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

Systems Operation
205B, 211B, 206B FT, 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4324-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Systems Operation

Introduction
Reference: For Specifications with illustrations, make reference to Specifications for 205B, 206B FT,
211B & 212B FT Excavators Hydraulic System, Form No. SENR4327.

Main Pump And Load Sensing System

Main Pump And Load Sensing System Schematics (205B, 206B FT, 211B & 212B FT)
1. T power mode control valve (206B FT & 212B FT only). This solenoid valve is activated when the forward travel pedal
is depressed.

2. L-S power mode control valve. This solenoid valve is not activated when standard work mode is selected on the control
panel.

3. Adjustable fitting group for connecting the pilot oil line from the L-S power mode control valve.

4. Main pump regulator group. This component senses flow needs and regulates the main pump.

5. Power limiter. Its function is to control the main pump and keep it within the performance capabilities of the engine.

6. Pilot oil filter.

7. Main pump.

8. Main pump group. The main pump group supplies oil to the hydraulic system.

9. Auxiliary pump.

10. Stabilizer main control valve (wheel machines only).

11. Bucket main control valve.

12. Stick main control valve.

13. High pressure cut-off unit. This unit consists of a relief valve for pressure cut-off (protects load sensing line) and a
second relief valve for removing pressure peaks (protects line from main pump).

14. Optional implement main control valve (not proportional).

15. Main filter. This filter is screwed into the hydraulic oil tank.

16. Manifold. The manifold serves as a connector for return lines to tank.

17. Travel control valve (206B FT & 212B FT only).

18. Boom main control valve.

19. Intermediate plate. The plate limits pressure during swing startup.

20. Manifold. The manifold serves as base plate for mounting the valves.

21. Swing main control valve.

22. Optional implement main control valve (proportional).

23. Optional implement main control valve.

24. Left travel main control valve (205B & 211B only).

25. Right travel main control valve (205B & 211B only).

Introduction

Main Pump And Load Sensing System Components (206B FT, 212B FT)
(1) T power mode control valve. (2) L-S power mode control valve. (3) Adjustable fitting. (4) Main pump regulator. (5)
Power limiter. (6) Pressure filter. (7) Main hydraulic pump. (8) Main hydraulic pump group. (9) Auxiliary pump. (10)
Stabilizer main control valve. (11) Bucket main control valve. (12) Stick main control valve. (13) High pressure cut-off
unit. (14) Optional implement main control valve. (15) Filter for leakage oil. (16) Manifold. (17) Travel main control
valve. (18) Boom main control valve. (19) Intermediate plate. (20) Manifold. (21) Swing main control valve. (22)
Optional implement main control valve. (23) Optional implement main control valve.

Main Pump And Load Sensing System Components (205B & 211B)
(2) L-S power mode control valve. (3) Adjustable fitting. (4) Main pump regulator. (5) Power limiter. (6) Pressure filter.
(7) Main hydraulic pump. (8) Main hydraulic pump group. (9) Auxiliary pump. (11) Bucket main control valve. (12) Stick
main control valve. (13) High pressure cut-off unit. (14) Optional implement main control valve. (15) Filter for leakage
oil. (16) Manifold. (18) Boom main control valve. (19) Intermediate plate. (20) Manifold. (21) Swing main control valve.
(22) Optional implement main control valve. (23) Optional implement main control valve. (24) Left travel main control
valve. (25) Right travel main control valve.

This system has flow regulation with load compensation. The required load compensation is
determined by the system.

The main components of the system are:

1. Main pump group with regulator group. The regulator group includes power limiter (5),
which is part of main pump regulator (4) and adjustable fitting (3).
2. Main control valve group. It consists of manifold (20) and main control valves for
implements, travel and swing circuits. High pressure cut-off valve (13) is mounted to the
forward side of the manifold.
 3. L-S power mode control valve and T power mode control valve (for 206B FT & 212B FT
only). Both valves are located in the control valve block (refer to description of pilot oil
system).

Flow Regulation

Simplified Schematic Of Load Sensing System

(1) Changeover valve. (2) Load compensator, consumer I. (3) Load sensing line. (4) Load compensator, consumer II. (5)
Load compensator, consumer III. (6) Control spool in main control valve. (7) Relief valve. (8) Relief valve (high pressure
cut-off). (9) Pump. (10) Main pump regulator. (11) Line from pump.

NOTE: In the system description that follows, the word "consumer" refers to any pilot controlled
movement of the machine. This includes boom, stick, bucket, swing, travel, and any optional
implements.

Pump (9) displaces only the volume of oil actually required. This avoids unnecessary losses due to
circulation and throttling.

When oil flow is not needed (consumers not actuated) and when all control spools (6) are in the
neutral position, pump pressure moves the spool in main pump regulator (10) against its spring. This
allows pump pressure to go to the destroke piston of the pump. The pump will destroke and reduce
flow.
Any change in pump output changes the pressure so that the spool of the main pump regulator moves.
This spool movement starts corrective action immediately.

When a pilot control valve in the cab is moved, pilot pressure actuates control spool (6). The control
spool opens a connection from the pump to the consumer. The opening in the control spool is a
metering throttle. The pressure difference at this point is constant.

The opening of one of the control spools allows pump pressure to go to its load compensator (2, 4 or
5). The pressure acts on the end of the compensator to move its spool against the spring. Oil now goes
to the consumer. At the same time, circuit pressure goes through changeover valve (1). This pressure
acts through load sensing line (3) on the spring end of main pump regulator (10). A signal is sent to
the pump to increase output. Pressure in line (11) rises.

When pump output pressure is greater than consumer circuit pressure, the consumer will begin to
move. The oil flow causes a drop in pressure at the control edge of the metering throttle. When the
drop in pressure equals the spring force of the main pump regulator, the system is stabilized.

The pump reacts to any movement of the control spool to compensate for any change in the opening
of the metering throttle. This maintains the constant pressure difference.

Load Compensation

If several consumers are used at the same time, the flow regulation system will only respond to the
highest pressure. The metering throttle of the remaining consumers must now be regulated to equalize
the pressure difference. This is done by load compensators (2, 4 and 5). There are two load
compensators, one for each work port to the consumer.

Load sensing line (3) is common to all consumers. The highest load pressure is selected by means of
check valves. The pressure is sent to the spring chamber of main pump regulator (10) and to the
bottom end of the compensators of the remaining consumers.

The compensator of the consumer with the highest load is opened fully and works as a check valve to
block reverse flow. The compensators in the other consumer circuits equalize the pressure difference
between the highest load pressure and their own circuit load. This makes sure that the same conditions
exist at the metering throttles of all actuated consumers. These conditions are:

1. Pump pressure is upstream of the metering throttles.

2. Highest load pressure is downstream of the metering throttles.

When the total oil flow demand for the actuated consumers becomes greater than the maximum pump
output, the flow must be distributed to the consumers. This distribution follows the formula:
Main Pump
Main Pump
(1) Housing. (2) Piston shoe. (3) Piston. (4) Cylinder barrel. (5) Port plate. (6) Control group. (7) Drive shaft. (8) Cradle.
(9) Spring. (10) Adjustable fitting. (11) Main pump regulator group.

The main pump is of the axial-piston type. It is driven directly by the engine. The two main sections
of the pump are control group (6) and the pump unit. The pump unit consists of drive shaft (7),
cylinder barrel (4), pistons (3), piston shoes (2) and cradle (8).

The swashplate of the pump changes pump displacement from zero to maximum. The swashplate is
controlled by the angle of cradle (8). When drive shaft (7) rotates, cylinder barrel (4) also turns. Nine
pistons (3) are held in and turn with the cylinder barrel. Each piston is connected to piston shoe (2).
The barrel slides on port plate (5). Spring (9) presses the barrel against the port plate.

Control Group And Port Plate

(5) Port plate. (6) Control group. (12) Slot. (13) Pressure area. (14) Intake area. (15) Overlapping area.

As the cylinder barrel rotates, the pistons are moved in and out of the cylinder barrel. The length of
the stroke is determined by the swashplate angle. As the pistons move in, oil is pulled from the tank
through inlet port T. To improve pump intake, the tank has 20 kPa (3 psi) pressure. From port T the
oil goes through intake area (14) and slots (12) into the piston bore. As the cylinder barrel rotates, the
pistons pass by overlapping area (15) to pressure area (13). When passing by the pressure area, the
swashplate pushes the pistons back into the barrel. This pushes oil out through slots (12), through
pressure area (13) and through output port P into the hydraulic system.

To prevent pressure shocks when the cylinder barrel passes through the three areas, relief slots are
provided between pressure area (13) and intake area (14).

The leakage oil from the main pump goes through the return filter before entering the tank.

NOTE: The main hydraulic pump in the 205B, 206B FT, 211B and 212B FT excavators is
functionally identical. With adjustable fitting (10) mounted on the power limiter of the main pump
regulator group (11) it is possible to adjust the output to the requirements of the specific excavator.

Main Pump Regulator Group

The main pump regulator group includes the main pump regulator, the power limiter and the
adjustable fitting.

The main pump regulator group is responsible for flow regulation. The displacement of the pump is
determined by the amount of flow needed. The regulator group is mounted on the control group.
Standby pressure in this system is always greater than margin pressure. Margin pressure is 1600 to
1800 kPa (230 to 260 psi). The standby pressure is not constant and can reach the pressure limit of
6000 kPa (875 psi).

Main Pump Regulator (Rest Position)

(1) Housing. (2) Spool. (3) Port for line from main pump. (4) Line to tank. (5) Load sensing line from main control valve.
(6) Port to destroke piston. (7) Bushing. (8) Spring. (9) Adjustment screw.

The main pump regulator consists of spool (2), bushing (7), spring (8) and adjusting screw (9). The
assembly is located in regulator group housing (1).
Main Pump
(10) Destroke piston. (11) Upstroke piston.

Pump Startup

The main hydraulic pump has springs and a pushrod to make sure that there is pump flow at engine
startup.
Main Pump Section View
(A) Swashplate cradle. (B) Pushrod. (C) Springs.

When the engine is shut off, the force of springs (C) against pushrod (B) keeps swashplate (A) in an
upstroke position. When the engine is started, the pump produces flow.

When flow demand requires that the pump flow decrease or increase, upstroke or destroke pistons
(10) or (11) change the swashplate position. This overrides the force of springs (C).

Main Pump Regulator With No Load

Since there is no load on any of the circuits after engine startup, there is no flow through the control
valve group. The angle of the swashplate must be reduced to minimum displacement. Pump flow
enters the main pump regulator at passage (3). The oil goes through passage (19) to the left end of
spool (2).

Main Pump Regulator (Regulating Position)

(1) Housing. (2) Spool. (3) Passage from main pump. (4) Port to tank. (5) Load sensing signal from main control valve
group. (6) Line to and from power limiter. (8) Spring. (18) Oil passage. (19) Oil passage. (20) Oil passage.

Spool (2) is moved against the force of spring (8). The force of spring (8) equals margin pressure.
This closes the connection from oil passages (18) and (20) to tank and opens the connection between
passages (18) and (19). The oil goes through port (6) to the destroke piston of the main pump.

Since area of the destroke piston is larger than the area of the upstroke piston, the force moving the
swashplate toward minimum angle is greater than the force moving the swashplate toward maximum
angle. The pump will destroke to a point where pump output is sufficient to maintain low pressure
standby. Standby pressure is always greater than margin pressure.

Main Pump Regulator With Load

If the main control valve for a consumer is opened, the pressure in that circuit goes through the load
sensing line to the main pump regulator.

Main Pump Regulator Under Load Conditions

(1) Housing. (2) Spool. (3) Passage from main pump. (4) Passage to tank. (5) Load sensing signal from main control
valve. (6) Passage to and from power limiter. (8) Spring. (18) Oil passage. (19) Oil passage. (20) Oil passage.

The hydraulic oil pressure in the work circuit pushes against the right end of spool (2). The oil
pressure and the force of spring (8) move the spool to the left. Spool movement blocks the connecting
passage between oil passages (18) and (19). A connection is made between oil passages (18) and (20).
Oil at the destroke piston of the main pump flows through the power limiter into passage (18). This
oil then goes to passage (4) to tank. At the same time, pump pressure goes to the upstroke piston of
the main pump. Pump output increases from minimum to maximum.

Pump pressure now rises until the pressure meets load needs. At this point the regulating function of
the main pump regulator sets in. It only has to overcome and maintain the pressure difference of the
spring.
Pump pressure entering port (3) goes through oil passage (19) to left end of spool (2). The spool
moves to the right. The main pump regulator now functions as described in previous subject Main
Pump Regulator With No Load. In this case the load pressure, as determined by the main pump
regulator, sets the angle of the swashplate in the pump.

Power Limiter and Power Mode Control Valve

The power limiter is a unit in the main pump regulator group. Its function is to limit main pump
output so that the power needed to drive the pump remains constant and does not exceed engine
capacity. The power limiter limits the driving torque requirements of the pump. The regulation is
dependent on system pressure.

Power Limiter
(1) Upstroke piston. (2) Bushing. (3) Control group. (4) Threaded bushing. (5) Bushing. (6) Piston. (7) Piston. (8) Lever.
(9) Spool. (10) Housing. (11) Adjustable fitting group.

The power limiter consists of housing (10), bushing (5), lever (8), piston (7) and adjustable fitting
group (11).

The control grou includes piston (1) which is guided in bushing (2). Threaded bushing (4) is screwed
into piston (1). Piston (6) can move in bushing (4). Piston (6) slides on lever (8) as upstroke piston (1)
moves. Lever (8) can pivot up and down.
Operation Of Power Limiter

Main Pump And Power Limiter

(6) Piston. (7) Piston. (8) Lever. (9) Spool. (10) Power limiter. (11) Adjustable fitting group. (12) Swashplate angle. (13)
Destroke piston area. (14) Oil passage. (15) Upstroke piston. (16) Oil passage. (17) Oil passage. (18) Oil passage. (19)
Spring. (20) Maximum pump piston stroke.

When the main pump output is maximum, system pressure increases to a value above the setting of
the power limiter. Output limitation now occurs.
System oil pressure in upstroke piston area (15) goes through passage (14) and pushes on piston (6).
Piston (6) puts a force down on lever (8). Spring (19) pushes on piston (7) to put a force up on lever
(8).

When the hydraulic force above the lever becomes greater than the mechanical force below the lever,
piston (6) will move lever (8). As the lever rotates down, it moves spool (9). The connection between
passages (17) and (18) closes. This stops the flow of oil from destroke piston (13) to tank. A
connection is made between passages (16) and (17). Pump pressure coming into passage (16) goes out
passage (17) to the destroke piston. The angle of the swashplate is reduced (destroked) until the pump
output corresponds to the desired displacement.

Should system pressure drop again, the hydraulic force pushing down on lever (8) also drops. The
force of spring (19) moves spool (9) up. This reconnects oil passages (17) and (18). Pressure on the
destroke piston enters the power limiter through passage (17) and goes out through passage (18).
Passage (18) sends the pressure to the main pump regulator where it is relieved to tank. This lowers
the pressure behind the destroke piston and lets the angle of the swashplate increase again (upstroke).

The downward force on lever (8) depends on system pressure applied to piston (6) and on the position
of the upstroke piston. As the upstroke piston moves toward maximum swashplate angle, piston (6)
slides toward the outer end of the lever. At the same system pressure, the force pushing down on the
lever is greater at maximum swashplate angle than at minimum angle. This is shown in the diagram
that follows.
Diagram Of Forces On Power Limiter Lever
(6) Sliding piston. (7) Piston. (8) Lever. (A) Area of piston (6). (F) Force of spring (19). (L1) Distance between pivot and
sliding piston. (L2) Distance between pivot and lower piston. (P) System pressure acting on sliding piston.
Pump Performance Curve
(21) Characteristic curve for pump output. (22) Point of intersection for pressure multiplied by flow. (23) Maximum pump
output (Q max). (24) Area of maximum pump output. (P) Pressure. (Q) Flow.

The power limiter ensures that the product of pump output and pressure always remains constant. The
point of intersection (22) for pressure P multiplied by flow Q moves along the characteristic curve
(21) for pump output. Maximum pump output (24) will never exceed the driving power of the engine.

Operation Of Power Mode Control Valve Group

Power Mode Control Valve
(11) Adjustable fitting. (19) Spring. (25) Emergency manual operation. (26) Solenoid. (27) Adjustment screw. (28)
Adjustment screw. (29) Cartridge. (30) Cartridge. (31) Flange. (32) Piston. (33) Spring plate. (34) Spring. (35) Passage.
(36) Spring. (37) Control edge. (38) Passage. (39) Spring chamber. (40) Spool. (41) Oil passage. (42) Passage. (43) End of
piston. (44) Jet. (45) Spool. (46) Passage. (47) Port for L-S power mode control valve. (48) Spring plate. (49) Spring
chamber. (50) Port for T mode. (51). Adjustment screw.

Operation of the Main Pump Regulator Group

The main pump regulator group is installed to keep the maximum capacity of the main pump constant
over two ranges in the case of the 205B and 211B excavators and over three in the case of the 206B
FT and 212B FT excavators. The group consists of adjustable fitting group (11), cartridges (29) and
(30) (206B FT & 212B FT only) and the power mode control valves. The power limiter operates in
the same way regardless of the operation of the power mode control valves.

Adjustable Fitting Group

The adjustable fitting group is mounted on the pump unit. The adjustable fitting consists of spool (45),
spring plates (48), spring (19) and adjustment screw (51). It has ports for L-S power mode control
(47) and T power mode control (50).

Power Mode Control Valve Group

The power mode control valve group is mounted on the main valve. Cartridges (29) and (30) project,
along with solenoids (26), from the valve block. The cartridges include the components; piston (40),
jet (44), spring plate (33) and springs (34 and 36). They are held on the manifold by flange (31).
Cartridge (30) controls the L-S power mode, cartridge (29) the T power mode. A mechanical switch
(25) at the head end of the solenoids permits manual operation in an emergency.

L-S Power Mode Control

When the power selector switch on the operator's panel is set to the L power mode, I is illuminated
and the respective solenoid is energized.

NOTE: The 206B and 212B machines will override the L power mode selection if the forward travel
pedal is depressed. Whenever the forward travel pedal is depressed, the T power mode is selected.

NOTE: The L power mode is selected automatically by an electronic control if the engine speed
drops below 1400 rpm.

Pilot oil pressure enters port P and flows to passage (38) in cartridge (30). Solenoid (26) moves spool
(40) via piston (32), which opens passage (35). Hydraulic oil now flows through spool (40), oil
passage (42) and the valve block to port A. Port A is connected to port (47) for L-S power mode on
adjustable fitting (11). In the adjustable fitting, pilot pressure oil goes through passage (46) to spool
(45). The increasing oil pressure pushes the spool against the force of spring (19) so that the product
of pump output and pressure is reduced by moving the point of intersection (see diagram). At the
same time the oil flowing through jet (44) increases pressure at point (43) and pushes the spool back
against the force of spring (34). Passage (38) is now closed by the spool. This creates a control edge at
point (37) due to the drop in oil pressure in the pilot oil line to the adjustable fitting. The force of
springs (34) and (36) causes the control operation to repeat. The output of the pump is reduced due to
the gradual application of pressure against the force of spring (19) in the adjustable fitting group.

When the power selector switch is set to the S power mode, indicator II is illuminated, the solenoid is
deenergized, switching off the power mode control valve. Spring chamber (39) is relieved through oil
passage (41). This causes the pump to increase its output (to the full rated output of 205B and 211B
machines).

The following table shows the pilot oil pressure and the related approximate maximum pump power
that is adjusted with adjustment screws (27) and (28).
NOTE: On the 205B and 211B track type excavators the T power mode port is connected directly to
the tank downstream of the return oil filter.

T Power Mode Control (206B FT & 212B FT)

Regardless if the power mode selector switch is ON or OFF, the T power mode control valve is
activated when the forward travel pedal is depressed. The operation of the valve is the same as
described in the preceding subject of L-S power mode control. Cartridge (31) for T power mode is
activated when solenoid (26) is energized. Pilot oil goes to power limiter spring chamber (19). The
main pump maximum power FT machine and 70 kW (94hp) for the 212B FT. The pilot pressure for
the 206B FT is 900 kPa (130 psi) and for the 212B FT is 400 kPa (58 psi).

High Pressure Cut-Off Unit

The high pressure cut-off unit is bolted to the manifold of the main control valve. Its function is to
limit the maximum load pressure (load sensing pressure). The unit includes relief valves (1) and (4).
High Pressure Cut-off Unit
(1) Relief valve. (2) Valve. (3) Valve seat. (4) Relief valve. (5) Passage to tank. (6) Load sensing line.

Relief valve (1) is a high pressure cut-off valve protecting the load sensing signal. It limits load
sensing pressure to 29 500 to 32 000 kPa (4272 to 4650 psi).

Relief valve (4) is set to limit pump pressure to 6000 kPa (875 psi). However, a passage allows the
load sensing pressure to go into the spring chamber of relief valve (4). This allows pump pressure to
increase to a maximum of 35 500 to 37 000 kPa (5172 to 5350 psi). Relief valve (4) is only used to
reduce pressure spikes when the pump is destroking.

When an implement or other consumer is operated at maximum pressure or brought to the end
position, this pressure is signalled through load sensing line (6) to relief valve (1). The pressure raises
valve (2) from seat (3) and opens the passage to tank (5). At the same time as relief valve (1) is
actuated, the main pump regulator begins regulation. See subject Main Pump Regulator. The main
pump destrokes and holds the desired cut-off pressure. The swashplate is near minimum angle. The
pump output is only enough to cover leakage losses and to hold the cut-off pressure.

Main Control Valve Group

The main control valves control oil flow on demand from the pilot control valves. The oil flow is then
regulated by the main pump regulator. The main control valves also compensate the loads when more
than one consumer is operated. These valves keep the consumer flow needs within the same relation
to each other. This relation is maintained even when the flow requirement is greater than pump
delivery.

The control valves are all mounted on a manifold. There is one control valve for each consumer.
Typical Main Control Valve (Neutral Position)
(1) Throttle check valve. (2) Line relief and make-up valve. (3) Housing. (4) Work port. (5) Pressure balance spool. (6)
Work port. (7) Cover. (8) Spring. (9) Spring plate. (10) Changeover spool. (11) Port LS. (12) Port T. (13) Port P. (14)
Spool.

Each valve includes spool (14), two pressure balance spools (5), two changeover spools (10) and
housing (3). Ports A (4) and B (6) are work ports. Depending on the type of consumer, combined line
relief and make-up valves (2), make-up valves only or blanking plugs are also fitted.

The type of spool (14), pressure balance spool (5), changeover spool (10) and line relief valves (2)
installed in each case is determined by the consumer. Spool (14) is centered by two springs (8) and
closed off by cover (7) on each end.

Throttle check valves (1) are installed in the pilot control line ports in covers (7). Pilot control
pressure can enter the valve unrestricted but return control oil is throttled. The check valves are used
to dampen spool movement.

NOTE: In the normal control valve version a ball is used instead of changeover spool (10). For
technical reasons, a changeover spool is always used when the consumer is a cylinder.

Control Valve Operation For One Load

All ports are closed when the valves are in the neutral position.

Start Of Spool Movement

Start of Spool Movement For One Load

(1) Throttle check valve. (5) Pressure balance spool. (10) Changeover spool. (14) Spool. (15) Left spring chamber. (16)
Chamber. (17) Passage. (18) Passage. (19) Passage. (20) Passage. (21) Passage to work port. (22) Passage from pump port
P.

Pilot oil pressure goes unrestricted through throttle check valve (1) into left spring chamber (15). The
pressure moves spool (14) to the right. Oil displaced on the right end of the spool is throttled. First,
passage (21) to the work port is connected to passage (20) in the spool. Passage (22) to pump port P is
still closed.

Load pressure from passage A now goes through passage (19) to the right end of changeover spool
(10). The load pressure pushes the changeover spool to the left end position. The changeover spool
opens the oil passage connecting passage (18) to passage (19). The load pressure goes through a
passage to chamber (16). When pressure builds up in this chamber, pressure balance spool (5) moves
right. In this position the pressure balance spool only holds load pressure. It does not have a load
compensation function.

End Of Spool Movement

End Of Spool Movement For One Load

(1) Throttle check valve. (5) Pressure balance spool. (10) Changeover spool. (14) Spool. (17) Passage. (21) Passage to
work port. (22) Passage from pump port P. (23) Spring. (24) Spool area. (25) Spool area. (26) Passage. (27) Load sensing
passage. (28) Passage. (29) Passage. (30) Chamber. (31) Control edge opening.

Pump pressure passage (22) and control edge openings (31) of the spool are connected to chamber
(30). In this position the pressure goes through passages (17) and (26) into passage (28). Passage (28)
sends the pressure to passage (27). The pressure now goes to the main pump regulator. The main
pump regulator now has equal pressure on both ends and interrupts regulation. See subject Main
Pump Regulator for an explanation of the regulation. The angle of the swashplate increases and the
pump supplies oil.

When the pressure on spool area (24) becomes greater than the pressure and spring force on spool
area (25), pressure balance spool (5) will move to the left. This makes a connection from chamber
(30) through passage (29) to work port passage A. The area of control edge opening (31) acts as a
metering throttle. The size of the throttle area depends on pilot oil pressure.

As pump pressure from passage (22) increases above the load pressure in work port A, the implement
or consumer begins to move. The pump regulates to meet the selected flow demand when the pressure
difference, established by the spring in the main pump regulator, is reached at the metering throttle
[control edge opening (31)]. In this way the selected load speed (flow demand) remains constant.

Control Valve Operation For Two Loads

Control Valve Operation For Two Loads
(1) Throttle check valve. (5) Pressure balance spool. (10) Changeover spool. (14) Spool. (17) Passage. (18) Passage. (19)
Passage. (23) Spring. (24) Spool area. (25) Spool area. (26) Passage. (27) Load sensing s passage. (28) Passage. (31)
Control edge opening. (32) Ring area. (33) Control edge opening. (34) Left head end. (35) Cross passage.

When two implements or consumers are used at the same time, the higher load pressure is always
used as the load sensing signal.

The higher load pressure goes through load sensing passage (27) into passage (28). The load pressure
is applied to ring area (32). At the same time, the oil goes into cross passage (35). The cross passage
sends the pressure to left head end (34) of changeover spool (10). The pressure on the left head end
and on ring area (32) pushes changeover spool (10) to the right. This blocks the connection between
passages (18) and (19) and opens the connection between passages (28) and (18). The movement also
blocks the connection between passages (26) and (28) to resolve the low load and high load pressure
signal. The pump now upstrokes to meet total flow demand, working against the higher consumer
pressure.

Since the oil flow would become too high for the low pressure work load, a load compensation is
required. This compensation is achieved with the pressure balance spool.

Pilot oil signal pressure moves spool (14) so that control edge opening (31) opens an area for oil flow
from the pump. This area acts as a metering throttle, causing a pressure difference at opening (31).
The lower pressure acts against spool area (24). Since the effective pressure on spool area (25) is
greater (higher load pressure), pressure balance spool (5) is moved to the right. Control edge opening
(33) regulates to a position to satisfy the flow needs of the low pressure load consumer.

The pressure balance spools in the low load consumer circuits ensure that the pressure difference at
the metering throttle [control edge opening (31)] stays constant at 1600 to 1800 kPa (230 to 260 psi).

When several implements are in operation, the largest pressure difference will be at the highest work
load. The pressure balance spools in the implement circuits with lower work loads will move to keep
the same pressure difference at their control edge openings.

When pump output equals total flow demand, the pressure difference at the metering throttle will still
remain the same.

If pump flow is reduced (for example, due to pressure cut- off) in relation to the flow demand, the
pressure difference will drop accordingly. When pump flow is reduced by half, the pressure difference
for the high load circuit is reduced by one quarter. The new pressure difference is transmitted to the
main control valves with the low work loads. Their pressure balance spools will react to maintain the
reduced pressure difference.

When the sum of the individual flow demands is greater than the maximum pump displacement, the
pressure difference at the valve with the highest work load will drop. The new pressure difference is
transmitted to the valves with the low work loads. Their pressure balance spools will react to maintain
the reduced pressure difference. The speed of the implements will slow down, but the relationship of
the implement speeds to each other will stay the same.

Line Relief And Make-Up Valves

Implement And Stabilizer Circuits
Line Relief And Make-Up Valves For Implement And Stabilizer Circuits
(1) Pressure oil passage B. (2) Valve area. (3) Valve. (4) Chamber. (5) Spring. (6) Chamber. (7) Screw. (8) Oil passage.
(9) Needle valve. (10) Passage T to tank. (11) Spring. (12) Slot. (13) Valve seat. (14) Pilot valve. (15) Spring. (16) Valve
area. (17) Oil passage. (18) Oil passage. (19) Valve seat.

The line relief and make-up valves on the main control valves for the implement and stabilizer circuits
are pilot type valves. Springs (5) and (11) hold valve (3) and needle valve (9) closed in valve seat
(19). Pilot valve (14) is held closed in valve seat (13) by spring (15). The force of spring (15) can be
adjusted by screw (7). This changes line relief pressure.

Relief Valve Operation

Passage (1) contains pressure oil to a consumer. Oil goes from chamber (1) through passage (8) into
spring chamber (4). When the pressure of this oil equals the pressure setting of valve (14), the valve
opens. The oil in chamber (6) goes through passages (17) and (18) into passage T (10) to tank.
Pressure in spring chamber (4) now drops and valves (3) and (9) are moved right by the pressure on
valve area (16). Needle valve (9) is held against valve (14). Oil from pressure oil passage B (1) now
goes past valve (3) to chamber (10) and returns to tank.

To improve line relief valve regulation, the needle valve is provided with slot (12) on the end. When
this valve contacts valve (14), the slot acts as a restrictor. The pressure oil going through passage (8)
is throttled by the restrictor before entering spring chamber (4).

When the pressures in oil passage B (1) and spring chamber (4) are equal again, the force of springs
(5) and (11) push piston (3) back into valve seat (19). Oil flow from pressure passage B (1) to tank
return passage (10) is stopped.

Make-Up Valve Operation

The line relief valve is also a make-up valve. When pressure in pressure oil passage B (1) is less than
the pressure in tank return passage (10), the oil in passage (10) pushes against valve area (2). Valve
(3) is moved against the force of springs (5) and (11). The oil can flow from passage (10) past valve
(3) to pressure oil passage B (1). When pressure is equal, the valve closes again. This make-up
function of the relief valve prevents damage due to cavitation.

Swing And 205B & 211B Travel Circuits

The make-up valves in the main control valves for the swing circuit and 205B & 211B travel circuit
include valve (2), spring (4) and valve seat (5). The make-up valves have a fixed preset pressure.
They are used to prevent damage due to cavitation.
Line Relief And Make-Up Valves For Swing And 205B & 211B Travel Circuits
(1) Valve area. (2) Valve. (3) Spring chamber. (4) Spring. (5) Valve seat. (B) Passage to swing or travel motor. (T)
Passage to tank.

When load pressure in passage (B) is less than tank pressure in passage (T), the pressure of oil in
passage (T) will press against valve area (1). Valve (2) moves against the force of spring (4). Oil now
flows to passage (B) until the pressure is equalized.

206B FT & 212B FT Travel Circuit

Line Relief and Make-Up Valve For 206B FT & 212B FT Travel Control Valve
(1) Valve face. (2) Valve. (3) Head end area. (4) Valve area. (5) Passage. (6) Valve. (7) Spring chamber. (8) Spring. (9)
Restriction slot. (A) Passage to travel motor. (B) Passage to travel motor. (T) Passage to tank.

In this travel circuit, the make-up function of the valve works the same way as the make-up valve in
the 205B & 211B travel circuit described before this section. At times, the travel motor return
pressure can become higher than the pump pressure to the travel motor. This can happen, for example,
on a downhill coast. The valve then acts as a regulated line relief valve.

In this example, pump pressure goes to the travel motor through passage (A). Oil returns from the
travel motor through passage (B). Pump pressure acts on end face (1). Valve (2) moves against head
end area (3).

Now if the machine begins a downhill coast, the travel motor can be driven by wheel rotation. Travel
motor return pressure in passage (B) increases above the pump oil pressure. The pressure acting on
valve area (4) increases. When the pressure is enough, it will start to move valve (6) against the force
of spring (8). At the same time, pump pressure in passage (A) keeps valve (2) pushed against valve
(6). The valve movement forces oil in chamber (7) to move through passage (5). Slot (9) restricts the
flow of oil from passage (5). This slows down the opening of valve (6) for return oil to tank.

When the force of spring (8) is greater than the pressures holding valve (6) open, the valve closes and
regulation starts again.
Pilot Oil System
Pilot Oil System Schematic
Pilot Oil System Schematic (205B, 206B FT, 211B, & 212B FT)

1. Foreboom pedal control valve.

2. Travel pedal control valve. (206B FT & 212B FT only).

3. Adapter plate (206B FT & 212B FT only).

4. Brake control valve. It has three positions: "I" for brake, release, "II" for blocking the swing axle and brake release,
"III" for parking brake application (206B FT & 212B FT only).

5. Swing brake. This brake is operated by swing brake control valve (12). It is used for braking and locking the upper
structure.

6. Travel/hammer selector valve. This control valve blocks the travel circuit and releases the hammer function. It is
activated or deactivated by the travel/hammer switch. A green indicator light is illuminated when travel is selected, a blue
one when the hammer function is selected.

7. Dozer/stabilizer remote control valve (206B FT & 212B FT only).

8. Swing and stick pilot control valve (left hand).

9. Bucket and boom pilot control valve (right hand).

10. T power mode control valve (206B FT & 212B FT only).

11. L-S power mode control valve.

12. Swing brake control valve. This control valve is activated by depressing the foot switch in the cab and/or with the
toggle switch for the swing brake.
13. Travel pilot stop control valve. This control valve cuts in traction only when the accelerator pedal is pushed down
(206B FT & 212B FT only).

14. Implement pilot stop control valve. This control valve is operated by lifting and locking the armrest. When the armrest
is raised, pilot oil flows to the left and right pilot control valves (8 & 9) and the stabilizer cylinders.

15. Optional implement pilot stop control valve. This control valve is activated by the pushbutton in the left-hand pilot
control valve (8).

16. Optional implement pilot stop control valve. This control valve is activated by the pushbutton in the right-hand pilot
control valve (9).

17. Engine speed control valve. This valve is controlled by the electronic governor. It reduces engine speed to upper low
idling speed.

18. Top speed lock pilot control valve. This control valve regulates the flow of pressure oil to the travel circuit. It allows
driving forwards at a constant speed without keeping the accelerator pedal pushed down (206B FT & 212B FT only).

19. Valve block consisting of manifold elements and cartridges (pressure control valves or solenoid-operated pilot control
valves).

20. Hydraulic accumulator for the pilot oil circuit.

21. Basic valve block consisting of the standard valve block with 4 pilot valves.

22. Pilot oil filter.

23. Main hydraulic pump.

24. Hydraulic pump unit. It includes the main hydraulic pump (Q1) and the auxiliary pump (Q2/3).

25. Auxiliary pump.

26. Slow speed valve (205B & 211B only).

27. Travel pedal control valve (205B & 211B only).

28. Slow speed pilot control valve (205B & 211B only). This solenoid pilot control valve is used to control the spool in
valve (26). It is activated by the switch on the instrument panel. When slow speed is selected, the red indicators are
illuminated.

Introduction
Location Of Pilot Oil System Components (206B FT & 212B FT)
(1) Foreboom pedal control valve. (2) Travel pedal control valve. (3) Adapter plate. (4) Brake control valve. (5) Swing
brake. (6) Travel/hammer selector valve. (7) Dozer/stabilizer remote control valve. (8) Left-hand pilot control valve
(swing & stick). (9) Right-hand pilot control valve (bucket & boom). (10) T power mode control valve. (11) L-S power
mode control valve. (12) Swing brake control valve. (13) Travel pilot stop control valve. (14) Implement pilot stop control
valve. (15) Optional implement pilot stop control valve. (16) Optional implement pilot stop control valve. (17) Engine
speed control valve. (18) Top speed lock pilot control valve. (19) Valve block. (20) Hydraulic accumulator. (21) Basic
valve block. (22) Pilot oil filter. (23) Main hydraulic pump. (24) Hydraulic pump unit. (25) Auxiliary pump.
Location of Pilot Oil System Components (205B & 211B)
(1) Foreboom pedal control valve. (5) Swing brake. (6) Travel/hammer selector valve. (8) Left-hand pilot control valve
(swing & stick). (9) Right-hand pilot control valve (bucket & boom). (11) L-S power mode control valve. (12) Swing
brake control valve. (13) Travel pilot stop control valve. (14) Implement pilot stop control valve. (15) Optional implement
pilot stop control valve. (16) Optional implement pilot stop control valve. (17) Engine speed control valve. (19) Valve
block. (20) Hydraulic accumulator. (21) Basic valve block. (22) Pilot oil filter. (23) Main hydraulic pump. (24) Hydraulic
pump unit. (25) Auxiliary pump. (26) Slow speed valve. (27) Travel pedal control valve. (28) Slow speed pilot control
valve.

The pilot oil system controls the main control valve bank. The pilot system is supplied with oil by the
auxiliary pump over the flow control valve at 15 liters/min (6.9 U.S. gpm). Oil enters the control
valve bank through port P at a pressure of 3000 to 3200 kPa (435 to 465 psi). Pilot oil filter (22) is
mounted ahead of the control valve bank to prevent dirt particles from entering the pilot system. The
pilot control valve combination depends on the type of vehicle and the equipment installed.

The chart that follows lists the possible combinations.

The various hydraulic circuits are formed as shown in the chart by activating or deactivating the
solenoid pilot control valves in the control valve bank.

Implement Stop Circuit

This circuit includes the control valves that follow:

1. Right and left hand pilot control valves (joysticks). Also at the left-hand joystick, the brake
control valve (206B FT & 212B FT only).
2. Swing brake control valve.
3. Stabilizer/dozer remote control valve (206B FT & 212B FT only).
4. Travel pedal control valve (205B & 211B only). The travel/hammer selector valve for the
optional implement can be mounted on this valve.
5. Optional hand control valve for the foreboom cylinder (205B & 211B only).

When the left armrest is lowered, the implement pilot stop control valve is opened electrically. This
circuit is required to prevent starting the machine with the pumps in operation. After passing through
the implement pilot stop control valve, the pilot oil flows to the left and right pilot control valves
(joysticks).

Travel stop circuit (206B FT & 212B FT only)

This circuit includes the control valves that follow:

1. Travel pedal control valve. The travel/hammer selector valve can be mounted on this valve.
2. Optional hand control valve for foreboom cylinder.
The travel pilot stop control valve is activated when the left armrest is raised or the travel/hammer
switch is set to "Hammer". The oil flow to the pilot control valve is then cut off by the stop control
valve.

Swing Brake Circuit

By depressing the swing brake foot switch and/or the electric toggle switch in the cab, the swing
brake control valve is activated so that oil can flow to the swing brake, releasing the brake. The brake
is spring applied when no pressure is sent to the brake.

NOTE: In case of a hydraulic system failure, the upper structure can be rotated by means of a
mechanical crank drive. The pressure in the hydraulic accumulator is used to release the swing brake.

L-S Power Mode Circuit

L-S power mode control valve sets the main pump to the required output as described in the section
Load Sensing System.

T Power Mode Circuit (206B FT & 212B FT only)

The T power mode control valve sets the main pump to the required output as described in the section
Load Sensing System.

Top Speed Lock Circuit (206B FT & 212B FT only)

The travel main control valve is set by the top speed lock control valve so that it is not necessary to
push down the accelerator pedal. Refer to the section Drive System (206B FT & 212B FT).

Engine speed Control Circuit

When the toggle switch for Automatic Engine Control (AEC) is operated, the engine speed is
reduced, after a delay period, to idling speed. Refer to the section Implement System.

Slow Speed Circuit (205B & 211B only)

By toggling the slow speed switch, the slow speed valve is activated and hydraulic oil can flow to the
track motors. Creep speed is selected as described in the section Drive System (205B & 211B).

Implement Circuit

By depressing the pushbutton in either the LH or RH pilot control valve (joystick) the implement pilot
stop control valve is energized, so that the implement main control valve connected either to port X or
Y can be operated. The implement function is now switched on.

Auxiliary Pump
The auxiliary pump is mounted on the main pump. The main pump is driven by the engine and a
coupling. A sliding coupling connects the main pump drive shaft to auxiliary pump shaft (4).

Auxiliary Pump
(1) Front cover. (2) Rear cover. (3) Driven gear. (4) Shaft (driving gear). (5) Front bearing. (6) High pressure port. (7)
Rear bearing. (8) Housing. (9) Rear plate.

The auxiliary pump is an external gear pump. Shaft (4) is part of the driving gear. The driving gear
drives gear (3).

The sealing areas between the gears and bearings (5) and (7) are held tight by the operating pressure
on the rear of the bearings. The pressure reduces the clearance to prevent leakage.
Auxiliary Pump And Flow Control Valve
(6) High pressure port. (9) Rear plate of auxiliary (pilot) pump. (10) Flow control block. (11) Flow control spool. (12)
Throttle check valve. (13) Oil passage. (14) Passage. (15) Passage. (16) Orifice. (17) Passage. (18) Passage. (19) Damping
orifice. (20) Primary relief valve spool. (21) Spring. (22) Tank return passage. (23) Spring. (24) Pilot system relief valve.
(P2) Supply port to pilot oil system. (P3) Supply port to hydraulic oil cooler fan motor. (T) Port to tank.

The oil flow from the auxiliary pump goes through high pressure port (6) to flow control valve block
(10). The oil enters passage (13) and flows to primary relief valve spool (20) and flow control spool
(11).

Auxiliary pump pressure applies force on spool (20) through passage (14). When pump pressure is
more than 10 000 kPa (1450 psi), the primary relief valve opens. The force applied to spool (20)
moves the spool against spring (21). Oil flows past the valve opening of the spool and to tank return
port T. Pressure is now relieved. As soon as pressure drops to below 10 000 kPa (1450 psi), the force
of spring (21) moves spool (20) to close the valve opening.

Oil Flow Control

Part of the oil flow from the auxiliary pump is sent through port P2 for the pilot oil system. The rest of
the oil is sent out through port P3 to supply the oil cooler fan motor. Orifice (16) limits the pilot
system flow to 15 liter/min (3.9 U.S. gpm). Spring (23) makes sure that flow control spool (11) is
always in a position that allows a constant flow to the pilot oil system.
Pilot system oil pressure is also applied to the bottom end face of the flow control spool through
passage (18).

When the need for pilot system oil decreases, pilot system pressure increases. Orifice (16) causes a
pressure difference between the pump side of the orifice and the pilot system side. The higher
pressure in passage (13) goes through passages (17) and (15) and throttle check valve (12) to the top
end face of the control spool. The spool is moved against the force of spring (23). This movement
reduces the amount of oil that can flow from passage (13) to port P2.

The downward movement of the control spool allows more oil to flow from passage (13) to port P3.
Spring (23) moves the control spool up and down to maintain a constant pressure difference between
the pump side and pilot system side of orifice (16).

Relief valve (24) limits the pilot system pressure to 3000 to 3200 kPa (435 to 465 psi).

Pilot Oil Filter

Pilot Oil Filter
(1) Outlet port B. (2) Inlet port A. (3) Ring surface area. (4) Bypass opening. (5) Bypass valve. (6) Spring. (7) Filter
element.

The filter is installed behind the auxiliary pump in the pilot oil system supply line. The filter helps to
reduce dirt in the hydraulic pilot oil circuit.

The oil from the auxiliary pump enters the filter through port A (2). Oil is forced from the outside into
the inside of filter element (7). Filtered oil flows through outlet port B (1) into the pilot oil lines.

As the filter element becomes dirty, the pressure difference between ports A and B rises. When the
difference in pressure is 350 ± 50 kPa (51 ± 7 psi), the pressure on ring surface area (3) moves bypass
valve (5) against the force of spring (6). The unfiltered oil then goes through bypass opening (4) to
outlet port B and into the pilot oil lines.
Pilot Control Valve Block

Valve Block with Optional Implement Pilot Stop Control Valve

(1) T power mode control valve. (2) L-S power mode control valve. (3) Swing brake control valve. (4) Travel pilot stop
control valve (206B FT & 212B FT only). (5) Slow speed control valve (205B & 211B only). (6) Implement pilot stop
control valve. (7) Implement pilot stop control valve (optional). (8) Implement pilot stop control valve (optional). (9) Top
speed lock pilot control valve (optional). (10) Engine speed control valve (optional). (11) Connecting plate with threaded
connectors. (12) Manifold. (13) Basic valve block with four standard elements. (14) Check valve. (15) Blanking cover.
(16) Pin.

The pilot control valve block is mounted behind the left side cover. It consists of a basic valve block
with four elements (13) sandwiched together. Installed in the basic block are the following valve
cartridges: implement pilot stop control valve (6), travel pilot stop control valve (4) (206B FT & 212B
FT only), slow speed control valve (5) (205B & 211B only), swing brake control valve (3), and L-S
power mode control valve (2).
On the left-hand side is mounted a valve manifold (12) with T power mode control valve (1) (206B
FT & 212B FT only) and on the right- hand side valve manifolds with implement pilot stop control
valves (7, 8), top speed lock pilot control valve (9) and engine speed control valve (10). Valves (1)
and (2) are pressure reducing valves, while valves (3) through (10) are solenoid- operated 3/2-way
valves.

Manifolds (12) are mounted on basic block (13) with studs. Each manifold has one or four identical
holes for attaching the cartridges. The common ports P1 and T1 lie in parallel in the manifolds. Ports
A, A1, A2, etc. are screw-on connectors. The hole configuration is symmetrical so that the cartridges
can turned by 180° on their vertial axis. This rotation, however, reverses the function of the cartridge
valve. Poppet-type and spool-type cartridges can be mixed. The valve system is closed off with cover
plates - with one being a blanking cover (15), the other a connecting plate (11).

Check Valve in Basic Valve Block

The basic valve block (13) with the four standard elements contains check valve (14). This check
valve is used to retain the stored energy in the hydraulic accumulator in case the hydraulics fail. The
valve consists of spring (18), cone (19) and seat (17).
Check Valve in Basic Block Valve
(14) Check valve. (17) Valve Seat. (18) Spring. (19) Cone. (20) Passage.

Hydraulic oil from the auxiliary pump entering the basic valve block at port P flows through passage
(20) and lifts cone (19) from its seat (17) against the force of spring (18). The oil can now flow to the
various valve cartridges in the valve block and to the hydraulic accumulator. When the oil flow is
stopped, the force of spring (18) presses cone (19) into its seat again. The energy stored in the
hydraulic accumulator is cut-off and can be used as needed. There are two return lines to tank, T and
T1.

