Remove plug (121), spring (122) and piston (123) from the drive casing.

81. Remove and replace two rings on the piston. One ring is located directly under the other. Install
the O-ring on the piston. Heat the Turcon ring in an oil bath for approximately ten minutes. Install
the Turcon ring on the piston using tooling (G). Note the placement of the ring on the piston. See
insert in photo C48128P1.

82. Install a new O-ring on plug (121). Install the assembled piston (123), the spring (122) and the
plug (121) into the drive casing.

83. Install new breather (124) and screw plug (125).

84. Install two new screw plugs (126). Install one new shear-off plug (127) and install tooling (D).

85. Attach hand pump to tooling (D) and vent at breather (arrow). Increase pressure to 3493 kPa (507
psi) and close off the connection to the pump. Observe the pressure gauge. No pressure drop should
occur for a period of at least 15 minutes.

86. Reduce the pressure to 1998 kPa (290 psi). At this pressure it should not be possible to turn
through the brake. If the brake can be rotated at this pressure or less, remove and replace the two
springs.

87. Remove tooling (D) and reinstall throttle valve. Install two new O-rings on the throttle valve.
NOTE: The following steps are for the assembly and mounting of the shift lock.

88. The rotor set and valve body cannot be exchanged individually. If damage is noted in the area of
the lubricating oil pump, the complete shift lock must be replaced.

89. Install shear off plugs and king plugs (arrows) if they were removed during disassembly.

90. Install shuttle valve exactly as shown above.

91. Install valves (115) through (118) exactly as shown above and install new O-rings at the arrows
shown.
92. Install the lube pressure valve and screw plug exactly as shown above. The components are; shift
lock housing (1), spring (2), shims 1.2 mm (.471 in), spool (4), plug (5) and plug (6).

93. Lubricating pressure is determined by the shim. A shim 1.2 mm (.471 in), will normally create the
correct pressure. If a deviation from the correct pressure is noted during test, a correction can be made
by means of a corresponding shim. Correct pressure is 279 ± 30 kPa (40.6 ± 4.3 psi). Install new O-
rings on each of the plugs.

94. Install seals on spool (103) using tooling (H). Seals are composed of an O-ring and a plastic back
up ring. Install into the upper and lower piston ring groove at arrows.
94. If the internal portion of the spool were disassembled, it must be assembled exactly as shown.
Install spring (2) and ball (3). Install O-ring (4) onto bushing (5) and install bushing (5), spring (6)
ball (7) and threaded plug (8) into spool (1). Use Threadlocker 9S3263 when installing plug (8).

95. Install spring (102), assembled spool (103), plug (104) with new O-ring (105) and snap ring (106)
into shift lock housing.

96. Install plugs in three ports at arrows. Install tooling (D) and attach hand pump. Ventilate the piston
area and check control spool for tightness. Increase pressure to 3493 kPa (507 psi) and close off the
connection to the pump. Observe the pressure gauge. No pressure drop should occur for a period of at
least 15 minutes.

97. Upon completion of testing, install fittings into shift lock as shown.
98. Turn shift lock housing over and install diaphragm using Threadlocker 9S3263 when installing.
Install O-ring at arrow.

99. Lubricate rotor assembly (119) and install into shift lock housing

100. Fill the inner and outer rotor (arrow) with lubricant. This will provide lubrication at first start.

101. Install shaft seal (83) into the pump cover bore. Lubricate O-ring (82) and insert it into the ring
groove.
102. Assemble shaft (85), washer and snap ring (86) and bearing (87) exactly as shown.

103. Install shaft (85) into transmission. Insure that the splines mesh.

104. Secure shaft (85) by installing snap ring (84).

105. Install two M8 alignment bolts and install pump cover (81).
106. Insert drive ball (80) into coupling and pump shaft (79).

107. Install shift lock onto the transmission as shown. Insure that the overlapping of the drive ball
(80) with the groove on the inner rotor.

108. Secure shift lock to the transmission by means of Allen bolts. Tighten to a torque of 23 N·m (17
lb ft).

109. Install all remaining plugs (arrows). Tighten all plugs to the following torques M10 plugs 25
N·m (18 lb ft), M14 plugs 35 N·m (25 lb ft), M18 plugs 50 N·m (37 lb ft).
110. Install suction pipe.

111. Install connecting plug (arrow 1) and tighten to a torque of 25 N·m (18 lb ft). Install screw plug
(arrow 2) and tighten to a torque of 35 N·m (26 lb ft). Install new O-rings. There may be a slight
difference in location based on the difference in design of the transmission.

112. Install delivery lines.

113. Install three plugs (arrows) in the housing. Tighten the plugs to a torque of 80 N·m (59 lb ft).
Before the transmission is put into service, fill with oil according to instructions in the Operation and
the Maintenance Manual.
114. Coat the mounting flange of the differential housing with 6V6640 Gasket maker. Install two
alignment bolts in the flange surface. Attach tooling (1) to the transmission and differential and hoist
into position on the differential housing, using the alignment bolts. Weight of the transmission and
differential is 340 kg (750 lb).

115. Secure transmission and differential to differential housing with twelve Allen head bolts.
Remove alignment bolts after securing, and replace with two additional Allen head bolts. Tighten
bolts to a torque of 230 N·m (170 lb ft)

116. Install stub shaft (6) into differential and engage splines on shaft with differential gears.

117. Install thrust washer (4).

118. Assemble and install inner plate carrier and sun gear (5).

119. Install plate pack. Alternate plates and discs.

120. Secure plate pack by means of backing plate (8) and snap ring (7).

121. Install an new O-ring seal on the hub to seal the planetary carrier. Install the planetary carrier (3)
and secure with two socket head screws (2). Tighten to a torque of 56 N·m (41 lb ft).

122. Fill axle with proper lubricant. See Operation and Maintenance Manual.
End By:

a. install transmission and differential carrier

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Product: EXCAVATOR
Model: 212B EXCAVATOR 3PJ
Configuration: 212B EXCAVATOR WHEEL TYPE 3PJ00001-UP (MACHINE)

Disassembly and Assembly

206B & 212B EXCAVATORS POWER TRAIN
Media Number -SENR4345-00 Publication Date -01/12/1991 Date Updated -11/10/2001

Tire And Rim Assemblies

SMCS - 4202-010

Remove And Install Tire And Rim Assemblies

Do not use vehicle stabilizers as the sole means of holding the weight of
the unit after it has been raised. Use tooling (A) or other suitable stands
to prevent damage and injury in the event of hydraulic leak down.

1. Put blocks in front of and behind the tires which are not to be removed.

2. Raise the machine until the tires to be removed are just off the floor.
3. Install tooling (A).

4. Remove ten lug nuts and washers (1).

Typical Example

5. Use a vehicle with forks, and position the forks under the tire and wheel (2). Fasten tooling (B) as
shown to secure the tire and wheel to the forks. Remove the tire and wheel from the axle. Weight of
the tire and wheel is 95 kg (210 lb).

6. Remove wheel spacer (3) and other inner tire and wheel as before.
NOTE: Always replace spacer when repairing or replacing any tires or wheels. This unit prevents
large rocks or other debris from becoming wedged between the tires and either damaging the tires or
being thrown during vehicle movement.

NOTE: Install in reverse order.

7. When installing the outer wheel, insure that the valve stem from the inner wheel protrudes through
one of the slots on the outer wheel. This is necessary to allow access to the inner valve stem.

8. Install ten washers and lug nuts (1) and tighten to a torque ( 440 ± 40 kg (320 ± 30 lb).

Copyright 1993 - 2023 Caterpillar Inc. Thu Jul 6 19:58:21 UTC+0300 2023
All Rights Reserved.
Private Network For SIS Licensees.