Pressure Reducing Valve

Pressure Reducing Valve
(21) Manual operation. (22) Solenoid. (23) Adjustment screw. (24) Flange. (25) Shaft. (26) Spring. (27) Spring plate. (28)
Spring. (29) Passage. (30) Control edge. (31) Spring chamber. (32) Passage. (33) Cartridge. (34) Spool. (35) Passage. (36)
Bottom end surface. (37) Nozzle.

The valve block includes two solenoid-operated pressure reducing valves. These are T power mode
control valve (1) and L-S power mode control valve (2). They are identical in design and function.

The manifold element consists of cartridge (33) with spool (34), nozzle (37), spring plate (27) and
springs (26) and (28). Flange (24) holds the cartridge in the manifold. The pressure of the reducing
valve can be set with adjustment screw (23). A mechanical switch in the head of solenoid (22) permits
manual operation (21) of the valve.

When the solenoid has no power, pilot oil pressure enters port P of the valve block. Regulating spool
(34) is in the position shown. The connection between port P and port A is closed, the connection to
tank return port T is open.

When the solenoid is energized, shaft (25) moves down. This allows pilot oil to flow from inlet port P
through passage (29), spool (34) and passage (35) out to port A and to the power limiter.

At the same time pilot pressure acts on bottom end surface (36) through nozzle (37). The spool is
pushed up against the force of spring (26). This closes the connection between port P and port A. The
oil pressure drops and the greater force of springs (26) and (28) moves the spool down again. Pilot
pressure can flow from the power limiter again.

The movement of spool (34) keeps the pressure to the power limiter constant.

When power to the solenoid is stopped, the spool moves up to close passage (32) and the connection
between the pilot oil supply and the power limiter is closed.

Implement Stop Pilot Control Valve

Implement Stop Pilot Control Valve
(38) Manual operation. (39) Solenoid. (40) Flange. (41) Shaft. (42) Spring chamber. (43) Spring. (44) Passage. (45) Spool.
(46) Cartridge. (47) Passage. (48) Passage. (49) Chamber. (A) Pilot oil passage. (P) Pilot pump passage. (T) Tank return
passage.

The valve block includes solenoid-operated pilot control valves. Their number depends on the options
fitted. The cartridge valves are identical for all manifold elements. These are swing brake control
valve (3), travel pilot stop control valve (4) (206B FT & 212B FT only), slow speed pilot control
valve (5) (205B & 211B only), implement stop pilot control valve (6), optional implement pilot stop
control valves (7) and (8), optional top speed lock pilot control valve (9) and optional engine control
valve (10).
The manifold element includes cartridge (46) with spool (45) and spring (43). Mechanical switch (38)
in the head of solenoid (39) permits manual operation. The cartridge is held in the manifold by flange
(40).

When the solenoid has no power, pilot pump oil pressure enters inlet port P of the valve block.
Regulating spool (34) is in the position shown. The oil flow from port P through passage (44) is
stopped by the spool.

A connection is made between the pilot oil line (A) to the control device connected to passage (48) of
cartridge (46) and, via chamber (49), to the tank return line so that the pilot line is without pressure.

When the solenoid is energized, the connection between passage (48) and chamber (49) is closed.
Passage (48) is connected to passage (44) and pilot oil pressure can go to the respective control
device.

In order to relieve pressure in spring chamber (42), passage (47) in the spool is connected to the tank
return line when the solenoid has no power.

Hydraulic Accumulator

Hydraulic Accumulator
(1) Gas end. (2) Screw plug. (3) Steel shell. (4) Diaphragm. (5) Shutoff button. (6) Line connection.
The function of an accumulator is to store energy which is released on demand. In the pilot oil system
the accumulator is used to release the swing brake and to lower the implements when the hydraulic
system fails. The accumulator has a capacity of 320 cm3 (19.5 in3). The gas pressure is 1000 kPa (145
psi). The accumulator is charged by the auxiliary pump.

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 (5) on the base of the diaphrgm blocks the
inlet at line connection (6) when the diaphragm is fully extended. In this way diaphragm is not
pressed into the opening when in the precharged 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.

Implement System
Implement System Schematic (205B, 211B, 206B FT & 212B FT)
1. Check valve group. The valve group prevents sudden lowering of the load.

2. Bucket cylinder. This cylinder opens and closes the bucket.

3. Stick cylinder. This cylinder moves the stick out or in. When the cylinder is extended, it moves the stick IN.

4. Quick couplers. These fittings are used for connecting an optional implement.

5. Travel pedal control valve. (206B FT & 212B FT only).

6. Stick throttle in main control valve block.

NOTE: If check valve group (1) is installed, the throttle is not fitted

7. Travel/Hammer selector valve. This valve stops oil flow to the travel drive and enables the operation of the optional
hammer function. The valve is activated by depressing the toggle switches "Travel/Hammer" and "Safety Switch
Travel/Hammer". The green light indicates driving, the blue one hammer operation.

8. Manifold. The manifold serves as base plate for mounting the valves of the separate sections. The stick cylinder section
includes the stick throttle.

9. Boom lock valve. This valve is used to hold the boom in the required position. It blocks the return oil flow from the
head end of the boom cylinder.

NOTE: If check valve group (1) is installed, this valve is not fitted

10. Hammer stroke frequency range valve. This 2/2-way valve is optional.
11. Boom load pressure switch. When the maximum boom load is reached, the pressure switch trips a red warning light
and an alarm.

12. Boom cylinders. These cylinders raise and lower the boom.

13. Bucket and boom pilot control valve (right hand joystick).

14. Foreboom cylinder.

15. Foreboom pedal control valve.

16. Shutoff valve. This valve is used to cut off oil flow to the boom load pressure switch.

17. Boom manual lowering valve. It is used for manual lowering of the boom.

NOTE: If the check valve group (1) is installed, this valve is not t fitted

18. Restrictor. It controls the boom lowering rate in the event of a pipe rupture.

19. Engine speed control cylinder. When the electronic idling speed stabilizer (Automatic Engine Speed Control) is
activated by depressing the AEC switch in the cab, the engine speed control valve retracts this gas-filled cylinder until
upper idling speed is obtained.

20. Optional implement pilot stop control valve. This solenoid valve is controlled by the pushbutton in the swing and stick
pilot control valve (left-hand joystick).

21. Optional implement pilot stop control valve. This solenoid valve is controlled by the pushbutton in the bucket and
boom pilot control valve (right-hand joystick).

22. Engine speed control valve. This valve is controlled by the electronic idling speed stabilizer. The valve retracts the
engine speed control cylinder to reduce engine speed to idle.

23. Swing and stick pilot control valve (left hand).

24. Travel pedal control valve (205B & 211B only).

Introduction
Location of Hydraulic Components (206B FT & 212B FT)
(1) Check valve group. (2) Bucket cylinder. (3) Stick cylinder. (4) Quick couplers. (5) Travel pedal control valve. (6) Stick
throttle. (7) Travel/hammer selector control valve. (8) Manifold. (9) Boom lock valve. (10) Hammer stroke frequency
range valve (optional). (11) Boom load pressure switch. (12) Boom cylinder. (13) Bucket and boom pilot control valve.
(14) Foreboom cylinder. (15) Foreboom pedal control valve. (16) Shutoff valve (17) Boom manual lowering valve. (18)
Restrictor. (19) Engine speed control cylinder. (20) Optional implement pilot stop control valve. (21) Optional implement
pilot stop control valve. (22) Engine speed control valve. (23) Swing and stick pilot control valve.
Location of Hydraulic Components (205B & 211B)
(1) Check valve group. (2) Bucket cylinder. (3) Stick cylinder. (4) Quick couplers. (6) Stick throttle. (7) Travel/hammer
selector control valve. (8) Manifold. (9) Boom lock valve. (10) Hammer stroke frequency range valve (optional). (11)
Boom load pressure switch. (12) Boom cylinder. (13) Bucket and boom pilot control valve. (14) Foreboom cylinder. (15)
Foreboom pedal control valve. (16) Shutoff valve (17) Boom manual lowering valve. (18) Restrictor. (19) Engine speed
control cylinder. (20) Optional implement pilot stop control valve. (21) Optional implement pilot stop control valve. (22)
Engine speed control valve. (23) Swing and stick pilot control valve. (24) Travel pedal control valve.

The main pump provides oil for the implement cylinders. The auxiliary pump provides pilot oil to the
implement pilot control valves. The pilot control valves regulate the flow of pilot oil that controls
spool movement in the implement main control valves.

Pilot Control Valves

The left and right pilot control valves on the arm rest act as manually operated pressure reducing
valves.
Pilot Control Valve
(1) Switch. (2) Control lever. (3) Universal joint. (4) Valve.

Each pilot control valve has four individual valves, allowing four control operations.

Control lever (2) is held in the neutral position by the return springs of individual valves (4). Switch
(1), located in the top part of the lever, is used to control optional implements. Universal joint (3)
allows movement of the lever in all directions.
Valve Arrangement Showing Number Of Positions

The valve arrangement makes it possible to operate two implements at the same time.
Pilot Control Valve
(5) Push rod. (6) Spring. (7) Spring seat. (8) Valve body. (9) Return spring. (10) Actuator spring. (11) Piston. (12) Oil
passage. (13) Line to implement control valve. (14) Port T. (15) Port P.

When the pilot control valve is in the neutral position, pilot oil flows to the bottom section of valve
body (8) through port P (15). Piston (11) is in its normal position and blocks the flow of oil. Oil
passage (12) in the piston makes a connection with port T (14). This keeps control line (13) to the
implement control valve open to tank.

When control lever (2) is moved in the direction of one implement, push rod (5) presses against the
force of spring (6). Spring seat (7) pushes against the force of actuator spring (10) and return spring
(9). Both springs (9) and (10) will now be compressed. At the same time, piston (11) moves down.
Pilot oil now flows from oil inlet P (15) through passage (12) to line (13) to the implement control
valves.
Pressure can only build to the point determined by springs (9) and (10). This means that the pilot oil
pressure in line (13) to the valve increases as the movement of control lever (2) increases the
compression of both springs. Pilot pressure is then held constant for the duration of the work
operation.

When the control lever is released, piston (11) is returned to its normal position by actuator spring
(10). Pilot oil flows through passage (12) into the return line. The oil flow from the left or right pilot
control valve moves the control spools in the main control valve for the particular implement. The
amount that the spool is moved depends on the spring force opposing the force of the pilot oil
pressure.

The ports of the left and right pilot control valves are listed below. They are also shown on the
implement System Schematic in this section, the machine hydraulic schematic and are marked on the
valve body.

T - outlet to return valve groupP - inlet from implement pilot stop control valve port A11 - outlet to
stick main control valve, connection X12 - outlet to swing main control valve, connection Y43 - outlet
to stick main control valve, connection Y14 - outlet to swing main control valve, connection X4

T - outlet to return valve groupP - inlet from implement pilot stop control valve port A11 - outlet to
boom main control valve, connection X52 - outlet to bucket main control valve, connection X23 -
outlet to boom main control valve, connection Y54 - outlet to bucket main control valve, connection
Y2

Bucket And Stick Cylinder Circuits

Bucket Main Control Valve
(1) Throttle check valve. (2) Relief and makeup valve. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7)
Changeover spool. (8) Passage to port LS. (9) Port T. (10) Pressure balance spool. (11) Port P. (12) Control spool.

The bucket control valve includes housing (3), control spool (12), two pressure balance spools (10),
changeover spools (7) and relief and makeup valve (2). The pilot control ports are in cover (6). Each
control port has throttle check valve (1). These check valves throttle return pilot oil.

The bucket main control valve modulates the flow of oil to the bucket cylinder. The valve also makes
a signal which can be processed by the load sensing regulator.

Operating the control lever of the right-hand pilot control valve to the LEFT or RIGHT position will
move control spool (12) of the bucket valve.

The metering throttle formed in the main control valve establishes flow needs. The load sensing signal
lets the pump upstroke. This is explained in detail in the subject Main Pump And Load Sensing
System.
Pump output goes to the valve manifold and through the open main control valve to the bucket
cylinder. Depending on whether the main control valve outlet is port A (5) or port B (5), the bucket
will either open or close.

The oil from the bucket cylinder returns through work ports B (5) or A (4) of the main control valve
and then goes through port T (9) to tank.

Stick Main Control Valve

(1) Throttle check valve. (2) Relief and makeup valve. (3) Housing. (4) Work port B. (5) Work port A. (6) Cover. (7)
Changeover spool. (8) Passage to port LS. (9) Port T. (10) Pressure balance spool. (11) Port P. (12) Control spool.

The stick main control valve includes housing (3), control spool (12), two pressure balance spools
(10), changeover spools (7) and relief and makeup valve (2). The pilot control ports are in cover (6).
Each control port has throttle check valve (1). These check valves throttle return pilot oil.

The stick main control valve modulates the flow of oil to the stick cylinder. The valve also makes a
signal, which can be processed by the load sensing regulator.

Operating the control lever of the left-hand pilot control valve to the LEFT or RIGHT position will
move control spool (12) of the stick valve.
The metering throttle formed in the main control valve establishes flow needs. The load sensing signal
lets the pump upstroke. This is explained in detail in the subject Main Pump And Load Sensing
System.

Pump output goes to the valve manifold and through the open main control valve to the stick cylinder.
Depending on whether the main control valve outlet is port. A (5) or port B (4), the stick cylinder will
either be extended or retracted.

The oil from the stick cylinder returns through work ports B (4) or A (5) of the main control valve and
then goes through port T (9) to tank.

NOTE: The main control valves for 206B FT, 212B FT and 205B, 211B excavators can only be
exchanged if a basic adjustment is performed. For this adjustment, the specific characteristics of the
swivel regulating valve plate must be taken into consideration.

Bucket And Stick Cylinders

Stick Cylinder (Typical)
(13) Bearing. (14) Cylinder housing. (15) Piston rod. (16) Port. (17) Rod end. (18) Cushioning orifice. (19) Cylinder stop
snubber. (20) Piston. (21) Orifice. (22) Head end. (23) Outlet passage. (24) Port.

The main components of the bucket and stick cylinders are piston (20), piston rod (15), cylinder
housing (14), snubber (19) and bearings (13).

Stick Cylinder Retracted

Pressure oil flows through port (16) to rod end (17) of the stick cylinder causes piston (20) to move in
the direction of snubber (19). Oil is pressed out at head end (22) through outlet passage (23) and port
(24). When snubber (19) goes into the small bore at the end of the cylinder, the area of orifice (21)
becomes smaller. This restrics oil flow out of the cylinder. The flow restriction cushions the impact.

Stick Cylinder Extended

When the stick cylinder is extended, pressure oil flow is through port (24) to head end (22) of the
cylinder. Orifice (21) causes a smooth raising of the load. After snubber (19) is moved out of the
small bore, oil pressure is applied to entire piston head end (22). The extending piston rod (17)
displaces the oil through pressure port (16) at rod end (17) of the cylinder. Cushioning orifice (18)
cushions the end of piston rod travel.

Bucket Cylinders
Bucket Cylinder (Typical)
(25) Rod. (26) Port. (27) Rod end. (28) Cushioning orifice. (29) Piston. (30) Head end. (31) Port.

Implement Cylinder Retracted

Pressure oil enters the cylinder through port (26). The force of the oil moves piston (29) and rod (25)
toward the head end (30). Return oil leaves the cylinder through port (31).

Implement Cylinder Extended

To extend the implement cylinder, pressure oil flows through port (31) to head end (30). The force of
the oil pushes the piston and extends the rod from the cylinder. The return oil leaves the cylinder
through port (26) on the rod end (27). The oil must go through cushioning orifice (28). This cushions
the impact of the piston at the end of the piston travel.

Stick Throttle

NOTE: The stick throttle is not provided if the machine is equipped with a check valve group.

Main Control Valve Bank

(32) Adjustment screw for stick movement.

A throttle in the main control valve manifold restricts return flow from the stick cylinder when the
stick cylinder is being extended (stick in). The throttle prevents cavitation on the inlet side of the stick
cylinder. The cavitation can occur when a loaded bucket is being lowered by the stick. The throttle
makes sure the load of the bucket does not pull the stick cylinder rod out faster than the pump can
provide flow to the stick cylinder.

The throttle can be adjusted at screw (32) to allow smooth movement of the stick.

Boom Cylinder Circuit

Boom Main Control Valve
(1) Throttle check valve. (2) Relief and makeup valve. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7)
Changeover spool. (8) Passage to port LS. (9) Port T. (10) Pressure balance spool. (11) Port P. (12) Control spool.

The boom main control valve includes housing (3), control spool (12), two pressure balance spools
(10), changeover spools (7) and relief and makeup valve (2). The control ports are in cover (6). Each
control port has a throttle check valve (1). These check valves throttle the return pilot oil.

The boom main control valve modulates the flow of oil to the boom cylinders. It also makes a signal
which can be processed by the load sensing regulator.

Operating the lever of the right hand pilot control valve forward or rearward will send pilot oil to
move control spool (12).

The metering throttle formed in the boom valve establishes flow needs. The load sensing signal lets
the pump upstroke. For an explanation of the load sensing system, refer to subject Main Pump And
Load Sensing System.

Pump output goes to the valve manifold. When oil is sent to the head end of the boom cylinder, the oil
goes through the boom manual lowering valve. The oil then goes through the open boom valve to the
boom cylinder. Depending on whether the boom valve outlet is port A (4) or port B (5), the boom will
either raise or lower.

The oil from the boom cylinder returns through work ports B (5) or A (4) and then goes through port
T (9) to tank.

NOTE: The main control valves for 206B FT, 212B FT and 205B, 211B excavators can only be
exchanged if a basic adjustment is performed. For this adjustment, the specific characteristic of the
swivel regulating valve plate must be taken into consideration.

Raising The Boom During Swing

Reversing Spool In Boom Main Control Valve

(3) Housing. (7) Changeover spool. (10) Pressure balance spool. (12) Control spool. (13) Hole. (14) Throttle. (15) Crossed
drilled hole. (16) Dimension X. (17) Passage A. (18) Hole. (19) Crossed drilled hole. (20) Left area. (21) Spring. (22)
Passage. (23) Passage. (24) Ring area. (25) Passage LS. (26) Passage B. (27) Passage. (28) Dimension X. (29) Passage.
The swing motion can be performed at the same time as the boom is being raised. Changeover spool
(7) prevents the swing drive from transmitting its own signal to the pump. This prevents the high start
pressure of the swing drive from overriding the lower pressure of boom raise in the load sensing
system.

When the control lever of the right pilot control valve is moved back for boom raise, pilot pressure
moves spool (12) to the right. This creates a metering throttle at the spool. Spool travel equals
dimension X (16).

Pump oil pressure going through this throttle reflects the flow requirements of the load.

Load sensing signal pressure causes the pump to increase output. The increased pump pressure in
passage (29) moves pressure balance spool (10) as far as possible to the left. Load pressure from
passage A (17) goes through hole (18) in spool (12) and through passage (27) into passage (26). The
pressure moves changeover spool (7) to the left end stop.

The pressure in passage (29) goes through passage (22) into hole (19). The new position of
changeover spool (7) allows the oil in hole (19) to go through passage (23). From there oil flow
continues through hole (13) into passage (25) connected to the load sensing system. The connections
for the load sensing regulation of the pump have now been made.

To swing the upper structure, the control lever of the left- hand pilot control valve is moved to the
left. This movement lets the control spool of the swing valve shift and open a metering throttle at the
spool. Pilot oil pressure flowing through the opening reflects load flow requirements.

Since the swing drive requires a high start pressure at the beginning, its high load pressure would
override the low load pressure for boom raise and let the pump upstroke. This would also lead to load
compensation at the same time by pressure balance spool (10) in boom valve (3). The boom raise
operation would slow down suddenly. This is prevented by changeover spool (7) in boom main
control valve (3).
Swing Main Control Valve
(30) Swing main control valve. (31) Cross drilled hole. (32) Passage. (33) Cross drilled hole. (34) Pressure balance spool.
(35) Control spool. (36) Cross drilled hole. (37) Ball. (38) Passage LS. (39) Passage T. (40) Dimension X. (41) Dimension
X. (42) Passage A.

In the swing main control valve, control spool (35) moves right to dimension X (40). Pressure balance
spool (34) moves left to dimension X (41). The higher swing drive load pressure goes from passage A
(42) through hole (33) into passage (32). The pressure in the passage pushes ball (37) to the left. Load
pressure can go through holes (36) and (31) into load sensing passage LS (38).

Since each control valve is connected in parallel to the load sensing line, the load pressure is also felt
at passage LS (25) of boom main control valve (3). This load sensing signal goes through hole (13)
into passage (23) in changeover spool (7).

During normal changeovers (when the swing is not used the same time as boom raise), the load
pressure acts directly on ring area (24). This moves changeover spool (7) to the right. Passage (23)
connects with hole (15). The high load pressure signal flows through hole (15) and passage (22) to
area (20) on the left end of the pressure balance spool. The force of spring (21) then pushes pressure
balance spool (10) to the right. The load is now compensated.

Since throttle (14) on changeover spool (7) modifies the load sensing signal, the closing of the
pressure balance spool for boom raise is delayed. This delay prevents interruption of the boom raise
movement during the start phase of the swing drive.

Any other implement operated at the same time with boom raise will be affected the same way as the
swing drive.

NOTE: Also see subject Control Valve Operation For Two Loads in Main Pump And Load Sensing
System section of this module.

Boom Cylinders

Both boom cylinders are mounted on the upper structure by means of bearing blocks and in supports
on the boom.
Boom Cylinder
(43) Bearing. (44) Cylinder housing. (45) Piston rod. (46) Port. (47) Rod end. (48) Snubber. (49) Piston. (50) Head end.
(51) Port.

The main components of the boom cylinder are piston (49), piston rod (45), cylinder housing (44) and
bearings (43).

Boom Lower
When the boom cylinder is retracted, main system oil flows from port (46) to rod end (47). Piston (49)
moves toward the head end of the cylinder. Oil is pressed out at head end (50) through outlet port
(51).

Boom Raise

When the boom cylinder is extended, rod (45) extends. The rod displaces the oil through port (46).
Snubber (48) cushions the end of piston rod travel.

Boom Lock Valve

Boom Lock Valve

(1) Solenoid. (2) 3/2-way valve (pilot oil section). (3) Spring. (4) Oil passage. (5) Cover. (6) Valve. (7) Chamber. (8) Line
to tank. (9) Check valve. (10) Restrictor. (11) Spring. (12) Oil passage. (13) Spring chamber. (14) Valve. (15) Port A. (16)
Port B. (17) Valve area. (18) Housing. (19) Valve area. (20) Chamber.
NOTE: If a line check valve is installed, the boom lock valve is not fitted.

The boom lock valve is mounted on the boom main control valve in the boom raise line to the
implement. The purpose of the valve is to prevent oil flow from the head end of the boom cylinder.
This locks the boom in position. The lock is required when the work position has to be held over a
period of time, for example, when transporting heavy loads. The valve is actuated electrically by
means of a toggle switch on the instrument panel. Activating the solenoid valve blocks oil flow
through the valve.

The main components of the boom lock valve are valve (2) and housing (18). Valve (14) and spring
(11) control main pump flow to the boom cylinder. Valve (6) and spring (3) control pilot oil flow.

Locking the Boom

When the toggle switch on the instrument panel is actuated, an indicator light shows that the boom
lock valve has switched. Solenoid (1) pushes valve (6) down so that oil passage (4) is connected to
spring chamber (13). At the same time, the connecting passage to port T (8) is blocked by valve (6).

The load pressure is held at port A (15). This pressure oil goes through chamber (20) and passage (12)
to restrictor (10). The restrictor has a dampening function. The pressure then raises check valve (9)
from its seat and continues through passage (4) into chamber (7).

The load pressure increases the blocking force of valve (6). Since valve (6) closes the passage
connected to port T, the load pressure goes to spring chamber (13). Valve (14) is pressed into its seat
by the load pressure and by the force of spring (11). Oil flow is now blocked and the load cannot
lower. The boom is locked.

If the lever of the pilot control valve is moved for boom lower while the boom is locked, the main
pump output is applied to the pressure cut-off valve in the boom main control valve. When pressure
has reached approximately 32 500 to 33 000 kPa (4572 to 4800 psi), the cut-off valve opens and lets
the pressure go to the tank. The boom stays locked.

Raising The Boom With Boom Locked

Should it become necessary to raise the load, the control lever on the right arm rest must be pulled
back. The boom raise valve signal causes the load sensing system to increase main pump output.
Pump pressure goes through port B (16) of the boom lock valve and is applied to valve area (19). As
soon as the pump pressure is greater than the load pressure plus the force of spring (11), valve (14) is
lifted out of its seat. The oil now flows to head end of the boom cylinders. This raises the load.

Unlocking The Boom

When the toggle switch on the instrument panel is actuated to unlock the boom, the indicator light
goes out and valve (6) is returned to normal position by the force of spring (3). In this valve position,
spring chamber (13) is connected to port T (8) to the return line to tank.

Moving the control lever on the right arm rest forward for boom lower actuates the boom valve. The
flow requirement is signalled to the main pump by the load sensing system. The pump upstrokes.
Return oil from the boom cylinders goes to port A (15) of the boom lock valve. Since this port is still
closed, the pressure in the line increases. This pressure acts on valve area (17). When the pressure is
larger than the force of spring (11), valve (14) is lifted from its seat. The return oil flow is now no
longer blocked and the boom lowers.

Check Valve Group

Introduction

The check valve group is installed to prevent damages to the machine and load in case of equipment
failure, for example, a line rupture.

The check valve group is mounted directly on the hydraulic cylinder. It includes a check valve as
bypass valve, a directly controlled pressure relief valve, a small check valve (required for the
equalizing line if two cylinders are mounted, and a manual boom lowering valve.

The top section of the housing is closed by cover (1). Spring (4) is supported on the cover and it holds
poppet (9) in its seat. Adjustment spindle (2) in cover (1) limits the opening movement of the poppet
so that the maximum retracting speed of the cylinder is limited. In the center section of the housing is
unlocking piston (18); the piston is held on equalizing spool (23) by spring (20). Spool (23) floats in
bushing (30). The lower part of this bushing contains valve seat screw (45) with cone (34). Spring
(35) holds the cone in place.

The lower section of the housing is closed by cover (41). Port X for the control line to pilot piston
(43) is mounted on the cover. Piston (43) is held in its normal position by spring (40).
Check Valve Group (For A Single Cylinder)
(1) Cover. (2) Adjustment spindle. (3) Plug. (4) Plug. (5) Plug. (6) Passage. (7) Chamber. (8) Check valve cone. (9)
Poppet. (10) Passage. (11) Control opening (slots or drilled passage). (12) Passage. (13) Chamber. (14) Cushioning piston.
(15) Passage. (16) Area. (17) Passage. (18) Unlocking piston. (19) Poppet. (20) Spring. (21) Housing. (22) Spring. (23)
Equalizing spool. (24) Passage. (25) Relief valve housing. (26) Screw. (27) Area. (28) Passage. (29) Locknut. (30)
Bushing. (31) Valve cover. (32) Chamber. (33) Ring area. (3 Poppet. (35) Spring. (36) Passage. Control opening (slots or
drilled passage) (11) Passage. (12) Passage. (13) Chamber. (14) Cushioning piston. (15) Passage. (16) Area. (17) Passage.
(18) Unlocking piston. (19) Poppet. (20) Spring. (25) Relief valve housing. (26) Screw. (27) Area. (28) Passage. (29)
Locknut. (30) Bushing. (31) Valve cover. (32) Chamber. (33) Ring area. (34) Poppet. (35) Spring. (36) Passage. (37) Ball.
(38) Passage. (39) Passage. (40) Spring. (41) Control cover. (42) Locknut. (43) Pilot piston. (44) Chamber. (45) Valve seat
screw. (46) Screw.
In the housing is also mounted a check valve that functions as a bypass valve. This valve includes
check valve cone (8), spring (5) and plug (5).

A pilot operated relief valve reduces pressure spikes. It includes poppet (19) with cushioning piston
(14), and housing (21) with valve seat and spring (22). Cone (19) is pressed into the valve seat by the
force of spring (22).

Housing (21) is held in the housing of the check valve group by relief valve housing (25). Screw (26)
in the connector is provided for the adjustment of the relief pressure. It is locked with locknut (29)
and protected against tampering by cover (31). The relief setting is 35 000 kPa (5100 psi).

Operation of Check Valve Group

NOTE: If the check valve is fitted, the stick throttle need not be installed in the main valve block.

Retracting Cylinder

When the cylinder is being retracted, pressure oil flows through port A of the check valve group into
passage (12) and pushes against the load on the back of check valve cone (8) and poppet (9), lifting
them out of the valve seat. The pressure oil can go to port B on the rod end and the cylinder retracts.

When cylinder movement is stopped, the check valve cone and poppet are closed again. The load is
held by the sealed check valve. Any pressure spikes are relieved over the relief valve installed in the
bypass.

Extending the Cylinder

When the cylinder is being extended, control pressure from the left hand pilot control valve goes to
pilot oil port X of the check valve group. The pilot oil moves pilot piston (43), opening poppet (34).
The load pressure applied here via passage (6) goes through passage (38) to the head area of
equalizing spool (33) and at the same time through passages (24), (15) and (10) to the surface of
poppet (9) remaining between seat tightness and the cylindrical control section.

As the diameter of the cylindrical control section of the poppet corresponds to the diameter of the
equalizing piston, the valve is in a state of equilibrium in this condition.

At the same time, pilot oil goes through passage (39) to unlocking piston (18). As pressure increases,
this piston is pushed against the force of spring (20) so that control opening (10) is formed at poppet
(9). Pressure oil can now flow from port B to port A and main control valve port B1. The cylinder
extends.

If cylinder movement is interrupted, spring (40) returns pilot piston (43) to the normal position. As a
result, the force of spring (35) also pushes poppet (34) back into its seat. The load pressure to
equalizing piston (23) is interrupted.

Unlocking piston (18), which was previously pushed back by the force of spring (20), and equalizing
piston (23) are returned to their normal position.

Load pressure at equalizing piston (23) is reduced by means of leakage at the shaft of poppet (34) into
spring chamber (44) of the unlocking piston.
Operation of Check Valve Group in case of Pipe Rupture

Should a pipe rupture occur during any movement, the stick would normally lower in an uncontrolled
manner. This uncontrolled lowering is prevented by the check valve group. If the control lever of the
stick pilot control valve remains in the operating position, the stick will lower at a preset speed.

If the control lever is released, the stick will remain in position. A lowering of the stick is prevented
by poppet (9), which is back pressed into its seat by spring (4). The poppet closes the line completely
so that the load cannot lower.

Any pressure spikes are relieved over the direct acting relief valve by the pressure oil flowing through
passage (17) to area (16). This lifts poppet (19) out of its seat and the pressure oil can flow to port T
to tank.

Cushioning piston (14) prevents poppet (19) from chattering. The cushioning is achieved by
dimensioning the piston to allow enough play.

If the stick has to be lowered, nevertheless, manual lowering is possible by turning screw (46). For
this, loosen locknut (42) and turn screw (46). This will move ball (37) out of its seat and allow the
hydraulic oil to flow through chamber (7) into passage (6) and to tank. The stick, i.e. the load, will be
lowered.

Operation of Check Valve Group in Boom Cylinder Circuit

NOTE: If the check valve is fitted, the boom lowering valve need not be installed.

The boom cylinders are also provided with a check valve at the rod end. Their function is identical to
the one fitted on the stick cylinder.

Secondary Check Valves in Boom Cylinder Circuit

In order to achieve a balanced load on both boom cylinders, it is necessary to connect the two by
means of equalizing line (53). The line is connected to port R of check valve group (65) and (66). To
prevent an uncontrolled lowering of the boom in case of a rupture occurring in pressure equalizing
line (47), check valves groups (65) and (66) are provided with secondary check valves. These include
valve seat bushing (58) and (59), balls (54) and (55) and springs (50) and (51).

To balance the pressure in both cylinders when the boom is being raised or lowered, hydraulic oil
flows, through port B of check valve group (65) on the left hand cylinder, for example, through
passages (62) and (60) to bushing (58). From there the oil goes through passage (48) and the
equalizing line to port R of check valve group (66). It continues to flow through passage (49) to valve
seat bushing (59) and through passages (61) and (63) to port B on the head end of the right-hand
boom cylinder.

Balls (54) and (55) do not close the oil passage when they shuttle from one seat to the other during
pressure balancing. Each seat is provided with grooves (52), (53), (56) and (57), which allow a
controlled flow of oil.

The previously described oil flow applies in the static and dynamic state.
Check Valve Group (For Two Cylinders)
(47) Equalizing line. (48) Passage. (49) Passage. (50) Spring. (51) Spring. (52) Groove. (53) Groove. (54) Ball. (55) Ball.
(56) Groove. (57) Groove. (58) Valve seat bushing. (59) Valve seat bushing. (60) Passage. (61) Passage. (62) Passage.
(63) Passage. (64) Restrictor. (65) Check valve group. (66) Check valve group.

Operation of Secondary Check Valves

In case equalizing line (53) ruptures between check valve groups (65) and (66), the secondary check
valves close, but they let small amounts of oil leak through. This leakage allows the load to be
lowered slowly.

Restrictor (64) at port M of the valve group has the same function as the check valves. The restrictor
meets the specifications for a controlled lowering rate for pipe ruptures.

NOTE: If the equalizing line is working properly, manual lowering need only be performed at one
check valve group. However, it must be ensured that setting for the retracting and extending speed is
the same for both cylinders.
Boom Lowering Vent Valve & Boom Load Pressure Switch

Typical Shutoff Valve

(1) Ball. (2) Lever. (3) Inlet. (4) Outlet.

The boom lowering vent valve and boom load indicator shutoff valve are identical shutoff valves.

The boom lowering vent valve is mounted below the boom load indicator shutoff valve. The valves
are installed in parallel to the head end of the boom cylinders. The boom can be lowered manually by
turning lever (2) of the boom lowering vent valve. Turning the lever of the boom load indicator
shutoff valve stops oil flow to the boom load indicator.

When the levers are set parallel to the lines, maximum oil flows through the valves.

Boom Load Pressure Switch

The boom load pressure switch is a hydraulic/electrical pressure switch of the tube spring type.
Boom Load Pressure Switch
(1) Pressure switch. (2) Tube spring. (3) Operating lever. (4) Microswitch. (5) Eccentric.

Pressure switch (1) includes tube spring (2), eccentric (5), microswitch (4) and operating lever (3)
with roller.

The pressure in the head end acts on tube spring (2) of the pressure switch. When the set value is
reached, the deflection of lever (3) operates microswitch (4), tripping an alarm.

A cam mounted at the bottom end of the boom measures the load pressures at different boom
positions. The roller of lever (3) moves on the cam. The lever is connected to eccentric (5).
Depending on the position of the lever, the eccentric changes the zero position of microswitch (4) in
relation to the initial position of tube spring (2). This causes the tube spring to become either shorter
or longer.

Depending on the deflection of the tube spring, the allowable load pressure in the boom cylinder can
increase or decrease. Every position of lever (3) at the pressure switch has a particular pressure.
Excessive pressure actuates microswitch (4) and switches on the alarm.

The settings range from 6000 kPa (875 psi) to 36 000 kPa (5200 psi).

Optional Implement Circuit (Non Proportional)

Optional Implement Main Control Valve (Non-proportional)
(2) Relief and makeup valve. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7) Changeover ball. (8) Passage
to port LS. (9) Port T. (10) Pressure balance spool. (11) Port P. (12) Control spool. (13) Adjustment screw.

The optional implement main control valve includes housing (3), control spool (12), two pressure
balance spools (10), changeover balls (7) and relief and makeup valves (2). The pilot control ports are
in cover (6). This control valve is mounted on the add-on plate, which is bolted on to the manifold.

The function of the main control valve is to modulate the flow of oil to the optional implement (clam,
bucket tilt, etc.) and to establish a signal which can be processed by the main pump regulator. For
complete operation of the main control valve, see subject Main Pump And Load Sensing System.

Depressing the button on the control lever of the left hand pilot control valve will activate the optional
implement pilot stop control valve in the pilot-control valve block. This will move control spool (12)
in the optional implement main control valve. The metering throttle formed by the spool movement
determines flow requirements. The load sensing signal lets the pump upstroke.

If the optional implement requires the main control valve to act as a flip-flop valve, the pressure is
regulated by relief valve (2). The flow is determined by the setting of adjustment screws (13).
Pump output goes from the manifold through the open main control valve and out port (4) or port (5)
to the optional implement. Oil from the cylinder of the optional implement returns through work port
(5) or (4). The return oil then goes through port T (9) into the return line to tank.

Optional Implement Main Control Valve (Proportional)

Optional Implement Main Control Valve (Proportional)

(2) Relief and make up valve. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7) Changeover ball. (8) Passage
to port LS. (9) Port T. (10) Pressure balance. (11) Passage to port P. (12) Control spool. (13) Adjustment screw.

This valve is identical both in design and function to the non-proportional one discussed previously.

When the travel/hammer switch and travel/hammer safety switch are both ON (blue indicator light is
illuminated), pushing down on the accelerator pedal will activate control spool (12). The metering
throttle formed by the spool movement reflects flow requirements. The load sensing signal lets the
pump upstroke.
If the optional implement requires the main control valve to act as a flip-flop valve, pressure is
regulated by relief valve (2). The flow is determined by the setting of adjustment screw (13).

Pump output goes from the manifold through the open main control valve and out port B (5) to the
optional implement and to the hammer stroke frequency range valve. Oil from the cylinder returns
directly to the tank.

Foreboom Main Control Valve

Foreboom Main Control Valve

(2) Relief and make up valve. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7) Changeover ball. (8) Passage
to port LS. (9) Port T. (10) Pressure balance. (11) Passage to port P. (12) Control spool. (13) Adjustment screw.

The foreboom main control valve operates in the same way as the non-proportional acting optional
implement main control valve except that control spool (12) is activated by pushing down the
foreboom pedal control valve beside the steering column.
Pump output goes from the add-on manifold through the open main control valve and out port through
(4) or (5) to the foreboom cylinder. Oil from the foreboom cylinder returns through work port (5) or
(4). The return oil then goes through port T (9) into the return line to tank.

Foreboom Cylinder

Foreboom Cylinder
(14) Bearing. (15) Cylinder housing. (16) Piston rod. (17) Passage. (18) Rod end. (19) Piston. (20) Head end. (21)
Passage.
The foreboom cylinder is mounted on the foreboom by means of bearing blocks and in supports on
the main boom.

The main components of the foreboom cylinder are piston (19), piston rod (16), cylinder housing (15)
and bearings (14).

Foreboom Raise

When the foreboom cylinder is retracted, main system oil flows from passage (17) to piston rod end
(18) of the cylinder. Piston (19) moves in the direction of the rod end. Oil is pressed out at head end
(20) through passage (21).

Foreboom Lower

When the foreboom cylinder is extended main system oil flows from passage (21) to head end (20) of
the cylinder. As rod (16) extends, it displaces the oil through passage (17) on the rod end of the
cylinder.

Automatic Engine Speed Control (AEC)

The optional automatic engine speed control (AEC) prevents the engine from running at high speed
during long inactive periods. An electronic control monitors the load sensing line. When the line is
inactive for approximately 8 seconds, the engine is throttled down to upper low idling speed.

The AEC consists of the engine speed control cylinder, engine speed control valve (4) and the
electronic control unit. The electronic control unit includes AEC switch (1) on the instrument panel,
automatic engine speed control (2) beneath the driver's seat and pressure switch (3) on the manifold.
Engine Speed Control Circuit
(1) AEC switch. (2) Pressure switch. (3) Automatic engine speed control. (4) Engine speed control valve. (5) Clevis. (6)
Piston rod. (7) Engine control cylinder. (8) Throttle linkage. (9) Lever.
Engine Speed Control Cylinder
(5) Clevis. (6) Piston rod. (7) Cylinder. (10) Guide. (11) Groove. (12) Piston. (13) Nut. (14) Snap Ring. (15) Scraper. (16)
Piston area. (17) Port P. (18) Groove. (19) Guide ring. (20) Spacer tube. (21) Leakage oil port L.

Engine speed control cylinder (7), a single-acting cylinder, includes piston rod (6) and clevis (5).
Guide (10) centers piston (12) in the cylinder and seals the cylinder. Snap ring (14) retains the guide.
Piston (12) on the rod is held by self-locking nut (13). Spacer tube (20) is provided to limit the
retraction stroke. Groove ring (18) separates the piston head and piston rod areas. Groove ring (11)
and scraper (15) mounted on the piston rod seal the cylinder.

To make the hydraulic system operational, an increased idling speed of approximately. 1200 to 1300
rpm is selected with the throttle lever on the right-hand side of the cab. Throttle linkage (8) moves
lever (9), which pulls out piston rod (6) of the engine speed control cylinder.

Setting AEC switch (1) to ON will activate the automatic engine speed control. When work is
interrupted, the load sensing line pressure drops to 0 kPa (0 psi). The AEC senses this by means of
pressure switch (3) and after approximately. 8 seconds engine speed control valve (4) is activated.
Pressure oil goes through port P (17) of the cylinder to piston area (16) and the piston and rod are
retracted. The force of piston rod (6) is transmitted to the throttle linkage over lever (9) and the engine
speed is set to low idle. A mechanical device keeps the throttle lever in its initial position so that when
work is recommenced, the engine will run at the previously selected speed.

Travel Pedal Control Valve

Travel pedal control valve (3) includes manifold (6) and optional implement solenoid valve (7). The
travel pedal control valve is used for speed and direction control and for controlling an optional
implement, if fitted. This auxiliary function is restricted to the left foot pedal.
Travel Pedal Control Valve (With Optional Implement Solenoid Valve)
(1) Stop screw. (2) Housing. (3) Travel pedal control valve. (4) Pressure switch (not shown). (5) Pressure switch. (6)
Manifold. (7) Optional implement solenoid valve.

The pilot travel control valve is a pedal-operated pressure reducing valve. The valve insert is identical
to the one fitted in the implement hand controls. This valve has two pedals (8) and (10) mounted on
the top section of housing (2). Each pedal operates one pilot control valve and each has one switching
position without a lock.

Maximum pedal travel is limited by stop screw (1) below the pedals. Screws (9) in the pedals allow
adjustment to ensure that the pilot control valves are activated when the pedals are fully depressed.

NOTE: The excavator cannot move if the following conditions are present:

- left arm rest raised

- toggle switch on the control panel for hammer or travel selection, switched to "hammer" position.

Depressing left pedal (8) selects REVERSE movement; depressing right pedal (10) selects
FORWARD movement.
Top Section of Travel Pedal Control Valve Housing
(8) LH pedal for REVERSE travel. (9) Screw. (10) RH pedal for FORWARD travel.
Cross Section of Travel Pedal Control Valve
(3) Travel pedal control valve. (4) Pressure switch. (5) Pressure switch. (6) Valve plate. (7) Optional implement solenoid
valve. (11) Valve insert for REVERSE travel. (12) Restrictor. (13) Restrictor. (14) Valve insert for FORWARD travel.

To make sure that pressure in the pilot control line between the travel main control valve and the
optional implement control valve in the valve block is reduced at once, the pedal control valve is
provided with two restrictors (12) and (13). They connect ports 1 and 2 to the oil passage to tank. This
arrangement ensures that the machine actually stops when the left arm rest is raised during travel.

NOTE: When the hammer function is selected with the toggle switch on the instrument panel (blue
indicator light is illuminated), the optional implement is controlled by means of the left travel pedal.
The two pressure switches (4) and (5) screwed into the manifold are used for the T power mode
control and for cruise control (top speed lock) when the pedal for FORWARD movement is
depressed. These functions are deactivated when the optional implement function is selected.

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

Foreboom Pedal Control Valve

Foreboom Pedal Control Valve

(1) Pedal. (2) Screw. (3) Rib. (4) Valve. (5) Valve. (6) Spring. (7) Spring. (8) Housing.

The foreboom pedal control valve is a pedal operated pressure reducing valve. The two individual
valves are identical to the ones fitted in the implement pilot control valves. Pedal (1) has two
operating positions without a lock. Springs (6) and (7) hold the pedal in the neutral position. Ribs (3)
on the underside of the pedal serve as stops. Screw (2) in the pedal allows adjustment to ensure that
the pilot valve is activated when the pedal is fully depressed.

Pushing the pedal down and forward lowers the foreboom; pushing it down to the rear raises the
foreboom.

Solenoid Valve
Travel/hammer selector Valve
(1) Ball. (2) Sleeve. (3) Housing. (4) Solenoid. (5) Solenoid. (6) Spring. (7) Groove. (8) Groove. (9) Cross drilled passage.
(10) Spool.

The travel hammer selector valve is a 7/2-way solenoid valve mounted on the travel pedal control
valve. On the 206B FT & 212B FT excavators it is located on the manifold; mounted on the travel
pedal control valve. On the 205B & 211B machines it is mounted directly on the side of the travel
pedal control valve.

This solenoid valve allows the travel pedal control valve to fulfill a double function. In one position
the travel circuit is connected to the valve, in the other the oil flow of the travel circuit is interrupted
and the valve control function is assigned to the optional implement, the hammer.
The valve includes housing (3) closed on both sides by solenoids (4) and (5). Spool (10) is provided
with spring (6) and balls (1) on one side. The balls are enclosed by sleeve (2) and held in groove (7)
or (8) by the spring. The grooves provide the two spool operating positions.

When the spool is in the driving position (the green indicator light on the instrument panel is
illuminated) then the following connections are made:

Port E (port Y6 of travel main control valve) is connected to port A (port 2 of travel pedal control
valve).

Port T (return line to tank) is connected to port C (port X of optional implement main control valve)
and via cross drilled passage (9) of spool (10) to port D (port Y of optional implement main control
valve).

Port F (port X6 of travel main control valve) to port B (port 1 of travel pedal control valve).

When the optional implement is subsequently selected with the travel/implement switch on the
instrument panel (the blue indicator light is illuminated) then the following connections are made:

Port A (from port 2 of travel pedal control valve) is connected to port C (to port X of main control
valve for optional implement).

Port B (from port 1 of travel pedal control valve) is connected to port D (to port Y of main control
valve for optional implement).

Port T (return line to tank) is connected to port F (from port X6 of travel main control valve) and via
cross drilled passage (9) of spool (10) to port E (port Y6 of travel main control valve).

NOTE: When spool (10) is held in position (8), only the left travel pedal is activated.

Hammer Stroke Frequency Range Valve

Hammer Stroke Frequency Range Valve (Normal Position)
(1) Knurled nut. (2) Solenoid. (3) Spool. (4) Valve body. (5) Flange. (6) Spring cap. (7) Spring. (8) Shaft. (9) Magnet tube.
(10) Spring. (11) Manifold.

The hammer stroke frequency range valve is a 2/2-way solenoid valve which is mounted on the
optional implement (hammer) main control valve. It allows switching the hammer stroke frequency
between two ranges.

The hammer stroke frequency range valve comprises valve body (4) which is closed on one side by
flange (5) with spring cap (6) and on the other side by the solenoid (2). Spool (3) is centered in the
body by springs (7) and (10). Shaft (8) is guided in the center of solenoid (2) by magnet tube (9).
Knurled nut (1) makes the shaft press against the spool so that the valve can be operated by hand if
required.

Since the hammer stroke frequency range valve is a part of the optional implement circuit, the
optional implement must first be selected by pressing the travel/hammer switch on the instrument
panel and by pressing the travel/hammer safety switch. The blue indicator light is illuminated when
the optional implement is ready for operation.

At first the hammer is set to the lower stroke frequency. Spool (3) is in the normal position as shown
in the figure. The following connections are made in this position:

Port P (from port B of the main control valve for the optional implement) is connected to port A
(closed).

Port T (return line to tank) is connected to port B (to quick coupler and port S of the optional
implement).
When subsequently the hammer stroke frequency range switch on the instrument panel is pressed,
spool (3) is moved to the right and the following connections are made:

Port P (from port B of main control valve for optional implement) is connected to port B (to quick
coupler and port S of optional implement).

Port T (return line to tank) is connected to port A (closed).

The higher hammer stroke frequency is now selected.

Swing System
Swing System Schematics 205B, 211B, 206B FT & 212B FT
1. Intermediate plate. It is used to limit pressure when starting swing.

2. Swing main control valve. This valve controls the movement of the swing drive group.

3. Swing drive group. The swing drive turns the upper structure. Two pilot controlled line relief valves protect the group.
Pressure for 205B FT and 206B FT machines ranges from 8000 kPa (1150 psi) to 22 000 + 1500 kPa (3200 +220 psi)
maximum. Pressure for the 211B and 212B FT machines ranges from 8000 kPa (1150 psi) to 25 000 +1500 kPa (3650 +
220 psi) maximum.

4. Swing brake. It is used to brake and lock the swing drive.

5. Throttle. The throttle meters the return oil flow from the valve block to the swing drive (flushing oil supply).

6. Manifold. This group is used to collect pilot oil from the return and leakage oil lines.

7. Swing and stick pilot control valve. This valve is used for the infinite control of the swing and the stick main control
valves.

8. Swing brake control valve. This valve is used to control the swing drive brake. This valve is activated by the swing
brake foot switch or toggle switch. When no oil is supplied to the swing brake, the swing brake is applied.

9. Swing brake foot switch.

10. Swing brake toggle switch.

Location of Swing System Components (206B FT & 212B FT)
(1) Intermediate plate. (2) Swing main control valve. (3) Swing drive group. (7) Swing and stick pilot control valve (left
hand). (8) Swing brake control valve. (9) Swing brake foot switch. (10) Swing brake toggle switch.
Location of Swing System Components (205B & 211B)
(1) Intermediate plate. (2) Swing main control valve. (3) Swing drive group. (7) Swing and stick pilot control valve (left
hand). (8) Swing brake control valve. (9) Swing brake foot switch. (10) Swing brake toggle switch.

Swing Main Control Valve

Swing Main Control Valve
(1) Throttle check valve. (2) Makeup and relief valve. (3) Housing. (4) Work port A. (5) Work port B. (6) Cover. (7)
Changeover ball. (8) Port LS. (9) Port T. (10) Pressure balance spool. (11) Port P. (12) Control spool.

The swing main control valve is mounted on the main control valve manifold by means of the
intermediate plate.

NOTE: The main control valves are interchangeable only if a basic adjustment follows. Please note
the particulars of the valve plate for the swing drive.

The swing valve includes housing (3), control spool (12), two pressure balance spools (10),
changeover balls (7) and makeup and relief valves (2). The pilot control ports are in cover (6). Each
control port has throttle check valve (1). These check valves are arranged so that incoming control
pressure is throttled by the return control pressure.

The function of the swing main control valve is to change the flow needs from the pilot control valve
into a signal which can be processed by the load sensing regulator. The main control valve then
regulates main pump oil flow to the swing drive motor.

Moving the control lever of the swing and stick pilot control valve to the left or right position will
force control spool (12) of the swing valve to shift. The metering throttle formed by the control spool
establishes flow needs. The load sensing signal lets the main pump upstroke.

Pump output goes to the valve manifold and through the open swing main control valve to the swing
drive motor. Depending on whether the swing valve outlet is port A (4) or port B (5), the swing drive
will rotate either left or right.

Oil returning from the swing drive through ports B (5) or A (4) in the swing valve flows through port
T (9) to the tank.

Slow Swing Operation

NOTE: The description in this section is for a left swing. For a right swing, oil flows are similar but
reversed.

NOTE: The electrically-operated swing brake is applied when the swing brake foot switch and/or the
toggle switch on the instrument panel in the cab are not actuated.

Swing Startup

Swing and Boom Main Control Valve Schematic

(1) Boom main control valve. (2) Swing main control valve. (3) Control spool. (4) Pressure reducing valve. (5) Check
valve. (6) Metering throttle. (7) Intermediate plate. (8) Throttle. (9) Shuttle valve. (10) Port X. (11) Relief valve. (12)
Swing and stick pilot control valve.

When the operator moves the control lever of the left hand swing and stick pilot control valve (12)
slowly to the left, control spool (3) in swing main control valve (2) is shifted.

As control spool (3) starts to move, metering throttle (6) is formed. The size of the opening reflects
flow needs. Load sensing pressure causes the pump to upstroke (refer to subject Main Pump and Load
Sensing System).

To achieve a smooth swing start, pilot controlled pressure reducing valve (4) in intermediate plate (7)
limits load sensing pressure from 8000 to 8500 kPa (1150 to 1225 psi) maximum. Throttle (8) is
installed parallel to the pressure reducing valve to reduce the high pressure associated with swing
startup.

Load sensing pressure increases slowly so that the pump upstrokes. After the swing movement has
started, load sensing pressure drops again to the limited low range of 8000 to 8500 kPa (1150 to 1225
psi). The swing drive powers up smoothly.

Braking

Moving the swing control lever back smoothly from the left position causes the swing drive to slow
down. Braking is done by throttling oil flow. Control spool (3) in the swing valve slowly closes
metering throttle (6). The pump destrokes due to the lower flow requirement signalled by the load
sensing system. The pump will now supply only enough oil to compensate leakage losses. At the
same time return flow from passage B to T is throttled. The swing drive is braked smoothly.

Fast Swing Operation

NOTE: The description in this section is for a left swing. For a right swing, oil flows are similar but
reversed.

Swing Startup

Moving the swing control lever fast to the left causes the control spool in the swing valve to move
fully to the right end position, as described in the previous subject, Slow Swing Operation. The
metering throttle at the control spool determines flow needs. The load sensing signal causes the pump
to upstroke.

Pressure in the swing left lines is held at port A4 of the swing main control valve and the swing drive
motor. From the control valve it goes to the swing relief valve group in the pressure reducing
intermediate plate.

Swing Relief Valve Group

The main components of the swing relief valve group are relief valves (26) and (27). The valve group
is mounted on the swing motor. The basic pressure limit of the swing relief valve is 8000 kPa (1150
psi). This limit depends on the setting of relief valve (11).
Swing Relief Valve Group (Pilot Control Pressure Applied)
(13) Port B. (14) Passage. (15) Port A. (16) Passage. (17) Passage. (18) Valve area. (19) Spring cavity. (20) Piston. (21)
Piston. (22) Valve. (23) Spring. (24) Spring. (25) Control plate. (26) Relief valve (swing right). (27) Relief valve (swing
left). (28) Port Y4. (29) Port X4.

For a left swing, supply oil from the swing main control valve enters port A (15) of the relief valve
group and the swing drive motor. The upper structure starts to rotate. Due to the inertia of the swing
drive, a pressure buildup takes place. To limit this sudden pressure increase occurring only during
startup, the load sensing pressure must flow through intermediate plate (7) and pilot-controlled
pressure reducing valve (4).
This pressure reducing valve limits load sensing pressure as determined by the setting of pressure
relief valve (27). For the 205B and 206B FT excavators the relief valve setting is 20 000 kPa (2900
psi), for the 211B and 212B FT one 23 000 kPa (4650 psi).

Braking With Swing Relief Valve Group

To brake the swing drive with the swing relief valve group, the swing control lever (left hand) must
be moved from LEFT to HOLD and then to RIGHT position during a left swing.

When the lever is in the hold position, the momentum of the upper structure causes a pressure backup
in port B (13) (swing right) of the control plate (25) of the swing motor. Oil pressure pushes valve
(22) out of its seat so that pressure in chamber (19) is reduced and spool (20) opens. As a result of the
make-up effect, piston (21) is also opened. The oil goes through passage (14) to port A (15) (swing
left) and back to the swing drive motor. The motor is braked first with a pressure of 8000 kPa (1150
psi).

The operator now moves the swing control lever to the right position. The pump is still delivering oil
according to flow needs as determined by the load sensing regulator. Pilot pressure enters relief valve
(26) at port Y4 (28). This pressure compresses spring (24) so that the opening pressure setting of
valve (26) increases. When oil pressure is higher than this setting, a connection is made between port
B (13) for swing right and port A (15) for swing left. This means that oil pressure goes into the
opposite swing direction. (The flow corresponds to the return oil going to the tank when swinging
right.) The oil flow reversal increases braking pressure from 8000 kPa (1150 psi) to 22 000 kPa (3200
psi) for strong braking of the swing drive. Pump output (as demanded by the load sensing system)
flows against the return oil from the swing left movement. This increases braking pressure. Excess oil
is relieved into the opposite flow direction through relief valve (26).
Swing Brake (Applied)
(30) Inner plates. (31) Springs. (32) Brake piston. (33) Port Z. (34) Outer plates.

Braking with the Swing Brake Foot Switch

In addition to the previously discussed methods, the swing drive can also be braked with the foot
switch located directly in front of the steering column.

When the foot switch is not actuated, the swing brake control valve is in the normal position. The
control line to the swing brake is without pressure and the swing brake is applied.

When the foot switch is operated, the control spool in the valve is shifted and pressure oil goes to port
Z (33) at the swing brake. The pressure pushes brake piston (32) against springs (31) and compresses
them. This allows outer plates (34) and inner plates (30) to disengage. The swing brake is released
and swing startup begins.

To stop swing, the control lever has only to be moved back to the neutral position (see subject
Braking above). The foot switch can be released for additional (mechanical) braking power. The load
sensing pressure limit is also 8000 kPa (1150 psi).

For a continuous release of the swing brake, toggle the swing brake switch on the instrument panel.
This will allow swing movement without having to operate the swing brake foot switch.
Swing Drive Group

Swing Drive Group

(1) Disc brake. (2) Pinion shaft. (3) Gear. (4) Gear. (5) Hub. (6) Drive pinion shaft. (7) Swing motor. (8) Drive pinion
shaft. (9) Relief and make-up valve (pressure applied). (10) Pinion gear. (11) Swing drive.

The swing drive group is located on the right side in the front part of the upper structure. The swing
drive is used to position the upper structure. The maximum rotation speed of the upper structure is
7.75 to 8.25 rpm.

The swing drive group includes swing motor (7), pilot operated relief valve (9) and swing drive (11).
The motor is fixed displacement.

Swing Drive

The components of swing drive (11) are the reduction gears (3) and (4) and disc brake (1). The brake
is spring applied and released hydraulically. The brake engages when no hydraulic pressure is applied.
The torque generated by swing motor (7) is transmitted through drive pinion shaft (6) to gear (3)
which engages pinion shaft (2). The pinion shaft turns gear (4) on drive shaft (8). Pinion (10)
transmits this torque to the toothed rim on the undercarriage.

Swing Brake

Swing Brake
(1) Brake housing. (2) Springs. (3) Brake piston. (4) Chamber. (5) Port Z. (6) Outer plate carrier. (7) Piston area. (8)
Outlet port L. (9) Inlet port U. (10) Steel plate. (11) Friction plate. (12) Inner plate carrier. (13) Hub. (14) Pinion shaft.
(15) Restrictor.

The swing brake is located in the top part of the swing drive. Both the disc brake and the swing drive
are supplied with flushing oil from the main control valve block through restrictor (15) and port U (9).
The flow rate of the flushing oil is 2 to 2.5 liters per minute. A shaft seal prevents oil leaks in the
direction of the drive pinion shaft.

When the swing brake control valve is de-activated, springs (2) push the brake piston against the
brake plates. The friction of the steel and friction plates rubbing against each other brakes the swing
drive.

The components of the swing brake are outer plate carrier (6) including steel plates (10) and friction
plates (11), brake piston (3) and springs (2). The friction plates are mounted on the inner plate carrier,
which is bolted onto hub (13). The steel plates are fixed to the stationary outer plate carrier (6) in
brake housing (1).

The swing brake control valve is operated by pressing the swing brake foot switch and/or the swing
brake switch on the instrument panel. Hydraulic oil flows to brake piston area (7). Brake piston (3) is
pushed back, releasing the brake.

Swing Motor
Swing Motor
(1) Relief and make-up valve. (1a) Relief and make-up valve (not shown). (2) Piston area. (3) Control plate housing. (4)
Port A. (4a) Port B (not shown). (5) Control plate. (6) Spring. (7) Motor. (8) Piston bushing. (9) Cylinder barrel. (10)
Shoe. (11) Swashplate. (12) Output shaft.

The swing motor is a fixed displacement motor of the axial piston type. Swashplate (11) is fixed and
cylinder barrel (9) rotates. The pistons move axially in the barrel. Pilot-controlled relief and make-up
valves (1) and (1a) are mounted in the control plate. The motor group is mounted to the swing drive
housing.

Oil flow from the main pump enters at port A (4) for swing left and goes to surface area (2) of the
piston. Relief and make-up valve (1) is fitted in the pressure line parallel to port A (4). The piston is
moved in bushing (8). As the barrel rotates, piston bushings (8) slide with shoes (10) on swashplate
(11). As the piston shoes slide on the swashplate, barrel (9) rotates.
Oil Flow Through Control Plate And Housing
(1) Relief and make-up valve. (1a) Relief and make-up valve. (4) Port A. (4a) Port B. (5) Control plate. (13) Relief slots.
(14) Pressure area. (15) Control ports. (16) Return area. (17) Housing.

Cylinder barrel (9) is provided with seven pistons. Output shaft (12) transmits the power of the
rotating cylinder barrel to the output shaft. Spring (6) on the output shaft presses the cylinder barrel
against control plate (5). This gives a constant output at all pressures.

Hydraulic oil pressure causes the cylinder barrel to rotate further. When the pistons pass through
return area (16), they are pushed back into the cylinder. This movement presses the oil out through
control plate (5) to the tank.

To prevent pressure shocks from occurring when the piston bushings travel through areas (14) and
(16), the control plate is provided with relief slots (13).

When a piston bushing has reached its maximum stroke, it passes from pressure area (14) to return
area (16). This sequence is repeated by the following pistons.

Swing Relief and Make-up Valve

NOTE: Refer to the subject Fast Swing Operation.

Swing Relief and Make-up Valve
(18) Pin. (19) Chamber. (20) Piston area. (21) Oil passage. (22) Valve seat. (23) Chamber. (24) Piston area. (25) Spring.
(26) Piston. (27) Spring. (28) Chamber. (29) Slot. (30) Valve seat. (31) Valve cone. (32) Housing. (33) Chamber. (34)
Spring. (35) Piston. (36) Adjustment screw. (37) Grub screw. (38) Plug. (39) Pilot oil port.

The pilot-controlled relief and make-up valve is screwed into housing (32). The valve consists of a
housing with a main and pilot control section, and a pilot pressure adjustment section.

The main control section includes piston (26) with pin (18). The piston is held oil-tight in its seat (22)
by springs (25) and (27).

The pilot control section includes valve cone (31), which is held in seat (30) by spring (34).

The pressure adjustment section includes plug (38), adjustment screw (36) and grub screw (37). The
grub screw can be used to adjust the force of spring (34) to change the relief pressure setting of the
valve.
Valve cone (31) opens when the pressure going from chamber (19) through passage (21) to chamber
(28) reaches the preset valve pressure. The pressure in chamber (33) can go to chamber (23). This
reduces pressure in chamber (28) and piston (26) is pushed right by the pressure on piston area (20).
Pin (18) contacts the head area of the valve cone.

A connection is made between oil chambers (19) and (23). This relieves the pressure. The relieved
pressure goes to the opposite valve, which now acts as a make-up valve (see below). It is possible to
increase spring force by applying pilot oil pressure through port (39) of the respective valve. This
pressure acts on piston (35).

The pressure setting of the relief valves is between 8000 kPa (1150 psi) and 22 000 + 1500 kPa (3200
+ 220 psi) for the 205B and 206B FT excavators. For the 211B and 212B FT excavators the setting is
between 8000 kPa (1150 psi) and 25 000 + 1500 kPa (3650 + 220 psi).

The top end of pin (18) is provided with slot (29) for better regulation of the pressure relief valve.
When the pin contacts the valve cone, the slot functions as a restrictor. The restricted oil flows
through passage (21) and through the slot into chamber (28). As soon as the pressure in chambers (19)
and (28) is equal again, the force of springs (25) and (27) moves piston (26) back into its seat.

Function as Make-up Valve

When the oil pressure in chamber (19) is lower than in chamber (23), pressure is applied to piston
area (24). This moves piston (26) against the force of springs (25) and (27). A connection is made
between chambers (19) and (23) which allows the pressure in the two chambers to equalize. This flow
arrangement prevents damage due to cavitation.

Intermediate Plate On Swing Main Control Valve

Intermediate Plate
(1) Housing. (2) Pilot controlled pressure reducing valve. (3) Check valve. (4) Shuttle valve. (5) Relief valve.

Pilot Controlled Pressure Reducing Valve

(1) Housing. (6) Plug. (7) Passage. (8) Spool. (9) Pilot. (10) Metering edge. (11) Passage. (12) Spool area. (13) Drilled
passage. (14) Spring plate. (15) Spring. (16) Passage. (17) Chamber.

During swing startup, high pressures result which reflect load sensing pressure establishing flow
needs for the main pump regulator.

The intermediate plate is required in order to prevent the swing load sensing pressure from assuming
priority over a weak load sensing signal from another circuit. The intermediate plate limits the high
startup pressure and prevents activation of the secondary valves.

The intermediate plate includes housing (1) with pilot controlled pressure reducing valve (2), relief
valve (5), shuttle valve (4) and check valve (3).

Pressure reducing valve (2) comprises spool (8) with pilot (9) and spring (15) with spring plate (14).
Plug (6) retains the valve in the housing.

Load sensing pressure is held in inlet oil passage (7), in outlet oil passage (11) of the pressure
reducing valve, and in the relevant lines to the main pump regulator. The pressure that is built up goes
through drilled passage (13) to pilot spool area (12). Pilot (9) is held in position by plug (6) so that the
oil pressure moves spool (8) against the force of spring (15). Metering edge (10) now stops the flow
of oil through passage (7). Oil pressure drops in outlet passage (11) so that the spool is pushed back
again by the spring and the pressure regulation is repeated. In this way a pressure corresponding to the
position of the swing control lever is obtained at the outlet of the pressure reducing valve.

To keep the pressure limited in a proper relation to the swing startup pressure, reducing valve (2) is
controlled by pilot pressure from the swing pilot control valve (left hand). The pilot pressure goes
through passage (16) into spring chamber (17), where it is added to the force of spring (15). The
relation between the surface area of pilot (9) and spring plate (14) multiplies the pilot oil pressure, in
effect, so t at it can counter the load pressure. This raises the regulating pressure limit of the pressure
reducing valve. To limit the regulating pressure when the swing control lever is moved fully to one
side, pressure relief valve (10) is installed in parallel to the pilot oil line. The setting of the relief valve
on 205B and 206B FT machines is 20 000 kPa (2900 psi), and on 211B and 212B FT machines 23
000 kPa (3350 psi).

The minimum pressure of 8000 to 8500 kPa (1150 to 1225 psi) exists when the lever of the swing
pilot control valve is moved only slightly.

The maximum pressure can be reduced from 23 000 kPa (3350 psi) to 20 000 kPa (2900 psi) by
screwing out the adjustment screw of relief valve (5) by 3 1/2 turns. The pressure tap for a pressure
test is port LS.

Relief Valve

The pressure relief valve comprises housing (20), spool (23), spring (24) and spring plate (25). The
housing is closed by plug (21) with adjustment screw (27) and locknut (26).

This direct-acting relief valve is used to limit the pilot pressure controlling pressure reducing valve
(2). When pilot oil pressure exceeds the setting of the relief valve, spool (23) is pressed out of its seat
against the force of spring (24). The excess pilot oil goes through chamber (19) to port T.

NOTE: The setting of the relief valve is not equal to the pilot oil pressure but, due to the area
relations, a multiple thereof.
Pressure Relief Valve
(18) Passage. (19) Chamber. (20) Housing. (21) Plug. (22) Spool area. (23) Spool. (24) Spring. (25) Spring plate. (26)
Locknut. (27) Adjustment screw.

Auxiliary System
Auxiliary System Schematic 205B, 211B, 206B FT & 212B FT

1. Manifold (for return lines to tank).

2. Hydraulic oil cooler.

3. Combined cooler. This is a combined coolant and hydraulic oil cooler.

4. Cooler bypass valve. This valve is a thermal pressure relief valve. It limits pressure going to the cooler and controls the
hydraulic oil temperature. It can also be operated manually.

5. Check valve (206B FT & 212B FT only). This valve gives the return oil from the brake system and the travel drive
supply line to port E a back pressure of 2000 kPa (290 psi).
6. Check valve. This check valve is set to 400 kPa (58 psi). It pressurizes the hydraulic system.

7. Return valve group. The return valve group serves as a connection for return oil lines to tank.

8. Check valve. This check valve is set to 400 kPa (58 psi). It controls the oil flow to the hydraulic oil cooler.

9. Flow control valve. The valve supplies oil to two separate circuits: For the pilot oil system through port P2, and for the
cooler through port P3.

10. Main pump.

11. Main pump group. The main pump group is mounted on the engine. It is connected to the engine by a coupling.

12. Auxiliary pump. The auxiliary pump supplies the cooler with oil through port P3 and the pilot system with oil through
port P2.

13. Breather. The breather pressurizes the hydraulic oil tank with 20 kPa (3 psi) overpressure.

14. Leakage return oil filter. This filter cleans the oil coming from port L of the pump housing. It is screwed onto the tank.

15. Manifold (for return lines to tank).

16. Hydraulic oil tank.

17. Hydraulic oil filter. The return filter is mounted in the tank.

Introduction
NOTE: The auxiliary systems of the 205B, 211B, 206B FT and 212B FT are mostly the same. Two
different schematics are provided. Refer to the two schematics preceding this introduction when
reading the text that follows.

Location Of Hydraulic Components (206B FT & 212B FT)

(1) Manifold. (2) Hydraulic oil cooler. (3) Combined cooler. (4) Cooler bypass valve. (5) Check valve. (6). Check valve.
(7) Return valve group. (8) Check valve. (9) Flow control valve. (10) Main pump (Q1). (11) Main pump group. (12)
Auxiliary pump (Q2/3). (13) Breather. (14) Leakage return oil filter. (15) Manifold. (16). Hydraulic oil tank. (17)
Hydraulic oil filter.

Location of Components (205B & 211B)

(1) Manifold. (2) Hydraulic oil cooler. (3) Combined cooler. (4) Cooler valve. (6). Check valve. (7) Return valve group.
(8) Check valve. (9) Flow control valve. (10) Main pump (Q1). (11) Main pump group. (12) Auxiliary pump (Q2/3). (13)
Breather. (14) Leakage return oil filter. (15) Manifold. (16) Hydraulic oil tank. (17) Hydraulic oil filter.

The 205B, 206B FT, 211B and 212B FT machines have one auxiliary pump (12) in a housing at the
end of main pump (10). It is an internal gear pump. The main pump and the auxiliary pump share a
common oil supply.

The auxiliary pump furnishes oil for two separate circuits through flow control valve (9). The two
circuits are:

1. For the pilot oil system through port P2 at a constant flow of 15 liters/min (4 U.S. gpm). See
subject Pilot Oil System.
2. For the cooler through port P3 at a flow rate of 29 liters/min (7.7 U.S. gpm).

Return valve group (7) has two check valves. Check valve (6) maintains return line pressure at 400
kPa (58 psi). This valve opens to make sure there is a constant flow of oil through the oil cooler. The
flow also goes to check valve (8) in the return valve group. This check valve also maintains a return
line pressure of 400 kPa (58 psi). This pressure is needed for the entire hydraulic system, since the
return line from the main pump has oil only when a load exists.
When the hydraulic oil temperature exceeds approx. 50 °C (122 °F) cooler bypass valve (4) begins to
close and the oil is directed through the cooler. At approx. 55 °C (131 °F) the valve is completely
closed. A relief valve with a pressure setting of 1500 kPa (220 psi) protects the cooler against
overpressure.

Auxiliary Pump
NOTE: For complete operation description of the auxiliary pump, see subject Auxiliary Pump in the
Pilot Oil System section of this module.

Return Valve Group

Return Valve Group

(1) Hydraulic oil tank. (2) Inlet from cooler. (3) Return valve group. (4) Check valve. (5) Check valve. (6) Outlet to tank.
(7) Outlet to cooler.

Return oil from the main pump goes to the return oil passage of the main control valve manifold.
From there, all the return oil from the manifold flows to return valve group (3) before going to the
hydraulic oil tank.

Oil enters the return valve at the main control valve side. Check valve (4) blocks the passage of oil
until an opening pressure of 400 kPa (58 psi) has built up. This check valve holds the pressure in line
T of the main control valve manifold nearly constant and so prevents damage due to cavitation.
The pressure back is also required because the return line of the main pump only carries oil when an
implement is activated, i. e. when the main pump has to deliver oil.

Check valve (5) is used to direct a part of the return oil through outlet (7) to the hydraulic oil cooler.

NOTE: The return valve group of the 206B and 212B also has a pressure relief valve for the brake
system. For an operation description of the relief valve, refer to subject Brake System in 206B &
212B Stabilizer/Dozer, Steering, Brake & Drive Systems, Form No. SENR4329.

The table below gives the connections for the return valve group.
Combined Cooler

Combined Cooler
(1) Expansion tank. (2) Coolant filler neck. (3) Inlet from (1). (4) Coolant inlet. (5) Hydraulic oil cooler. (6) Coolant
radiator. (7) Outlet for hydraulic oil. (8) Cooler bypass valve. (9) Hydraulic oil inlet. (10) Outlet to expansion tank. (11)
Coolant outlet.

The combined cooler is mounted vertically on the right-hand side of the vehicle. It is a cooler for
hydraulic oil and engine coolant. The air flow made by the engine-driven fan cools the coolant and
oil. When looking in the direction of travel, hydraulic oil cooler (5) is located ahead of coolant
radiator (6). At the top of the cooler is expansion tank (1) for the coolant. Underneath the oil cooler
are located inlet (9) and outlet (7) for hydraulic oil and cooler bypass valve (8). Coolant inlet (4) is
above the coolant radiator, coolant outlet (11) below it. The connection to the expansion tank is made
through inlet (3) and outlet (10). Coolant filler neck (2) is located on the expansion tank.
Hydraulic Oil Cooler
The oil flow from the auxiliary pump goes through the return valve group and then to the oil cooler.
When the oil is cold most of the oil bypasses the oil cooler. When the oil temperature exceeds 55 °C
(131 °F), cooler bypass valve (8) closes the bypass line and the entire oil flow goes to the cooler.

In the cooler, the oil goes through ribbed pipes where it is cooled by the air flow made by the cooler
fan. The cooled oil leaves the cooler through outlet (7) and goes through the return valve group into
the tank.

Cooler Bypass Valve

Cooler Bypass Valve
(5) Hydraulic oil cooler. (12) Screw, (13) Locknut. (14) Cartridge. (15) Chamber. (16) Spring. (17) Play. (18) Circlip. (19)
Spring. (20) Spring plate. (21) Expansion element. (22) Chamber. (23) Piston. (24) Seat area. (25) Opening play. (26)
Piston area.

Cooler bypass valve (8) is used to regulate the hydraulic oil temperature. The valve is also designed to
act as a relief valve, for example, when the oil cooler is clogged.

The cooler bypass valve includes cartridge (14) and piston (23). Expansion element (21) is held in the
piston by spring (19) and circlip (18). A second spring (16) encloses spring plate (20) and it projects
into chamber (15).
Screw (12) with locknut (13) on the top of the valve housing are used for manual operation of the
valve. By turning in the screw, the piston is fixed in position. The cooler bypass is closed and a forced
cooling takes place. The proper operation of the cooler bypass valve can be checked by means of the
manual operation.

The oil from the auxiliary pump flowing through the return valve group presses on piston area (26) so
that piston (23) is pushed up against the force of spring (16). Piston play (25) allows the hydraulic oil
to bypass the cooler. Oil enters chamber (22) and flows around expansion element (21). At an oil
temperature of approx. 50 °C (122 °F) the material begins to expand. The expanding element
compresses spring (19) while spring (16) is moved closer to the housing. The reduces free play (17) of
spring (16). When the oil temperature reaches approx. 53 °C (131 °F), the piston closes opening play
(25) completely. The hydraulic oil now flows through the oil cooler.

When the maximum pressure in the cooler is exceeded due to clogging, for example, the cooler
bypass valve acts as a pressure relief valve. In this case the oil pushes on piston area (26), moving the
piston up out of its seat against the force of the springs. The oil can now flow through the return valve
group directly to tank.

Hydraulic Oil Filter

Hydraulic Oil Filter

(1) Bypass valve. (2) Filter elements. (3) Hydraulic oil tank. (4) Oil diffuser.
The oil filter elements (2) are installed in return flow chambers inside the tank. Oil goes from the
return valve group into the filter chambers. The oil flows into the filter housing at the top and then
from the outside to the inside through filter elements (2).

Clean hydraulic oil leaves the filter elements through oil diffuser (4) below the oil level in the
hydraulic oil tank. This prevents formation of oil foam.

If the filter becomes full of debris, the flow restriction causes a pressure increase inside the filter. The
pressure oil causes bypass valve (1) to open. The oil then goes past the open bypass valve into the
tank.

The oil is taken from the tank below the oil level through the centre opening in the filter housing and
diffusor (4). This arrangement prevents the oil from foaming.

Hydraulic Oil Tank

Hydraulic Oil Tank
(1) Breather. (2) Relief valve. (3) Intake valve. (4) Tank. (5) Hydraulic oil filter. (6) Sight glasses.

The hydraulic oil tank includes tank (4), breather (1) and hydraulic oil filter (5). The tank is located to
the left of the engine in the rear of the machine.

The oil level can be checked at sight glasses (6) on the left side of the tank. To check the oil level, the
machine must be parked on level ground and the equipment shut down with the bucket on the ground
and the stick vertical.

The oil level should reach the middle of upper sight glass (6). A drain tap is located on the underside
of the tank for changing oil.

The tank is pressurized to 20 kPa (3 psi) by means of breather (1).

The difference between the oil volumes in the cylinder head and rod ends causes the oil level in the
tank to drop when cylinders are extended. When a vacuum of 3 kPa (.5 psi) exists in the tank, air
enters the tank through intake valve (3). When the cylinders are retracted, the oil level will rise again
and compress air in the tank until the breather opens.

Copyright 1993 - 2023 Caterpillar Inc. Fri Jul 7 08:45:50 UTC+0300 2023
All Rights Reserved.
Private Network For SIS Licensees.
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Previous Screen

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

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.

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

Testing and Adjusting

205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4328-01 Publication Date -01/10/1991 Date Updated -11/10/2001

Testing and Adjusting

Specifications
Reference: For illustrated Specifications, make reference to the Specifications for 205B, 211B, 206B
FT & 212B FT Hydraulic System, Form No. SENR4327. If the specifications given in Form
SENR4327 are not the same as given in the Testing And Adjusting, look at the print date on the back
of each book. Use the Specifications given in the book with the latest date.

Systems Operation
Reference: For Systems Operation description, make reference to Systems Operation for 205B,
211B, 206B FT & 212B FT Hydraulic System, Form No. SENR4324, Systems Operation for 205B &
211B Drive System, Form No. SENR4333 and System Operation for 206B FT & 212B FT
Stabilizer/Dozer, Steering, Brake & Drive Systems, Form No. SENR4329.

Troubleshooting
Introduction

Hydraulic oil, under pressures that can be higher than 40 000 kPa (5800
psi) can remain in the hydraulic systems on this machine after the
engine and pump have been stopped. Serious injury can be caused if
this pressure is not released before any service is done on the hydraulic
systems. To prevent possible injury, refer to subject Release Of
Pressure before any fitting, hose or component is loosened, tightened,
removed or adjusted.
 When possible, the bucket, dozer and stabilizers must always be
lowered to the ground before service is started. When it is necessary for
the boom to be raised while tests or adjustments are done, be sure that
boom and stick have correct support and the bucket is in the full open
position.

Always move the machine to a location away from the travel of other
machines. Be sure that other personnel are not near the machine when
the engine is running and tests or adjustments are being made.

In hydraulic excavators all available engine power is transferred hydraulically to the implements and
drive system. When investigating a machine performance problem, remember these steps:

1. Determine that a problem exists.

2. List all possible causes.

3. Devise checks.

4. Run checks in a logical order.

5. Repair or correct the defects found.

When there appears to be a lack of performance, make sure that the machine is performing wihin its
design specifications. Work cycles that are longer than expected can be a result of too large a bucket
and/or too long a stick for the density of the material handled. Lack of breakout force can be the result
of these same factors rather than lack of engine power or hydraulic pump performance.

Slow digging cycle time may not show up as excessive cycle times during testing. Slow cycle times
under load can be a result of the pump stroking back too early. During a check of cycle times this will
not show up since the load during this test is too low to make the pump stroke back.

Breakout force is the function of the implement geometry and pressure in the cylinders. If the
implement's size and main relief valve setting are within specifications, the breakout force is correct.

Hydraulic overheating can be caused by improper application or poor operator technique rather than a
defective cooling system. If the fan speed is correct, the proper hydraulic oil is used, the cooling fins
are clean and no restriction of the oil flow exists, the overheating problem is usually caused by
improper operation. Overheating can also be caused by use of additional hydraulic attachments which
are not matched to the cooling system capability.

High idle rpm can be an indication of a problem but it should never be the only indicator. Do not
increase high idle adjustment if it is below the specification tolerance without first checking if the
pump stall speeds are within specifications. Make sure there is no parasitic load on the engine or
hydraulic pumps.

At high idle and no load, the excavator is not performing any work. Hydraulic pump stall speeds and
engine full load speed are the only accepted rpm indicators. High idle depends very much on
hydraulic oil temperature and viscosity, etc.
Increasing the high idle speed on a hydraulic excavator does not change the hydraulic horsepower
output but will only increase the fuel consumption.

Low idle has no influence on the excavator performance at full load.

During a diagnosis of the hydraulic system, remember that correct oil flow, temperature and pressure
are necessary for correct operation. Pump output (oil flow) is a function of engine speed (rpm) and
load requirements. Oil pressure is caused by resistance to the flow of oil.

Visual checks and measurements are the first steps when troubleshooting a possible problem. Then do
the Operations Checks and last the Instrument Tests.

Visual Checks

Do not check for leaks with your hands. Pin hole (very small) leaks can
result in a high velocity oil stream that will be invisible close to the hose.
This oil can penetrate the skin and cause personal injury. Use
cardboard or paper to locate pin hole leaks.

A visual inspection of the system is the first step when troubleshooting a problem. Make the
inspection with the engine off and the implements lowered to the ground and the parking brake
engaged.

1. Check the level of the oil in the hydraulic tank.

2. Remove the filter element and check it for material that could give an indication of damage to a
component.

3. Inspect all lines and connections for damage or leaks.

4. Inspect governor control linkage for bent, broken or damaged components.

Operation Checks
Note: Unless otherwise specified, all checks and adjustments must be made with the machine at
normal operating temperature and hydraulic oil temperature at 54 to 66 C° (130 to 150 F°). For tests
that need an engine rpm check, use the 6V3121 Multitach Group. Install a photo pickup on the
harmonic balancer at the front of the engine to read engine rpm.

Use a stopwatch, a magnet and a mm (inch) ruler for basic tests to measure the following:
 1. Cycle times for each of the circuits; boom, stick, bucket, swing and travel. Cycle times that
are longer than shown in the Specifications are the result of leakage, pump wear or incorrect
pump speed (rpm) or pump angle and stroke. See subject Cycle Times.

If cycle times are slow but the pump is not stroking back correctly (not at maximum pressure), check
for correct adjustment of the load sensing regulator. Pressure is correct when the difference between
pump pressure and load sensing pressure (margin pressure) is 1600 to 1800 kPa (230 to 260 psi).

If cycle times are slow but the main pump is operating at high pressure, check for a restriction of oil
flow in the return to the tank.

2. Drift rates in the boom, stick and bucket circuits. Circuit drift (drifting) is caused by leakage
in cylinders, O-ring seals in the control valves, check valves or make-up valves that do not seat
correctly. Too much play in the pilot and main control valve will also cause drifting.

Troubleshooting Procedure
When troubleshooting a problem in the hydraulic system, keep the basic facts that follow in mind.

1. All main control valves are actuated by pilot pressure from the pilot control valves. The pilot
control valves allow the operator to modulate the main control valves with pilot pressure.
2. An increase in load on an implement will cause the main pump to increase its output. This is
done by a device that controls the main pump.
3. If there is a problem of power that is common to all operations, check the main pump and the
load sensing system.

Problem: A reduction in the rpm of the engine (to near stall) when the load on the
hydraulic system is increased.

This condition can happen when the main pump does not destroke and there is no reduction in its
output. Another cause can be low horsepower output from the engine.

Probable Cause:

1. The actuator of the main pump has been damaged.

2. The load sensing system is damaged or out of adjustment.
3. The bearings of the pump are worn. This gives more resistance to destroking.

Problem: The time needed (cycle time) to extend or retract all cylinders is more
than shown in the specifications.

Probable Cause:

1. Engine speed is too slow.

2. Machine is equipped with oversize bucket or long stick.
3. Malfunction in load sensing system.
4. Restriction in the return oil flow to the tank.
5. Load sensing regulator not correctly adjusted.
6. Pilot system operation is not correct and will not move spools.
Problem: The time needed (cycle time) to extend or retract only one cylinder is
more than shown in the specifications.

The cause for this type of problem will be found in the specific controls of the circuit in which it has
happened.

Probable Cause:

1. Check the operation of the spool in the pilot valve.

2. There is possible damage to the spool or housing in the main control valve. When this is the cause,
there is usually the loss of too much oil.

3. Check the cylinder for damage or leaking piston seals.

4. Check restrictor check valves in the stick circuit.

Problem: With the engine running at full load rpm, there is not enough force or
pressure at the implements.

Probable Cause:

1. The setting of the pressure cut-off or a line relief valve is too low.
2. The make-up valve may have a leak.
3. There is possible damage on the inside of the pump. It is not possible to get relief valve
pressure.
4. The setting of the power limiter is not correct.
5. The load sensing system is not correctly adjusted.

Problem: A large amount of air in the oil.

Probable Cause:

1. A leak in the oil line between the tank and the pump.
2. Failure to correctly bleed the hydraulic system after assembly, inspection or testing.
3. Use of wrong hydraulic oil (not meeting specifications).

Problem: Pumps are too noisy.

Probable Cause:

1. If all the pumps are found to be noisy, there is probably air in the oil (oil aeration).
2. If the noise is found to be in only one pump, it is probably caused by wear or damage to that
pump.
3. The hydraulic oil is not at operating temperature (cold weather operation).

Problem: Hydraulic oil temperature is too high.

Probable Cause:
 1. Operation of the machine with one or more relief valves open longer than necessary.
2. Oil aeration (air mixed with the oil).
3. A restriction to the flow of cool air through the oil cooler. Ambient (outside) air temperature
too high.
4. A restriction that would keep the heat from the cooler from going into the surface air.
5. A restriction to the flow of oil through cooler because the cooler valve is being held open.
6. Cooler bypass valve group defective.
7. Oil is going through main relief/line relief valves. Incorrect pressure setting.
8. Throttle valves give too much restriction.

Problem: Hydraulic oil temperature is too low.

Probable Cause:

1. The cooler, tank and other hydraulic components do not have enough protection from low
outside temperature.

Problem: The modulation of all the implements is not normal.

Probable Cause:

One part of the hydraulic system that is common to all implements is the pilot circuit. A defect in the
pilot system can cause surging in the implement circuits and prevent the correct operation of the
implements.

The load sensing system is also common to all implements. A defect in the load sensing system can
prevent an implement from working correctly if another implement is operated at the same time.

1. Leakage in the pilot system that prevents the pressure from going to 3000 to 3200 kPa (435
to 465 psi).
2. The temperature of the oil is too low.
3. The opening pressure of the relief valve in the pilot system is too low.
4. Oil aeration (air mixed with the oil).
5. The pilot pump has been damaged or has too much wear.
6. The load sensing system has a defect or is not correctly adjusted.

Problem: The modulation of one implement is not normal.

Probable Cause:

When the problem happens in only one circuit, the cause can usually be found in a component that is
common to that circuit only.

1. The spool in the pilot valve that controls the implement does not move freely.
2. If the main control valve for the implement has just been assembled after repair, it is possible
that there is air in the cover over the end of the spool.
3. The spool in the main control valve does not move freely.
Problem: The machine will not move when forward or reverse controls are
actuated.

Probable Cause:

1. Incorrect pressure in the hydraulically shifted clutches.

2. Parking brake or service brake must be released. Check position of control levers.

3. There is an object keeping the wheels from rotating.

4. Check shifted gear position.

Problem: The machine has no steering (206B & 212B FT only).

Probable Cause:

1. Low pressure in steering system does not give enough torque to turn the front wheels.
2. Leaks in steering system.
3. Pressure in steering system too low. Pressure should be 15 000 to 15 500 kPa (2200 to 2272
psi).

Problem: Too much drift in one of the hydraulic cylinders.

Probable Cause:

Leakage in or around a component is normally the cause of cylinder drift. The stick and bucket
circuits have main control valves, line relief valves, make-up valves and cylinders. If an attachment
rod and/or head end check valves are installed on the cylinders, the problem is most likely in the
cylinder or check valve.

1. Leakage in and around the seals on the pistons in the cylinders.

2. Leakage past a line relief valve or make-up valve in the main control valve.
3. The spool in the main control valve is not correctly centered. This problem can be caused by
a broken spring or sticky valve spool.
4. There is a small amount of pilot pressure at the end of the spool in the main control valve.
This causes the spool to be off-center and leakage will let the cylinder drift. Check the pilot
control valve.

Problem: The boom will not raise or lower, but all of the other implements
operate correctly.

Probable Cause:

1. There is no movement of the spool in the main control valve. This can be caused by a defect
in the spool or body of the valve.

Problem: Line relief valves are noisy.

Probable Cause:

1. The setting of the line relief valve is too low.

2. The setting of the main relief valve is too high.

Machine Checks
General Information
NOTE: Unless otherwise specified, all checks and adjustments must be made with the machine at
normal operating temperature and hydraulic oil temperature at 54 to 66 C° (130 to 150 F°). For tests
that need an engine rpm check, use the 6V3121 Multitach Group. Install a magnetic pickup on the
flywheel housing.

Hydraulic Oil Temperature Check

For all hydraulic system checks and adjustments, the hydraulic oil temperature must be at 54 to 66 C°
(130 to 150 F°) unless otherwise specified. To check the temperature, do the following steps.

Refer to WARNING on first page of Testing And Adjusting section

1. Remove temperature switch (1) from the hydraulic tank. The washer between the temperature
switch and tank will be used with the test tooling.

NOTE: When the switch is removed, oil will flow from tank until the thermometer is installed. Use a
suitable container to collect the oil that is spilled. The oil spill can be kept to a minimum if a vacuum
pump is installed at the hydraulic tank breather and a vacuum is applied to the tank. After installing
the thermometer, remove the vacuum pump and install the hydraulic tank breather.
Temperature Switch Location
(1) Temperature switch.

2. Install the washer and tools listed in the Tools Needed chart.

Release Of Pressure
Release the pressure in the implement hydraulic circuits (boom, stick and bucket) any additional
implement cylinders, adjustable boom cylinder, and dozer and stabilizer circuits before any hydraulic
lines or components are disconnected or removed. Use the following procedure.

1. Fully retract the rod in the stick cylinder.

2. Adjust the position of the bucket so that it will be on the ground when the boom is lowered.

3. Lower the boom until the bucket is flat on the ground.

4. Lower the dozer and stabilizers until they are flat on the ground.

5. Shut off the engine and raise the arm rest.

6. Slowly loosen the breather filter cap on the hydraulic tank and release the pressure.

7. The pressure in the system has been released and lines and components can be removed.

Cycle Times
NOTE: Make sure the margin pressure is correct before checking cycle times. Refer to subject Pump
Performance Tests for checking margin pressure.

Cycle times can be used as a preliminary check of system performance. Further testing is normally
needed to isolate any actual problems. The correct specifications are shown in Cycle Time Work
Sheet.

The steps to use for checking the implement cycle times are self-explanatory. They should be timed
from cylinder stop to cylinder stop. The steps to use for the Swing Cycle Time, 206B FT, 212B FT
Drive Shaft Speed and 205B & 211B Track Speed tests are given after the Cycle Time Work Sheet.

Hydraulic oil must be at operating temperature. The engine must be run at high idle. The pilot oil
pressure and all relief valve settings must be correct. Use a stopwatch to time the movements. Unless
instructed otherwise in the test procedure, start the stopwatch when the movement begins. Stop the
stopwatch when movement stops. Compare the actual time (or measurement) to the specification in
the Cycle Time Work Sheet.

NOTE: The implement cycle times shown in the Cycle Time Worksheet are for a machine equipped
with a short stick and 800 mm (32 in) bucket. Cycle times will be longer for machines equipped with
a longer stick or larger bucket.

Refer to WARNING on first page of Testing And Adjusting section

If all the cycle times are too slow, there may be a problem with the main pump or load sensing
system. If the cycle time of one the implements or systems is too slow, but the other cycle times are
correct, the main control valve spool may be not be shifting far enough. Check the stop setting for the
main control valve spool before doing other tests to determine the problem. To check the stop setting,
do the following steps.

1. Stop the engine. Remove end cover (1) of the main control valve for the implement or system that
is slow.
Main Control Valve Bank (Rear side)
(1) End cover (typical). (2) Stick main control valve. (3) Swing main control valve. (4) Bucket main control valve. (5)
Boom main control valve. (6) 205B & 211B: Left track main control valve. 206B FT & 212B FT: Stabilizer/dozer main
control valve. (7) 205B & 211B: Right track main control valve. 206B FT & 212B FT: Travel main control valve.

NOTE: Each main control valve has two end covers. Only the rear end covers are shown in the
illustration. The front end covers are located at the opposite end of each control valve. See the chart
that follows for end cover identification.
Main Control Valve (Typical)
(8) Set screw. (A) Set dimension.

2. Measure dimension "A" between the joint face of the end cover and set screw (8). The correct
dimension is shown in the chart that follows.
3. If dimension "A" is not the same as the specification, loosen the lock nut on set screw (8). For a
faster cycle time, turn set screw (8) out to increase spool travel. For a slower cycle time, turn the set
screw in to decrease spool travel. Tighten the lock nut.

NOTE: The set screw should not be turned out to the full dimension immediately, e.g. 41.0mm
(1.614 in), because this is the maximum stroke setting.

4. Assemble the end cover to the main control valve. Do a cycle time check again to make sure the
spool stop setting is correct.

Swing Cycle Time

 Refer to WARNING on first page of Testing And Adjusting section

1. Start the stopwatch at a moving start for right swing. Count the number of turns of the upper
structure during one minute.

2. Start the stopwatch at a moving start for left swing. Count the number of turns of the upper
structure during one minute.

3. If the number of turns is not the same as the specification in the Cycle Time Work Sheet, the swing
main control valve must be adjusted.

Swing Speed Adjustment

(1) Swing main control valve. (2) Adjustment screw for swing left.

4. To adjust the swing speed, loosen the locknut and turn rear screw (2) or the front screw [located on
the front end of swing main control valve (1), opposite screw (2)]. The rear screw adjusts the swing
right speed. The front screw adjusts the swing left speed. Turn the screw clockwise to decrease swing
speed. Turn the screw counterclockwise to increase swing speed. Tighten the locknut.

Track Speed (205B & 211B)

 Refer to WARNING on first page of Testing And Adjusting section

1. Drive machine in an open area on a hard flat and level surface. It requires approximately 50 m (164
ft) of machine travel.

2. Drive machine at 4.5 kph (2.8 mph) speed. Take the time the machine needs to cover the 50 m (164
ft) distance. The time needed should be not more than 40 seconds.

3. If the speed is less stop the engine. Check the track sag for both tracks. Track sag should be the
same for both tracks. Measure track sag with a string stretched on the top of the track between the
front idler and support roller. There should be approximately 30 mm (1.2 in) sag. Adjust the track sag
if necessary.

4. If the track sag is correct, the track main control valve must be adjusted.

Track Speed Adjustment

(1) Left track main control valve. (2) Adjustment screw for left track reverse travel. (3) Adjustment screw for right track
forward travel. (4) Right track main control valve.
5. To adjust the left track speed, loosen the locknut and turn rear screw (2) or the front screw [located
on the front end of left track main control valve (1), opposite screw (3)]. The rear screw adjusts the
left track speed for reverse travel. The front screw adjusts the left track speed for forward travel. Turn
the screw clockwise to decrease track speed. Turn the screw counterclockwise to increase track speed.
Tighten the locknut.

NOTE: If you need to increase speed do not turn the screw out more than 1/2 turn starting from the
dimensions given in the spool stop specification chart. If you need to decrease speed do not turn the
screw in more than 1 full turn.

6. Now check machine travel drift. This test requires an open area on a hard, flat and level surface. It
requires approximately 50 m (164 ft) of machine travel.

7. Mark a distance of 30.5 m (100 ft) in the test area.

8. Run the engine at full throttle. Engage high gear. Push the forward travel pedal for full forward
travel speed.

9. For a travel distance of 30.5 m (100 ft), the machine should not drift more than 50 cm (20 in) to the
right or left from a straight line.

10. If track drift is more than the specification, adjust only the right track. The left track has already
been adjusted in the previous steps.

NOTE: If the track drift is to the right and then to the left, check margin pressure during travel. Refer
to subject Pump Performance Tests for margin pressure test locations.

11. To adjust the right track speed, loosen the lock nut and turn rear screw (3) or the front screw
[located on the rear end of right track main control valve (4), opposite screw (3)]. The rear screw
adjusts the right track speed for forward travel. The front screw adjusts the right track speed for
reverse travel. Turn the screw clockwise to decrease track speed. Turn the screw counterclockwise to
increase track speed. Tighten the lock nut.

NOTE: Observe instructions in note above for maximum number of turns of adjustment screws.
Always adjust that valve side that is faster by decreasing the track speed.

12. Repeat Steps 6 through 9 to make sure the track drift is correct.

Drive Shaft Speed (206B FT & 212B FT)

Refer to WARNING on first page of Testing And Adjusting section

1. With the engine stopped, stick a reflective tape to the drive shaft. Use the 6V3121 Multitach Group
to read the drive shaft rpm at this location.
2. Start the engine. Lower the stabilizers or dozer to raise the rear axle. Use the implement to raise the
front axle. All tires must be off the ground.

3. Engage high gear and move the governor control to high idle. Operate the travel control pedal for
forward travel. Allow 10 minutes for the drive shaft speed to stabilize. Record the drive shaft rpm.

4. If the drive shaft speed is not the same as the specification shown in the Cycle Time Work Sheet,
the drive main control valve must be adjusted. Make the adjustment as follows to meet the
specification for drive shaft speed in high gear.

Drive Shaft Speed Adjustment (206B FT & 212B FT)

(1) Adjustment screw. (2) Drive section of main control valve bank.

5. To adjust the drive shaft speed, loosen the lock nut and turn screw (1). This screw adjusts the drive
shaft speed for reverse travel. Turn the screw clockwise to decrease drive shaft speed. Turn the screw
counterclockwise to increase drive shaft speed. Tighten the locknut.

NOTE: Forward travel drive shaft speed is set with the screw at the front end of the drive main
control valve.

Drift Rates
Test Conditions

1. While drift rates are taken, the engine must be in low idle.

2. The cylinder under test must not be in snubber position.

3. The hydraulic oil temperature must be at 60 ± 4°C (140 ± 7°F). The oil temperature must be
observed when reading the values and compared to specifications in the diagrams. See subject
Hydraulic Oil Temperature Check for steps to measure temperature.

4. Refer to the following diagrams for maximum permissible drift rate when doing the drift rate tests
for boom, bucket and stick cylinders.
205B & 206B FT Drift Rate Diagram
211B & 212B FT Drift Rate Diagram

Boom Cylinder Drift

Refer to WARNING on first page of Testing And Adjusting section.

Test Location For Boom Cylinder Drift Rate
(1) Boom manual lowering valve. (2) Test location.

1. From the 6V4161 Pressure Gauge Kit, install 50 000 kPa (7500 psi) pressure gauge at test location
(2) at the boom manual lowering valve (1).

2. Raise the boom but do not let it go to snubber position. Position the stick until the pressure reading
on the gauge at the test location is between 10 000 kPa (1450 psi) and 30 000 kPa (4350 psi).

3. Shut off the engine. Attach a depth gauge with magnetic holder to the boom cylinder rod. Position
the depth gauge so that it contacts the rod end of the cylinder housing as the rod retracts into the
cylinder.

4. Using the stopwatch and depth gauge, read the amount of drift after one minute.

5. Read pressure from pressure gauge. Pressure must remain constant during the test.

6. Read hydraulic oil temperature. Temperature must be within specified limits.

7. Refer to Drift Rate Diagram. Draw a horizontal line that corresponds to the actual drift
measurement. Draw a vertical line that corresponds to the actual pressure reading. If the point of
intersection of the two drawn lines is below the sloped line for boom drift, the actual boom drift rate is
acceptable.

Stick Cylinder Drift

Refer to WARNING on first page of Testing And Adjusting section

1. From the 8T5320 Hydraulic Pressure Testing Group, install a test plate assembly (3/4 in. size)
between hose flange (2) and pipe (1). The test plate assembly has a port for connecting a pressure
gauge. This will measure pressure to the rod end of the stick cylinder.
NOTE: Use longer bolts of same grade and thread size when installing the test plate assembly
between the hose flange and pipe. The longer bolts must maintain the same thread engagement into
the pipe as the original bolts.

Test Location For Stick Cylinder Drift Rate

(1) Pipe. (2) Flange for hydraulic line to rod end of stick cylinder.

2. From the 6V4161 Pressure Gauge Kit, install a 50 000 kPa (7500 psi) pressure gauge to the test
assembly plate.

3. Retract stick cylinder with stick horizontal. Do not let cylinder go into snubber position.

4. Attach a depth gauge with magnetic holder to the stick cylinder rod. Position the depth gauge so
that it contacts the rod end of the cylinder housing as the rod extends from the cylinder.

5. Shutoff the engine.

6. Using the stopwatch and depth gauge, read the amount of drift after one minute.

7. Read pressure from pressure gauge. Pressure must remain constant during the test.

8. Read hydraulic oil temperature. Temperature must be within specified limits.

9. Refer to Drift Rate Diagram. Draw a horizontal line that corresponds to the actual drift
measurement. Draw a vertical line that corresponds to the actual pressure reading. If the point of
intersection of the two drawn lines is below the sloped line for stick drift, the actual stick drift rate is
acceptable.

Bucket Cylinder Drift

Refer to WARNING on first page of Testing And Adjusting section.

1. From the 8T5320 Hydraulic Pressure Testing Group, install a test plate assembly (3/4 in. size)
between hose flange (2) and manifold (1). The test plate assembly has a port for connecting a pressure
gauge. This will measure pressure to the head end of the bucket cylinder.

NOTE: Use longer bolts of same grade and thread size when installing the test plate assembly
between the hose flange and manifold. The longer bolts must maintain the same thread engagement
into the manifold as the original bolts.

Test Location For Bucket Cylinder Drift Rate

(1) Manifold. (2) Flange for hydraulic line to head end of bucket cylinder.

2. From the 6V4161 Pressure Gauge Kit, install a 50 000 kPa (7500 psi) pressure gauge to the test
assembly plate.

3. Add additional weight to the bucket (approximately same weight as a loaded bucket). Position the
stick vertically and extend the bucket cylinder. The bucket cylinder must not be in snubber position.

4. Attach a depth gauge with magnetic holder to the bucket cylinder rod. Position the depth gauge so
that it contacts the rod end of the cylinder housing as the rod retracts into the cylinder.

5. Shutoff the engine.

6. Using the stopwatch and depth gauge, read the amount of drift after one minute.

7. Read pressure from pressure gauge. Pressure must remain constant during the test.

8. Read hydraulic oil temperature. Temperature must be within specified limits.

9. Refer to Drift Rate Diagram. Draw a horizontal line that corresponds to the actual drift
measurement. Draw a vertical line that corresponds to the actual pressure reading. If the point of
intersection of the two drawn lines is below the sloped line for bucket drift, the actual bucket drift rate
is acceptable.

Engine Governor Control Check

1. With the engine running, position all implement and drive controls in hold or neutral positions.

Engine Governor
(1) Governor lever. (2) High idle stop. (3) Low idle stop.

2. Move the governor control lever in the cab to low idle. Make sure governor lever (1) contacts low
idle stop (3). Read the engine speed on the 6V3121 Multitach Group. The correct low idle speed is
940 to 960 rpm.

3. Move the governor control lever in the cab to high idle. Make sure governor lever (1) contacts high
idle stop (2). Read the engine speed on the 6V3121 Multitach Group. The correct high idle speed is
2120 to 2160 rpm.

4. If the low and high idle readings are not correct, the following may be the cause:

a. Engine fuel filter dirty.

b. Fuel supply line restricted.
c. Governor control linkage out of adjustment.
d. Parasitic hydraulic loads.

5. If there is no problem with the possible causes in Step 4, then the low idle can be adjusted.

NOTE: The only on-engine adjustment to the governor is the low idle setting. All other governor
adjustments must be made during bench (off engine) testing. Refer to Special Instruction, Form
SEHS8868 for procedures and tooling required to bench test the governor.

6. To adjust the low idle, loosen the lock nut and turn low idle screw (3) clockwise to increase or
counterclockwise to decrease the low idle setting to 940 to 960 rpm. Tighten the lock nut.

Low Idle Engine Stall Control

 Refer to WARNING on first page of Testing And Adjusting section

1. With the engine stopped install the 6V3121 Multitach group to read the engine rpm.

2. Start the engine. Lower the stabilizer or dozer to raise the rear axle. Use the implement to raise the
front axle. All tires must be off the ground.

3. Position switch on the instrument console to position II. Run engine in low idle. The power selector
I indicator light should be on.

4. Slowly move the governor control lever in the cab to increase engine speed. The power selector II
indicator light should light up.

5. Read the engine rpm at the moment the indicator lamp comes on. The switching point of the
indicator light should be approximately 1600 rpm.

6. Slowly decrease the engine speed. The power selector I indicator light should be on.

7. Read the engine rpm at the moment the indicator light comes on. The switching point of the
indicator light should be approximately 1400 to 1440 rpm.

NOTE: No adjustment is possible if switching point is not correct. Possible fault could be within the
electronic stall control box behind the driver's seat.

Pilot Pressure Check

Refer to WARNING on first page of Testing And Adjusting section.

1. Read pressure on pilot oil gauge (1) located behind driver's seat in the cab rear wall.
Pilot Pressure Gauge
(1) Pilot pressure gauge

2. Run the engine at low idle and high idle. For the 206B FT & 212B FT, do this test in both first gear
and second gear. Read the pressure gauge. Correct pilot system pressure is 3000 to 3200 kPa (435 to
465 psi).

Pilot System Relief Valve

(2) Adjustment screw of pilot system relief valve in auxiliary (pilot) pump.

3. If the pressure is not correct, loosen the lock nut and adjust the pressure at adjustment screw (2).
Turn the screw clockwise to raise the pressure. Turn the screw counterclockwise to lower the
pressure. One revolution of the adjustment screw is equal to 2300 kPa (335 psi). Tighten the lock nut.

4. Check the pilot pressure after adjustment to make sure the setting is correct.

Pump Performance Tests

Margin (Load Sensing) Pressure Check

Correct margin (load sensing) pressure will make sure that the pump is signaled to upstroke when an
implement is activated. This will keep pump output at a higher pressure than the required load
pressure.
To do this check, the implement weight must pressurize the system to approximately 10 000 kPa
(1450 psi). If pressure is less than 8000 kPa (1150 psi), the margin pressure adjustment will be
inaccurate. If pressure is above 11 000 kPa (1600 psi), the pump will be regulated by the power
limiter.

Refer to WARNING on first page of Testing And Adjusting section

1. Install one each of 8T5115 Hose and 8T5114 Adapter to test ports (1) and (2). From the 1U5796
Pressure Differential Group, install a 6V3965 Nipple to both test hose adapters.
Margin Pressure Check
(1) Test port for implement load or cylinder pressure. (2) Test port for pump output pressure.

2. At port (2) hose, connect the high (left) side of the differential gauge. This port gives the pump
output pressure.

3. At port (1) hose, connect the low (right) side of the differential gauge. This port gives implement
load or cylinder pressure.

4. Run the engine at 1200 to 1500 rpm. The stick must be adjusted during the next step.

5. Raise the boom until the bucket is off the ground. Check the pressure at the gauge at test port (2)
while the boom is moving up. The correct pressure is approximately. 10 000 kPa (1450 psi). If the
reading is less, add weight to the bucket. If the reading is higher, bring the bucket and stick in until
the pressure is correct. Keep the same position of the bucket and stick during the rest of this check.

6. Lower the boom until the bucket is resting on the ground. Now slowly raise the boom at about one-
tenth of the normal full boom up speed. At this speed, it takes about 25 seconds to fully extend the
boom cylinders. While raising the boom, read the margin pressure on the differential gauge. The
correct reading is 1600 to 1800 kPa (230 to 260 psi).
Margin Pressure Adjustment
(3) Adjustment screw (4) Pump control valve group, located on the pump.

7. If the margin pressure must be adjusted, loosen the lock nut and turn adjusting screw (3) until the
reading is correct. Turn the screw clockwise to increase the pressure or counterclockwise to decrease
the pressure. One revolution of the adjusting screw changes margin pressure by 2000 kPa (290 psi).
When the reading is correct, tighten the lock nut.

9. Repeat Step 6 to check that the adjustment is correct.

Power Limiter Check

The power limiter makes sure that the implement pump does not overload or lug the engine down to
below full load rpm. The power limiter works with the margin stem to control pump displacement. As
system pressure rises, the power limiter will signal the pump to destroke. This makes sure that a
constant load is placed on the engine.

NOTE: Do the Margin Pressure Check before doing this test.

Refer to WARNING on first page of Testing And Adjusting section

1. Remove the plug at port (2) and install a 7M8489 Elbow and 8C6864 Adapter. From the 6V4161
Pressure Gauge Kit, install a 0 to 28 000 kPa (4000 psi) pressure gauge and hose to the 8C6864
Adapter.

Power Limiter Check

(1) Power limiter adjustment screw, located on the pump control valve group.

Power Limiter Check

(2) Test port on pump control valve group.

2. Install the 8T5115 Hose and 8T5114 Adapter to port (4) on the manifold. From the 1U5796
Pressure Differential Group, install a 0 to 28 000 kPa (4000 psi) pressure gauge to the 8T5114
Adapter. Port (4) gives full pump pressure. Port (2) gives one-half of pump pressure during the
control phase of the pump.
Power Limiter Check
(3) Adjustment screw for stick out relief valve. (4) Port for reading pump output pressure.

3. Run the engine at 1200 to 1500 rpm.

4. Select S-mode in cabin. Indicator light II lights up.

5. Remove solenoid from L-S power mode control valve (5).

Power Mode Control Valves

(5) L-S power mode control valve. (6) T-power mode control valve.

6. Loosen the lock nut and turn adjusting screw (3) counterclockwise about two and a half revolution.
This lowers the stick relief setting to about 11 000 kPa (1600 psi) and prevents damage to the gauge at
port (4).
NOTE: One turn of screw (3) changes relief setting about 12 000 kPa (1750 psi).

7. Activate the stick cylinder out function so that the stick cylinder is fully extended. With the stick
cylinder fully extended, slowly increase the stick line relief valve setting by turning screw (3)
clockwise. Watch both gauges installed at ports (2) and (4).

8. As the stick relief setting is slowly increased, the reading at port (4) will also increase. Refer to the
following Power Limiter Setting chart for the correct pressure reading.

9. If the pressure increase at port (2) occurs when pump output pressure at port (4) is lower or higher
than the specification in the chart, the power limiter setting must be adjusted.

10. To adjust power limiter setting, loosen the lock nut and turn adjustment screw (1). Clockwise
rotation increases the setting. Counterclockwise rotation lowers the setting. One revolution of the
adjustment screw will change the setting by about 2000 kPa (290 psi).

11. After turning adjustment screw (1), do Steps 3 through 6 again to check the setting. When the
setting is correct, tighten the lock nut on adjusting screw (1).

12. Reset the stick relief setting. To do this, see subject Implement Line Relief Valve Check.

13. Select L-mode in cabin. Indicator light I lights up.

14. Reinstall solenoid to S-power mode control valve (5).

15. Loosen the lock nut and turn adjusting screw (3) as previously explained in step 6 but adjust to
8000 kPa (1150 psi).

16. Repeat steps 9 trough 12. Refer to Power Limiter Setting Chart for the correct pressure readings.

17. Set L-power mode in cabin. Remove both the solenoids from T-power mode control valve (6) and
from S-power mode control valve (5).
18. Install solenoid (7) from L-S power mode control valve on valve body of T-power mode control
valve (6).

T-Power Mode Check

(5) L-S power mode control valve. (6) T-power mode control valve. (7) Solenoid from L-S power mode control valve. (8)
Adjusting nut for L-power mode.

19. Loosen the lock nut and turn adjusting screw (3) as previously explained in step 6 but adjust to 13
000 kPa (1875 psi).

20. Repeat steps 9 through 12. Refer to Power Limiter Setting Chart for the correct pressure reading.
Reinstall the solenoids to their correct locations.

21. If setting according to chart cannot be obtained in either L- or T-power mode, then the respective
power mode control valves must be adjusted.

22. Install a pressure gauge in the line to the L-power mode control valve (5) (or T-power mode
control valve (6).

23. Select L-mode (or T-mode) in the cabin and adjust nut (8) until correct pressure according to
Power Limiter Setting Chart is obtained. Adjustment for T-mode is made on the nut of the T-power
mode control valve (6).

Implement Line Relief Valve Check

Refer to WARNING on first page of Testing And Adjusting section

1. Install the 8T5115 Hose and 8T5114 Adapter to port (1). From the 1U5796 Pressure Differential
Group, install a 60 000 kPa (8700 psi) pressure gauge to the 8T5114 Adapter. Port (1) measures load
or cylinder pressure.

Implement Line Relief Valve Check

(1) Port for checking implement load or cylinder pressure.

(2) Adjustment screw for high pressure cutoff valve.

(3) Adjustment screw for the stick line relief valve.

(4) Adjustment screw for bucket line relief valve.

(5) Adjustment screw for boom line relief valve.

NOTE: Illustration shows typical relief valves. Machines may also be equipped with additional relief
valves for auxiliary implements (hammer etc.) and adjustable boom.

2. Loosen the lock nut and turn adjusting screw (2) clockwise one full turn. This raises the high
pressure cutoff valve relief setting so that it is above the line relief settings. Tighten the lock nut.

3. Run the engine at 1200 to 1500 rpm. Fully extend or retract the cylinder of the implement to be
checked. Read the pressure gauge installed at port (1).
4. The correct line relief pressure for the boom, bucket and stick is 35 000 to 37 000 kPa (5100 to
5350 psi).

5. The correct pressures for the auxiliary implement circuit and hammer circuit depends on the
equipment used. See your dealer for the correct line relief settings.

6. If the line relief pressure must be adjusted, loosen the lock nut and turn the adjustment screw for
the line relief valve of the implement being checked. Turn the screw clockwise to increase the setting.
Turn the screw counterclockwise to decrease the setting. One full turn changes the setting 12 000 kPa
(1740 psi). Tighten the lock nut.

7. When the settings are correct, loosen the lock nut and turn adjusting screw (2) counterclockwise
one full turn. Tighten the lock nut. This returns the high pressure cutoff valve to its original setting.

High Pressure Cutoff Valve Check

The high pressure cutoff valve controls the maximum system pressure. It does this by signaling the
pump to destroke when maximum system pressure is reached.

Refer to WARNING on first page of Testing And Adjusting section

1. Install the 8T8115 Hose and 8T8114 Adapter to port (2). From the 1U5796 Differential Pressure
Group, install a 60 000 kPa (8700 psi) pressure gauge to the 8T8114 Adapter.
High Pressure Cutoff Valve Check
(1) Adjustment screw. (2) Test port for pump output pressure.

2. Run the engine at 1200 to 1500 rpm. Fully extend or retract the bucket curl cylinder.

3. While the bucket is in this position, read the gauge installed at port (2). The correct pressure is 31
500 to 33 000 kPa (4570 to 4800 psi).

4. If the pressure must be adjusted, loosen the lock nut and turn adjusting screw (1). Turn the screw
clockwise to increase the pressure. Turn the screw counterclockwise to decrease the pressure. One full
turn will change the pressure 9000 kPa (1300 psi). Tighten the lock nut.

Swing Pressure Relief Check

 Refer to WARNING on first page of Testing And Adjusting section

Swing Pressure Relief Check.

(1) Adjustment screw for swing pressure relief. (2) Test port for load sensing pressure. (3) Test port for pump pressure.

1. Install the 8T5115 Hose and 8T5114 Adapter to port (3). From the 1U5796 Differential Pressure
Group, install a 60 000 kPa (8700 psi) pressure gauge to the 8T5114 Adapter. This port will measure
load sensing pressure.

2. Install the swing lock pin so the upper structure will not swing.

3. Run the engine at 1200 to 1500 rpm.

4. Move the swing control lever right. Read the gauge installed at port (3). Now move the swing
control lever left. Read the gauge again. The correct cut-off pressure for swing right and swing left is:

Upper Swing Cut-off Pressure

* 205B & 206B FT ... 20 000 kPa to 19 500 kPa (2900 psi to 2822 psi)* 211B & 212 B FT ... 23 000
kPa to 22 500 kPa (3350 psi to 3272 psi)

5. Loosen lock nut of adjustment screw for swing cut-off pressure (1) and adjust screw until pressure
read at test port (2) does no longer increase. This is the upper swing cut-off pressure.

6. Perform steps 1 through 5 and read pressures indicated below. This is the relief pressure.

Relief Pressure

* 205B & 206B FT ... 22 000 kPa to 23 500 kPa (3200 psi to 3422 psi)* 211B & 212B FT ... 25 000
kPa to 26 500 kPa (3650 psi to 3822 psi)

7. To adjust pressure install a 60 000 kPa (8700 psi) pressure gauge to test port (2).

8. Turn adjustment screw (1) in and read pressure at test port (2). Pressure should agree with Relief
Pressure.

Swing Motor Group

(4) Crossover relief valve for swing right. (5) Line for pilot pressure. (6) Crossover relief valve for swing left.

9. Valve (4) controls the relief pressure for swing right. Valve (6) controls the relief pressure for
swing left. The valves cannot be adjusted but must be replaced.

NOTE: Valves (4) and (6) use pilot pressure and spring force to control the swing relief pressure.
With pilot pressure, the relief setting should be as indicated in Chart Upper Swing Relief Pressure.
Without pilot pressure, the force of the springs inside the valves should control the relief setting to
7500 kPa to 8500 kPa (1100 psi to 1225 psi).

If swing drift is a problem, check the relief pressure setting of the valves without using pilot pressure.
Do this by disconnecting the pilot lines from each valve. Plug the lines. Do Steps 1 through 4, using
approximately 7500 kPa to 8500 kPa (1100 psi to 1225 psi) as the correct pressure. If adjustment is
needed, replace the valves.

Modulation Start Check

Modulation allows smooth, gradual startup movement of implements, swing and travel when the
controls in the cab are moved slowly. If startup movement is not acceptable, do the following check.

Refer to WARNING on first page of Testing And Adjusting section

1. Remove line from pilot oil port (1) from the control valve for the implement or circuit to be
checked. Install the 8T2352 Tee and 6V8397 O-ring Seal between the main control valve cover and
the pilot line. From the 6V4161 Pressure Gauge Kit, install a hose and 4000 kPa (600 psi) gauge to
the test nipple.

NOTE: Each main control valve has two pilot lines. Only the front pilot line ports are visible in the
illustration. The rear pilot lines are located at the opposite end of each control valve. See the chart that
follows for pilot line port identification.
Main Control Valve Bank Front View
(1) Pilot line port (typical). (2) Swing main control valve. (3) Stick main control valve. (4) Boom main control valve. (5)
Bucket main control valve. (6) 205B & 211B: Right track main control valve. (7) 205B & 211B: Left track main control
valve. 206B FT & 212B FT: Travel main control valve. (7) 206B FT & 212B FT: Stabilizer/dozer main control valve.
2. Run the engine at 1200 to 1500 rpm.

3. Watch the gauge installed at the pilot line. Slowly move the control for the implement or system
being tested. When the implement or machine starts to move, the pressure should the same as the
specification shown in the following chart.
4. If the pressure reading is not the same as the specification, shims (8) inside the control valve end
cover need to be added or removed. Add shims to increase modulation start pressure. Remove shims
to decrease modulation start pressure.

Main Control Valve (Typical)

(8) Shims
5. If shims are added or removed, do Steps 2 and 3 again to make sure the pressure is correct. Remove
tooling and install the pilot line to the control valve.

Stick Movement Check

Refer to WARNING on first page of Testing And Adjusting section

1. Raise the boom and move the stick out.

2. Now move the stick in. The stick should return in a smooth motion without stopping or jerking.
Main Control Valve Bank
(1) Adjustment screw for stick movement.

3. If stick movement is not smooth, loosen locknut and turn screw (1) on the main control valve bank
until movement is correct.

Power Selector Valve Relief Check (206B FT & 212B FT)

The power selector valves are mounted on a manifold between hydraulic oil tank and cabin. The 206B
FT & 212B FT has two solenoid activated valves. The L-S mode selector valve sends pilot oil to the
power limiter when switching from light duty digging to standard operation. The T-mode selector
valve sends pilot oil to the power limiter when the forward travel pedal is depressed. Both valves are
adjustable and have different settings.
The 205B & 211B has only the L-mode power selector valve. It sends pilot oil to the power limiter
when switching from light duty digging to standard operation.

Refer to WARNING on first page of Testing And Adjusting section

1. Install the 8T2352 Tee and 6V8397 O-ring Seal between the hose and power limiter valve at port
(1) and (2) (206B FT & 212B FT only). The power limiter valve is located above the main pump.
From the 6V4161 Pressure Gauge Kit, install a 0 to 4000 kPa (600 psi) pressure gauge and hose to the
tee.

Power Limiter Valve (206B FT & 212B FT)

(1) L-mode port. (2) T-mode port.

Pump Power Limiter Valve (205B & 211B)

(1) L-mode port.

Power Selector Check, Work Section

2. Run the engine at any speed between low and high idle.

3. At the operator's control panel, there is power selection switch for selecting light or standard duty
work power. Select light duty power.
4. Read the gauge installed at the power limiter valve port (1). The pressure reading should be as
shown in chart below.

5. Now select standard duty power at the selector switch. The correct pressure reading is 0 kPa (0 psi).
If the reading is not correct, the power selector valve must be replaced.

Power Selector Check, Travel Section 206B FT & 212B FT only

6. Run the engine at any speed between low and high idle.

7. Select 2nd gear and depress service brake pedal.

8. Depress the forward travel pedal valve. Read the gauge installed at the power limiter valve port (2).
The reading should be as shown in chart below.

9. To adjust the T-mode power selector valve, loosen the lock nut on adjustment screw (3). Turn the
screw in to increase pressure or out to decrease pressure. When the pressure reading is correct, tighten
the lock nut.

T-mode power selector valve

(3) Adjustment screw for travel power valve.
Travel Motor Gearshift (Transmission Relief) Check (206B FT
& 212B FT)

Refer to WARNING on first page of Testing And Adjusting section

1. From the 6V4161 Pressure Gauge Kit, install a 0 to 4000 kPa (600 psi) pressure gauge to test port
(1). This will measure pressure for second gear.

Travel Motor Gearshift Check

(1) Test port for checking pressure to second gear. (2) Test port for checking pressure to first gear.

2. Run the engine at any speed between low and high idle.

3. Select second gear on the operator's control panel.

4. Read the gauge installed at test port (1). The correct pressure is 3000 to 3200 kPa (435 to 465 psi).

5. Select first gear on the operator's control panel.

6. Read the gauge installed at test port (1). Pressure should drop to zero.

7. Remove the gauge from test port (1) and install it at test port (2). This will measure pressure for
first gear.

8. Select first gear on the operator's control panel.

9. Read the gauge installed a test port (2). The correct pressure is 3000 to 3200 kPa (435 to 465 psi).
10. Select second gear on the operator's control panel. Read the gauge installed a test port (2).
Pressure should drop to zero.

11. If pressure reading is not correct (pressure is lower) there is leakage in the travel motor or the
gearshift pilot valve is defective.

Pressure Reserve Check

Refer to WARNING on first page of Testing And Adjusting section

1. This pressure reserve is required to prevent the vehicle from a sudden stop if the pilot pressure
should drop during travel.

2. From the 6V4161 Pressure Gauge Kit install a 0 to 4000 kPa (600 psi) pressure gauge to test port
(1). This will measure the pressure reserve.

3. Select 2nd gear at the operator's control console.

4. Apply the parking brake and read the pressure gauge installed at test port (1). The correct pressure
reserve is 1200 kPa (175 psi). This pressure should be maintained during a period of about 10
seconds.

Combined parking brake/gearshift valve

(3) Adjustment screw. (4) Combined parking brake/gearshift control valve.

5. If adjustment is needed, remove the cap from the adjustment screw (3) located at the combined
parking, brake/gearshift valve. (4) Loosen the lock nut and adjust screw (3) until the setting is correct.
Tighten the lock nut. Refit the cap.
Steering Control Unit (SCU) Relief Check (206B FT & 212B
FT)

Refer to WARNING on first page of Testing And Adjusting section

1. Install the 8T2352 Tee and 6V8397 O-ring Seal between the hose and steering cylinder at port (1).
From the 6V4161 Pressure Gauge Kit, install a 0 to 25 000 kPa (4000 psi) pressure gauge to the tee.
This is the pressure port for left turn.

Steering Cylinder
(1) Port.

2. Run engine at any speed between low and high idle. Turn the steering wheel left until it is at the
steering stop. Hold the steering wheel in this position. Read the SCU relief setting on the gauge
installed at location (1). The correct setting is 15 000 to 15 500 kPa (2200 to 2300 psi), Pump Relief
Check.

3. If the SCU relief setting is too high or too low, then the relief valve in the SCU is not operating
correctly. Repair or replace the SCU.

Track Brake Release Pressure Check (205B & 211B)

 Refer to WARNING on first page of Testing And Adjusting section

1. Remove the bottom plate under the cabin.

2. Install one each of the tooling listed to test port (2) and test port (3) on travel pedal control valve (1)
under the cab. Test port (2) is marked M1 on the valve body. This will show pressure needed to
release the brakes. Test port (3) is marked M2 on the valve body. This will measure the pilot pressure
to the main track spools.

205B & 211B Track Brake Release Pressure Check

(1) Travel pedal control valve, located under cab. (2) Test port M1 for track brake release pressure. (3) Test port M2 for
track movement pressure.

2. Run the engine at any speed between low and high idle. Operate the machine in an open area on a
hard, flat surface.

3. Push the forward travel pedal very slowly. Watch both pressure gauges.

4. Read the pressure gauge installed at port (3). Track brake pilot pressure must be 300 to 400 kPa (44
to 58 psi).
5. The pressure at port (2) must suddenly increase from zero to 3000 to 3200 kPa (435 to 465 psi)
when pressure at port (3) reaches the specification in Step 4.

6. Repeat Steps 2 through 5 for reverse travel.

7. If the pressures are not to specification, clean, repair or replace the travel brake control valve.

Brake System Relief Valve Check (206B FT & 212B FT)

Refer to WARNING on first page of Testing And Adjusting section

1. Install the 8T 2352 Tee to pressure port (1) on the brake accumulator valve. Install the 6V 8397 O-
ring Seal to the test port. From the 6V 4161 Pressure Gauge Kit install a 0 to 25000 kPa (4000 psi)
pressure gauge to the tee.

NOTE: It may be necessary to bleed the brake system pressure from the brake accumulator valve to
install the gauge to port (2). With the engine stopped, pump the service brake pedal until enough
pressure is released to install the gauge.

Brake Accumulator Valve (Located Under Cab)

(1) Adjusting screw. (2) Pressure port on brake accumulator valve.

2. Run the engine at any speed between low and high idle.
3. Read the gauge. As the engine is running, the pressure should raise to a maximum of 15 000 kPa
(2200 psi).

4. Actuate the service brake pedal several times to release brake pressure, the pressure should then
drop to 12 000 kPa (1740 psi). It should then raise again to the higher setting.

5. If the upper setting of the relief valve is not correct, loosen the locknut and turn adjusting screw (1)
until the setting is correct. Tighten the locknut.

Pump Flow Test

This test is useful in determining whether a machine performance problem is related to pump
condition, pump control malfunction, excessive hydraulic oil temperature or poor engine
performance. The charts are approximate specifications. If flow tests on the machine cause you to
suspect a pump condition, a bench test may be necessary.

Refer to WARNING on first page of Testing And Adjusting section

Test Procedure
1. With the engine stopped, install a photo pickup from the 6V3121 Multitach Group to the harmonic
balancer at the front of the engine to read engine rpm.

Measuring Pump Flow

(1) Line to stick cylinder. (2) Line to stick cylinder.

2. Remove hydraulic lines (1) and (2) from the stick main control valve. Cap both lines. This removes
the stick cylinder from the main pump circuit.

3. Install the fittings and test hose assemblies in the Tools Needed chart to the ports where lines (1)
and (2) were removed. Install the 1U8761 Hydraulic Tester and fittings between the two test hose
assemblies. The tester has a throttle valve and shows flow rate, oil pressure and oil temperature. Open
the throttle valve on the tester to fully open position.

4. Install the L-mode solenoid on the T-mode valve so that the T-mode valve can be activated with the
L-mode switch.

5. Start and run the engine until hydraulic oil temperature is 54 to 66 C° (130 to 150 F°). This oil
temperature must be maintained for the entire test for the results to be accurate.

6. In the cab, select L-mode at the power selector switch (206B FT & 212B FT only) and move the
pilot control valve for stick cylinder out.

7. Run the engine at 2000 ± 20 rpm.

8. While reading the pressure gauge on the tester, adjust the throttle valve so that pressure in the
supply line increases. When the first pressure setting shown in the Flow Test Chart is reached, record
the flow rate and engine rpm.

9. Repeat Step 7 for each pressure value shown in the Flow Test Charts for 206B FT & 212B FT.

10. In the cab, select S-mode at the power selector switch. (all models). Move the pilot control valve
for the stick out. Repeat step 7 for each pressure shown in the Flow Test Charts 205 B & 206B FT and
211B & 212B FT.
Interpretation Of Flow Test Results

Compare the actual flow rates to the specifications shown in the Flow Test Chart. Compare the actual
engine speed to the specified engine speed of 2000 ± 20 rpm. The following problem list gives
possible causes for actual readings that are not the same as specifications.

1. Flow rates are low and engine rpm is correct for all pressures. This can be caused by the pump
destroking too soon. Refer to subject Pump Performance Tests. The problem can also be caused by
excessive pump leakage.

2. Flow rates are correct but engine rpm is low at all pressures. This can be caused by incorrect pump
control setting. Refer to subject Pump Performance Tests. If the pump is correctly adjusted, there may
be an engine problem.

3. Flow rates and engine rpm are too low at all pressures. This can be caused by the pump not
destroking soon enough to maintain engine speed. Refer to subject Pump Performance Tests.

Swing Motor Case Drain Test

 Refer to WARNING on first page of Testing And Adjusting section

1. Make sure the swing lock pin is engaged.

Swing Motor
(1) Oil line from swing motor. (2) Swing motor.

2. Remove oil line (1) from the swing motor (2). Install a 5W7272 Hose to the port of the swing
motor and guide the hose into a suitable container.

3. Install a 8U1757 Plug, a 5W7880 Fitting and a 5W1640 Nut to oil line (1).

4. Apply the swing brake by engaging swing brake switch.

5. Move the governor control lever to high idle.

6. Move the left implement control lever to swing left position.

7. Measure the amount of oil flowing from the oil line into the container during one minute. Use a
stopwatch. Swing motor case drain flow must not exceed 4.5 liter/min (1.2 U.S. gpm).

Track Motor Case Drain Test (205B & 211B)

 Refer to WARNING on first page of Testing And Adjusting section

1. Remove covers from both track motors.

Track Motor
(1) Brake release line. (2) Case drain line.

2. Remove brake release pressure line (1) from both track motors. Use two 8U1757 Plugs to block the
lines.

3. Remove case drain line (2) from the left track motor. Install a 5W7272 Hose to the port of the
motor. Guide the end of the hose into a suitable container.

4. Install a 8U1757 Plug, a 5W7880 Fitting and a 5W1640 Nut to the end of case drain line (2).

5. Select low speed.

6. Move the governor control lever to high idle.

7. Depress forward travel pedal and move the directional control fully to the left.

8. Measure the amount of oil flowing from the drain hose into the container during one minute. Use
the stopwatch. Track motor case drain oil must not exceed 5.5 liter/min (1.5 U.S. gpm).
9. Install case drain line (2) to the left track motor. Repeat the check for the right track motor. Operate
the machine with the directional controls fully to the right.

Drive Motor Test (206B FT & 212B FT)

Refer to WARNING on first page of Testing And Adjusting section

1. Install the 8T8115 Hose and 8T8114 Adapter to port (1). From the 1U5796 Differential Pressure
Group, install a 60 000 kPa (8700 psi) pressure gauge to the 8T8114 Adapter. This port measures one-
half pump output pressure.
Drive Motor Test
(1) Test port for pump output pressure.

2. Move governor control lever in the operator's compartment to high idle position.

3. Apply service brake pedal.

4. Select high gear.

5. Depress the forward travel pedal.

NOTICE

To prevent damage to the swivel from excessive operating pressure,

drive motor relief pressure must not exceed the specification shown.

6. Read the pressure gauge installed at port (1). Pressure must be 31 500 to 33 000 kPa (4572 to 4800
psi).

7. Depress the reverse travel pedal.

8. Read the pressure gauge installed at port (1). Pressure must be 31 500 to 33 000 kPa (4572 to 4800
psi).

9. If pressure is not correct (lower in one of the two directions), a line relief valve in the drive motor is
defective.

Repair or replace the drive motor.

10. Prepare machine for a downhill drive test run on a 3% to 5% grade.

11. Move governor control lever in the operator's compartment to high idle. Move brake and axle
stabilizer lever to the left. In this position, all brakes and axle stabilizers are released.

12. Engage high gear.

13. Depress forward travel pedal to drive machine downhill.

14. Release forward travel pedal. The machine should slow down in the straight-ahead position but
not come to a complete stop.

15. Repeat steps 10 through 14 for reverse travel.

16. If no braking action occurs in one or both directions there may be excessive internal leakage in the
drive circuit. Check the drive circuit for leaks. Lack of braking action can also be caused by a
defective line relief valve in the drive motor. Repair or replace the drive motor if necessary.

Drive Motor Case Drain Test (206B FT & 212B FT)

Refer to WARNING on first page of Testing And Adjusting section

1. Raise machine with stabilizers/dozer blade and implement until all wheels are above the ground
and can turn freely without moving the excavator.

2. Apply the service brake pedal.

Drive Motor
(1) Oil line. (2) Drive motor.

3. Remove oil line (1) from drive motor (2). Install a 5W7272 Hose to the drive motor port. Guide the
end of the hose into a suitable container.

4. Install a 8U1757 Plug, a 5W7880 Fitting and a 5W1640 Nut to the end of oil line (1).

5. Select high gear at the console.

6. Adjust the governor control lever to high idle.

7. Operate directional controls in forward.

8. Measure the amount of oil flowing from the drain hose into the container during one minute. Use
the stopwatch. Drive motor case drain oil flow must not exceed 10 liter/min (2.6 U.S. gpm).

Bleeding Procedure For Hydraulic System

After removing and installing hydraulic components and hydraulic lines, there may be air in the
system. This air must be completely removed to avoid damage to the components.

Bleeding Main Pump

This procedure is only required if the main pump has been removed or replaced.

1. Make sure the engine is stopped. Check the hydraulic oil level on the sight glasses of the hydraulic
oil tank. If the level is not correct, refill the tank to the specified level.
Bleed Main Pump
(1) Bolt. (2) Regulator Group

2. Loosen bolt (1) on regulator group (2).

3. When there is no air in the oil flowing out of the bolt opening, tighten the bolt.

Bleeding Main Control Valves

Refer to WARNING on first page of Testing And Adjusting section

1. Start the engine and adjust engine speed to 1200 rpm.

2. For the 206B FT & 212B FT apply the parking brake.

3. Engage the swing lock pin.

4. Bleed one control valve at a time. For each implement or circuit, loosen the plug at the rear of the
control valve. Slowly operate the control for the implement. Do not fully extend cylinders or operate
swing and travel controls at full speed.
Bleed Plug Location On Main Control Valves (Rear view)
(1) Stick cylinder. (2) Swing motor. (3) Bucket cylinder. (4) Boom cylinder. (5) Left track motor for 205B & 211B or
stabilizer/dozer cylinders for 206B FT & 212 B FT. (6) Right track motor for 205B & 211B or travel motor for 206B FT
& 212 B FT.

5. When there is no air in the oil flowing out of the plug opening, tighten the plug.

6. Repeat this procedure on each control valve until all control valves are bled. Apply brakes when
bleeding travel and swing main control valves.

7. Repeat steps 4 through 6 of this procedure. This time loosen the plugs for each control valve at the
front of the control valves.
Bleed Plug Location on Main Control Valves (Front View)
(7) Swing motor. (8) Stick cylinder. (9) Boom cylinders. (10) Bucket cylinder. (11) Right track motor for 205B & 211B or
travel motor for 206B FT & 212B FT. (12) Left track motor for 205B & 211B or stabilizer/dozer cylinders for 206B FT &
212B FT.

Bleeding Axle Stabilizer Cylinders (206B FT & 212B FT)

Refer to WARNING on first page of Testing And Adjusting section

1. Start the engine and adjust the engine speed to 1200 rpm.

2. Apply the parking brake.

3. Set the service brake and axle stabilizer control lever to the left (travel position, axle stabilizers
unlocked).
Axle Stabilizer Cylinder
(1) Plug. (2) Axle stabilizer cylinder.

4. Loosen plug (1) on left or right axle stabilizer cylinder (2).

5. Remove the swing lock pin. Swing the upper structure so the boom is above the axle stabilizer
cylinder that is to be bled. The force of the boom weight causes the axle stabilizer cylinder to push oil
and air out of the plug opening.

6. When there is no air in the oil flowing out of the plug opening, tighten the plug.

7. Repeat this procedure on the other stabilizer cylinder.

Bleeding Brake System (206B FT & 212B FT)

Refer to WARNING on first page of Testing And Adjusting section

1. Run the engine at 1200 rpm.

2. Apply the parking brake.

Bleeding Brake System

(1) Drain fitting. (2) Drain hose.

3. Install drain hose (2) to fitting (1) at one of the wheels.

4. Loosen fitting (1).

5. Depress the service brake pedal until there is no air in the oil flowing from hose (2). Tighten fitting
(1).

6. Repeat this procedure on the other three wheels.

Copyright 1993 - 2023 Caterpillar Inc. Fri Jul 7 08:50:55 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)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Introduction
When the words "use again" are in the description, the specification given can be used to determine if
a part can be used again. If the part is equal to or within the specification given, use the part again.

When the word "permissible" is in the description, the specification given is the "maximum or
minimum" tolerance permitted before adjustment, repair and/or new parts are needed.

A comparison can be made between the measurements of a worn part and the specifications of a new
part to find the amount of wear. A part that is worn can be safe to use if an estimate of the remainder
of its service life is good. If a short service life is expected, replace the part.

Reference: For Systems Operation description, see 205B, 211B, 206B & 212B Hydraulic System,
Form No. SENR4324, 205B & 211B Drive System, Form No. SENR4333, and 206B & 212B
Stabilizer/Dozer, Steering, Brake & Drive System, Form No. SENR4329. For Testing And Adjusting
instructions, see 205B, 211B, 206B & 212B Hydraulic System & Steering Testing & Adjusting, Form
No. SENR4328.

Copyright 1993 - 2023 Caterpillar Inc. Fri Jul 7 08:51:05 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 EXCAVATOR VEHICLE SYSTEMS
Media Number -SENR4346-01 Publication Date -01/11/2004 Date Updated -15/08/2005

SENR43460057

Swing Drive Brake

SMCS - 5460-017

Disassemble And Assemble Swing Drive Brake

Start By:

a. remove swing drive

NOTE: The swing drive brake can not be removed as a unit. Several internal bolts must be removed
and gears pressed off before it can be removed.
1. Attach swing drive (1) to tooling (A).

2. Remove eight bolts (2) and cover (3). Remove O-ring from under cover (3).

3. Mark the location of each of the nine springs prior to removal. The springs must be returned to their
same location during assembly. Remove nine springs (4) from piston (5).

4. Install tooling (B) and (C) and remove piston (5) from housing (6).

5. Remove four bolts (7).

6. Insert two roll pins into the bolt holes and then install two 10 mm bolts as shown on top of the roll
pins. This will have the same effect as forcing screws. Tighten bolts (8) evenly and coupling (9) free
from hub drive.

7. Install tooling (D). Use the proper size spacer from tooling (E). Remove drum (10).

8. Bend tabs (11) up to remove seven plates (12) and six Discs (13) from drum (10).

9. Remove two O-ring seals (14).

10. Place alignment marks on housing (6) and the swing drive housing. Remove two nuts and washers
(15) and remove housing (6).

11. Remove O-ring (16) race (17) and seal (18) if necessary from housing (6).

NOTE: Assemble in reverse order

12. Lubricate O-ring seals (14) after installation with 10W oil. This will allow installation of drum
(10) and piston (5).

13. If plates (12) and discs (13) are assembled separately prior to installation in the brake, insure that
they are in proper alignment by using coupling (9).

14. Install bolts (8) and tighten to a torque of 55 ± 10 N·m (40 ± 7 lb ft).

15. Insure that springs (4) are installed in the same configuration as they were prior to disassembly.

End By:

a. install swing drive

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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

SENR43460019

Hydraulic Oil Cooler

SMCS - 1374-010

Remove And Install Hydraulic Oil Cooler

Start By:

a. remove radiator and hydraulic oil cooler.

NOTE: See 3114 Engine Supplement Disassembly And Assembly Form No. SENR4343 for removal
of the radiator assembly.

1. Disconnect two lines (1) from reservoir tank group (2).

2. Remove three bolts and washers (3), and remove reservoir tank group (2).
3. Remove six bolts and washers (4), three from each side, and remove shroud (5).

NOTE: By removing two bolts and washers (6) and two bolts and washers (8), the radiator and the oil
cooler can be removed at the same time, and then separated. To complete the separation, remove the
remaining two bolts and washers (6).

4. Remove four bolts and washers (6), and remove radiator (7).

5. Remove two bolts and washers (8), and remove hydraulic oil cooler (9).

6. Remove thermostat valve group (10) from hydraulic oil cooler (9).

NOTE: The following steps are for the connecting of the radiator and the oil cooler.
7. Install thermostat valve group (10) into hydraulic oil cooler (9).

8. Position hydraulic oil cooler (9), and secure into place with two bolts and washers (8).

9. Position the radiator (7) and secure by installing two bolts and washers (6) on the outside of
radiator (7). Install two remaining bolts and washers (6), and secure radiator (7) to hydraulic oil cooler
(9).

10. Position shroud (5), and secure with six bolts and washers (4).

11. Position reservoir tank group (2), and secure with three bolts and washers (3).

12. Connect two lines (1).

End By:

a. install radiator and hydraulic oil cooler

NOTE: See 3114 Engine Supplement Disassembly And Assembly Form No. SENR4343 for removal
of the radiator assembly.

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

Disassembly and Assembly

3114 ENGINE SUPPLEMENT FOR 205B, 211B, 206B FT, & 212B FT EX
Media Number -SENR4343-00 Publication Date -01/05/1991 Date Updated -11/10/2001

Radiator & Hydraulic Oil Cooler

SMCS - 1353; 1374-010; 1374-029

Remove & Install Radiator & Hydraulic Oil Cooler

Start By:

a. remove fan assembly

At operating temperature, the engine coolant is hot and under pressure.

Steam can cause personal injury. Drain the coolant only after the engine
has been stopped and the fill cap is cool enough to touch with your bare
hand. Remove the fill cap from the radiator slowly to relieve pressure.
Cooling system conditioner contains alkali. Avoid contact with the skin
and eyes to prevent personal injury.

1. Drain the coolant from the radiator. The capacity of the cooling system is 30 liters (7.8 U.S. Gal).

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause severe burns. Remove the drain plug only
 when the engine is stopped, and the drain plug is cool enough to touch
with your bare hand.

2. Drain the hydraulic oil tank. The capacity of the hydraulic oil tank is 125 liters (32.5 U.S. Gal).

3. Remove the hood assembly.

View from underneath the radiator.

4. Disconnect two lines (1).

5. Disconnect the upper and lower radiator hoses (2).

6. Remove three bolts and washers (3) from each side of radiator and hydraulic oil cooler (4).

7. Disconnect one hydraulic oil line (5).

8. Install Tooling (A), and support the radiator and hydraulic oil cooler (4) with chains and a hoist as
shown. Remove radiator and hydraulic oil cooler (4). The weight of the radiator and hydraulic oil
cooler is 57 kg (125 lb).

NOTE: The following steps are for the installation of the radiator and hydraulic oil cooler.

9. Position radiator and hydraulic oil cooler (4) in the frame.

10. Install three bolts and washers (3) to each side, and secure radiator and hydraulic oil cooler (4).
Remove Tooling (A) from the radiator.

11. Connect one hydraulic oil line (5) and two additional lines (1).

12. Connect upper and lower radiator hoses (2).

13. Install the hood.

14. Fill the radiator with coolant. See the topic "Lubricant Viscosities & Refill Capacities" in the
Operation & Maintenance Manual for the correct procedures.

15. Fill the hydraulic oil tank. See the topic "Lubricant Viscosities & Refill Capacities" in the
Operation & Maintenance Manual for the correct procedures.

End By:

a. install fan assembly

NOTE: Some excavators may be equipped with an optional hydraulic oil cooler fan. For information
regarding the removal and installation, refer to Vehicle Systems module, form no. SENR4346.

Separate & Connect Radiator & Hydraulic Oil Cooler

Start By:

a. remove radiator and hydraulic oil cooler

1. Disconnect two lines (1) from reservoir tank group (2).

2. Remove three bolts and washers (3), and remove reservoir tank group (2).

3. Remove six bolts and washers (4), three from each side, and remove shroud (5).

NOTE: By removing two bolts and washers (6) and two bolts and washers (8), the radiator and the oil
cooler can be removed at the same time, and then separated. To complete the separation, remove the
remaining two bolts and washers (6).

4. Remove four bolts and washers (6), and remove radiator (7).
5. Remove two bolts and washers (8), and remove hydraulic oil cooler (9).

6. Remove thermostat valve group (10) from hydraulic oil cooler (9).

NOTE: The following steps are for the connecting of the radiator and the oil cooler.

7. Install thermostat valve group (10) into hydraulic oil cooler (9).

8. Position hydraulic oil cooler (9), and secure into place with two bolts and washers (8).

9. Position the radiator (7), and secure by installing two bolts and washers (6) on the outside of
radiator (7). Install two remaining bolts and washers (6), and secure radiator (7) to hydraulic oil cooler
(9).

10. Position shroud (5), and secure with six bolts and washers (4).

11. Position reservoir tank group (2), and secure with three bolts and washers (3).

12. Connect two lines (1).

End By:

a. install radiator and hydraulic oil cooler

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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

Implement Cylinders
Boom Cylinders, 205 & 206B (8U5389),211B & 212B (8U5405);
Bucket Cylinders, 205B & 206B (8U4850), 211B & 212B
(8U4859)
SMCS - 1353; 1374-010; 1374-029

Cylinder (Typical)

(1) Rod diameter:

Boom cylinder ... 69.85 mm (2.750 in)

Bucket cylinder (205B & 206B) ... 60 mm (2.362 in)

Bucket cylinder (211B & 212B) ... 69.85 (2.750 in)

(2) Torque for bushing:

Boom and bucket cylinder ... 250 ± 10 N·m (185 ± 7 lb ft)

(3) Diameter of new piston:

Boom cylinders (205B & 206B) ... 101.73 mm (4.005 in)

Boom cylinders (211B & 212B) ... 114.43 mm (4.505 in)

Bucket cylinders (205B & 206B) ... 89.03 mm (3.505 in)

Bucket cylinders (211B & 212B) ... 101.73 mm (4.005 in)

(4) Apply 9S3263 Thread Lock to threads of pin.

Torque for pin:

Boom cylinders (205B & 206B) ... 36.5 ± 1.5 N·m (27 ± 1 lb ft)

Boom cylinders (211B & 212B) ... 22.5 ± 2.5 N·m (16 ± 2 lb ft)

Bucket cylinders ... 22.5 ± 2.5 N·m (16 ± 2 lb ft)

(5) Torque for bolt:

Boom cylinders (205B & 206B) ... 465 ± 15 N·m (340 ± 10 lb ft)

Boom cylinders (211B & 212B) ... 510 ± 10 N·m (377 ± 7 lb ft)

Bucket cylinders (205B & 206B) ... 330 ± 10 N·m (240 ± 7 lb ft)

Bucket cylinders (211B & 212B) ... 510 ± 10 N·m (377 ± 7 lb ft)

(6) Torque for piston:

Boom cylinders ... 3850 ± 50 N·m (2840 ± 60 lb ft)

Bucket cylinders (205B & 206B) ... 2550 ± 50 N·m (1860 ± 60 lb ft)

Bucket cylinders (211B & 212B) ... 3850 ± 50 N·m (2840 ± 60 lb ft)

Stroke:

Boom cylinders ... 870 mm (34.25 in)

Bucket cylinders ... 815 mm (32.09 in)

Closed length:

Boom cylinders ... 1280 mm (50.39 in)

Bucket cylinders ... 1225 mm (48.23 in)

Maximum operating pressure ... 32 000 (4650 psi)

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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

Stick Cylinder
205B & 206B (8U4898), 211B & 212B (8U4951)
SMCS - 1353; 1374-010; 1374-029

Stick Cylinder, Typical

Approximate weight of stick cylinder ... 210 kg (460 lb)

(1) Rod diameter (205B & 206B) ... 69.85 mm (2.750 in)

Rod diameter (211B & 212B) ... 75.00 mm (2.953 in)

(2) Torque for bushing ... 250 ± 10 N·m (185 ± 7 lb ft)

(3) Diameter of new piston (205B & 206B) ... 101.73 (4.005 in)
Diameter of new piston (211B & 212B) ... 114.43 (4.505 in)

(4) Apply 9S3263 Thread Lock to threads of pin. Torque for pin:

Stick cylinder ... 22.5 ± 2.5 N·m (16 ± 2 lb ft)

(5) Torque for bolt ... 295 ± 10 N·m (214 ± 5 lb ft)

(6) Torque for piston ... 3850 ± 50 N·m (2837 ± 60 lb ft)

Stroke ... 1150 mm (45.28 in)

Closed length ... 1560 mm (61.42 in)

Maximum operating pressure ... 32 000 kPa (4650 psi)

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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

Stabilizer Cylinder
206B & 212B (8U1410)
SMCS - 1353; 1374-010; 1374-029

(1) Rod diameter: ... 70 mm (2.76 in)

(2) Piston diameter: ... 110 mm (4.33 in)

Stroke ... 507 mm (19.96 in)

Closed length: ... 855 mm (33.66 in)

Operating pressure: ... 40 000 kPa (5800 psi)

Test pressure: ... 50 000 kPa (7300 psi)

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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

Axle Stabilizer Cylinder Group

206B & 212B (8U4461)
SMCS - 1353; 1374-010; 1374-029

(1) Cylinder piston

Diameter ... 85 mm (3.346 in)

Length of stroke ... 160 mm (6.29 in)

Pilot pressure applied to cylinder check valves ... 3000 kPa (435 psi)

Maximum pilot pressure ... 5000 kPa (725 psi)

Operating pressure, maximum ... 40 000 kPa (5800 psi)

Supporting force ... 23 tons

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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

Single-acting Cylinder
206B & 212B (8U5708)
SMCS - 1353; 1374-010; 1374-029

(1) Return spring force F1 ... 150 N (34 lb)

Return spring force F2 ... 200 N (45 lb)

(2) Piston diameter ... 25 mm (0.98 in)

(3) Rod diameter ... 10 mm (0.39 in)

Adjustable length ... 10 mm (0.39 in)

(4) Stroke ... 12 mm (0.47 in)

Maximum operating pressure ... 3500 kPa (510 psi)

Test pressure ... 5000 kPa (725 psi)

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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

Engine Speed Control Cylinder

8U6306
SMCS - 1353; 1374-010; 1374-029

(1) Rod diameter ... 10 mm (0.394 in)

(2) Piston diameter ... 32 mm (1.259 in)

Stroke ... 14 mm (0.551 in)

Rod movement, maximum ... 40 mm (1.575 in)

Operating pressure ... 5000 kPa (725 psi)

Test pressure ... 8000 kPa (1150 psi)

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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

SENR43460002

Bucket Cylinder
SMCS - 5116-010; 5457-017

Remove And Install Bucket Cylinder

1. With the stick fully extended, position the bucket as shown.

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

2. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.
3. Fasten a hoist to both ends of the bucket cylinder as shown.

4. Remove bolts (1).

5. Remove bolt (4), cap (3) and the scraper.

6. Disconnect and plug hydraulic lines (2).

Drive pin (7) back only far enough to clear the rod eye of the bucket
cylinder. Complete removal of the pin will cause the bucket linkage to
fall, resulting in possible injury.

7. Support bucket linkage arm (5) and drive lower pin (7) back until the pin is clear of bucket linkage
arm (5). Rotate the bucket linkage arm aside. Then drive pin (7) back until the pin is just clear of the
rod eye of the bucket cylinder. Remove spacers (6).
8. Raise the cylinder to a horizontal position and remove pin (8). Remove the bucket cylinder. Weight
of the bucket cylinder is 136 kg (300 lb).

NOTE: Install in the bucket cylinder in the reverse order of the removal.

Disassemble And Assemble Bucket Cylinder

NOTE: For further information, contact Caterpillar Service Technology Group.

Start By:

a. remove bucket cylinder

1. Fasten cylinder to tool (A). Slowly extend the cylinder to expose the cylinder rod. Drive the locking
tabs back on lock washer (1), loosen bushing (2) and remove eight bolts (3). Remove the cylinder rod.
2. Remove two rings (4) and screw (5).

3. Remove seal assembly (7). Place tooling (B) on tooling (A) and remove piston (6). Remove spring
(8). Remove two rings and two seals (9).

4. Remove retaining ring (13) and ring (12). Remove disc valve (11).

5. Remove seal (14).

6. Remove bushing (2) and lock washer (1).

7. Remove the retaining ring, seal (15) and guide (16).

8. Remove seal washer (17), seal ring (18) and ring (19).

NOTE: The following steps are for the assembly of the bucket cylinder.

9. Install ring (19), seal ring (18) and seal washer (17).

10. Install guide (16), ring and seal (15).

11. Install two rings and two seals (9) onto cylinder assembly (10) starting with one ring, then one
seal, the next ring and then the last seal. Install lock washer (1) and bushing (2).

12. Install seal (20) in piston (6).

13. Install seal assembly (7). Start with seal (W) placed in the center groove of the piston, followed by
backer ring (X), seal (Y), and backer ring (Z) placed on top of seal (W).

14. Install cylinder assembly (10), ring (12) and retaining ring (13). Place disc valve (11) and spring
(8) on the cylinder rod.

15. Install the piston on the cylinder rod using tooling (B). Torque the piston to 2650 to 2750 N·m
(1960 to 2040 lb ft).

16. Insert screw (5) into the piston and torque to 35 to 38 N·m (26 to 28 lb ft). Install two rings (4).

17. Lubricate the piston and install the piston/rod assembly into the cylinder.

18. Install eight bolts (3) and torque to 260 to 280 N·m (190 to 210 lb ft).

19. Tighten bushing (2) to a torque of 240 to 260 N·m (175 to 190 lb ft) and bend the tabs of lock
washer (1) to lock the bushing.

End By:

a. install bucket washer

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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

SENR43460003

Stick
SMCS - 5458-010

Remove And Install Stick

Start By:

a. remove bucket

1. With the stick fully extended, lower the boom on to tooling (A). Lower the stick to the ground.
 At operating temperature, the hydraulic oil tank is hot and under
pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

2. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

3. Attach a hoist to the stick cylinder. Remove bolt (2). Remove pin (1) and lower the stick cylinder to
the boom.

4. Disconnect two hydraulic lines (3). Cap or plug all openings as each hose is disconnected.

5. Fasten a hoist to the stick as shown. Remove bolt (4). Raise the stick to relieve the pressure on pin
(5) and remove pin (5) and the shims. Remove the stick. The weight of the stick is approximately
655 kg (1350 lb).

6. Check the pins and bushings (6) for wear and replace if necessary. Clean the pins and the pin bores.
Put 5P0960 Multipurpose Grease on the pin bores.

NOTE: Install the stick in the reverse order of the removal.

End By:

a. install bucket
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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

SENR43460004

Stick Cylinder
SMCS - 5458-010

Remove And Install Stick Cylinder

1. Extend the stick to retract the cylinder. Rest the boom on tooling (A).
2. Remove grease fittings (1).

Typical Example

3. Attach the cylinder to a hoist as shown. Remove the bolt and drive out pin (2). Raise the cylinder to
a horizontal position.

4. Disconnect and plug hydraulic lines (3). Remove bolt and drive out pin (4).

5. Remove the cylinder. Estimated weight, 150 kg (330 lb).

NOTE: Install in reverse order.

NOTE: For disassembly and assembly, see Disassemble And Assemble Bucket Cylinder, for typical
example.

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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

SENR43460006

Boom Cylinder
SMCS - 5456-010

Remove And Install Boom Cylinder

1. Retract the bucket and stick cylinders. Extend the boom cylinders and rest the boom on tooling (A).
2. Attach a hoist as shown. Apply enough pressure to relieve the tension on the cylinder pin.

3. Remove two bolts and washers (2) and remove pin (1). Lower the rod of the cylinder to the ground.

4. Start the machine and retract the boom cylinder. This will reduce the size of the cylinders for easier
removal.

5. Turn the machine off and secure the rod end of the cylinders to the cylinder. This will prevent the
rod from drifting out after the hydraulic hoses are disconnected.

6. Drain the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal). This will prevent loss
of hydraulic fluid when the hoses are disconnected.

NOTE: Some models have a boom check valve which prevents fluid loss during cylinder removal
without draining of the hydraulic tank. Always drain the hydraulic tank unless this valve is present
and in proper working order. If the valve is present, it will be located at the base of the cylinders.

7. Identify, disconnect and plug four hydraulic lines (3).

8. Attach a hoist as illustrated and raise the cylinder to relieve the pressure on the pin. Remove bolt
(4) and pin (5). Remove the cylinder. Weight of the cylinder is 159 kg (350 lb).

9. Repeat Steps 1 through 5 for the second cylinder.

NOTE: Install in reverse order.

NOTE: For disassembly and assembly, see Disassemble And Assemble Bucket Cylinder, for typical
example.

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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

SENR43460007

Stabilizer Cylinder
SMCS - 5468-010; 5468-017

Remove And Install Stabilizer Cylinder

1. Retract the stabilizer cylinder rod to provide clearance for the removal of the cylinder.

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
 touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

2. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

3. Disconnect hydraulic line (1).

4. Fasten a hoist to the stabilizer cylinder. Remove four bolts (2) and remove the stabilizer cylinder.
The weight of the stabilizer cylinder is 89 kg (122 lb).

NOTE: Install the stabilizer cylinder in the reverse order of the removal.

Disassemble And Assemble Stabilizer Cylinder

Start By:

a. remove stabilizer cylinder

1. Remove plug (1) from cylinder (2). Use a brass drift and drive piston (3) from cylinder body (2).
2. Remove ring (4) and seal (5) from cylinder (2).

3. Remove four bolts (8) and remove housing (7) and O-ring seal (6).

4. From cylinder (2) remove piston (12), tappet (11), spring (10), guide (9), spacer (17), valve (16), O-
ring seal (15), ring (14), O-ring seal (13) and O-ring seal (18).

NOTE: The following steps are for the assembly of the stabilizer cylinder.

5. Place new O-ring seal (18) in cylinder housing (2).

6. Place new O-ring seal (13), ring (14) and O-ring seal (15) onto valve (16) and install valve
assembly into cylinder (2).

7. Install spacer (17), guide (9), spring (10), tappet (11) and piston (12) into cylinder (2).

8. Install new O-ring seal (6) into housing (7) and with four bolts install plug (7) onto cylinder (2).

9. Install seal (5), ring (4) and piston (3) into cylinder (2). Install plug (1).

End By:

a. install stabilizer cylinder

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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

SENR43460007

Stabilizer Cylinder
SMCS - 5468-010; 5468-017

Remove And Install Stabilizer Cylinder

1. Retract the stabilizer cylinder rod to provide clearance for the removal of the cylinder.

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
 touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

2. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

3. Disconnect hydraulic line (1).

4. Fasten a hoist to the stabilizer cylinder. Remove four bolts (2) and remove the stabilizer cylinder.
The weight of the stabilizer cylinder is 89 kg (122 lb).

NOTE: Install the stabilizer cylinder in the reverse order of the removal.

Disassemble And Assemble Stabilizer Cylinder

Start By:

a. remove stabilizer cylinder

1. Remove plug (1) from cylinder (2). Use a brass drift and drive piston (3) from cylinder body (2).
2. Remove ring (4) and seal (5) from cylinder (2).

3. Remove four bolts (8) and remove housing (7) and O-ring seal (6).

4. From cylinder (2) remove piston (12), tappet (11), spring (10), guide (9), spacer (17), valve (16), O-
ring seal (15), ring (14), O-ring seal (13) and O-ring seal (18).

NOTE: The following steps are for the assembly of the stabilizer cylinder.

5. Place new O-ring seal (18) in cylinder housing (2).

6. Place new O-ring seal (13), ring (14) and O-ring seal (15) onto valve (16) and install valve
assembly into cylinder (2).

7. Install spacer (17), guide (9), spring (10), tappet (11) and piston (12) into cylinder (2).

8. Install new O-ring seal (6) into housing (7) and with four bolts install plug (7) onto cylinder (2).

9. Install seal (5), ring (4) and piston (3) into cylinder (2). Install plug (1).

End By:

a. install stabilizer cylinder

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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

SENR43460024

Outrigger Cylinder
SMCS - 5468-010

Remove And Install Outrigger Cylinder

1. Position the outrigger as shown.

2. Remove the cotter pin and the washer from pin (1). Remove pin (1) and cylinder rod guard (2).

3. Fasten a hoist to the rod end of the outrigger cylinder as shown. Remove the bolt securing pin (3)
and remove the pin.

4. Place a wood block between the cylinder and the frame. Lower the cylinder on to the wood blocks.
 At operating temperature, the hydraulic oil tank is hot and under
pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

5. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

6. Disconnect and plug two hydraulic lines (4) and (6). Remove hose fittings (7).

7. Remove nut (5) and the bolt.

8. Remove pin (7) by driving the pin out toward the front of the machine.

9. Attach a sling to the body of the cylinder. Remove the cylinder. The weight of the cylinder is
approximately 126 kg (170 lb).
10. Clean the pin bores and the pins. Put a thin coat of 5P0960 Multipurpose Grease on the pins.

NOTE: Install the outrigger cylinder in the reverse order of removal.

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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

SENR43460027

Dozer Blade Cylinder

SMCS - 5102-010; 5102-017

Remove And Install Dozer Blade Cylinder

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

2. Disconnect two hydraulic lines (1). Cap or plug all openings as each line is disconnected.
3. Fasten a hoist to dozer blade cylinder. Put a wood block under the lower linkage to support it
during removal of the pin (3).

4. Remove bolt (2) and pin (3) from the rod end of the dozer cylinder.

5. Remove bolt (4) and pin (5).

6. Remove the dozer blade cylinder. Weight of the dozer blade cylinder is approximately 69 kg (150
lb).

NOTE: Install the dozer blade cylinder in the reverse order of removal.

Disassemble And Assemble Dozer Blade Cylinder

Start By:

a. remove blade cylinder

1. Install the cylinder in tooling (A).

2. Using tool (B), remove guide (1) from the cylinder body.
3. Install the rest into tooling (A). Remove cylinder housing (2) from rod (3).

4. Remove three piston rings (4).

5. Remove spanner nut (7). For assembly, torque nut (7) to 200 N·m (45 lb ft).

6. Remove piston (8). Remove the O-ring seal from the piston bore.

7. Remove O-ring seal (9) from guide (10).

8. Remove guide (10). Remove the wiper and the seal from guide (10).

9. Remove plug (11), O-ring (12), and piston (13).

10. Remove plug (17) and O-ring seal (19).

11. Remove bolt (16), spring (18), sleeve (15) and ball (14).

12. Remove piston and O-ring seal (20).

NOTE: Install in reverse order.

End By:

a. install blade cylinder

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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

SENR43460051

Steering Cylinder
SMCS - 4303-011; 4303-012

Remove Steering Cylinder

NOTE: Due to its design and construction, the steering cylinder can not be removed or installed as a
unit. The main housing of the steering cylinder is a cast portion of the front differential axle. The
removal and installation will be similar to an in unit disassembly and assembly.

1. Using tool (A) and (B), disconnect tie rod from steering cylinder rod.

NOTE: It will be necessary to remove the other end of tie rods from the hubs to remove from the
steering cylinder.
2. Disconnect hose (1). Remove four bolts (2), remove housing (3) and remove a washer.

NOTE: Only one of the two hoses on the steering cylinder need to be disconnected.

3. Disassemble housing (3) in the following manner.

a. Remove scraper (4).

b. Remove O-ring (5).

4. Remove cylinder rod (6) and cylinder (7) from the axle housing. Inspect cylinder (7) and replace
liner if necessary.

5. Remove guide assembly (8) from the axle housing.

6. Disassemble guide assembly (8) as follows:

a. Remove O-ring (9).

b. Remove the scraper ring (10) as shown.

c. Remove seal (11) located under scraper (10).

7. Remove two white rings (12) and on seal (13) from piston (14).

8. Disassemble the cylinder rod as follows:

a. Remove two retaining rings (19), one from each side of the piston.

b. Remove two retaining rings (18).

c. Remove two washers (17).

d. Remove four spacers (16), two from each side of the piston.

e. Remove piston (14).

f. Remove O-ring (15).

9. Remove two O-rings (20) from cylinder (7).

Install Steering Cylinder

1. Install two O-rings (20) on cylinder (7).

2. Assemble cylinder rod as follows:

a. Install O-ring (15) on cylinder rod. Lubricate O-ring with a light coating of oil to allow piston to
slide over it.

b. Install piston (14). Insure that piston and O-ring are centered.

c. Install four spacers (16), two on each side of the piston. The spacers fit into grooves on the shaft. A
small amount of grease will hold spacers in place in grooves.
d. Install two washers (17).

e. Install two retaining rings (18).

f. Install two retaining rings (19), one on each side of the piston.

3. Install two white retaining rings (12) and one seal (13).

4. Assemble guide assembly (8) as follows:

a. Install seal (11) located under scraper.

b. Install scraper ring (10).

c. Install O-ring (9).

4. Install the guide assembly (8) into the axle housing.

5. Install cylinder (7) into the axle housing. Install smaller diameter end into the axle housing first and
insure that it is firmly seated against the shoulder at the other end. Use care during installation to
prevent damage to the O-rings.

6. Install cylinder rod (6) into cylinder (7).

7. Assemble housing (3) in the following manner:

a. Install O-ring (5).

b. Install scraper (4).

8. To determine the spacing washer thickness required, measure dimension "X" using tooling (C).
Measure from the flange face to the contact surface of the cylinder as shown. Example dimension "X"
is 32.15 mm.
9. To determine dimension "Y", measure from the face of the cylinder to the flange face using tooling
(C). Example dimension "Y" is 30.85 mm.

10. Subtract dimension "Y" from dimension "X". Example 32.15 mm - 30.85 mm = 1.30 mm. This
dimension is the washer dimension thickness required.

11. Install the proper washer (21) based on the results of step 10.

12. Install cover (3) and install four bolts (2).

13. Install hydraulic hose (1).

14. Using tooling (A) and (B), install tie rods to the steering cylinder rod.

NOTE: See Specification Service Manual for correct procedure to adjust the tie rods and the
maximum steer angle.

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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

Swing Drive Group

SMCS - 4303-011; 4303-012

Swing Motor
205B & 206B (8U5251); 211B & 212B (8U5271)

Type of motor: Radial piston, fixed displacement.

Displacement per revolution ... 43.8 cm3 (2.67 in3)

Maximum speed ... 3600 rpm

Operating pressure (continuous) ... 21 000 kPa (3050 psi)

Maximum pressure ... 30 000 kPa (4350 psi)

Case pressure (test pressure) ... 150 kPa (22 psi)

(1) Torque for bolt ... 64 N·m (47 lb ft)

(2) Torque for plug ... 6.2 N·m (4 lb ft)

(3) Seal joint face (3) with 6V6640 Gasket Maker.

(4) Bearing play ... 0.02 to 0.35 mm (.0008 to .0014 in)

(5) Torque for valve sleeve ... 80 N·m (60 lb ft)

(6) Torque for valve sleeve ... 80 N·m (60 lb ft)

(7) Torque for plug ... 75 N·m (55 lb ft)

(8) Torque for plug ... 102 N·m (176 lb ft)

(9) Torque for plug ... 20 N·m (15 lb ft)

Swing Drive
205B & 206B (8U5663); 211B & 212B (8U5664)
(1) Torque for bolt ... 9.5 N·m (7 lb ft)

(2) Torque for bolt ... 32 N·m (24 lb ft)

(3) Torque for vent ... 47 N·m (35 lb ft)

(4) Torque for bolt ... 23 N·m (17 lb ft)

(5) Torque for bolt ... 23 N·m (17 lb ft)

(6) Preload ... 0.05 mm (0.0019 in)

(7) Oil level check plug marks

(8) Drive group 8U4978

(9) Press-in force ... max. 90 kN (9 tons)

(10) Torque for bolt ... 46 N·m (34 lb ft)

(11) Torque for bolt ... 850 to 900 N·m (620 to 660 lb ft)

(12) Axial clearance ... 0.3 to 0.45 mm (0.012 to 0.018 in)

(13) Torque for bolt ... 80 N·m (60 lb ft)

(14) Swing motor 8U5251

(15) Torque for magnetic plug ... 66 N·m (49 lb ft)

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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

SENR43460055

Swing Drive
SMCS - 5459-010

Remove And Install Swing Drive

Start By:

a. remove storage box

1. Drain the hydraulic oil tank. The hydraulic tank contains 125 liters (33 gal).

2. Remove refueling pump if so equipped.

3. Remove plug in the lower portion of the swing drive and drain the swing drive.

NOTE: For photographic purposes the swing drive motor has been removed from the swing drive
prior to the removal of the swing drive. The swing drive motor can remain with the swing drive
during removal if desired.
4. Identify, remove and plug six hydraulic lines (3).

5. Attach a hoist and strap to the swing drive motor. Remove two bolts (2) and lower swing drive
motor out of the swing drive. Weight of swing drive motor is 28 kg (62 lb).

6. Identify, remove and plug three hydraulic lines (5). Remove two bolts (4) and move bracket and
hoses up and away from swing drive (6).

7. Remove fitting (7). Attach tooling (A) to swing drive (6). Place alignment mark on the flange of the
swing drive and the frame and remove twelve bolts (8). Remove swing drive (6). Weight of the swing
drive without the swing drive motor is 125 kg (275 lb). Weight of the swing drive with the swing
drive motor attached is 153 kg (337 lb).

NOTE: Fitting (7) must be removed prior to removal of the swing drive. Damage could occur to the
fitting, the swing drive or both if it is not removed.

NOTE: If the swing drive does not release quickly or easily by use of tooling (A), it may be desirable
to use lifting straps in place of tooling (A). The flange on this swing drive does not contain forcing
screw holes and therefore must rely totally on upward lift to separate swing drive from machine. Rust
may have increased the bond between the swing drive and the machine frame.

NOTE: Install in reverse order.

8. Fill the swing drive with gear lube. See Operation And Maintenance Manual to obtain the proper
fluid level.

End By:

a. install storage box

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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

SENR43460056

Swing Drive Motor

SMCS - 5058-010; 5058-017; 5459-015; 5459-016

Remove And Install Swing Drive Motor

Start By:

a. remove storage box

1. Identify, remove and plug six hydraulic lines (1).

2. Attach a hoist and strap to the swing drive motor. Remove two bolts (2) and lower swing drive
motor out of the swing drive. Weight of swing drive motor is 28 kg (62 lb).
NOTE: Install in reverse order.

End By:

a. install storage box

Disassemble And Assemble Swing Drive Motor

Start By:

a. Remove swing drive motor

1. Remove two valve assemblies (1).

NOTE: Use caution if the two valves are dissembled. The only parts which are serviceable are those
which are called out with a number.

2. Remove plug (2), O-ring (3), piston (4) ring and spring (5) washers (6), spring (7) and O-ring (8).
3. Remove O-ring (9).

4. Remove set screw (10) hidden and adjusting screw (11) hidden from plug (2).

5. Place identification marks on the motor head and the motor housing and remove four bolts (12)
remove head (13).

6. Place a mark on the port plate (15) using a felt marker indicating the correct side facing up.
Remove two remaining plugs (14) and (16) in head (13).
7. Remove bearing (17) using tooling (A).

8. Remove spacer (18) from shaft (19).

9. Remove rotary assembly and shaft (21) as a unit from housing (20).

10. Disassemble rotary assembly as follows:

a. Remove shaft assembly (22), cover (23), piston assembly (24) and cylinder assembly (25).
b. Remove three pins (26) from cylinder (25).

NOTE: Disassemble cylinder only if necessary.

Do not attempt to disassemble cylinder (25) unless it is placed in a press.

Injury or damage may result if spring pressure within the cylinder is
released quickly.

c. Disassemble the ball (27) from the washer (28) and seven pistons (29).

d. Place shaft (7) in a press and remove bearing (30) and sleeve (31).
11. Remove bearing race (32) from housing (20), if necessary.

12. Remove seal (33) from housing (20).

NOTE: Assemble as follows:

1. Install seal (33) into housing (20).

2. Install bearing race (32) in housing if it was removed.

3. Assemble rotary unit in the following manner:

a. Install bearing (30) and sleeve (31) on shaft (7). Install washer (28) on ball (27) and install both on
shaft (7). Install three pins (26) (hidden) into cylinder (25) and install both onto shaft (7). Insure that
splines are engaged on both the shaft and the cylinder.

b. Install seven pistons (29) through washer (28) and into cylinder (25).

c. Install cover (23) onto shaft and resting on top of pistons. Note the notch in the top of the cover in
relation to the pin inside the housing.
4. Install rotary assembly (21) into housing (20).

5. Install spacer (18) onto shaft (19).

6. Heat bearing (17) to a temperature of 135° C (275° F) and install on end of shaft.

7. Install plate (15) on to the bottom of the cylinder. Note the mark that was placed on it during
disassembly.
8. Install adjusting screw (10) and set screw (11) into cap.

9. Assemble valve as illustrated and install new O-ring (9). If valve was disassembled, see Systems
Operation Test And Adjust Manuals SENR4328 and SENR4329 for proper setting.

10. Assemble valve as illustrated and replace parts as necessary. If valve was disassembled, see
Systems Operation Test And Adjust Manuals SENR4328 and SENR4329 for proper setting.

11. Install two plugs (14) and (16) into head (13). Install two valves (1) into head (13). Install head
(13) onto housing. Insure that the pin on underside of head locates into slot on plate (15). Secure head
(13) with four bolts (12).

End By:
a. install swing drive motor

Disassemble Swing Drive

Start By:

a. remove swing drive motor

b. remove swing drive brake

1. Fasten the swing drive to tooling (A) as shown. Remove eight bolts (2) and cover (3). Remove four
bolts (4) and cover (5) from housing (1). Remove the O-ring and shims located under the cover (5).
2. Install tooling (B) and remove cover (6).

3. Remove retaining ring (7).

4. Install tooling (C) and force pinion (9) out of bearing (8).

5. Install tooling (D) around shaft (11) as shown. Use tooling (E) with a ratchet to remove nut (10),
(hidden) from shaft (11).

NOTE: If threadlock was used on the threads of shaft (11), heat may be required to remove nut (10).
6. Place housing (1) in a press as shown. Press shaft (11) out of housing.

7. Install tooling (F) on shaft (11) and place in press as shown. Remove bearing (12) from shaft (11).
Remove ring and collar located under bearing (12).

8. Remove washer (13), gear (14) and bearing (15) from housing (1). Bearing (15) can be removed
from inside the housing without any tooling.

9. Remove washer (16) from gear (14).

10. Remove gear (17) from housing (1).

11. Turn gear (17) over and remove bearing (18) from gear (17) if necessary. Bearing (18) must be
destroyed to remove.

12. Remove ring (19) from gear (17) if necessary.

13. Remove pinion assembly (20).

14. Remove bearing (21) from pinion if necessary. Bearing (21) must be destroyed to remove.

15. Remove retaining ring, washer and shims (22) from housing (1).

16. Use a soft hammer and remove drive pinion (23) from housing (1).

17. Remove bearing (24) from drive pinion (23) if necessary. Bearing (24) must be destroyed to
remove.
18. Install tooling (G) on drive pinion (23) and place in press. Separate Drive Hub (25) from drive
pinion (23) with press.

19. Remove bearing race (26) from housing (1) if necessary.

20. Remove race (27) from housing (1). Remove retaining ring (28) from housing (1) if necessary.

21. Remove seal (29) from housing (1) if necessary.

Assemble Swing Drive

1. Install seal (29) in housing (1) if it was removed.

2. Install race (27) and retaining ring (28) in housing (1) if they were removed.

3. Install race (26) in housing (1) if it was removed.

4. Install housing (1) into tooling (A). Heat bearing (12) to a temperature of 60-80° C (140-176° F).
Install bearing (12) on shaft (4). Install shaft (4) into housing (1), however do not push it into place at
this time. Support shaft (4) with tooling (B).

5. If drive pinion (23) was separated from drive hub (25), place both in a press, and press together.

6. Turn pinion (23) over. Heat bearing (24) to a temperature of 60-80° C (140-176° F). Install bearing
(24) on shaft (23).

7. Heat bearing (21) to a temperature of 60-80° C (140-176° F). Install bearing (21) on pinion (20).
Install pinion (20) into housing (1) as shown.

8. Heat bearing (18) to a temperature of 60-80° C (140-176° F). Install bearing (18) on gear (17).
9. Turn gear (17) over and install ring (19).

10. Install gear (17) in housing (1). Install washer (13) on gear (17). Align gear with pinion.

11. Install gear 14 and bearing (15) into housing (1). Align gear (14) with pinion (21) and install in
housing (1). Do not install either pinion until both gears are in position.

NOTE: Gear (14) must be installed prior to pinion (4) being pushed up through housing (1) and into
gear (17). In most cases, there is not enough clearance to allow gear (14) in the housing with pinion in
place.

12. The following is the procedure for determining shim thickness on the drive pinion shaft.

a. Remove all previously used shims.

b. Insert a 4 mm (.157 in) lead wire ring.

c. Install washers and nut.

d. Secure the shaft and tighten to a torque of 30-40 N·m (22-30 lb ft). Check closely to avoid damage
to the bearing.
e. When the correct torque is reached, loosen the nut and measure the thickness of squeezed lead wire
with a micrometer.

f. This is the thickness of the required shims. (see parts book) Select the proper thickness shims from
the parts book.

13. Insert the shims between the face of the shaft and the first washer.

14. Add the ring and the second washer the gear and the nut.

15. Apply 9S3263 Threadlocker to the threads of the shaft.

16. Install nut (11) on shaft (4). Fasten tooling (c).

17. Install tooling (D) to nut (11) and tighten to a torque of 850 ± 50 N·m (629 ± 37 lb ft).

NOTE: Use a punch as a brace for tooling (D). A bolt will accomplish the same function, however it
may bend or break under torque.

18. Install drive pinion (23) into housing (1).

19. Use tool (E) to determine the distance between housing (1) and bearing (9) as shown.
20. Use tooling (F) to check for zero and end play on pinion (20).

21. Install shims as required on pinion (9). Use step (15) to determine thickness and number of shims
to be used. Refer to the parts book for the proper shims.

22. Turn housing over and use tool (E) to determine the distance between housing (1) and bearing
above the swing drive motor as shown.

23. Use tooling (F) to check for zero and end play on pinion (23).

24. Install shims as required on pinion (23). Use step (18) to determine thickness and number of shims
to be used. Refer to the parts book for the proper shims.

25. Prior to installing the covers, lubricate bearings and gears with a small amount of gear lube. Check
the underside of the swing drive for any leakage to insure that all seals are in place and undamaged.

26. Install cover (5) on housing (1) using four bolts (4).

27. Install cover (3) on housing (1) using eight bolts (2).

End By:

a. install swing drive motor

b. install swing drive brake

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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

SENR43460057

Swing Drive Brake

SMCS - 5460-017

Disassemble And Assemble Swing Drive Brake

Start By:

a. remove swing drive

NOTE: The swing drive brake can not be removed as a unit. Several internal bolts must be removed
and gears pressed off before it can be removed.
1. Attach swing drive (1) to tooling (A).

2. Remove eight bolts (2) and cover (3). Remove O-ring from under cover (3).

3. Mark the location of each of the nine springs prior to removal. The springs must be returned to their
same location during assembly. Remove nine springs (4) from piston (5).

4. Install tooling (B) and (C) and remove piston (5) from housing (6).

5. Remove four bolts (7).

6. Insert two roll pins into the bolt holes and then install two 10 mm bolts as shown on top of the roll
pins. This will have the same effect as forcing screws. Tighten bolts (8) evenly and coupling (9) free
from hub drive.

7. Install tooling (D). Use the proper size spacer from tooling (E). Remove drum (10).

8. Bend tabs (11) up to remove seven plates (12) and six Discs (13) from drum (10).

9. Remove two O-ring seals (14).

10. Place alignment marks on housing (6) and the swing drive housing. Remove two nuts and washers
(15) and remove housing (6).

11. Remove O-ring (16) race (17) and seal (18) if necessary from housing (6).

NOTE: Assemble in reverse order

12. Lubricate O-ring seals (14) after installation with 10W oil. This will allow installation of drum
(10) and piston (5).

13. If plates (12) and discs (13) are assembled separately prior to installation in the brake, insure that
they are in proper alignment by using coupling (9).

14. Install bolts (8) and tighten to a torque of 55 ± 10 N·m (40 ± 7 lb ft).

15. Insure that springs (4) are installed in the same configuration as they were prior to disassembly.

End By:

a. install swing drive

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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

SENR43460058

Swing Drive Motor Valve

SMCS - 5480-010; 5480-017

Remove And Install Swing Drive Motor Valve

1. Disconnect and plug five hydraulic lines (1). Remove six bolts (2).

2. Remove the valve.

NOTE: Install in reverse order.

Disassemble And Assemble Swing Drive Motor Valve

Start By:

a. remove swing drive motor valve

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.
1. Remove plug (1). Remove spring (2), retainer (3) and barrel (4).

2. Remove plug (5), seal (6), retainer (7), spring (8), retainer (9), ring (10), seal (11) and spool (12).

NOTE: For assembly, ring (10) goes into the valve, bevel side first.

3. Remove plug (13) and seal (14).

4. Check seals (15) for damage, replace if required.

NOTE: Repeat Steps 1 thru 4 for the opposite end of the valve.

NOTE: For assembly, tighten plug (1) to a torque of 220 N·m (160 lb ft). Tighten plug (5) to a torque
of 120 to 150 N·m (90 to 112 lb ft)

NOTE: Assemble in reverse order.

End By:

a. install swing drive motor valve

Fri Jul 7 08:54:55 UTC+0300 2023

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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

High Pressure Filter

8U0189
SMCS - 5480-010; 5480-017
(1) Outlet port B.

(2) Inlet port A.

(3) Opening pressure of bypass valve ... 350 ± 50 kPa (51 ± 7 psi)

(4) Filter.

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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

SENR43460017

Hydraulic Tank Oil Filter

SMCS - 5068-010; 5068-017

Remove And Install Hydraulic Tank Oil Filter

1. Remove four nuts and washers (1) and remove cap (2).

2. Using downward force, turn the handle of filter housing (3) 90° counterclockwise. Remove filter
housing (3). Check O-ring seal (4) for damage and replace if necessary.

NOTE: Install in reverse order.

Disassemble And Assemble Hydraulic Oil Tank Filter
Start By:

a. remove hydraulic oil tank filter

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component file.

1. Remove handle (1) and three filters (2). Check the O-ring (2) and replace if necessary.

NOTE: Assemble in reverse order.

End By:

a. install hydraulic oil tank filter

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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

SENR43460018

Hydraulic Tank Return Valve

SMCS - 5076-010

Remove And Install Hydraulic Tank Return Valve

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Drain hydraulic tank. The hydraulic tank contains 125 liters (33 U.S. Gal).

2. Remove side panel attached to hydraulic tank.

3. Remove and plug three hydraulic lines (3) from valve manifold (1). Remove three other hydraulic
lines (2).

4. Remove and plug seven hydraulic lines (4) from valve manifold (1).

5. Remove and plug five hydraulic lines (6), and one tube (5) from the valve manifold.

6. Attach tooling (A) to the valve manifold as shown. Remove one hose (7). Remove four nuts (8) and
remove manifold (1).

NOTE: Install in reverse order

7. Refill hydraulic tank. Insure that tank is at proper level if any fluid was lost during draining.
Disassemble And Assemble Hydraulic Tank Return Valve
Start By:

a. remove hydraulic tank return valve

1. Remove hydraulic line (1).

NOTE: There is a slight amount of spring pressure under the half flanges (2). Remove the bolts
evenly and slowly.

2. Remove four bolts and two half flanges (2).

3. Remove flange (5), remove O-ring (4) and remove spring (3).
4. Remove bushing (8), O-ring (7) and piston (6).

NOTE: There is a slight amount of spring pressure under the filter (10). Remove the snap ring
slowly.

5. Remove snap ring (9) and remove ring (hidden), filter (10), spring (hidden) and pin (hidden).

6. Remove other fittings if necessary.

NOTE: Assemble in reverse order.

7. Use a press to compress the spring and filter (10) to allow easy installation of snap ring (9).

8. Install new O-rings as necessary.

End By:

a. install hydraulic tank return valve

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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

SENR43460006

Boom Cylinder
SMCS - 5456-010

Remove And Install Boom Cylinder

1. Retract the bucket and stick cylinders. Extend the boom cylinders and rest the boom on tooling (A).
2. Attach a hoist as shown. Apply enough pressure to relieve the tension on the cylinder pin.

3. Remove two bolts and washers (2) and remove pin (1). Lower the rod of the cylinder to the ground.

4. Start the machine and retract the boom cylinder. This will reduce the size of the cylinders for easier
removal.

5. Turn the machine off and secure the rod end of the cylinders to the cylinder. This will prevent the
rod from drifting out after the hydraulic hoses are disconnected.

6. Drain the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal). This will prevent loss
of hydraulic fluid when the hoses are disconnected.

NOTE: Some models have a boom check valve which prevents fluid loss during cylinder removal
without draining of the hydraulic tank. Always drain the hydraulic tank unless this valve is present
and in proper working order. If the valve is present, it will be located at the base of the cylinders.

7. Identify, disconnect and plug four hydraulic lines (3).

8. Attach a hoist as illustrated and raise the cylinder to relieve the pressure on the pin. Remove bolt
(4) and pin (5). Remove the cylinder. Weight of the cylinder is 159 kg (350 lb).

9. Repeat Steps 1 through 5 for the second cylinder.

NOTE: Install in reverse order.

NOTE: For disassembly and assembly, see Disassemble And Assemble Bucket Cylinder, for typical
example.

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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

SENR43460031

Boom Check Valve

SMCS - 5453-010; 5453-017

Remove And Install Boom Check Valve

1. Raise the boom to allow enough room to work on the boom check valves. Lower the stick so that
the bucket is on the ground.

2. Remove and plug four hydraulic lines (1) from each of the two boom check valves. Both check
valves are identical.

3. Remove four Allen bolts (2) and remove boom check valve from the head end of the boom
cylinder.
NOTE: Install in reverse order

Disassemble And Assemble Boom Check Valve

Start By:

a. remove boom check valve

1. Remove three rubber caps (1) from locknuts.

2. Loosen locknut (2), but do not remove from pin (3).

3. Remove pin (5) by unscrewing it from cover (3). Note the number of turns required for removal.
Remove ball (4).
4. Place alignment marks on cover and valve body. Remove four bolts (6) and remove cover (3).

5. Remove piston (7) from cover (3). Note two notches on the piston. They must be in the vertical
position for the valve to function properly.

6. Remove piston group (8) as a unit from the valve body.

7. Disassemble the piston group in the following manner:

a. Remove spring (24).

b. Remove plug (23).

c. Remove spring (19), cone (20), pin (21) and O-ring (22) from plug (23).

d. Remove Piston (9), backup ring (10), O-ring (11), backup ring (12), O-ring (13), backup ring (14),
O-ring (15), backup ring (16) and O-ring (18) from bushing (17).

8. Disassemble valve body in the following manner:

a. Remove two plugs (25) and (26). Remove O-ring (27).

b. Remove valve group (28). Do not change the setting on valve group (28).

c. Remove four O-rings (29).

d. Remove piston (30) and remove spring (31).

e. Remove plug (32).

9. Disassemble the remainder of the valve body in the following manner:

a. Remove plug (33), backup ring (34), O-ring (35), spring (36) and plunger (37).

b. Remove Bushing (38) and O-ring (39).

10. Disassemble the rear cover assembly in following manner:

a. Place alignment marks on cover and valve body. Remove four bolts (40) and remove cover (44).

b. Remove retaining ring (41). Remove lock nut (43). Remove spindle (49). Note the number of turns
required to remove spindle. Remove plug (42).

c. Remove ball (47) and spring (45).

d. Remove backup ring (46), O-ring (48) small backup ring (50), small O-ring (51), spring (52) and
cone (53).

NOTE: Assemble the boom check valve in reverse order.

End By:

a. install boom check valve

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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

SENR43460006

Boom Cylinder
SMCS - 5456-010

Remove And Install Boom Cylinder

1. Retract the bucket and stick cylinders. Extend the boom cylinders and rest the boom on tooling (A).
2. Attach a hoist as shown. Apply enough pressure to relieve the tension on the cylinder pin.

3. Remove two bolts and washers (2) and remove pin (1). Lower the rod of the cylinder to the ground.

4. Start the machine and retract the boom cylinder. This will reduce the size of the cylinders for easier
removal.

5. Turn the machine off and secure the rod end of the cylinders to the cylinder. This will prevent the
rod from drifting out after the hydraulic hoses are disconnected.

6. Drain the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal). This will prevent loss
of hydraulic fluid when the hoses are disconnected.

NOTE: Some models have a boom check valve which prevents fluid loss during cylinder removal
without draining of the hydraulic tank. Always drain the hydraulic tank unless this valve is present
and in proper working order. If the valve is present, it will be located at the base of the cylinders.

7. Identify, disconnect and plug four hydraulic lines (3).

8. Attach a hoist as illustrated and raise the cylinder to relieve the pressure on the pin. Remove bolt
(4) and pin (5). Remove the cylinder. Weight of the cylinder is 159 kg (350 lb).

9. Repeat Steps 1 through 5 for the second cylinder.

NOTE: Install in reverse order.

NOTE: For disassembly and assembly, see Disassemble And Assemble Bucket Cylinder, for typical
example.

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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

SENR43460022

Auxiliary Hydraulic Pump

SMCS - 5073-010

Remove and Install Auxiliary Hydraulic Pump

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Drain the oil from the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal).

2. Identify, disconnect and plug two hoses (3). Remove four bolts (1) and pump (2).
3. Identify, disconnect and plug three hoses (4). Remove four bolts (5) and auxiliary Pump (6).

NOTE: Install in reverse order.

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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

SENR43460007

Stabilizer Cylinder
SMCS - 5468-010; 5468-017

Remove And Install Stabilizer Cylinder

1. Retract the stabilizer cylinder rod to provide clearance for the removal of the cylinder.

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
 touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

2. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

3. Disconnect hydraulic line (1).

4. Fasten a hoist to the stabilizer cylinder. Remove four bolts (2) and remove the stabilizer cylinder.
The weight of the stabilizer cylinder is 89 kg (122 lb).

NOTE: Install the stabilizer cylinder in the reverse order of the removal.

Disassemble And Assemble Stabilizer Cylinder

Start By:

a. remove stabilizer cylinder

1. Remove plug (1) from cylinder (2). Use a brass drift and drive piston (3) from cylinder body (2).
2. Remove ring (4) and seal (5) from cylinder (2).

3. Remove four bolts (8) and remove housing (7) and O-ring seal (6).

4. From cylinder (2) remove piston (12), tappet (11), spring (10), guide (9), spacer (17), valve (16), O-
ring seal (15), ring (14), O-ring seal (13) and O-ring seal (18).

NOTE: The following steps are for the assembly of the stabilizer cylinder.

5. Place new O-ring seal (18) in cylinder housing (2).

6. Place new O-ring seal (13), ring (14) and O-ring seal (15) onto valve (16) and install valve
assembly into cylinder (2).

7. Install spacer (17), guide (9), spring (10), tappet (11) and piston (12) into cylinder (2).

8. Install new O-ring seal (6) into housing (7) and with four bolts install plug (7) onto cylinder (2).

9. Install seal (5), ring (4) and piston (3) into cylinder (2). Install plug (1).

End By:

a. install stabilizer cylinder

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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

SENR43460024

Outrigger Cylinder
SMCS - 5468-010

Remove And Install Outrigger Cylinder

1. Position the outrigger as shown.

2. Remove the cotter pin and the washer from pin (1). Remove pin (1) and cylinder rod guard (2).

3. Fasten a hoist to the rod end of the outrigger cylinder as shown. Remove the bolt securing pin (3)
and remove the pin.

4. Place a wood block between the cylinder and the frame. Lower the cylinder on to the wood blocks.
 At operating temperature, the hydraulic oil tank is hot and under
pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

5. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

6. Disconnect and plug two hydraulic lines (4) and (6). Remove hose fittings (7).

7. Remove nut (5) and the bolt.

8. Remove pin (7) by driving the pin out toward the front of the machine.

9. Attach a sling to the body of the cylinder. Remove the cylinder. The weight of the cylinder is
approximately 126 kg (170 lb).
10. Clean the pin bores and the pins. Put a thin coat of 5P0960 Multipurpose Grease on the pins.

NOTE: Install the outrigger cylinder in the reverse order of removal.

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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

SENR43460003

Stick
SMCS - 5458-010

Remove And Install Stick

Start By:

a. remove bucket

1. With the stick fully extended, lower the boom on to tooling (A). Lower the stick to the ground.
 At operating temperature, the hydraulic oil tank is hot and under
pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

2. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

3. Attach a hoist to the stick cylinder. Remove bolt (2). Remove pin (1) and lower the stick cylinder to
the boom.

4. Disconnect two hydraulic lines (3). Cap or plug all openings as each hose is disconnected.

5. Fasten a hoist to the stick as shown. Remove bolt (4). Raise the stick to relieve the pressure on pin
(5) and remove pin (5) and the shims. Remove the stick. The weight of the stick is approximately
655 kg (1350 lb).

6. Check the pins and bushings (6) for wear and replace if necessary. Clean the pins and the pin bores.
Put 5P0960 Multipurpose Grease on the pin bores.

NOTE: Install the stick in the reverse order of the removal.

End By:

a. install bucket
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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

SENR43460004

Stick Cylinder
SMCS - 5458-010

Remove And Install Stick Cylinder

1. Extend the stick to retract the cylinder. Rest the boom on tooling (A).
2. Remove grease fittings (1).

Typical Example

3. Attach the cylinder to a hoist as shown. Remove the bolt and drive out pin (2). Raise the cylinder to
a horizontal position.

4. Disconnect and plug hydraulic lines (3). Remove bolt and drive out pin (4).

5. Remove the cylinder. Estimated weight, 150 kg (330 lb).

NOTE: Install in reverse order.

NOTE: For disassembly and assembly, see Disassemble And Assemble Bucket Cylinder, for typical
example.

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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 - 5458-010
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)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Main Pump
206B & 205B (8U4629); 212B & 211B (8U4670)
SMCS - 5458-010
Main Pump (Typical)

Rotation is clockwise when seen from drive end.

Type of pump: Axial piston (variable displacement).

Bench Test Specifications:

Maximum rated pressure:

205B & 206B ... 42 000 kPa (6090 psi)

211B & 212B ... 42 000 kPa (6090 psi)

Maximum operating pressure:

205B & 206B ... 20 000 kPa (2900 psi)

211B & 212B ... 25 000 kPa (3650 psi)

Maximum output:

205B & 206B ... 100 cm3/rev (6.1 in3/rev)

211B & 212B ... 115 cm3/rev (7.0 in3/rev)

Maximum case oil temperature ... 90°C (194°F)

Permissible case pressure ... 150 kPa (22 psi)

(1) Torque for bolt ... 50 N·m (37 lb ft)

(2) Torque for bolt ... 86 N·m (65 lb ft)

(3) 5W7445 and 8U2028 Roller Bearing play ... 0.01 to 0.05 mm (.0004 to .0020 in)

(4) Seal joint face (4) with 6V6640 Gasket Maker.

(5) Torque for 8U2040 and 8U5531 Bushing ... 30 N·m (22 lb ft)

(6) Apply 9S3265 Retaining Compound to mating surfaces of seal and housing (6).

(7) Apply 7M7456 Bearing Mount to mating surfaces of spacer and shaft (7).

(8) Torque for nut ... 46 N·m (34 lb ft)

(9) Apply 7M7456 Bearing Mount to outside diameter of pin (9) before installing in passage.

(10) Torque for bolt ... 190 N·m (140 lb ft)

(11) Torque for piston ... 30 N·m (22 lb ft)

NOTE: When assembling piston to swashplate, apply 9S3263 Thread Lock to threads of the piston
shoe.

(12) Torque for regulator group ... 200 N·m (150 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

Auxiliary (Pilot) Pump Group

205B & 211B, 206B & 212B, (8U5543)
SMCS - 5458-010

Torque for bolts between main pump and pilot pump ... 50 N·m (37 lb ft)

(1) Pump for pilot oil system.

(2) Flow control group.

(3) Flow rate from port P3 ... 55 liter/min (15 U.S. gpm)

(4) Constant flow from port P2 for pilot oil system ... 15 ± 1 liter/min (4.0 ± .3 U.S. gpm)
(5) Main relief valve setting ... 10 000 kPa (1450 psi)

(6) Pilot oil system relief valve:

Torque for relief valve ... 30 ± 5 N·m (22 ± 4 lb ft)

Relief valve setting ... 3000 to 3200 kPa (435 to 465 psi)

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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

Steering Pump
206B & 212B (8U6840)
SMCS - 5458-010

Rotation is clockwise when seen from drive end.

Type of pump: Gear pump with flow divider

Output:

Minimum ... 16 liter/min (4.2 U.S. gpm)

With pump at ... 1000 rpm

Maximum ... 32 liter/min (8.5 U.S. gpm)

With pump at ... 2000 rpm

(1) Flow divider valve limits pump output to ... 19 to 24 liter/min (5 to 6.3 U.S. gpm)

(2) Torque for bolt ... 50 to 60 N·m (37 to 44 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

Track Motor Group (205B & 211B)

SMCS - 5458-010

205B (8U6576); 211B (8U6577)

Bench Test Specifications

Maximum permissible pressure ... 50 000 kPa (7300 psi)

Volume of purging oil (approximate) ... 35 cm3 (2.135 in3)

Operating pressure:

Nominal ... 25 000 kPa (3650 psi)

Maximum ... 42 000 kPa (6100 psi)

Maximum case pressure ... 150 kPa (110 psi)

Case purging pressure setting ... 2000 kPa (290 psi)

Maximum operating temperature ... 90°C (194°F)

Maximum displacement per revolution ... 63 cm3 (3.8 in3)

Minimum displacement per revolution ... 23.8 cm3 (1.5 in3)

Rated pilot pressure required to adjust displacement ... 1600 to 4000 kPa (230 to 580 psi)

Actual pilot pressure required to adjust displacement ... 3000 to 3200 kPa (435 to 465 psi)

(1) Maximum drive torque at maximum displacement ... 251 N·m (185 lb ft)

Speed at maximum displacement ... 3300 rpm

Speed at minimum displacement ... 3900 rpm

(2) Torque for piston ... 30 N·m (22 lb ft)

NOTE: When assembling piston to swashplate, apply 9S3263 Thread Lock to threads of the piston
shoe.

(3) Bolt for maximum displacement setting. One full turn changes displacement by ... 8.0 cm3 (.5 in3)

(4) Torque for nut ... 80 N·m (60 lb ft)

(5) Bolt for minimum displacement setting. One full turn changes displacement by ... 8.0 cm3 (.5 in3)

Clockwise turn ... increases displacement

Counterclockwise turn ... decreases displacement

(6) Apply 7M7456 Bearing Mount to mating surfaces of sleeve and shaft (6).

(7) Torque for plug ... 6 N·m (54 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(8) Torque for piston ... 30 N·m (22 lb ft)

NOTE: When assembling piston to swashplate, apply 9S3263 Thread Lock to threads of the piston
shoe.

(9) Apply 6V6640 Gasket Maker to joint faces (9).

(10) Bearing clearance ... 0.03 to 0.10 mm (.0012 to .0040 in)

(11) Torque for bolt ... 69 N·m (50 lb ft)

Valve Plate (205B & 211B) (8U3172)

(12) Torque for cap ... 135 ± 15 N·m (100 ± 10 lb ft)

Pressure relief valve setting ... 32 000 kPa (4650 psi)

(13) Torque for plug ... 30 N·m (22 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(14) Torque for plug ... 80 N·m (60 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(15) Torque for pressure reducer ... 80 N·m (60 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of pressure reducer.

(16) Torque for pilot valve ... 80 N·m (60 lb ft)

Pilot valve setting ... 2100 kPa (305 psi)

NOTE: Apply 9S3263 Thread Lock to threads of pilot valve.

Brake Valve Group (Double Acting) (205B & 211B) (8U3106)

(17) Torque for plug ... 275 ± 25 N·m (200 ± 18 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(18) Torque for plug ... 275 ± 25 N·m (200 ± 18 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(19) Torque for bolts ... 100 N·m (75 lb ft)

(20) Torque for plug ... 30 N·m (22 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(21) Torque for bolts ... 75 N·m (55 lb ft)

Fri Jul 7 09:02:47 UTC+0300 2023

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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

Main Control Valve Group

SMCS - 5458-010

206B & 212B Main Control Valve Group (8U4798)

(1) Torque for plug ... 30 N·m (22 lb ft)

(2) Torque for cartridge ... 56 N·m (42 lb ft)

(3) Torque for bolt ... 49 N·m (36 lb ft)

(4) Torque for valve box ... 30 to 35 N·m (22 to 26 lb ft)

(5) Swing valve

(6) Torque for plug ... 18 N·m (13 lb ft)

(7) Torque for plug ... 6 N·m (4 lb ft)

(8) Torque for nozzle ... 12 N·m (9 lb ft)

(9) Torque for plug ... 47 N·m (35 lb ft)

(10) Torque for bolt ... 25 N·m (18 lb ft)

(11) Torque for bolt ... 25 N·m (18 lb ft)

(12) Boom valve

(13) Torque for bolt ... 25 N·m (18 lb ft)

(14) Torque for bolt ... 86 N·m (66 lb ft)

(15) Travel control valve

(16) Torque for bolt ... 49 N·m (36 lb ft)

(17) Stick valve

(18) Stabilizer valve

(19) Bucket valve

205B & 211B Main Control Valve Group (8U4813)

(1) Torque for plug ... 30 N·m (22 lb ft)

(2) Torque for cartridge ... 56 N·m (42 lb ft)

(3) Torque for bolt ... 49 N·m (36 lb ft)

(4) Torque for valve box ... 30 to 35 N·m (22 to 26 lb ft)

(5) Swing valve

(6) Torque for plug ... 18 N·m (13 lb ft)

(7) Torque for plug ... 6 N·m (4 lb ft)

(8) Torque for nozzle ... 12 N·m (9 lb ft)

(9) Torque for plug ... 47 N·m (35 lb ft)

(10) Torque for bolt ... 25 N·m (18 lb ft)

(11) Torque for bolt ... 25 N·m (18 lb ft)

(12) Boom valve

(13) Torque for bolt ... 25 N·m (18 lb ft)

(14) Torque for bolt ... 86 N·m (66 lb ft)

(15) Travel control valve for right track

(16) Torque for bolt ... 49 N·m (36 lb ft)

(17) Stick valve

(18) Travel control valve for left track

(19) Bucket valve

Travel Valve, Stabilizer Valve, Foreboom Valve, Swing Valve

NOTE: 205B & 211B Travel Valve (8U6572) - Travel control valves for tracks are not equipped with
a relief valve.

NOTE: 206B & 212B Travel Valve (8U6556) - Travel valves are equipped with a makeup valve
providing additional back pressure reduction.

NOTE: 206B & 212B Stabilizer Valve (8U6550) - Stabilizer valve is not equipped with relief and
makeup valve.

NOTE: Foreboom Valve (8U6499) - No throttle check valves are installed in pilot oil port X and Y of
optional implement valves and stabilizer valves.

NOTE: Swing Valve (8U6552) No relief valves installed.

Typical Illustration

(20) Torque for lock nut ... 60 N·m (44 lb ft)

(21) Torque for screw ... 13 N·m (10 lb ft)

(22) Torque for relief and makeup valve ... 80 N·m (60 lb ft)

(23) Torque for bolt ... 60 N·m (44 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(24) Torque for screw ... 10 N·m (7 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(25) Ball diameter ... 6 mm (.236 in)

Boom Valve (8U6555), Bucket Valve (8U6549), Stick Valve

(8U6547)
(26) Torque for lock nut ... 60 N·m (44 lb ft)

(27) Torque for screw ... 13 N·m (10 lb ft)

(28) Torque for relief valve ... 80 N·m (60 lb ft)

(29) Torque for bolt ... 60 N· (44 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(30) Torque for screw ... 10 N·m (90 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

Pressure Cut-off Valve (8U2284)

(31) Pressure setting for high pressure cutoff valve ... 29 500 to 31 000 kPa (4272 to 4500 psi).

(32) Relief setting for high pressure. Pressure bias setting ... 6000 kPa (875 psi).

Load sensing pressure of valve (31) is applied to the rear of valve (32). Maximum pump pressure can
equal ... 35 500 to 37 000 kPa (5172 to 5350 psi).

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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

Pilot Control Valve (Right & Left) (8U0336)

SMCS - 5458-010
(1) Pilot pressure ... 3000 to 3200 kPa (435 to 465 psi)

Pilot oil flow ... 15 liter/min (4.0 U.S. gpm)

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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

Pedal Brake Valve (Service Brake

206B & 212B (8U5706)
SMCS - 5458-010
(1) Torque for nut ... 15 N·m (11 lb ft)

NOTE: Pedal inclination can be adjusted to individual need. Standard setting is 40 degrees.

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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

Brake Valve Group

206B & 212B
SMCS - 5458-010
Maximum operating pressure in priority circuit ... 20 000 kPa (2900 psi)

Maximum flow:

Port P to SP ... 17 liter/min (4.5 U.S. gpm)

Port P to N ... 100 liter/min (26.5 U.S. gpm)

NOTE: The switching pressure difference is approximately 18% of cutout pressure.

(1) Seal ring ... 1000 kPa (145 psi)

NOTE: Apply Loctite 380 to seal ring when assembling.

(2) Torque for bolt ... 5 N·m (4 lb ft)

NOTE: Apply Loctite 242 to threads of bolt.

(3) Torque for bolt ... 30 N·m (22 lb ft)

(4) Apply Loctite 242 to threads of plug.

(5) Torque for bolt ... 45 N·m (33 lb ft)

(6) Torque for plug (not shown) ... 45 N·m (33 lb ft)

(7) Torque for plug ... 45 N·m (33 lb ft)

(8) Torque for bolt ... 2 N·m (1 lb ft)

NOTE: Apply Loctite 242 to threads of bolt.

(9) Apply Loctite 242 to threads of plug.

(10) Torque for sleeve ... 5 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

Stick Cylinder
205B & 206B (8U4898), 211B & 212B (8U4951)
SMCS - 5458-010

Stick Cylinder, Typical

Approximate weight of stick cylinder ... 210 kg (460 lb)

(1) Rod diameter (205B & 206B) ... 69.85 mm (2.750 in)

Rod diameter (211B & 212B) ... 75.00 mm (2.953 in)

(2) Torque for bushing ... 250 ± 10 N·m (185 ± 7 lb ft)

(3) Diameter of new piston (205B & 206B) ... 101.73 (4.005 in)
Diameter of new piston (211B & 212B) ... 114.43 (4.505 in)

(4) Apply 9S3263 Thread Lock to threads of pin. Torque for pin:

Stick cylinder ... 22.5 ± 2.5 N·m (16 ± 2 lb ft)

(5) Torque for bolt ... 295 ± 10 N·m (214 ± 5 lb ft)

(6) Torque for piston ... 3850 ± 50 N·m (2837 ± 60 lb ft)

Stroke ... 1150 mm (45.28 in)

Closed length ... 1560 mm (61.42 in)

Maximum operating pressure ... 32 000 kPa (4650 psi)

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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 - 5458-010
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)

Specifications
205B, 211B, 206B FT & 212B FT EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR4327-00 Publication Date -01/10/1990 Date Updated -11/10/2001

Travel/Hammer Selector Valve

8U1328
SMCS - 5458-010

Stroke ... 2.5 mm (0.098 in)

Piston overlap, open ... 1.1 mm (0.043 in)

Piston overlap, closed ... 1.4 mm (0.055 in)

Operating voltage ... 24 V

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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

Engine Speed Control Cylinder

8U6306
SMCS - 5458-010

(1) Rod diameter ... 10 mm (0.394 in)

(2) Piston diameter ... 32 mm (1.259 in)

Stroke ... 14 mm (0.551 in)

Rod movement, maximum ... 40 mm (1.575 in)

Operating pressure ... 5000 kPa (725 psi)

Test pressure ... 8000 kPa (1150 psi)

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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

Combined Parking Brake And Gearshift Control Valve

206B & 212B (8U6158)
SMCS - 5458-010
Maximum operating pressure ... 5000 kPa (725 psi)

Maximum flow from:

P to A or B ... 40 liter/min (11 U.S. gpm)

A or B to T ... 40 liter/min (11 U.S. gpm)

A or B or T1 to T ... 20 liter/min (5.3 U.S. gpm)

(1) Torque for magnet tube ... 24 to 26 N·m (18 to 19 lb ft)

(2) Pressure relief valve setting ... 1000 to 1500 kPa (145 to 220 psi)

(3) Torque for plug ... 24 to 26 N·m (18 to 19 lb ft)

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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
SMCS - 4351-017; 4351-010

Remove And Install Travel Motor

Start By:

a. remove rear drive shaft

1. Remove five hydraulic lines (1), (2), (3), (4) and (5).

2. Remove two hydraulic lines (6) and (7).

3. Place suitable floor jack (10) under travel motor (9) and remove four bolts (8). Remove travel
motor. The weight of the travel motor is 73 kg (160 lb).

NOTE: The following steps are for the installation of the travel motor.

4. Place travel motor (9) on suitable floor jack (10) and position motor in excavator. Install four bolts
(8) to secure travel motor.

5. Install hydraulic lines (7), (6), (5), (4), (3), (2) and (1).

End By:

a. install rear drive shaft.

Disassemble And Assemble Travel Motor

NOTE: See Hydraulic Pumps And Motors for Excavators Supplement, Form No. SENR3358, Drive
Motor story for disassembly and assembly procedures.

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

Disassembly and Assembly

3114 ENGINE SUPPLEMENT FOR 205B, 211B, 206B FT, & 212B FT EX
Media Number -SENR4343-00 Publication Date -01/05/1991 Date Updated -11/10/2001

Engine & Hydraulic Oil Pump

SMCS - 1000; 5070-010; 5070-029

Remove & Install Engine & Hydraulic Oil Pump

Start By:

a. remove hydraulic oil tank

NOTE: The counterweight, engine hood, and fire wall were removed for photographic purposes.

At operating temperature, the engine cooling system is hot and under

pressure. Steam can cause personal injury. Check the coolant level only
after the engine has been stopped and the fill cap on the radiator is cool
enough to touch with your bare hand. Remove the fill cap slowly to
relieve pressure. Cooling system conditioner contains alkali. Avoid
contact with skin and eyes to prevent personal injury.

1. Drain the coolant from the radiator. The capacity of the cooling system is 30 liters (7.8 U.S. Gal).
2. Disconnect air lines (2) and (4).

3. Disconnect sender (3) from air cleaner (1).

4. Remove four bolts and washers (5), and remove air cleaner (1).

5. Mark for identification and location purposes, and disconnect five wires (6) from starter (7), along
with two ground wires to the frame located underneath the starter (7).

6. Disconnect two heater hoses (8) leading to the water pump.

7. Disconnect the upper and lower radiator hoses (9).

8. Mark for identification and location purposes, and disconnect wires (10) from alternator (12).
Disconnect one electrical connector (13).

9. Disconnect one wire leading to sensor (11).

10. Remove ten bolts and washers (15), and remove guard assembly (14).

11. Remove six bolts and washers, and remove fan assembly (16).

12. Disconnect governor control cable (17).

13. Disconnect two fuel lines (18).

14. Disconnect one hose (19).

15. Mark for identification and location purposes, and disconnect two wiring harness leads (20).

16. Disconnect one electrical connector (21).

17. Support the engine and hydraulic pump (22) with a hoist and chains as shown. Remove four bolts
(23) from the engine mounts, and remove the engine and hydraulic pump (22) as a unit. The weight of
the engine and hydraulic pump (22) is 680 kg (1500 lb).

NOTE: The following steps are for the installation of the engine and hydraulic pump.

18. Position the engine and hydraulic pump (22) into the frame, and secure with four bolts and
washers (23).

19. Connect one electrical connector (21) and two leads off of wiring harness (20).

20. Connect one hose (19) and two fuel line hoses (18).

21. Connect governor control cable (17).

22. Position fan assembly (16), and secure with six bolts and washers.

23. Position guard assemblies (14), and secure with six ten bolts and washers (15).

24. Connect one lead (11) to sensor.

25. Connect one electrical connector (13).

26. Connect all wires (10) from the wiring harness to their original position on alternator (12).

27. Position and connect two heater hoses (8).

28. Connect the upper and lower radiator hoses (9).

29. Place in their original positions, and connect wires (6) to starter (7).

30. Position air cleaner (1), and secure with four bolts and washers (5).

31. Connect air lines (2) and (4). Connect sender (3) to air cleaner (1).

32. Add coolant to the radiator. See the topic "Lubricant Viscosities & Refill Capacities" in the
Operation & Maintenance Manual for the proper fluid amount and refill procedures.

End By:

a. install hydraulic oil tank

Separate & Connect Engine & Hydraulic Oil Pump

Start By:

a. remove engine and hydraulic oil pump

1. Position hydraulic pump (1) and engine (3) on Tooling (A) as shown.

2. Fasten a nylon strap to the hydraulic pump (1), and support with a hoist as shown.

3. Remove twelve bolts (2), and carefully separate the hydraulic pump (1) from engine (3).

NOTE: For the connection of the hydraulic pump and the engine, reverse steps 1 through 3.

End By:

a. install engine and hydraulic oil pump

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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

Track Motor Group (205B & 211B)

SMCS - 1000; 5070-010; 5070-029

205B (8U6576); 211B (8U6577)

Bench Test Specifications

Maximum permissible pressure ... 50 000 kPa (7300 psi)

Volume of purging oil (approximate) ... 35 cm3 (2.135 in3)

Operating pressure:

Nominal ... 25 000 kPa (3650 psi)

Maximum ... 42 000 kPa (6100 psi)

Maximum case pressure ... 150 kPa (110 psi)

Case purging pressure setting ... 2000 kPa (290 psi)

Maximum operating temperature ... 90°C (194°F)

Maximum displacement per revolution ... 63 cm3 (3.8 in3)

Minimum displacement per revolution ... 23.8 cm3 (1.5 in3)

Rated pilot pressure required to adjust displacement ... 1600 to 4000 kPa (230 to 580 psi)

Actual pilot pressure required to adjust displacement ... 3000 to 3200 kPa (435 to 465 psi)

(1) Maximum drive torque at maximum displacement ... 251 N·m (185 lb ft)

Speed at maximum displacement ... 3300 rpm

Speed at minimum displacement ... 3900 rpm

(2) Torque for piston ... 30 N·m (22 lb ft)

NOTE: When assembling piston to swashplate, apply 9S3263 Thread Lock to threads of the piston
shoe.

(3) Bolt for maximum displacement setting. One full turn changes displacement by ... 8.0 cm3 (.5 in3)

(4) Torque for nut ... 80 N·m (60 lb ft)

(5) Bolt for minimum displacement setting. One full turn changes displacement by ... 8.0 cm3 (.5 in3)

Clockwise turn ... increases displacement

Counterclockwise turn ... decreases displacement

(6) Apply 7M7456 Bearing Mount to mating surfaces of sleeve and shaft (6).

(7) Torque for plug ... 6 N·m (54 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(8) Torque for piston ... 30 N·m (22 lb ft)

NOTE: When assembling piston to swashplate, apply 9S3263 Thread Lock to threads of the piston
shoe.

(9) Apply 6V6640 Gasket Maker to joint faces (9).

(10) Bearing clearance ... 0.03 to 0.10 mm (.0012 to .0040 in)

(11) Torque for bolt ... 69 N·m (50 lb ft)

Valve Plate (205B & 211B) (8U3172)

(12) Torque for cap ... 135 ± 15 N·m (100 ± 10 lb ft)

Pressure relief valve setting ... 32 000 kPa (4650 psi)

(13) Torque for plug ... 30 N·m (22 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(14) Torque for plug ... 80 N·m (60 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(15) Torque for pressure reducer ... 80 N·m (60 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of pressure reducer.

(16) Torque for pilot valve ... 80 N·m (60 lb ft)

Pilot valve setting ... 2100 kPa (305 psi)

NOTE: Apply 9S3263 Thread Lock to threads of pilot valve.

Brake Valve Group (Double Acting) (205B & 211B) (8U3106)

(17) Torque for plug ... 275 ± 25 N·m (200 ± 18 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(18) Torque for plug ... 275 ± 25 N·m (200 ± 18 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(19) Torque for bolts ... 100 N·m (75 lb ft)

(20) Torque for plug ... 30 N·m (22 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(21) Torque for bolts ... 75 N·m (55 lb ft)

Fri Jul 7 09:04:13 UTC+0300 2023

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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

Wheel Drive Motor

SMCS - 1000; 5070-010; 5070-029

206B & 212B (8U1575)

Type of motor: variable displacement

Bench Test Specifications:

Maximum speed (continuous duty)

at maximum displacement ... 3000 rpm

at minimum displacement ... 3700 rpm

Continuous operating pressure ... 25 000 kPa (3650 psi)

Maximum operating pressure ... 33 000 kPa (4800 psi)

Displacement range per revolution ... 57 to 135 cm3 (3477 to 8235 in3

Maximum case pressure ... 150 kPa (22 psi)

Maximum case oil temperature ... 90°C (194°F)

Case purging oil volume ... 40 cm3/min (2.45 in3/min)

Case purging pressure ... 50 kPa (7.5 psi)

Pilot pressure range ... 1800 ± 1200 kPa (260 ± 175 psi)

Swashplate, maximum angle ... 28°

Swashplate, minimum angle ... 8°

Drive torque at maximum displacement and maximum pressure ... 709 N·m (102 lb ft)

(1) Torque for bolt ... 9.5 N·m (84 lb in)

(2) Torque for bolt ... 9 ±1 N·m (80 ± 9 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(3) Torque for bolt ... 32.5 ± 2.5 N·m (24 ± 2 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(4) Torque for plug ... 122 N·m (92 lb ft)

(5) Torque for bolt ... 32 N·m (24 lb ft)

(6) Torque for plug ... 9 N·m (80 lb in)

(7) Apply 9S3263 Thread Lock to threads of plug (7).

(8) Torque for shaft ... 2 to 4 N·m (18 to 35 lb in)

(9) Torque for fitting ... 56 N·m (42 lb ft)

(10) Axial bearing clearance on each end after installation ... 0.5 to 1.0 mm (.02 to .04 in)

(11) Adjustment screw for minimum displacement.

(12) Apply 6V6640 Gasket Maker to joint face (12) before assembly.

(13) Discharge valve setting ... 500 kPa (72 psi)

(14) Torque for bolt ... 35 N·m (26 lb ft)

(15) Apply 9S3265 Retaining Compound to mating surfaces of bushing and passage (15).

(16) Seal joint face (16) with 6V6640 Gasket Maker.

Pressure Regulator Group (Wheel Drive Motor) (5W5754)

Pressure setting for 5W5754 Motor ... 20 500 ± 2500 kPa (2950 ± 350 psi)

(17) Torque for plug ... 140 N·m (105 lb ft)

(18) Torque for bolt ... 47 N·m (35 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(19) Torque for plug ... 12 N·m (108 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(20) Torque for cartridge ... 35 N·m (26 lb ft)

Purging Valve Grpup (8U2197)

(21) Torque for plug ... 47 N·m (35 lb ft)

(22) Torque for sleeve ... 65 ± 5 N·m (48 ± 4 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of sleeve.

(23) Torque for plug ... 122 N·m (90 lb ft)

Valve Plate Group (8U2202)

(24) Torque for plug ... 20 N·m (15 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of plug.

(25) Pressure setting of line relief valve ... 42 000 kPa (6100 psi)

Torque line relief valve to ... 120 N·m (90 lb ft)

(26) Valve plate

(27) Torque for plug ... 47 N·m (37 lb ft)

(28) Torque for bolt ... 110 N·m (80 lb ft)

(29) Torque for shuttle valve ... 60 N·m (44 lb ft)

(30) Torque for plug ... 140 N·m (105 lb ft)

(31) Pressure setting of line relief valve ... 42 000 kPa (6100 psi)

Torque line relief valve to ... 120 N·m (90 lb ft)

(32) Torque for fitting ... 25 N·m (18 lb ft)

(33) Torque for check valve ... 25 N·m (18 lb ft)

Opening pressure ... 2000 kPa (290 psi)

Intermediate Plate (8U3014)

(34) Torque for plug ... 37 N·m (27 lb ft)

(35) Torque for plugs ... 12 N·m (108 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of four plugs.

(36) Piston.

(37) Torque for bolt ... 10 N·m (90 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(38) Torque for plug ... 25 N·m (18 lb ft)

Brake Valve Group (Double Acting) (8U2212)

(39) Torque for bolts ... 100 N·m (75 lb ft)

(40) Torque for bolts ... 75 N·m (55 lb ft)

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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

SENR43460020

Hydraulic Motor - Cooler Fan Motor (Optional)

SMCS - 5052-010; 5052-017

Remove And Install Hydraulic Motor - Cooler Fan

Start By:

a. remove oil cooler

Typical Example
1. Remove two bolts (1). Remove ten bolts (2). Remove the motor, the guard and the fan as an
assembly.

Typical Example

2. Remove four bolts (3) and nut (4) to remove the fan.

Typical Example

3. Attach tooling (A) and remove coupling (5) and guard (6) from the cooler motor.

NOTE: The following steps are for the installation of the cooler motor.

4. Install guard (6) and coupling (5).

5. Place the fan on the motor and secure with nut (4) and four bolts (3).

6. Place the motor assembly on the cooler. Attach the guard with ten bolts (2) and the motor with two
bolts (1).

End By:

a. install oil cooler

Disassemble And Assemble Hydraulic Motor - Cooler Fan

Start By:

a. remove cooler motor

Typical Example

1. Remove two hydraulic fittings (1) and (2). Check and replace O-ring seals if needed.

Typical Example

2. Loosen two bolts (3) and remove plate (4).

Typical Example

3. With tool (A) remove snap ring (5) and seal (6).
Typical Example

4. Remove key (7) and plate (8).

Typical Example

5. Remove O-ring seal (10), plate (11), plate (12), gears (9) and (13) and two bolts (3).

Typical Example

6. Remove two O-ring seals (15) and plate (16).

Typical Example
7. Remove plate (17), O-ring seal (18) and plate (19). Replace two bushings (20) in plate (19) and two
bushings in plate (12) at this time if necessary.

NOTE: The following steps are to assemble the cooler motor.

8. Install plates (19) and (17), and seal (18) onto the housing.

9. Place plate (16) in the housing and install two seals (15).

10. Install bolts (3) thru plate (17) and install gears (9) and (13). Install plates (12) and (11) and seal
(10).

11. Replace plate (8) and key (7).

12. Replace seal (6) and install the snap ring with tool (A).

13. Place plate (4) on the pump and secure with two bolts (3).

14. Install to hydraulic fittings (1) and (2).

End By:

a. install cooler motor

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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

SENR43460046

Travel Motor Pressure Regulator

SMCS - 5455-010

Remove And Install Travel Motor Pressure Regulator

1. Remove and plug one hydraulic line (1), remove four bolts (2) and remove pressure regulator (3).

NOTE: Install in reverse order

Disassemble And Assemble Travel Motor Pressure Regulator

Start By:

a. remove travel motor pressure regulator

1. Remove plug (1), spring (2), spring seat (3) and piston (5) from regulator body (5). Remove O-ring
from plug.

2. Remove plug (6) from regulator body (5).

3. Remove plug (10), spring (9), spring seat (8) and spool (7) from regulator body. Remove O-ring
from plug.

4. Remove screw (14), spring (13), piston (12) and valve (11) from regulator body (5). Remove O-
ring from valve.

5. Remove O-ring (15) and backup ring (16) from regulator body (5). Note the position of the two
different O-rings. They must be assembled in the same manner.
NOTE: Assemble in reverse order

End By:

a. install travel motor pressure regulator valve

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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

SENR43460056

Swing Drive Motor

SMCS - 5058-010; 5058-017; 5459-015; 5459-016

Remove And Install Swing Drive Motor

Start By:

a. remove storage box

1. Identify, remove and plug six hydraulic lines (1).

2. Attach a hoist and strap to the swing drive motor. Remove two bolts (2) and lower swing drive
motor out of the swing drive. Weight of swing drive motor is 28 kg (62 lb).
NOTE: Install in reverse order.

End By:

a. install storage box

Disassemble And Assemble Swing Drive Motor

Start By:

a. Remove swing drive motor

1. Remove two valve assemblies (1).

NOTE: Use caution if the two valves are dissembled. The only parts which are serviceable are those
which are called out with a number.

2. Remove plug (2), O-ring (3), piston (4) ring and spring (5) washers (6), spring (7) and O-ring (8).
3. Remove O-ring (9).

4. Remove set screw (10) hidden and adjusting screw (11) hidden from plug (2).

5. Place identification marks on the motor head and the motor housing and remove four bolts (12)
remove head (13).

6. Place a mark on the port plate (15) using a felt marker indicating the correct side facing up.
Remove two remaining plugs (14) and (16) in head (13).
7. Remove bearing (17) using tooling (A).

8. Remove spacer (18) from shaft (19).

9. Remove rotary assembly and shaft (21) as a unit from housing (20).

10. Disassemble rotary assembly as follows:

a. Remove shaft assembly (22), cover (23), piston assembly (24) and cylinder assembly (25).
b. Remove three pins (26) from cylinder (25).

NOTE: Disassemble cylinder only if necessary.

Do not attempt to disassemble cylinder (25) unless it is placed in a press.

Injury or damage may result if spring pressure within the cylinder is
released quickly.

c. Disassemble the ball (27) from the washer (28) and seven pistons (29).

d. Place shaft (7) in a press and remove bearing (30) and sleeve (31).
11. Remove bearing race (32) from housing (20), if necessary.

12. Remove seal (33) from housing (20).

NOTE: Assemble as follows:

1. Install seal (33) into housing (20).

2. Install bearing race (32) in housing if it was removed.

3. Assemble rotary unit in the following manner:

a. Install bearing (30) and sleeve (31) on shaft (7). Install washer (28) on ball (27) and install both on
shaft (7). Install three pins (26) (hidden) into cylinder (25) and install both onto shaft (7). Insure that
splines are engaged on both the shaft and the cylinder.

b. Install seven pistons (29) through washer (28) and into cylinder (25).

c. Install cover (23) onto shaft and resting on top of pistons. Note the notch in the top of the cover in
relation to the pin inside the housing.
4. Install rotary assembly (21) into housing (20).

5. Install spacer (18) onto shaft (19).

6. Heat bearing (17) to a temperature of 135° C (275° F) and install on end of shaft.

7. Install plate (15) on to the bottom of the cylinder. Note the mark that was placed on it during
disassembly.
8. Install adjusting screw (10) and set screw (11) into cap.

9. Assemble valve as illustrated and install new O-ring (9). If valve was disassembled, see Systems
Operation Test And Adjust Manuals SENR4328 and SENR4329 for proper setting.

10. Assemble valve as illustrated and replace parts as necessary. If valve was disassembled, see
Systems Operation Test And Adjust Manuals SENR4328 and SENR4329 for proper setting.

11. Install two plugs (14) and (16) into head (13). Install two valves (1) into head (13). Install head
(13) onto housing. Insure that the pin on underside of head locates into slot on plate (15). Secure head
(13) with four bolts (12).

End By:
a. install swing drive motor

Disassemble Swing Drive

Start By:

a. remove swing drive motor

b. remove swing drive brake

1. Fasten the swing drive to tooling (A) as shown. Remove eight bolts (2) and cover (3). Remove four
bolts (4) and cover (5) from housing (1). Remove the O-ring and shims located under the cover (5).
2. Install tooling (B) and remove cover (6).

3. Remove retaining ring (7).

4. Install tooling (C) and force pinion (9) out of bearing (8).

5. Install tooling (D) around shaft (11) as shown. Use tooling (E) with a ratchet to remove nut (10),
(hidden) from shaft (11).

NOTE: If threadlock was used on the threads of shaft (11), heat may be required to remove nut (10).
6. Place housing (1) in a press as shown. Press shaft (11) out of housing.

7. Install tooling (F) on shaft (11) and place in press as shown. Remove bearing (12) from shaft (11).
Remove ring and collar located under bearing (12).

8. Remove washer (13), gear (14) and bearing (15) from housing (1). Bearing (15) can be removed
from inside the housing without any tooling.

9. Remove washer (16) from gear (14).

10. Remove gear (17) from housing (1).

11. Turn gear (17) over and remove bearing (18) from gear (17) if necessary. Bearing (18) must be
destroyed to remove.

12. Remove ring (19) from gear (17) if necessary.

13. Remove pinion assembly (20).

14. Remove bearing (21) from pinion if necessary. Bearing (21) must be destroyed to remove.

15. Remove retaining ring, washer and shims (22) from housing (1).

16. Use a soft hammer and remove drive pinion (23) from housing (1).

17. Remove bearing (24) from drive pinion (23) if necessary. Bearing (24) must be destroyed to
remove.
18. Install tooling (G) on drive pinion (23) and place in press. Separate Drive Hub (25) from drive
pinion (23) with press.

19. Remove bearing race (26) from housing (1) if necessary.

20. Remove race (27) from housing (1). Remove retaining ring (28) from housing (1) if necessary.

21. Remove seal (29) from housing (1) if necessary.

Assemble Swing Drive

1. Install seal (29) in housing (1) if it was removed.

2. Install race (27) and retaining ring (28) in housing (1) if they were removed.

3. Install race (26) in housing (1) if it was removed.

4. Install housing (1) into tooling (A). Heat bearing (12) to a temperature of 60-80° C (140-176° F).
Install bearing (12) on shaft (4). Install shaft (4) into housing (1), however do not push it into place at
this time. Support shaft (4) with tooling (B).

5. If drive pinion (23) was separated from drive hub (25), place both in a press, and press together.

6. Turn pinion (23) over. Heat bearing (24) to a temperature of 60-80° C (140-176° F). Install bearing
(24) on shaft (23).

7. Heat bearing (21) to a temperature of 60-80° C (140-176° F). Install bearing (21) on pinion (20).
Install pinion (20) into housing (1) as shown.

8. Heat bearing (18) to a temperature of 60-80° C (140-176° F). Install bearing (18) on gear (17).
9. Turn gear (17) over and install ring (19).

10. Install gear (17) in housing (1). Install washer (13) on gear (17). Align gear with pinion.

11. Install gear 14 and bearing (15) into housing (1). Align gear (14) with pinion (21) and install in
housing (1). Do not install either pinion until both gears are in position.

NOTE: Gear (14) must be installed prior to pinion (4) being pushed up through housing (1) and into
gear (17). In most cases, there is not enough clearance to allow gear (14) in the housing with pinion in
place.

12. The following is the procedure for determining shim thickness on the drive pinion shaft.

a. Remove all previously used shims.

b. Insert a 4 mm (.157 in) lead wire ring.

c. Install washers and nut.

d. Secure the shaft and tighten to a torque of 30-40 N·m (22-30 lb ft). Check closely to avoid damage
to the bearing.
e. When the correct torque is reached, loosen the nut and measure the thickness of squeezed lead wire
with a micrometer.

f. This is the thickness of the required shims. (see parts book) Select the proper thickness shims from
the parts book.

13. Insert the shims between the face of the shaft and the first washer.

14. Add the ring and the second washer the gear and the nut.

15. Apply 9S3263 Threadlocker to the threads of the shaft.

16. Install nut (11) on shaft (4). Fasten tooling (c).

17. Install tooling (D) to nut (11) and tighten to a torque of 850 ± 50 N·m (629 ± 37 lb ft).

NOTE: Use a punch as a brace for tooling (D). A bolt will accomplish the same function, however it
may bend or break under torque.

18. Install drive pinion (23) into housing (1).

19. Use tool (E) to determine the distance between housing (1) and bearing (9) as shown.
20. Use tooling (F) to check for zero and end play on pinion (20).

21. Install shims as required on pinion (9). Use step (15) to determine thickness and number of shims
to be used. Refer to the parts book for the proper shims.

22. Turn housing over and use tool (E) to determine the distance between housing (1) and bearing
above the swing drive motor as shown.

23. Use tooling (F) to check for zero and end play on pinion (23).

24. Install shims as required on pinion (23). Use step (18) to determine thickness and number of shims
to be used. Refer to the parts book for the proper shims.

25. Prior to installing the covers, lubricate bearings and gears with a small amount of gear lube. Check
the underside of the swing drive for any leakage to insure that all seals are in place and undamaged.

26. Install cover (5) on housing (1) using four bolts (4).

27. Install cover (3) on housing (1) using eight bolts (2).

End By:

a. install swing drive motor

b. install swing drive brake

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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

SENR43460058

Swing Drive Motor Valve

SMCS - 5480-010; 5480-017

Remove And Install Swing Drive Motor Valve

1. Disconnect and plug five hydraulic lines (1). Remove six bolts (2).

2. Remove the valve.

NOTE: Install in reverse order.

Disassemble And Assemble Swing Drive Motor Valve

Start By:

a. remove swing drive motor valve

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.
1. Remove plug (1). Remove spring (2), retainer (3) and barrel (4).

2. Remove plug (5), seal (6), retainer (7), spring (8), retainer (9), ring (10), seal (11) and spool (12).

NOTE: For assembly, ring (10) goes into the valve, bevel side first.

3. Remove plug (13) and seal (14).

4. Check seals (15) for damage, replace if required.

NOTE: Repeat Steps 1 thru 4 for the opposite end of the valve.

NOTE: For assembly, tighten plug (1) to a torque of 220 N·m (160 lb ft). Tighten plug (5) to a torque
of 120 to 150 N·m (90 to 112 lb ft)

NOTE: Assemble in reverse order.

End By:

a. install swing drive motor valve

Fri Jul 7 09:13:14 UTC+0300 2023

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

Travel Motor Pressure Regulator

SMCS - 5455-010

Remove And Install Travel Motor Pressure Regulator

1. Remove and plug one hydraulic line (1), remove four bolts (2) and remove pressure regulator (3).

NOTE: Install in reverse order.

Disassemble And Assemble Travel Motor Pressure Regulator

Start By:

a. remove travel motor pressure regulator

1. Remove plug (1), spring (2), spring seat (3), and piston (5) from regulator body (5). Remove O-ring
from plug.

2. Remove plug (6) from regulator body (5).

3. Remove plug (10), spring (9), spring seat (8) and spool (7) from regulator body. Remove O-ring
from plug.

4. Remove screw (14), spring (13), piston (12) and valve (11) from regulator body (5). Remove O-
ring from valve.

5. Remove O-ring (15) and back up ring (16) from regulator body (5). Note the position of the two
different O-rings. They must be assembled in the same manner.

NOTE: Assemble in reverse order.

End By:

a. install travel motor pressure regulator

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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
SMCS - 4351-010; 4351-017

Remove And Install Travel Motor

Start By:

a. remove rear drive shaft

1. Remove five hydraulic lines (1), (2), (3), (4) and (5).

2. Remove two hydraulic lines (6) and (7).

3. Place suitable floor jack (10) under travel motor (9) and remove four bolts (8). Remove travel
motor. The weight of the travel motor is 73 kg (160 lb).

NOTE: The following steps are for the installation of the travel motor.

4. Place travel motor (9) on suitable floor jack (10) and position motor in excavator. Install four bolts
(8) to secure travel motor.

5. Install hydraulic lines (7), (6), (5), (4), (3), (2) and (1).

End By:

a. install rear drive shaft.

Disassemble And Assemble Travel Motor

NOTE: See Hydraulic Pumps And Motors for Excavators Supplement, Form No. SENR3358, Drive
Motor story for disassembly and assembly procedures.

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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

Main Pump
206B & 205B (8U4629); 212B & 211B (8U4670)
SMCS - 4351-010; 4351-017
Main Pump (Typical)

Rotation is clockwise when seen from drive end.

Type of pump: Axial piston (variable displacement).

Bench Test Specifications:

Maximum rated pressure:

205B & 206B ... 42 000 kPa (6090 psi)

211B & 212B ... 42 000 kPa (6090 psi)

Maximum operating pressure:

205B & 206B ... 20 000 kPa (2900 psi)

211B & 212B ... 25 000 kPa (3650 psi)

Maximum output:

205B & 206B ... 100 cm3/rev (6.1 in3/rev)

211B & 212B ... 115 cm3/rev (7.0 in3/rev)

Maximum case oil temperature ... 90°C (194°F)

Permissible case pressure ... 150 kPa (22 psi)

(1) Torque for bolt ... 50 N·m (37 lb ft)

(2) Torque for bolt ... 86 N·m (65 lb ft)

(3) 5W7445 and 8U2028 Roller Bearing play ... 0.01 to 0.05 mm (.0004 to .0020 in)

(4) Seal joint face (4) with 6V6640 Gasket Maker.

(5) Torque for 8U2040 and 8U5531 Bushing ... 30 N·m (22 lb ft)

(6) Apply 9S3265 Retaining Compound to mating surfaces of seal and housing (6).

(7) Apply 7M7456 Bearing Mount to mating surfaces of spacer and shaft (7).

(8) Torque for nut ... 46 N·m (34 lb ft)

(9) Apply 7M7456 Bearing Mount to outside diameter of pin (9) before installing in passage.

(10) Torque for bolt ... 190 N·m (140 lb ft)

(11) Torque for piston ... 30 N·m (22 lb ft)

NOTE: When assembling piston to swashplate, apply 9S3263 Thread Lock to threads of the piston
shoe.

(12) Torque for regulator group ... 200 N·m (150 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

Auxiliary (Pilot) Pump Group

205B & 211B, 206B & 212B, (8U5543)
SMCS - 4351-010; 4351-017

Torque for bolts between main pump and pilot pump ... 50 N·m (37 lb ft)

(1) Pump for pilot oil system.

(2) Flow control group.

(3) Flow rate from port P3 ... 55 liter/min (15 U.S. gpm)

(4) Constant flow from port P2 for pilot oil system ... 15 ± 1 liter/min (4.0 ± .3 U.S. gpm)
(5) Main relief valve setting ... 10 000 kPa (1450 psi)

(6) Pilot oil system relief valve:

Torque for relief valve ... 30 ± 5 N·m (22 ± 4 lb ft)

Relief valve setting ... 3000 to 3200 kPa (435 to 465 psi)

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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

Steering Pump
206B & 212B (8U6840)
SMCS - 4351-010; 4351-017

Rotation is clockwise when seen from drive end.

Type of pump: Gear pump with flow divider

Output:

Minimum ... 16 liter/min (4.2 U.S. gpm)

With pump at ... 1000 rpm

Maximum ... 32 liter/min (8.5 U.S. gpm)

With pump at ... 2000 rpm

(1) Flow divider valve limits pump output to ... 19 to 24 liter/min (5 to 6.3 U.S. gpm)

(2) Torque for bolt ... 50 to 60 N·m (37 to 44 lb ft)

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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

SENR43460011

Metering Pump (Steering)

SMCS - 4312-010; 4312-017

Remove And Install Metering Pump (Steering)

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

2. Mark and disconnect four hydraulic lines (1) from metering pump (2).
3. From inside of the cab, at the base of the steering column, remove four bolts (3) while supporting
the metering pump from underneath the cab.

4. Slide the metering pump off the splined shaft of the steering column.

NOTE: Install the metering pump in the reverse order of the removal.

Disassemble And Assemble Metering Pump (Steering)

Start By:

a. remove metering pump (steering)

NOTE: The placement of alignment marks on the exterior and interior of the metering pump is
critical to reassembly. The pump may not assemble and will not function if it is not in proper
alignment during reassembly.

1. Place alignment marks on all portions of the pump which will be separated.

2. Remove seven bolts (1) and remove cover (2).

3. Remove washer (3) and spacer (4) located under washer (3). Remove O-ring seal (5).
4. Place alignment marks on rotor assembly (7).

5. Remove rotor assembly (7). Remove O-ring (6) located under rotor assembly.

6. Place alignment marks on shaft assembly (8) and washer (9).

7. Remove shaft assembly (8) and remove the pin located in the shaft assembly. Remove washer (9)
and O-ring from under washer (9).

8. Remove bushing and spring assembly (10) as a unit.

9. Remove clutch (11) from the bottom of the bore of the housing (13).
10. While holding housing (13) and flange (12) together, turn the assembly over.

11. Remove flange assembly (14) from housing (13).

12. Remove housing (15) from flange (14).

NOTE: The following steps are required for the disassembly of the bushing and spring assembly (10).

a. Remove bushing (17) and spring support (18) from housing bushing (16).

b. Remove two inner springs and two outer springs (19) from the spring support (18).
13. Remove bearing (20), and washer, located under the bearing. Remove O-ring seal (21) from
flange.

14. Remove seal (22), O-ring seal (23), gasket (24) and O-ring seal (25).

15. Remove spring (26) and valve (27).

16. Remove guide (32), spring (31), washer (30), disc (29) and valve (28).

17. Remove valve (34) from housing (13). Remove O-ring (33) from valve (34).

18. Remove plug (39), piston assembly (37). Remove two O-rings (36) and (38) from piston assembly
(37). Remove second piston assembly (35) from housing (13).

19. Remove valve (40) and filter (41) from housing (13).
20. Remove plug (42) from housing (13). Remove O-ring from plug (42).

21. Remove O-ring (43) from plug (42). Remove spring (44), washer (45), disc (46) and valve (47)
from housing (13).

NOTE: The following steps are necessary for assembly.

NOTE: The metering pump is assembled in the reverse order as disassembly. It is absolutely
necessary however, that both the internal and external alignment marks placed on the metering pump
during disassembly be in alignment during assembly. The metering pump will not operate properly
unless all portions of the pump are in alignment. If any internal or external parts which were
previously marked were replaced, mark the new parts in the exact place as the old prior to any
assembly.

NOTICE

Be sure all parts of the steering control unit are clean and free of dirt
and debris. Do not use a cloth or paper towel to dry parts. Lint or
other material can get into the hydraulic system and cause damage to
the components. Replace any parts that have scratches or burrs that
could result in leakage. Check the condition of all O-ring seals. If the
seals are damaged or worn, use new parts for replacement.
22. Assemble plug (42) and install it in housing (13).

23. Install valve (41) and filter (40) in their respective threaded holes.
24. Assemble and install both piston assemblies (35) and (36) through (39).

25. Assemble and install valve assembly (34) into housing (13).

26. Assemble and install valve assembly (28) through (32) into housing (13).

27. Assemble and install valve assembly (26) and (27) in housing (13).
28. Assembled face of the metering pump.

29. Install seals and O-rings (22) through (25) into flange (14).

30. Install bearing (20), and washer located under bearing and install O-ring seal (21) into flange.

31. The following steps are required to assemble the bushing and spring assembly.

a. Install two shims and two springs (19) into the spring support (18).

NOTE: The positioning of the shims and springs are important to the functioning of the pump. The
two shims must be installed top and bottom with the two springs between the shims. Note that the two
springs are installed face to face.
b. Install spring support (18) into bushing (17) and both into housing bushing (16). Be sure that the
notches in spring support (18) engage bushing (17). Install the assembled unit (16) through (18) into
housing (13). Be sure that the notches on the bottom of bushing (17) engage the clutch.

32. Install housing (15) into flange (14).

33. Carefully install the assembled flange (14) onto housing (13).

34. Holding assembled flange (14) and housing (13), rotate both 180 degrees. Insure that spring (26)
remains in position while turning. Note the alignment marks on the outside of the flange and the
housing. They must be in alignment.

35. Instal clutch (11) into the bottom of the bore of housing (13). Be sure that clutch (11) is engaged
into housing (15) on one end and bushing (17) on the other end.
36. Install the assembled bushing and spring assembly (10) into housing (13). Insure that spring and
shim support assembly remain assembled. Be sure that the notches on the bottom of bushing (17)
engage the clutch. Install the O-ring.

37. Install plate (9) onto housing (13). Note the alignment marks on the outside of the plate and the
housing. They must be in alignment.

38. Install the pin into shaft assembly (8) and install shaft assembly (8) into housing (13). Note the
alignment marks on the inside of the plate and on the shaft. They must be in alignment. Insure that the
pin on the shaft engages into the top portion of spring support.
 NOTICE

Prior to completion of assembly, the steering control unit must be

timed. The required timing is the relationship between the pin at the
bottom of shaft (8) the inner portion of the rotor assembly (7) and the
outer portion of the rotor assembly (7). One end of the pin (P) must be
pointed toward the greatest opening or star valley between the inner
rotor and the outer rotor, while the other side of the pin will point to
the area of least clearance. Since the pin cannot be seen after shaft (8)
has been installed, it will be necessary to place a mark on the gear end
of the shaft to know the alignment of the pin. Be sure the alignment
marks on the exterior of the metering pump are in alignment. If all
internal and external alignment marks are in alignment after assembly
the timing will be correct.

39. Install O-ring (6) and install the rotor assembly (7) and note the alignment mark on both the inside
and the outside surfaces.
40. Install O-ring (5), spacer (4) and washer (3).

41. Install cover (2). Note the alignment marks on the cover and the housing.

NOTICE

The bolts that hold the cover must be clean and dry when they are
installed.

42. Install the seven bolts that hold the cover to the pump assembly. Tighten the bolts as follows:
a. Tighten the bolts in number sequence to a torque of 14.1 ± 2.8 N·m (125 ± 25 lb in).

b. Tighten the bolts in number sequence to a final torque of 28.2 ± 2.8 N·m (250 ± 25 lb in).

End By:

a. install metering pump (steering)

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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

SENR43460022

Auxiliary Hydraulic Pump

SMCS - 5073-010

Remove and Install Auxiliary Hydraulic Pump

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Drain the oil from the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal).

2. Identify, disconnect and plug two hoses (3). Remove four bolts (1) and pump (2).
3. Identify, disconnect and plug three hoses (4). Remove four bolts (5) and auxiliary Pump (6).

NOTE: Install in reverse order.

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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

SENR43460023

Main Hydraulic Control Pump

SMCS - 5070-010; 5070-015; 5070-016

Remove And Install Main Hydraulic Control Pump

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

Start By:

a. remove hydraulic tank

b. remove auxiliary pump

1. Identify, remove and plug three lines (1) from hydraulic pump (2). Identify, remove and plug two
lines (3).

2. Attach a lifting devise as shown. Remove twelve bolts (4) and remove pump (2). Weight of pump
is 113 kg (250 lb)

3. Remove twelve bolts (5) and coupler group (6) from flywheel (7).
4. Remove coupler (8) from hydraulic pump (2).

NOTE: Install in reverse order.

End By:

a. install hydraulic tank

b. install auxiliary pump

Disassemble Main Hydraulic Control Pump

Start By:

a. remove main hydraulic control pump

1. Remove four bolts (1) and remove flange (2).

NOTE: Flange (2) will be present on main hydraulic pumps that do not have an additional pump
attached to the back of the auxiliary pump. If additional pumps are attached, see Remove Auxiliary
Pump in the publication.
2. Remove four bolts (3) and remove auxiliary pump (4).

3. Remove four bolts (5) and remove valve assembly (6).

4. Place alignment marks on the pump body prior to separation of the pump. Remove cover (7), two
gears (8). Note the placement of the gears in the pump. Remove cover (10) from housing (9).

NOTE: Use caution if the auxiliary pump is disassembled. As of the writing of this book, certain
components of the auxiliary pump are non serviceable.

5. Disassemble valve assembly (6).

6. Remove nut and screw (17). Remove plug with O-ring seal (16). Remove piston (15). Remove
spring (14), piston (13) and sleeve (11) with O-ring (12).

7. Remove peg and plug (23). Remove plug and O-ring (22). Remove washer (21), spring (20) and
cone (19). Remove sleeve and O-ring seals (18).

NOTE: Use caution if the valve is disassembled. As of the writing of this book, certain metal
components of the valve are non serviceable. All of the seals and O-rings are serviceable.

8. Remove plug and O-ring (24), peg (25), piston (26), spring (27) and plug and O-ring (28).

9. Remove regulator assembly (29) as a unit from the main pump.

10. Remove set screw and cap (36). Remove cap and O-ring (35), remove spring seat (34) spring (33)
and spring seat (32). Remove piston (31) and remove bushing and O-rings (30), from the housing.

11. Remove four bolts (37) and remove regulator housing group (38).

12. Remove set screw and cap (39), remove plug and O-ring (40), remove spring retainer (41), two
springs (42) and (43) and remove piston (44) from the regulator housing group.

13. Remove plug assembly with O-ring (47). Remove pin (46) and bushing (45).
14. Remove bushing assembly (49) and remove guide group (48).

15. If necessary remove pins (51) and (53). Remove lever (50) and remove pin (52) from bushing
(49).

16. Remove four O-rings (54), remove two bolts, remove cover (56) and remove three O-rings (55).

17. If necessary, remove remaining fittings and plugs from housing.

18. Remove control arm (58) if it was not removed earlier as part of guide group (48).
19. Remove eight bolts (59) and remove control housing (60) from pump. It is not necessary to place
alignment marks on the control housing. It can only be assembled in one way.

20. Remove coupling (61) from the end of the shaft. Note the inlet and outlet openings on valve plate
(62). Note locating hole on the underside of the control housing. During assembly, it is necessary for
the hole in the valve plate to locate in the pin on the control housing.

21. Remove bearing (63) from shaft.

22. Remove bearing race and shims (64) and remove bushings (66). Remove pin (65) if necessary.
23. Remove pins and caps (67).

24. Remove rotary group assembly with shaft (68) as a unit and set it aside.

25. Remove shell (69) from pump housing (70).

26. Remove spacer ring (71) located under shell (69).

27. Remove six bolts (72) and remove pump housing (73) from housing (74).

28. Remove bearing and bearing race (75) from shell (69).

29. Remove retaining ring (76) and remove seal (77) from pump housing (73).

30. Remove ring (78) from end of shaft.

31. Remove barrel (79) from pistons (81) and shaft (80).

32. Remove three roller needles (82) and ball (83) from shaft (80).

33. Remove piston assembly (81) from shaft (80).

34. Remove four bolts (84) and two locating blocks (85). Place identification marks and remove the
shims located under each locating block.

NOTE: Keep shims in original position.

35. Remove piston assembly (81) and plate as a unit from the cradle.
36. Turn piston assembly (81) over and remove disc (86).

37. Identify each of the rods (87), (88) and (89) in relation to the cradle (90).

38. Place shaft (80) in a press and remove bearing (91) and busing (92).

39. Install a C clamp and depress the spring and remove retaining ring (93).
40. Slowly remove the C clamp and remove seat (95) and spring (94) from control housing (60).

41. Disassemble barrel (96) only if necessary.

Barrel (96) contains a spring under tension. Place the barrel in a press
and compress the washer and spring prior to removal of the retaining
ring. After the ring is removed slowly release spring pressure.

Assemble Main Hydraulic Control Pump

1. Be sure all parts of the main pump are thoroughly clean and free of dirt and debris prior to
assembly.

2. Place barrel assembly (96) in a press and assembly if it was disassembled.

 Barrel (96) contains a spring under tension. Place the barrel in a press
and compress the washer and spring. Do not attempt to assemble the
barrel assembly without a press.

3. Install spring (94) a seat (95) into control housing (60).

4. Install a C clamp and depress spring (94). Install retaining ring (93).

5. Heat bearing (91) to a temperature of 135°C (275°F) and install on shaft (80). Install bushing (92)
on shaft after bearing has been installed.
6. Install rods (87), (88) and (89) into cradle (90). Note the identification marks that were placed on
the rods and cradle during disassembly to insure the correctness of the configuration.

7. Assemble pistons (81) into disc (86).

8. Install rear locating block (85) and secure with two bolts (84). Insure that any shims removed
earlier are replaced.

9. Install piston assembly (81) with disc (86) onto cradle (90) and secure with front locating block
(85) and two bolts (84). Insure that any shims removed earlier are replaced.

10. Check the clearance between disc (86) and locating block (85). Clearance should be .03 mm
to .05 mm (.0011 in to .0019 in). Install other locating block and shims (85) and recheck clearance.
11. Install shaft assembly (80) through piston assembly (81). Install ball (83) and three roller needles
(82) on the shaft.

12. Install bearing race (75) into shell (69) if it was removed earlier.

13. Carefully remove the shaft assembly from the piston assembly. Place the shaft assembly the shell
(69). Insure that movement of the shaft is smooth and straight.
14. Place cylinder barrel (79) on wood blocks. The wood blocks will allow for the assembly of the
pistons into the cylinder barrel and allow the three rods (87), (88) and (89) to hang freely.

15. Carefully turn the shaft assembly (80) and the piston assembly (81) over and insert each of the
pistons into the cylinder barrel (79).

16. Carefully lower ball (83) and piston assembly (81) until ball (83) rests on pins (82).

17. Insure that the splines of shaft assembly (80) align with the splines of cylinder barrel (79). It may
be necessary to pull the shaft out and reinsert it to insure proper alignment.

18. Carefully turn shaft assembly (80) and cylinder barrel (79) over and install ring (78) on end of
shaft.

19. Heat bearing (63) to a temperature of 135°C (275°F) and install on shaft.
20. Raise barrel assembly (79) and place shell (69) under the cradle.

NOTE: After all parts of the rotary group have been assembled, it may be desirable to repeat step 9
and recheck clearance.

21. Install bearing Race and shims (64) and bushings (66) into control housing. Install pin (65) if it
was removed into control housing.

22. Install valve plate (62) onto control housing. Note the configuration of the plate and the position
of the locating pin.

23. Install coupling (61) on the end of the shaft assembly.

24. Install rotating group with shaft (68) into the control housing (60).

25. Assemble control arm (58).

26. Install control arm (58) into piston.

27. Install all necessary O-rings into control housing (60).

28. Install seal (77) and install retaining ring (76) into pump housing (73).

29. Apply a bead of 8T9015 Form A Gasket to the top of housing (73). Align pump housing (73)
with housing (72) using the alignment marks placed on the housings during disassembly and secure
both together by installing six bolts (72).

30. Install spacer ring (71). The spacer ring can be placed in the pump housing by using a small
amount of grease on the back of the spacer plate. It can also be installed by placing on top of the shell
(69). Note the placement of the locating pin.

31. Grasp the shaft of the rotating group and turn several times. Insure that the shaft and internal
components move freely and do not bind.
32. Apply a bead 8T9015 Form A Gasket to the bottom of control housing (60). Align housing (72)
with control housing (60) using the alignment marks placed on them during disassembly.

33. Install pump housing assembly (73) on rotating group. Install four of the eight bolts that hold the
control housing to the pump housing.

34. Fasten the main pump to a hoist and turn the pump over. Install the four remaining bolts (59).
Insure that the six bolts (72) and the eight bolts (59) are secure.

35. Install two pins and caps if they were removed. See Systems Operation Test and Adjust Manuals
SENR4328 and SENR4329 for proper setting.

36. Install four O-rings (54) and (55). Install cover (56) and secure with two bolts (57).
37. Install pin (52), install lever (50) using pins (51) and (53) into bushing (49).

38. Install guide (48) and install bushing assembly.

39. Install bushing (45), pin (46). Install O-ring on plug and install plug (47).

40. Install piston (44), install two springs (43) and (42). Install spring retainer (41) and install O-ring
and plug (40). Install set screw and cap (39). See Systems Operation Test And Adjust Manuals
SENR4328 and SENR4329 for the proper setting of set screw (39).
41. Install regulator housing (38) and secure with four bolts (37).

42. Install O-rings and bushing (30). Install piston (31). Install spring seat (32), spring (33) and other
spring seat (34). Install cap and O-ring (35). Install set screw and cap (36). See Systems Operation
Test And Adjust Manuals SENR4328 and SENR4329 for the proper setting of set screw (36).

43. Install regulator assembly (29) as a unit onto the main pump.

44. Install O-ring and plug (28), spring (27), piston (26), peg (25) and O-ring and plug (24) into valve.

NOTE: Use caution if the valve is disassembled. As of the writing of this book, certain metal
components of the valve are non serviceable. All of the seals and O-rings are serviceable.
45. Install O-ring seals and sleeve (18). Install cone (19), spring (20) and washer (21). Install O-ring
and plug (22). Install plug and peg (23) into valve.

46. Install O-ring (12) on sleeve (11). Install sleeve (11), piston (13) and spring (14). Install piston
(15). Install O-ring seal on plug (16). Install nut and screw (17). See Systems Operation Test And
Adjust Manuals SENR4328 and SENR4329 for the proper setting of set screw (17).

47. Check valve (6) to insure that all portions of assembly are complete.

48. Install two gears (8) into housing (9). Note the configuration of the gears for proper installation.
Note the condition of the O-ring seals in each of the covers. If necessary, replace. Install cover (7)
based on the alignments placed on the pump at disassembly. Install cover (10) based on alignment
marks placed on the pump at disassembly.
49. Upon completion of assembly of the auxiliary pump, rotate the shaft several times to insure that it
does not bind.

50. Install valve assembly (6) and secure using four bolts (5).

51. Install auxiliary pump (4) and secure with four bolts (3).

52. Install flange (2) and secure with four bolts (1).

End By:

a. install main hydraulic control pump

Copyright 1993 - 2023 Caterpillar Inc. Fri Jul 7 09:14:10 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

SENR43460040

Brake Pump
SMCS - 4268-010; 4268-017

Remove And Install Brake Pump

1. Identify, disconnect and plug two hydraulic lines (3).

2. Remove two bolts and lock washers (1) and remove pump (2).

NOTE: Install in reverse order.

Disassemble And Assemble Brake Pump

Start By:
a. remove brake pump

1. Remove nut (1).

2. Install tooling (A) and remove gear (2) from shaft of pump.

3. Remove adapter (3).

4. Remove woodruff key (5) and O-ring seal (4).

5. Place alignment marks on the pump at all points of separation prior to disassembly of the pump
body.
6. Remove two fittings (6). Remove four bolts (7) and back cover (8).

7. Remove two retaining rings (9). Remove two retaining rings (10). Remove O-ring (11) and gasket
(12).

8. Remove plate (13) from housing.

9. Remove housing (14), gasket and O-ring below housing.

10. Remove seal bearing (15).

11. Place identification marks on the two gear and remove both gears (16).

12. Remove remaining seal bearing (17)

NOTE: Install in reverse order.

End By:

a. install brake pump

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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

SENR43460041

Steering Pump
SMCS - 4306-010

Remove And Install Steering Pump

1. Drain the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal).

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

2. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

3. Disconnect oil lines (3) and (4).

4. Remove four bolts (2) and remove the steering pump.

NOTE: Install the steering pump in the reverse order of the removal.

Copyright 1993 - 2023 Caterpillar Inc. Fri Jul 7 09:14:26 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

SENR43460048

Swivel-Electrical
SMCS - 4306-010

Remove And Install Swivel-Electrical

1. Remove two bolts (1) and cover (2).

2. Remove two wires (3) from brush assemblies (4).

3. Remove the two nuts and the brush assemblies (4).

4. Disconnect two wires (6).

5. Remove three cap screws and ring assemblies (5).

6. Remove wire (9).

7. Remove two bolts from under the plate.

8. Loosen nut (8) and remove two wires (7).

NOTE: Inspect parts for wear or damage and replace if required.

NOTE: Install in reverse order.

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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

SENR43460049

Swivel-Hydraulic
SMCS - 5060-010; 5060-017

Remove And Install Swivel-Hydraulic

NOTE: If only seal replacement is required in the swivel, perform steps 1, 2, 3, 4, 5A and 6A. This
will allow fast removal and disassembly for seal replacement only.

1. Drain the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal).

2. Identify, remove and plug two hydraulic lines (1) and identify, remove and plug three other
hydraulic lines (2). Hydraulic lines (1) may not be present in all models.
3. Identify, remove and plug seven hydraulic lines (3).

4. Disconnect electrical connection (4). Identify, remove and plug three hydraulic lines (5).

5. Remove belly plate covering the bottom of the swivel unit.

6. Identify, remove and plug fourteen hydraulic lines (6) from the bottom of the swivel. Disconnect
one electrical wire (7).

7. Loosen all six of the hydraulic hose connectors (6A) on the lower collar of the swivel. It is not
necessary to remove any of the connectors. Loosen all six of the hydraulic fittings (6B) which connect
the hydraulic hose to the swivel. Loosen the fittings far enough so that they release from the swivel
distributor however remain attached to the swivel collar. See Disassembly and Assembly of the
Hydraulic Swivel in this publication for the exact procedure to replace the seals.
8. Attach tooling (A) and remove three bolts (9). Remove swivel (8). The weight of the swivel is 63
kg (140 lb).

9. Attach tooling (A) and slowly raise and remove the upper portion of the swivel. The lower portion
of the swivel will remain bolted to the frame. The weight of the upper portion of the swivel is 56.7 kg
(125 lb). This alternate procedure is desirable when seal replacement is the only reason for removal of
the swivel.

NOTE: The following steps are for the installation of the swivel.

10. Position swivel (8) in excavator and install three bolts (9).

11. Remove plugs and connect fourteen hydraulic hoses (6) to the bottom of the swivel. Connect one
electrical wire (7) on the bottom of the swivel.

12. Remove plugs and connect three hydraulic lines (5) on top of the swivel. Connect one electrical
connection (4).

13. Remove plugs and connect seven hydraulic lines (3) on top of the swivel.

14. Remove plugs and connect five hydraulic lines (1) and (2).

15. Fill the hydraulic tank. Check the Operation and Maintenance Manual for proper fluid level. The
hydraulic tank capacity is 125 liters (33 Gal).

16. Start engine and check swivel for hydraulic oil leaks.

17. Install bottom belly plate on undercarriage.

Disassemble And Assemble Swivel-Hydraulic

Start By:

a. remove swivel
NOTE: The following photos and text is TYPICAL and is not meant as an exact illustration for the
disassembly of the 206 or 212 Swivel. However, the same procedures do apply.

1. Remove two hydraulic fittings (1) and (3) from cover (2).

2. Remove four bolts (4) and remove cover (2).

3. Remove two bolts (8) and remove cover (7).

4. Remove two bolts (5) and bracket (6). Remove three bolts and cover (9).

5. Remove small swivel housing (12) from rotor (11).

6. Remove four set screws (10) and rotor (11).

7. Attach tooling (A) to housing (13) and carefully separate housing (13) from rotor (14).

8. Remove seal ring (15), five washer seals (16) and one ring (17) from swivel housing (13).

9. From small swivel housing (12) remove wiper (18), seal (19), flat rubber seal (20), ring (21), seal
(22) and wiper (23).
NOTE: The following steps are to assemble the swivel.

10. In the small swivel housing (12), install wiper (23), seal (22), ring (21), flat rubber seal (20), seal
(19) and wiper (18).

11. In swivel housing (13), install ring (17), five washer seals (16) and ring (15).

12. With tooling (A) slide housing (13) over rotor (14).

13. Install cover (9) with three bolts. Install rotor (11), small swivel (12) and secure with four set
screws (10).

14. Install cover (7) with two bolts (8).

15. Install bracket (6) with two bolts (5).

16. Install cover (2) with four bolts (4).

17. Install hydraulic fittings (3) and (1).

End By:

a. install swivel

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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 EXCAVATOR VEHICLE SYSTEMS
Media Number -SENR4346-01 Publication Date -01/11/2004 Date Updated -15/08/2005

SENR43460054

Hydraulic Rotary Joint

SMCS - 5060-010; 5060-017

Remove And Install Hydraulic Rotary Joint

1. Remove the access cover. Disconnect and plug seven hydraulic lines (1).

2. Disconnect and plug seven hydraulic lines (2). Loosen bolts (3) and remove three bolts (4).
3. Install tool (A) and attach to a hoist. Remove rotary joint (5).

NOTE: Install in reverse order.

Disassemble And Assemble Hydraulic Rotary Joint

Start By:

a. remove hydraulic rotary joint

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.

1. Remove two hydraulic fittings (1) and (3).

2. Remove four bolts (4) and remove cover (2).

3. Remove two bolts (8) and remove cover (7).

4. Remove two bolts (5) and bracket (6). Remove the three bolts and cover (9).

5. Remove small rotary joint housing (12).

6. Remove four set screws (10) and rotor (11).

7. Attach tooling (A) to housing (13) and carefully separate housing (13) from rotor (14).
8. Remove seal ring (15), five washer seals (16) and one ring (17) from rotary joint housing (13).

9. From small rotary joint housing (12), remove wiper (18), seal (19), flat rubber seal (20), ring (21),
seal (22) and wiper (23).

NOTE: The following steps are to assemble the rotary joint.

10. In small rotary joint housing (12), install wiper (23), seal (22), ring (21), flat rubber seal (20), seal
(19) and wiper (18).

11. In rotary joint housing (13), install ring (17), five washer seals (16) and ring (15).

12. With tooling (A) slide housing (13) over rotor (14).

13. Install cover (9) with three bolts. Install rotor (11), small rotary joint (12) and secure with four set
screws (10).

14. Install cover (7) with two bolts (8).

15. Install bracket (6) with two bolts (5).

16. Install cover (2) with four bolts (4).

17. Install hydraulic fittings (3) and (1).

End By:

a. install hydraulic rotary joint

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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

3114 ENGINE SUPPLEMENT FOR 205B, 211B, 206B FT, & 212B FT EX
Media Number -SENR4343-00 Publication Date -01/05/1991 Date Updated -11/10/2001

Engine & Hydraulic Oil Pump

SMCS - 1000; 5070-010; 5070-029

Remove & Install Engine & Hydraulic Oil Pump

Start By:

a. remove hydraulic oil tank

NOTE: The counterweight, engine hood, and fire wall were removed for photographic purposes.

At operating temperature, the engine cooling system is hot and under

pressure. Steam can cause personal injury. Check the coolant level only
after the engine has been stopped and the fill cap on the radiator is cool
enough to touch with your bare hand. Remove the fill cap slowly to
relieve pressure. Cooling system conditioner contains alkali. Avoid
contact with skin and eyes to prevent personal injury.

1. Drain the coolant from the radiator. The capacity of the cooling system is 30 liters (7.8 U.S. Gal).
2. Disconnect air lines (2) and (4).

3. Disconnect sender (3) from air cleaner (1).

4. Remove four bolts and washers (5), and remove air cleaner (1).

5. Mark for identification and location purposes, and disconnect five wires (6) from starter (7), along
with two ground wires to the frame located underneath the starter (7).

6. Disconnect two heater hoses (8) leading to the water pump.

7. Disconnect the upper and lower radiator hoses (9).

8. Mark for identification and location purposes, and disconnect wires (10) from alternator (12).
Disconnect one electrical connector (13).

9. Disconnect one wire leading to sensor (11).

10. Remove ten bolts and washers (15), and remove guard assembly (14).

11. Remove six bolts and washers, and remove fan assembly (16).

12. Disconnect governor control cable (17).

13. Disconnect two fuel lines (18).

14. Disconnect one hose (19).

15. Mark for identification and location purposes, and disconnect two wiring harness leads (20).

16. Disconnect one electrical connector (21).

17. Support the engine and hydraulic pump (22) with a hoist and chains as shown. Remove four bolts
(23) from the engine mounts, and remove the engine and hydraulic pump (22) as a unit. The weight of
the engine and hydraulic pump (22) is 680 kg (1500 lb).

NOTE: The following steps are for the installation of the engine and hydraulic pump.

18. Position the engine and hydraulic pump (22) into the frame, and secure with four bolts and
washers (23).

19. Connect one electrical connector (21) and two leads off of wiring harness (20).

20. Connect one hose (19) and two fuel line hoses (18).

21. Connect governor control cable (17).

22. Position fan assembly (16), and secure with six bolts and washers.

23. Position guard assemblies (14), and secure with six ten bolts and washers (15).

24. Connect one lead (11) to sensor.

25. Connect one electrical connector (13).

26. Connect all wires (10) from the wiring harness to their original position on alternator (12).

27. Position and connect two heater hoses (8).

28. Connect the upper and lower radiator hoses (9).

29. Place in their original positions, and connect wires (6) to starter (7).

30. Position air cleaner (1), and secure with four bolts and washers (5).

31. Connect air lines (2) and (4). Connect sender (3) to air cleaner (1).

32. Add coolant to the radiator. See the topic "Lubricant Viscosities & Refill Capacities" in the
Operation & Maintenance Manual for the proper fluid amount and refill procedures.

End By:

a. install hydraulic oil tank

Separate & Connect Engine & Hydraulic Oil Pump

Start By:

a. remove engine and hydraulic oil pump

1. Position hydraulic pump (1) and engine (3) on Tooling (A) as shown.

2. Fasten a nylon strap to the hydraulic pump (1), and support with a hoist as shown.

3. Remove twelve bolts (2), and carefully separate the hydraulic pump (1) from engine (3).

NOTE: For the connection of the hydraulic pump and the engine, reverse steps 1 through 3.

End By:

a. install engine and hydraulic oil pump

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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

SENR43460011

Metering Pump (Steering)

SMCS - 4312-010; 4312-017

Remove And Install Metering Pump (Steering)

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Release the pressure in the hydraulic system by slowly loosening the breather filter cap.

2. Mark and disconnect four hydraulic lines (1) from metering pump (2).
3. From inside of the cab, at the base of the steering column, remove four bolts (3) while supporting
the metering pump from underneath the cab.

4. Slide the metering pump off the splined shaft of the steering column.

NOTE: Install the metering pump in the reverse order of the removal.

Disassemble And Assemble Metering Pump (Steering)

Start By:

a. remove metering pump (steering)

NOTE: The placement of alignment marks on the exterior and interior of the metering pump is
critical to reassembly. The pump may not assemble and will not function if it is not in proper
alignment during reassembly.

1. Place alignment marks on all portions of the pump which will be separated.

2. Remove seven bolts (1) and remove cover (2).

3. Remove washer (3) and spacer (4) located under washer (3). Remove O-ring seal (5).
4. Place alignment marks on rotor assembly (7).

5. Remove rotor assembly (7). Remove O-ring (6) located under rotor assembly.

6. Place alignment marks on shaft assembly (8) and washer (9).

7. Remove shaft assembly (8) and remove the pin located in the shaft assembly. Remove washer (9)
and O-ring from under washer (9).

8. Remove bushing and spring assembly (10) as a unit.

9. Remove clutch (11) from the bottom of the bore of the housing (13).
10. While holding housing (13) and flange (12) together, turn the assembly over.

11. Remove flange assembly (14) from housing (13).

12. Remove housing (15) from flange (14).

NOTE: The following steps are required for the disassembly of the bushing and spring assembly (10).

a. Remove bushing (17) and spring support (18) from housing bushing (16).

b. Remove two inner springs and two outer springs (19) from the spring support (18).
13. Remove bearing (20), and washer, located under the bearing. Remove O-ring seal (21) from
flange.

14. Remove seal (22), O-ring seal (23), gasket (24) and O-ring seal (25).

15. Remove spring (26) and valve (27).

16. Remove guide (32), spring (31), washer (30), disc (29) and valve (28).

17. Remove valve (34) from housing (13). Remove O-ring (33) from valve (34).

18. Remove plug (39), piston assembly (37). Remove two O-rings (36) and (38) from piston assembly
(37). Remove second piston assembly (35) from housing (13).

19. Remove valve (40) and filter (41) from housing (13).
20. Remove plug (42) from housing (13). Remove O-ring from plug (42).

21. Remove O-ring (43) from plug (42). Remove spring (44), washer (45), disc (46) and valve (47)
from housing (13).

NOTE: The following steps are necessary for assembly.

NOTE: The metering pump is assembled in the reverse order as disassembly. It is absolutely
necessary however, that both the internal and external alignment marks placed on the metering pump
during disassembly be in alignment during assembly. The metering pump will not operate properly
unless all portions of the pump are in alignment. If any internal or external parts which were
previously marked were replaced, mark the new parts in the exact place as the old prior to any
assembly.

NOTICE

Be sure all parts of the steering control unit are clean and free of dirt
and debris. Do not use a cloth or paper towel to dry parts. Lint or
other material can get into the hydraulic system and cause damage to
the components. Replace any parts that have scratches or burrs that
could result in leakage. Check the condition of all O-ring seals. If the
seals are damaged or worn, use new parts for replacement.
22. Assemble plug (42) and install it in housing (13).

23. Install valve (41) and filter (40) in their respective threaded holes.
24. Assemble and install both piston assemblies (35) and (36) through (39).

25. Assemble and install valve assembly (34) into housing (13).

26. Assemble and install valve assembly (28) through (32) into housing (13).

27. Assemble and install valve assembly (26) and (27) in housing (13).
28. Assembled face of the metering pump.

29. Install seals and O-rings (22) through (25) into flange (14).

30. Install bearing (20), and washer located under bearing and install O-ring seal (21) into flange.

31. The following steps are required to assemble the bushing and spring assembly.

a. Install two shims and two springs (19) into the spring support (18).

NOTE: The positioning of the shims and springs are important to the functioning of the pump. The
two shims must be installed top and bottom with the two springs between the shims. Note that the two
springs are installed face to face.
b. Install spring support (18) into bushing (17) and both into housing bushing (16). Be sure that the
notches in spring support (18) engage bushing (17). Install the assembled unit (16) through (18) into
housing (13). Be sure that the notches on the bottom of bushing (17) engage the clutch.

32. Install housing (15) into flange (14).

33. Carefully install the assembled flange (14) onto housing (13).

34. Holding assembled flange (14) and housing (13), rotate both 180 degrees. Insure that spring (26)
remains in position while turning. Note the alignment marks on the outside of the flange and the
housing. They must be in alignment.

35. Instal clutch (11) into the bottom of the bore of housing (13). Be sure that clutch (11) is engaged
into housing (15) on one end and bushing (17) on the other end.
36. Install the assembled bushing and spring assembly (10) into housing (13). Insure that spring and
shim support assembly remain assembled. Be sure that the notches on the bottom of bushing (17)
engage the clutch. Install the O-ring.

37. Install plate (9) onto housing (13). Note the alignment marks on the outside of the plate and the
housing. They must be in alignment.

38. Install the pin into shaft assembly (8) and install shaft assembly (8) into housing (13). Note the
alignment marks on the inside of the plate and on the shaft. They must be in alignment. Insure that the
pin on the shaft engages into the top portion of spring support.
 NOTICE

Prior to completion of assembly, the steering control unit must be

timed. The required timing is the relationship between the pin at the
bottom of shaft (8) the inner portion of the rotor assembly (7) and the
outer portion of the rotor assembly (7). One end of the pin (P) must be
pointed toward the greatest opening or star valley between the inner
rotor and the outer rotor, while the other side of the pin will point to
the area of least clearance. Since the pin cannot be seen after shaft (8)
has been installed, it will be necessary to place a mark on the gear end
of the shaft to know the alignment of the pin. Be sure the alignment
marks on the exterior of the metering pump are in alignment. If all
internal and external alignment marks are in alignment after assembly
the timing will be correct.

39. Install O-ring (6) and install the rotor assembly (7) and note the alignment mark on both the inside
and the outside surfaces.
40. Install O-ring (5), spacer (4) and washer (3).

41. Install cover (2). Note the alignment marks on the cover and the housing.

NOTICE

The bolts that hold the cover must be clean and dry when they are
installed.

42. Install the seven bolts that hold the cover to the pump assembly. Tighten the bolts as follows:
a. Tighten the bolts in number sequence to a torque of 14.1 ± 2.8 N·m (125 ± 25 lb in).

b. Tighten the bolts in number sequence to a final torque of 28.2 ± 2.8 N·m (250 ± 25 lb in).

End By:

a. install metering pump (steering)

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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

SENR43460052

Steering Knuckle And Bearings

SMCS - 4321-010

Remove And Install Steering Knuckle And Bearings

Start By:

a. remove front final drive (see 206 & 212 Disassembly And Assembly, Power Train, SENR4322)
1. Remove eight bolts (1) and two hydraulic lines (2).

2. Remove two bolts (3) and bracket (4).

3. Remove four bolts (5) and trunnion (6).

4. Attach tooling (A) and remove four bolts (7) and trunnion (8).

5. Remove knuckle (9).

6. Remove axle (10).

7. Remove seal (11).

8. Remove upper and lower cup bearings (12).

9. From trunnions (6) and (8), remove cone bearings (13).

NOTE: The following steps are for the installation of the steering knuckle and bearings.

10. Install cone bearings (13) onto trunnions (6) and (8).

11. Install new upper and lower cup bearings (12).

12. Install new seal (11).

13. Install axle (10).

14. Position knuckle (9) to axle housing and install bottom trunnion (8) with four bolts (7).

15. Remove tooling (A) and install trunnion (6) with four bolts (5).

NOTE: For proper bearing preload, see Specification Service Manual, and select appropriate shim
from the parts book.

16. Install bracket (4) with two bolts (3).

17. Connect two hydraulic lines (2) with eight bolts (1).

End By:

a. install front final drive (see 206 & 212 Disassembly And Assembly, Power Train, SENR4322)

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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

SENR43460048

Swivel-Electrical
SMCS - 4321-010

Remove And Install Swivel-Electrical

1. Remove two bolts (1) and cover (2).

2. Remove two wires (3) from brush assemblies (4).

3. Remove the two nuts and the brush assemblies (4).

4. Disconnect two wires (6).

5. Remove three cap screws and ring assemblies (5).

6. Remove wire (9).

7. Remove two bolts from under the plate.

8. Loosen nut (8) and remove two wires (7).

NOTE: Inspect parts for wear or damage and replace if required.

NOTE: Install in reverse order.

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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

SENR43460049

Swivel-Hydraulic
SMCS - 5060-010; 5060-017

Remove And Install Swivel-Hydraulic

NOTE: If only seal replacement is required in the swivel, perform steps 1, 2, 3, 4, 5A and 6A. This
will allow fast removal and disassembly for seal replacement only.

1. Drain the hydraulic tank. The hydraulic tank capacity is 125 liters (33 Gal).

2. Identify, remove and plug two hydraulic lines (1) and identify, remove and plug three other
hydraulic lines (2). Hydraulic lines (1) may not be present in all models.
3. Identify, remove and plug seven hydraulic lines (3).

4. Disconnect electrical connection (4). Identify, remove and plug three hydraulic lines (5).

5. Remove belly plate covering the bottom of the swivel unit.

6. Identify, remove and plug fourteen hydraulic lines (6) from the bottom of the swivel. Disconnect
one electrical wire (7).

7. Loosen all six of the hydraulic hose connectors (6A) on the lower collar of the swivel. It is not
necessary to remove any of the connectors. Loosen all six of the hydraulic fittings (6B) which connect
the hydraulic hose to the swivel. Loosen the fittings far enough so that they release from the swivel
distributor however remain attached to the swivel collar. See Disassembly and Assembly of the
Hydraulic Swivel in this publication for the exact procedure to replace the seals.
8. Attach tooling (A) and remove three bolts (9). Remove swivel (8). The weight of the swivel is 63
kg (140 lb).

9. Attach tooling (A) and slowly raise and remove the upper portion of the swivel. The lower portion
of the swivel will remain bolted to the frame. The weight of the upper portion of the swivel is 56.7 kg
(125 lb). This alternate procedure is desirable when seal replacement is the only reason for removal of
the swivel.

NOTE: The following steps are for the installation of the swivel.

10. Position swivel (8) in excavator and install three bolts (9).

11. Remove plugs and connect fourteen hydraulic hoses (6) to the bottom of the swivel. Connect one
electrical wire (7) on the bottom of the swivel.

12. Remove plugs and connect three hydraulic lines (5) on top of the swivel. Connect one electrical
connection (4).

13. Remove plugs and connect seven hydraulic lines (3) on top of the swivel.

14. Remove plugs and connect five hydraulic lines (1) and (2).

15. Fill the hydraulic tank. Check the Operation and Maintenance Manual for proper fluid level. The
hydraulic tank capacity is 125 liters (33 Gal).

16. Start engine and check swivel for hydraulic oil leaks.

17. Install bottom belly plate on undercarriage.

Disassemble And Assemble Swivel-Hydraulic

Start By:

a. remove swivel
NOTE: The following photos and text is TYPICAL and is not meant as an exact illustration for the
disassembly of the 206 or 212 Swivel. However, the same procedures do apply.

1. Remove two hydraulic fittings (1) and (3) from cover (2).

2. Remove four bolts (4) and remove cover (2).

3. Remove two bolts (8) and remove cover (7).

4. Remove two bolts (5) and bracket (6). Remove three bolts and cover (9).

5. Remove small swivel housing (12) from rotor (11).

6. Remove four set screws (10) and rotor (11).

7. Attach tooling (A) to housing (13) and carefully separate housing (13) from rotor (14).

8. Remove seal ring (15), five washer seals (16) and one ring (17) from swivel housing (13).

9. From small swivel housing (12) remove wiper (18), seal (19), flat rubber seal (20), ring (21), seal
(22) and wiper (23).
NOTE: The following steps are to assemble the swivel.

10. In the small swivel housing (12), install wiper (23), seal (22), ring (21), flat rubber seal (20), seal
(19) and wiper (18).

11. In swivel housing (13), install ring (17), five washer seals (16) and ring (15).

12. With tooling (A) slide housing (13) over rotor (14).

13. Install cover (9) with three bolts. Install rotor (11), small swivel (12) and secure with four set
screws (10).

14. Install cover (7) with two bolts (8).

15. Install bracket (6) with two bolts (5).

16. Install cover (2) with four bolts (4).

17. Install hydraulic fittings (3) and (1).

End By:

a. install swivel

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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 EXCAVATOR VEHICLE SYSTEMS
Media Number -SENR4346-01 Publication Date -01/11/2004 Date Updated -15/08/2005

SENR43460054

Hydraulic Rotary Joint

SMCS - 5060-010; 5060-017

Remove And Install Hydraulic Rotary Joint

1. Remove the access cover. Disconnect and plug seven hydraulic lines (1).

2. Disconnect and plug seven hydraulic lines (2). Loosen bolts (3) and remove three bolts (4).
3. Install tool (A) and attach to a hoist. Remove rotary joint (5).

NOTE: Install in reverse order.

Disassemble And Assemble Hydraulic Rotary Joint

Start By:

a. remove hydraulic rotary joint

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.

1. Remove two hydraulic fittings (1) and (3).

2. Remove four bolts (4) and remove cover (2).

3. Remove two bolts (8) and remove cover (7).

4. Remove two bolts (5) and bracket (6). Remove the three bolts and cover (9).

5. Remove small rotary joint housing (12).

6. Remove four set screws (10) and rotor (11).

7. Attach tooling (A) to housing (13) and carefully separate housing (13) from rotor (14).
8. Remove seal ring (15), five washer seals (16) and one ring (17) from rotary joint housing (13).

9. From small rotary joint housing (12), remove wiper (18), seal (19), flat rubber seal (20), ring (21),
seal (22) and wiper (23).

NOTE: The following steps are to assemble the rotary joint.

10. In small rotary joint housing (12), install wiper (23), seal (22), ring (21), flat rubber seal (20), seal
(19) and wiper (18).

11. In rotary joint housing (13), install ring (17), five washer seals (16) and ring (15).

12. With tooling (A) slide housing (13) over rotor (14).

13. Install cover (9) with three bolts. Install rotor (11), small rotary joint (12) and secure with four set
screws (10).

14. Install cover (7) with two bolts (8).

15. Install bracket (6) with two bolts (5).

16. Install cover (2) with four bolts (4).

17. Install hydraulic fittings (3) and (1).

End By:

a. install hydraulic rotary joint

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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

SENR43460016

Hydraulic Tank
SMCS - 5056-010

Remove And Install Hydraulic Tank

1. Drain the oil from the hydraulic tank. The hydraulic tank capacity is 125 liters (33 gal).

2. Remove engine hood.

3. Remove cover from side of machine.

4. Disconnect hose (3), disconnect three lines (2) and sensor (1).
5. Disconnect and remove three lines (5) from the hydraulic tank (4).

6. Disconnect three lines (6) from the hydraulic tank.

7. Remove four bolts (7), two brackets (8) and move supplemental steering pump out of the way.

8. Remove four bolts and two screws (11) and from fire wall assembly (10).
9. Remove four mounting bolts (12) from the hydraulic tank.

10. Remove four bolts (15). Disconnect three lines (14) and disconnect wiring harness (13).

11. Remove two bolts (16) and remove clip (17).

12. Remove four bolts and hose (18) from hydraulic tank. Install tooling (A) and a hoist as shown.
Remove hydraulic tank (5). Weight of the hydraulic tank is 136 kg (300 lb).

NOTE: Install in reverse order.

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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

SENR43460017

Hydraulic Tank Oil Filter

SMCS - 5068-010; 5068-017

Remove And Install Hydraulic Tank Oil Filter

1. Remove four nuts and washers (1) and remove cap (2).

2. Using downward force, turn the handle of filter housing (3) 90° counterclockwise. Remove filter
housing (3). Check O-ring seal (4) for damage and replace if necessary.

NOTE: Install in reverse order.

Disassemble And Assemble Hydraulic Oil Tank Filter
Start By:

a. remove hydraulic oil tank filter

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component file.

1. Remove handle (1) and three filters (2). Check the O-ring (2) and replace if necessary.

NOTE: Assemble in reverse order.

End By:

a. install hydraulic oil tank filter

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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

SENR43460018

Hydraulic Tank Return Valve

SMCS - 5076-010

Remove And Install Hydraulic Tank Return Valve

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Drain hydraulic tank. The hydraulic tank contains 125 liters (33 U.S. Gal).

2. Remove side panel attached to hydraulic tank.

3. Remove and plug three hydraulic lines (3) from valve manifold (1). Remove three other hydraulic
lines (2).

4. Remove and plug seven hydraulic lines (4) from valve manifold (1).

5. Remove and plug five hydraulic lines (6), and one tube (5) from the valve manifold.

6. Attach tooling (A) to the valve manifold as shown. Remove one hose (7). Remove four nuts (8) and
remove manifold (1).

NOTE: Install in reverse order

7. Refill hydraulic tank. Insure that tank is at proper level if any fluid was lost during draining.
Disassemble And Assemble Hydraulic Tank Return Valve
Start By:

a. remove hydraulic tank return valve

1. Remove hydraulic line (1).

NOTE: There is a slight amount of spring pressure under the half flanges (2). Remove the bolts
evenly and slowly.

2. Remove four bolts and two half flanges (2).

3. Remove flange (5), remove O-ring (4) and remove spring (3).
4. Remove bushing (8), O-ring (7) and piston (6).

NOTE: There is a slight amount of spring pressure under the filter (10). Remove the snap ring
slowly.

5. Remove snap ring (9) and remove ring (hidden), filter (10), spring (hidden) and pin (hidden).

6. Remove other fittings if necessary.

NOTE: Assemble in reverse order.

7. Use a press to compress the spring and filter (10) to allow easy installation of snap ring (9).

8. Install new O-rings as necessary.

End By:

a. install hydraulic tank return valve

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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

Steering Valve
206B & 212B (8U4688)
SMCS - 5076-010

(1) Torque for bolts ... 32 ± 3 N·m (24 ± 2 lb ft)

NOTE: Any oil leaks between cover (10) and rotor set (12 and 13), rotor set and cover disc (14),
cover disc and housing (16) cannot be stopped by tightening bolts (1) to a higher torque. Tighten bolts
(1) only to the specified torque.

(2) Shim for axial play of shaft:

Shim thicknesses ... 1.2 to 2.4 mm (.05 to .09 in)

in steps of ... 0.05 mm (.002 in)

(3) Axial play of shaft ... 0.03 ± 0.02 mm (.0010 ± .0008 in)

(4) Secondary pressure relief valve operating pressure setting ... 22 000 kPa (3200 psi)

(5) Primary pressure relief valve operating pressure setting ... 15 000 ± 500 kPa (2200 ± 100 psi)

Torque for valve ... 30 ± 3 N·m (22 ± 2 lb ft)

NOTE: At least once a year, filter cartridge (6) and pressure relief valve (5) must be removed and
cleaned of any dirt which may have accumulated. Use a new O-ring (8) when installing relief valve
(5).

(6) Torque for filter cartridge ... 12 ± 3 N·m (9 ± 2 lb ft)

(7) Shim for adjusting piston:

Shim thickness ... 1.8 to 2.45 mm (.070 to .096 in)

in steps of ... 0.050 mm (.002 in)

Steering Valve, Exploded View

(9) Setting of check valve in pressure line P ... 1200 kPa (175 psi)

(11) O-ring.

(15) Flange.

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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

SENR43460042

Creeper Valve
SMCS - 5325-010; 5325-017

Remove And Install Creeper Valve

1. Disconnect and plug two hydraulic lines (2).

2. Remove two bolts (3). Slide the valve away from hydraulic lines (2).

3. Unplug the valve from connection (1).

NOTE: Install in reverse order.

Disassemble And Assemble Creeper Valve

Start By:

a. remove creeper valve

1. Remove two bolts (1) and mounting bracket (2).

2. Remove four bolts (3) and block valve (4).

3. Remove nut (5), O-ring (6), and solenoid (7).

4. Remove four bolts (8). Remove O-ring (9) and flange (10).

5. Remove magnetic tube (11).

6. Remove O-ring (12), poppet (13), spring (14), spring seat (15) and piston (16).

7. Remove the four bolts and cover (17).

8. Remove tappet (18), spring (19), ring (20) and spring seat (21).

9. Inspect all parts for wear or damage. Replace if required.

NOTE: Install in reverse order.

End By:

a. install creeper valve

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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

SENR43460045

Travel Motor Purging Valve

SMCS - 5086-010; 5086-017

Remove And Install Travel Motor Purging Valve

1. Remove and plug three hoses (1), (2) and (3) to gain access to the valve.

2. Remove four bolts (4) and remove valve (5) from right hand side of travel motor.

NOTE: Install in reverse order.

Disassemble And Assemble Travel Motor Purging Valve

Start By:

a. remove travel motor purging valve

1. Remove plug (1), spring (2) washers (3) and spring seat (4) from valve body (5). Remove plug (7)
and spool (6) from other side of valve body.

2. Remove valve (8) from body (5).

3. Remove O-ring (9) and backup ring (10). Note the position of the two different O-rings. They must
be assembled in the same manner.

4. Remove four O-rings (11) from the back 0f valve (5).

NOTE: Assemble in reverse order

End By:

a. install travel motor purging valve

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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

SENR43460046

Travel Motor Pressure Regulator

SMCS - 5455-010

Remove And Install Travel Motor Pressure Regulator

1. Remove and plug one hydraulic line (1), remove four bolts (2) and remove pressure regulator (3).

NOTE: Install in reverse order

Disassemble And Assemble Travel Motor Pressure Regulator

Start By:

a. remove travel motor pressure regulator

1. Remove plug (1), spring (2), spring seat (3) and piston (5) from regulator body (5). Remove O-ring
from plug.

2. Remove plug (6) from regulator body (5).

3. Remove plug (10), spring (9), spring seat (8) and spool (7) from regulator body. Remove O-ring
from plug.

4. Remove screw (14), spring (13), piston (12) and valve (11) from regulator body (5). Remove O-
ring from valve.

5. Remove O-ring (15) and backup ring (16) from regulator body (5). Note the position of the two
different O-rings. They must be assembled in the same manner.
NOTE: Assemble in reverse order

End By:

a. install travel motor pressure regulator valve

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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

SENR43460047

High Pressure Cutoff Valve

SMCS - 3210-010; 3210-017

Remove And Install High Pressure Cutoff Valve

1. Remove four bolts (2) and remove high pressure cutoff valve (2).

NOTE: Install in reverse order.

Disassemble And Assemble High Pressure Cutoff Valve

Start by:
a. remove high pressure cutoff valve

1. Remove three O-rings (12) and two plugs (13) from valve body (11).

2. Remove cap and set screw (1), plug (2), ring (3), O-ring (4), spring cap (5), spring (6), spring cap
(7), ring (8), cartridge (9) and O-ring (10) from valve body (11).

3. Remove plug (14), ring (15), O-ring (16), three washers (17), spring (18), spring cap (19), O-ring
(20), cartridge (21) and O-ring (22) from valve body (11).

NOTE: Assemble in reverse order.

End By:

a. install high pressure cutoff valve

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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

SENR43460058

Swing Drive Motor Valve

SMCS - 5480-010; 5480-017

Remove And Install Swing Drive Motor Valve

1. Disconnect and plug five hydraulic lines (1). Remove six bolts (2).

2. Remove the valve.

NOTE: Install in reverse order.

Disassemble And Assemble Swing Drive Motor Valve

Start By:

a. remove swing drive motor valve

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.
1. Remove plug (1). Remove spring (2), retainer (3) and barrel (4).

2. Remove plug (5), seal (6), retainer (7), spring (8), retainer (9), ring (10), seal (11) and spool (12).

NOTE: For assembly, ring (10) goes into the valve, bevel side first.

3. Remove plug (13) and seal (14).

4. Check seals (15) for damage, replace if required.

NOTE: Repeat Steps 1 thru 4 for the opposite end of the valve.

NOTE: For assembly, tighten plug (1) to a torque of 220 N·m (160 lb ft). Tighten plug (5) to a torque
of 120 to 150 N·m (90 to 112 lb ft)

NOTE: Assemble in reverse order.

End By:

a. install swing drive motor valve

Fri Jul 7 09:16:35 UTC+0300 2023

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

Travel Motor Purging Valve

SMCS - 5086-010; 5086-017

Remove And Install Travel Motor Purging Valve

1. Remove and plug three hoses (1), (2) and (3) to gain access to the valve.

2. Remove four bolts (4) and remove valve (5) from right hand side of travel motor.

NOTE: Install in reverse order.

Disassemble And Assemble Travel Motor Purging Valve

Start By:
a. remove travel motor purging valve

1. Remove plug (1), spring (2) washers (3) and spring seat (4) from valve body (5). Remove plug (7)
and spool (6) from other side of valve body.

2. Remove valve (8) from body (5).

3. Remove O-ring (9) and backup ring (10). Note the position of the two different O-rings. They must
be assembled in the same manner.
4. Remove four O-rings (11) from the back of valve (5). Assemble in reverse order.

End By:

a. install travel motor purging valve

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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

Pedal Brake Valve (Service Brake

206B & 212B (8U5706)
SMCS - 5086-010; 5086-017
(1) Torque for nut ... 15 N·m (11 lb ft)

NOTE: Pedal inclination can be adjusted to individual need. Standard setting is 40 degrees.

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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

Brake Valve Group

206B & 212B
SMCS - 5086-010; 5086-017
Maximum operating pressure in priority circuit ... 20 000 kPa (2900 psi)

Maximum flow:

Port P to SP ... 17 liter/min (4.5 U.S. gpm)

Port P to N ... 100 liter/min (26.5 U.S. gpm)

NOTE: The switching pressure difference is approximately 18% of cutout pressure.

(1) Seal ring ... 1000 kPa (145 psi)

NOTE: Apply Loctite 380 to seal ring when assembling.

(2) Torque for bolt ... 5 N·m (4 lb ft)

NOTE: Apply Loctite 242 to threads of bolt.

(3) Torque for bolt ... 30 N·m (22 lb ft)

(4) Apply Loctite 242 to threads of plug.

(5) Torque for bolt ... 45 N·m (33 lb ft)

(6) Torque for plug (not shown) ... 45 N·m (33 lb ft)

(7) Torque for plug ... 45 N·m (33 lb ft)

(8) Torque for bolt ... 2 N·m (1 lb ft)

NOTE: Apply Loctite 242 to threads of bolt.

(9) Apply Loctite 242 to threads of plug.

(10) Torque for sleeve ... 5 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 - 5086-010; 5086-017
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)

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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

Combined Parking Brake And Gearshift Control Valve

206B & 212B (8U6158)
SMCS - 5086-010; 5086-017
Maximum operating pressure ... 5000 kPa (725 psi)

Maximum flow from:

P to A or B ... 40 liter/min (11 U.S. gpm)

A or B to T ... 40 liter/min (11 U.S. gpm)

A or B or T1 to T ... 20 liter/min (5.3 U.S. gpm)

(1) Torque for magnet tube ... 24 to 26 N·m (18 to 19 lb ft)

(2) Pressure relief valve setting ... 1000 to 1500 kPa (145 to 220 psi)

(3) Torque for plug ... 24 to 26 N·m (18 to 19 lb ft)

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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

SENR43460033

Swing Brake Pedal Brake Valve

SMCS - 5483-010; 5483-017

Remove And Install Swing Brake Pedal Brake Valve

1. Remove clip (1) and pin (2).

2. Disconnect and plug hydraulic lines (3). Remove four bolts (4).

NOTE: Install in reverse order.

Disassemble And Assemble Swing Brake Pedal Brake Valve

Start By:

a. remove swing bake pedal

Typical Example

The spring inside the swing brake valve is under extreme pressure. Use
care in removing or installing ring (1).

1. Use tooling (B) to compress the spring and use tool (A) to remove ring (1). Slowly release the
spring tension with tooling (B).
2. Remove retainer (2), spring (3), washer (4), pin (6) and rod (5).

3. Remove fitting (7) and washer (8). With tool (A), remove ring (9). Remove washer (10) and bolts
(11).

4. Remove nut (12), washer (13), sleeve (14), spring (15), washer (16), spool (17), ring (18). Separate
the housing and remove seal (19).

NOTE: Install in reverse order.

End By:

a. install swing brake pedal valve

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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

SENR43460039

Brake Control Valve

SMCS - 5483-010; 5483-017

Remove And Install Brake Control Valve

1. Remove the arm rest.

2. Disconnect and plug two lines (1).

3. Disconnect line (2).

4 Remove two bolts (3) and remove the valve.

NOTE: Install in reverse order.

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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

SENR43460044

Travel Motor Brake Valve

SMCS - 3410-010; 3410-017

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. For 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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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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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

SENR43460018

Hydraulic Tank Return Valve

SMCS - 5076-010

Remove And Install Hydraulic Tank Return Valve

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Drain hydraulic tank. The hydraulic tank contains 125 liters (33 U.S. Gal).

2. Remove side panel attached to hydraulic tank.

3. Remove and plug three hydraulic lines (3) from valve manifold (1). Remove three other hydraulic
lines (2).

4. Remove and plug seven hydraulic lines (4) from valve manifold (1).

5. Remove and plug five hydraulic lines (6), and one tube (5) from the valve manifold.

6. Attach tooling (A) to the valve manifold as shown. Remove one hose (7). Remove four nuts (8) and
remove manifold (1).

NOTE: Install in reverse order

7. Refill hydraulic tank. Insure that tank is at proper level if any fluid was lost during draining.
Disassemble And Assemble Hydraulic Tank Return Valve
Start By:

a. remove hydraulic tank return valve

1. Remove hydraulic line (1).

NOTE: There is a slight amount of spring pressure under the half flanges (2). Remove the bolts
evenly and slowly.

2. Remove four bolts and two half flanges (2).

3. Remove flange (5), remove O-ring (4) and remove spring (3).
4. Remove bushing (8), O-ring (7) and piston (6).

NOTE: There is a slight amount of spring pressure under the filter (10). Remove the snap ring
slowly.

5. Remove snap ring (9) and remove ring (hidden), filter (10), spring (hidden) and pin (hidden).

6. Remove other fittings if necessary.

NOTE: Assemble in reverse order.

7. Use a press to compress the spring and filter (10) to allow easy installation of snap ring (9).

8. Install new O-rings as necessary.

End By:

a. install hydraulic tank return valve

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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

Check Valve Group

8U5400: for boom cylinders only; 8U6192: for stick cylinder
and foreboom cylinder only
SMCS - 5076-010

(1) Torque for pressure relief valve gp ... 70 N·m (50 lb ft)

(2) Torque for plug ... 80 N·m (60 lb ft)

(3) Torque for bolt ... 60 N·m (50 lb ft)

(4) Torque for bolt ... 60 N·m (50 lb ft)

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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

SENR43460021

Check Valve - Hydraulic Motor Cooler Fan (optional)

SMCS - 1386-010

Remove And Install Check Valve - Hydraulic Motor Cooler

Fan

1. Remove electrical connectors (1) and four hydraulic fittings (2).

2. Remove the valve.

NOTE: Install in reverse order.

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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

SENR43460031

Boom Check Valve

SMCS - 5453-010; 5453-017

Remove And Install Boom Check Valve

1. Raise the boom to allow enough room to work on the boom check valves. Lower the stick so that
the bucket is on the ground.

2. Remove and plug four hydraulic lines (1) from each of the two boom check valves. Both check
valves are identical.

3. Remove four Allen bolts (2) and remove boom check valve from the head end of the boom
cylinder.
NOTE: Install in reverse order

Disassemble And Assemble Boom Check Valve

Start By:

a. remove boom check valve

1. Remove three rubber caps (1) from locknuts.

2. Loosen locknut (2), but do not remove from pin (3).

3. Remove pin (5) by unscrewing it from cover (3). Note the number of turns required for removal.
Remove ball (4).
4. Place alignment marks on cover and valve body. Remove four bolts (6) and remove cover (3).

5. Remove piston (7) from cover (3). Note two notches on the piston. They must be in the vertical
position for the valve to function properly.

6. Remove piston group (8) as a unit from the valve body.

7. Disassemble the piston group in the following manner:

a. Remove spring (24).

b. Remove plug (23).

c. Remove spring (19), cone (20), pin (21) and O-ring (22) from plug (23).

d. Remove Piston (9), backup ring (10), O-ring (11), backup ring (12), O-ring (13), backup ring (14),
O-ring (15), backup ring (16) and O-ring (18) from bushing (17).

8. Disassemble valve body in the following manner:

a. Remove two plugs (25) and (26). Remove O-ring (27).

b. Remove valve group (28). Do not change the setting on valve group (28).

c. Remove four O-rings (29).

d. Remove piston (30) and remove spring (31).

e. Remove plug (32).

9. Disassemble the remainder of the valve body in the following manner:

a. Remove plug (33), backup ring (34), O-ring (35), spring (36) and plunger (37).

b. Remove Bushing (38) and O-ring (39).

10. Disassemble the rear cover assembly in following manner:

a. Place alignment marks on cover and valve body. Remove four bolts (40) and remove cover (44).

b. Remove retaining ring (41). Remove lock nut (43). Remove spindle (49). Note the number of turns
required to remove spindle. Remove plug (42).

c. Remove ball (47) and spring (45).

d. Remove backup ring (46), O-ring (48) small backup ring (50), small O-ring (51), spring (52) and
cone (53).

NOTE: Assemble the boom check valve in reverse order.

End By:

a. install boom check valve

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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

Main Control Valve Group

SMCS - 5453-010; 5453-017

206B & 212B Main Control Valve Group (8U4798)

(1) Torque for plug ... 30 N·m (22 lb ft)

(2) Torque for cartridge ... 56 N·m (42 lb ft)

(3) Torque for bolt ... 49 N·m (36 lb ft)

(4) Torque for valve box ... 30 to 35 N·m (22 to 26 lb ft)

(5) Swing valve

(6) Torque for plug ... 18 N·m (13 lb ft)

(7) Torque for plug ... 6 N·m (4 lb ft)

(8) Torque for nozzle ... 12 N·m (9 lb ft)

(9) Torque for plug ... 47 N·m (35 lb ft)

(10) Torque for bolt ... 25 N·m (18 lb ft)

(11) Torque for bolt ... 25 N·m (18 lb ft)

(12) Boom valve

(13) Torque for bolt ... 25 N·m (18 lb ft)

(14) Torque for bolt ... 86 N·m (66 lb ft)

(15) Travel control valve

(16) Torque for bolt ... 49 N·m (36 lb ft)

(17) Stick valve

(18) Stabilizer valve

(19) Bucket valve

205B & 211B Main Control Valve Group (8U4813)

(1) Torque for plug ... 30 N·m (22 lb ft)

(2) Torque for cartridge ... 56 N·m (42 lb ft)

(3) Torque for bolt ... 49 N·m (36 lb ft)

(4) Torque for valve box ... 30 to 35 N·m (22 to 26 lb ft)

(5) Swing valve

(6) Torque for plug ... 18 N·m (13 lb ft)

(7) Torque for plug ... 6 N·m (4 lb ft)

(8) Torque for nozzle ... 12 N·m (9 lb ft)

(9) Torque for plug ... 47 N·m (35 lb ft)

(10) Torque for bolt ... 25 N·m (18 lb ft)

(11) Torque for bolt ... 25 N·m (18 lb ft)

(12) Boom valve

(13) Torque for bolt ... 25 N·m (18 lb ft)

(14) Torque for bolt ... 86 N·m (66 lb ft)

(15) Travel control valve for right track

(16) Torque for bolt ... 49 N·m (36 lb ft)

(17) Stick valve

(18) Travel control valve for left track

(19) Bucket valve

Travel Valve, Stabilizer Valve, Foreboom Valve, Swing Valve

NOTE: 205B & 211B Travel Valve (8U6572) - Travel control valves for tracks are not equipped with
a relief valve.

NOTE: 206B & 212B Travel Valve (8U6556) - Travel valves are equipped with a makeup valve
providing additional back pressure reduction.

NOTE: 206B & 212B Stabilizer Valve (8U6550) - Stabilizer valve is not equipped with relief and
makeup valve.

NOTE: Foreboom Valve (8U6499) - No throttle check valves are installed in pilot oil port X and Y of
optional implement valves and stabilizer valves.

NOTE: Swing Valve (8U6552) No relief valves installed.

Typical Illustration

(20) Torque for lock nut ... 60 N·m (44 lb ft)

(21) Torque for screw ... 13 N·m (10 lb ft)

(22) Torque for relief and makeup valve ... 80 N·m (60 lb ft)

(23) Torque for bolt ... 60 N·m (44 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(24) Torque for screw ... 10 N·m (7 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(25) Ball diameter ... 6 mm (.236 in)

Boom Valve (8U6555), Bucket Valve (8U6549), Stick Valve

(8U6547)
(26) Torque for lock nut ... 60 N·m (44 lb ft)

(27) Torque for screw ... 13 N·m (10 lb ft)

(28) Torque for relief valve ... 80 N·m (60 lb ft)

(29) Torque for bolt ... 60 N· (44 lb ft)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

(30) Torque for screw ... 10 N·m (90 lb in)

NOTE: Apply 9S3263 Thread Lock to threads of bolt.

Pressure Cut-off Valve (8U2284)

(31) Pressure setting for high pressure cutoff valve ... 29 500 to 31 000 kPa (4272 to 4500 psi).

(32) Relief setting for high pressure. Pressure bias setting ... 6000 kPa (875 psi).

Load sensing pressure of valve (31) is applied to the rear of valve (32). Maximum pump pressure can
equal ... 35 500 to 37 000 kPa (5172 to 5350 psi).

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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

Pilot Control Valve (Right & Left) (8U0336)

SMCS - 5453-010; 5453-017
(1) Pilot pressure ... 3000 to 3200 kPa (435 to 465 psi)

Pilot oil flow ... 15 liter/min (4.0 U.S. gpm)

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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

Steering Valve
206B & 212B (8U4688)
SMCS - 5453-010; 5453-017

(1) Torque for bolts ... 32 ± 3 N·m (24 ± 2 lb ft)

NOTE: Any oil leaks between cover (10) and rotor set (12 and 13), rotor set and cover disc (14),
cover disc and housing (16) cannot be stopped by tightening bolts (1) to a higher torque. Tighten bolts
(1) only to the specified torque.

(2) Shim for axial play of shaft:

Shim thicknesses ... 1.2 to 2.4 mm (.05 to .09 in)

in steps of ... 0.05 mm (.002 in)

(3) Axial play of shaft ... 0.03 ± 0.02 mm (.0010 ± .0008 in)

(4) Secondary pressure relief valve operating pressure setting ... 22 000 kPa (3200 psi)

(5) Primary pressure relief valve operating pressure setting ... 15 000 ± 500 kPa (2200 ± 100 psi)

Torque for valve ... 30 ± 3 N·m (22 ± 2 lb ft)

NOTE: At least once a year, filter cartridge (6) and pressure relief valve (5) must be removed and
cleaned of any dirt which may have accumulated. Use a new O-ring (8) when installing relief valve
(5).

(6) Torque for filter cartridge ... 12 ± 3 N·m (9 ± 2 lb ft)

(7) Shim for adjusting piston:

Shim thickness ... 1.8 to 2.45 mm (.070 to .096 in)

in steps of ... 0.050 mm (.002 in)

Steering Valve, Exploded View

(9) Setting of check valve in pressure line P ... 1200 kPa (175 psi)

(11) O-ring.

(15) Flange.

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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

SENR43460029

Outrigger Control Valve

SMCS - 7203-010; 7203-017

Remove And Install Outrigger Control Valve

1. Remove two bolts (4) and flap (3). Remove ten bolts (1) and panel (2).

2. Mark and remove six hydraulic lines (5).

3. Remove two bolts (6) and handle assembly (7). Remove two bolts (8) and outrigger control valve
(9).

NOTE: The following steps are to install the outrigger control valve.

4. Position valve in seat and install two bolts (8) to secure valve (9).

5. Install handle assembly (7) with two bolts (6).

6. Connect six hydraulic lines (5).

7. Position panel (2) and secure with ten bolts (1). Position flap (3) and install two bolts (4).

Disassemble And Assemble Outrigger Control Valve

Start By:

a. remove outrigger control valve

1. Remove six hydraulic fittings (1). Replace O-ring seals if needed.

2. Remove four plunger assemblies consisting of: retainer (2), plunger (3), spring (4), pin (5), clip (6),
retainer (7), spring (8), plunger (9) and spring (10). Replace O-ring seals as necessary.
3. Remove O-ring seal (11) and bolt (12).

4. Remove two O-ring seals (13) and (14).

NOTE: The following steps are for the assembly of the outrigger control valve.

5. Install two seals (13) and (14).

6. Install bolts (14) and seal (11).

7. Install four plunger assemblies consisting of: spring (10), plunger (9), spring (8), retainer (7), clip
(6), pin (5), spring (4), plunger (3) and retainer (2).

8. Install six hydraulic fittings (1).

End By:

a. install outrigger control valve

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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

SENR43460030

Boom Lowering And Shut-Off Valve

SMCS - 5461-010; 5461-017

Remove And Install Boom Lowering And Shut-Off Valve

1. Drain hydraulic tank. The hydraulic tank contains 125 liters (33 U.S. Gal).

2. Disconnect and plug hydraulic lines (1). Remove valve (2).

NOTE: Install in reverse order.

3. Refill hydraulic tank. Insure that tank is at proper level if any fluid was lost during draining.

Disassemble And Assemble Boom Lowering And Shut-Off

Valve
Start By:

a. remove boom lowering and shut-of valve

1. Remove plug (1) and O-ring seal (2).

2. Remove bolt (3), washer (4), handle (5) and spacer (6).

3. Remove plug (7), plug (7) O-ring (8), washer (9), ball (10) and washer (11).

4. Handle (12) and plug (13) are typical in disassembly.

NOTE: Assemble in reverse order.

End By:

a. install boom lowering and shut-of valve

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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

SENR43460031

Boom Check Valve

SMCS - 5453-010; 5453-017

Remove And Install Boom Check Valve

1. Raise the boom to allow enough room to work on the boom check valves. Lower the stick so that
the bucket is on the ground.

2. Remove and plug four hydraulic lines (1) from each of the two boom check valves. Both check
valves are identical.

3. Remove four Allen bolts (2) and remove boom check valve from the head end of the boom
cylinder.
NOTE: Install in reverse order

Disassemble And Assemble Boom Check Valve

Start By:

a. remove boom check valve

1. Remove three rubber caps (1) from locknuts.

2. Loosen locknut (2), but do not remove from pin (3).

3. Remove pin (5) by unscrewing it from cover (3). Note the number of turns required for removal.
Remove ball (4).
4. Place alignment marks on cover and valve body. Remove four bolts (6) and remove cover (3).

5. Remove piston (7) from cover (3). Note two notches on the piston. They must be in the vertical
position for the valve to function properly.

6. Remove piston group (8) as a unit from the valve body.

7. Disassemble the piston group in the following manner:

a. Remove spring (24).

b. Remove plug (23).

c. Remove spring (19), cone (20), pin (21) and O-ring (22) from plug (23).

d. Remove Piston (9), backup ring (10), O-ring (11), backup ring (12), O-ring (13), backup ring (14),
O-ring (15), backup ring (16) and O-ring (18) from bushing (17).

8. Disassemble valve body in the following manner:

a. Remove two plugs (25) and (26). Remove O-ring (27).

b. Remove valve group (28). Do not change the setting on valve group (28).

c. Remove four O-rings (29).

d. Remove piston (30) and remove spring (31).

e. Remove plug (32).

9. Disassemble the remainder of the valve body in the following manner:

a. Remove plug (33), backup ring (34), O-ring (35), spring (36) and plunger (37).

b. Remove Bushing (38) and O-ring (39).

10. Disassemble the rear cover assembly in following manner:

a. Place alignment marks on cover and valve body. Remove four bolts (40) and remove cover (44).

b. Remove retaining ring (41). Remove lock nut (43). Remove spindle (49). Note the number of turns
required to remove spindle. Remove plug (42).

c. Remove ball (47) and spring (45).

d. Remove backup ring (46), O-ring (48) small backup ring (50), small O-ring (51), spring (52) and
cone (53).

NOTE: Assemble the boom check valve in reverse order.

End By:

a. install boom check valve

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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

SENR43460032

Boom Lock Valve

SMCS - 5130-010; 5130-017

Remove & Install Boom Lock Valve

1. Disconnect line (2).

2. Remove solenoid adapter (3) from boom lock valve (1).

3. Remove four bolts (4) and valve (1).

NOTE: Install in reverse order.

Disassemble And Assemble Boom Lock Valve

Start By:

a. remove boom lock valve

1. Remove Cap (1), O-ring (2) and coil (3).

2. Remove four bolts (4). Remove cover and valve assembly (6), O-ring (5) from housing (7).

3. Remove Valve (87) and O-rings (9) from cover (6). Remove O-ring (10) from under side of cover
(6).

End by:

a. install boom lock valve

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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

SENR43460034

Hydraulic Control Valve

SMCS - 5051-010

Remove And Install Hydraulic Control Valve

1. Disconnect and plug two hydraulic lines (1). Disconnect two wires (2).

2. Remove two bolts (3) and remove the valve.

NOTE: Install in reverse order.

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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

SENR43460035

Main Hydraulic Control Valves

SMCS - 5051-010; 5051-017

Remove And Install Main Hydraulic Control Valves

NOTE: The Main Control Valves are mounted on a common manifold. The manifold does not have
to be removed to service the valves. Each valve can be removed independently without the need for
removal of the entire unit. The following story is typical for each Main Control Valve.

NOTE: The above illustration displays the main control valve 90 degrees differently than it will
appear in the unit. This is done to show all of the valves at in one illustration, their exact placement
and arrangement in relation to the manifold. Side (A) of the manifold is the bottom and the side which
is bolted to the machine. Refer to the next illustration for an exact representation of the control valve.
1. The travel valve is (1). The boom valve is (2). The swing valve is valve (3). The stabilizer valve is
(4). The bucket valve is (5). The stick valve is (6). The auxiliary valve is (7).

2. Place alignment marks on the valve and the manifold prior to removal.

3. Identify, remove and plug four hydraulic lines (8) from the auxiliary valve (7).

4. Remove four bolts (9) and remove valve (7).

NOTE: All valves can be removed in an identical manner as shown above. It may be desirable on the
stabilize valve (4) and the travel valve (1) to identify, remove and plug some of the hydraulic lines
above these valves to allow sufficient work room.

NOTE: Install in reverse order.

Disassemble And Assemble Main Hydraulic Control Valve

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.

Start By:

a. remove main hydraulic control valve

NOTE: For disassembly and assembly purposes, all of the valves are extremely similar in their
construction, parts and configuration. Two of the seven main control valves will be disassembled and
assembled. Similarities and differences will be noted.

1. Disassemble the swing valve as follows:

a. Remove the torque converter plate from the swing valve.

NOTE: The swing valve is the only main control valve that has a torque converter plate as an
addition to the valve.

b. Remove two plugs (1). Remove spring seat (16), spring (14) and ball (15). Remove manifold
assembly (2) from one side of the torque converter plate housing. Remove small O-ring (3) from the
surface of the plate housing (4). Remove plug (7), remove spring seat (6), spring (5), and spring seat
(8) from the plate housing. Remove three large O-rings from the surface of the plate housing (4).
Remove small O-ring (10) from the surface of the plate. Remove valve (11). Remove plug (12) and
cartridge (13).
c. Remove seven O-rings (17) from swing valve housing (18). Remove four bolts, two from both ends
and remove two valve covers (20).

d. Remove O-ring (24), washer (23), spring (22) and spring seat (21) from each end of the valve.

e. Remove spool (25) from housing (18). It is not necessary to mark this spool. The spool is identical
on both ends and can be assembled in either direction.

f. Remove valve (28) and two O-rings (27) and (26) from valve housing (18).

2. Disassemble the auxiliary valve as follows:

a. Remove five O-rings (1) from valve housing (2).

b. Remove four bolts (3), two from each valve cover, and remove valve cover (4).

c. Remove O-ring (9), washer (8), spring (7) and spring seat (6).

d. Remove spool (5) from the valve housing.

e. Remove valve (12) and two O-rings (11) and (10) from valve housing (2).

NOTE: assemble valves in the exact reverse order.

End By:

a. install main control valve

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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

SENR43460037

Pilot Control Valves

SMCS - 5059-017-LEF; 5059-017-RIT; 5059-010-LEF; 5059-010-RIT

Remove And Install Left And Right Pilot Control Valve

NOTE: The removal and installation procedure for both pilot control valves is the same. The access
panels and control cables are different from one side to the other.

At operating temperature, the hydraulic oil tank is hot and under

pressure. Hot oil can cause burns. Remove the breather filter cap only
when the engine is stopped and the breather filter cap is cool enough to
touch. Slowly loosen the breather filter cap to release any pressure in
the hydraulic tank. Be cautious of hot hydraulic oil when any lines are
disconnected in the hydraulic system.

1. Lower the bucket to the ground. Release the pressure in the hydraulic oil tank by slowly loosening
the pressure cap located on the tank.

2. The following procedure is typical for removal of the left pilot control valve.
a. Release the locking latch and unscrew the latch cable knob (1).

b. Raise the pilot control valve case to the upright position.

b. Attach a strap or other suitable holding device to the control arm to prevent it from falling after the
cylinder has been removed.

c. Remove pin (3) and allow cylinder (4) to lower to the floor of the cab.

d. Remove two Allen bolts (2) and two other Allen bolts (5) from the council.

e. Remove four Allen bolts (6), two Allen bolts (7) and remove cover (8).

NOTE: There are a total of nine hydraulic pilot lines in the left control case. Only five of these lines
need to be removed the pilot control valve.
f. Identify, remove and plug five hydraulic pilot lines (9).

g. Remove two fittings (10) which secure the pilot control to the axle lock valve.

h. Remove four Allen bolts (12) and remove the left pilot control valve (11) from the control case.

3. The following procedure is typical for removal of the right pilot control valve.

a. Remove three bolts and remove right council access panel.

b. Identify, remove and plug five hydraulic pilot lines (13) and disconnect wire (14).

NOTE: Use caution when removing or installing the right pilot control valve. many gauges, switches
and wires are also located in this control case.

c. Remove four Allen bolts (16) and remove the right pilot control valve (15).

NOTE: Install in reverse order.

4. It may be desirable during assembly to tape a short piece of guide wire (17) to the end of the lock
latch control cable (18) to allow for easy installation on the left hand control case.

Disassemble And Assemble Left And Right Pilot Control Valve

Start By:

a. remove right/left pilot control valve

1. Remove four bolts (2) and half of handle (1).

2. Identify and disconnect two wires (6). Remove switch (5), lever (4) and roller (3) from handle (1).
Remove the handle from valve assembly.
3. Remove tubing (8), wires (7), nut (9) and actuator (10).

4. Remove knuckle (11) and plate (12).

5. If necessary, remove six hydraulic connectors (14).

NOTICE

Put identification marks on two valve body assemblies prior to

separation.

6. Remove center plug (13) and separate the two valve bodies.

7. Remove O-ring seals (15) and (16) from the valve body.
 NOTICE

Identify each component of the valve assemblies so they can be

reinstalled in their original location.

8. Remove collar (17), plunger (18), spring (19), pin (20), two retaining clips (21), collar (22), spring
(23), plunger (24) and spring (25) from valve body (26).

9. Repeat Step 8 and remove the remaining valve assemblies from valve body (26).

NOTE: Assemble the pilot control valves in the reverse order of the disassembly.

End By:

a. install right/left pilot control valve

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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

SENR43460038

Hydraulic Cooler Control Valve

SMCS - 5051-010; 5051-017

Remove And Install Hydraulic Cooler Control Valve

1. Loosen bolt (1) on both ends of exhaust pipe (2). Remove bolt (3) and exhaust pipe (2).

2. Disconnect and plug hydraulic lines (4). Disconnect electrical fitting (5).
3. Remove bolts (6) and valve (7).

NOTE: Install in reverse order.

Disassemble And Assemble Hydraulic Cooler Control Valve

Start By:

a. remove hydraulic cooler control valve

1. Remove bolts (1), housing (2) and O-rings (3).

2. Remove transducer (4) and O-ring (5).

NOTE: Install in reverse order.

End By:

a. install hydraulic cooler control valve

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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

SENR43460042

Creeper Valve
SMCS - 5325-010; 5325-017

Remove And Install Creeper Valve

1. Disconnect and plug two hydraulic lines (2).

2. Remove two bolts (3). Slide the valve away from hydraulic lines (2).

3. Unplug the valve from connection (1).

NOTE: Install in reverse order.

Disassemble And Assemble Creeper Valve

Start By:

a. remove creeper valve

1. Remove two bolts (1) and mounting bracket (2).

2. Remove four bolts (3) and block valve (4).

3. Remove nut (5), O-ring (6), and solenoid (7).

4. Remove four bolts (8). Remove O-ring (9) and flange (10).

5. Remove magnetic tube (11).

6. Remove O-ring (12), poppet (13), spring (14), spring seat (15) and piston (16).

7. Remove the four bolts and cover (17).

8. Remove tappet (18), spring (19), ring (20) and spring seat (21).

9. Inspect all parts for wear or damage. Replace if required.

NOTE: Install in reverse order.

End By:

a. install creeper valve

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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

SENR43460043

Travel Control Valve

SMCS - 3178-017

Remove And Install Travel Control Valve

1. Remove the panel from underneath the cab.

2. Disconnect and plug four hydraulic lines (1).

3. Remove four bolts (2).

4. Lift out the valve with pedals (3) as an assembly.

NOTE: Install in reverse order.

Disassemble And Assemble Travel Control Valve
Start By:

a. remove travel control valve

1. Remove roll pin (1) and shaft (2). Remove pedals from valve assembly.

2. Remove two bolts (3) and separate cover (4) from valve assembly (5).

3. Remove two plunger assemblies (6).

4. Remove bolt (10) and separate the two valve body assemblies. Check and replace O-ring seals (7),
(8) and (9) if necessary. Remove two valves (11).
5. From valve (11) remove guide (12), seal (13), washer (14), plunger (15), spring (16), shim (17), pin
(18), washer (19), seat (20), springs (21) and (22), shim (23) and piston (24).

NOTE: The following steps are for the assembly of the travel control valve.

6. Assemble piston (24), shim (23), springs (22) and (21), seat (20), washer (19), pin (18), shim (17),
spring (16), plunger (15), washer (14), seal (13) and guide (12) into valve (11).

7. Install O-ring seals (7), (8) and (9). Install two valves (11) into valve body and install bolts (10) to
connect the two valve bodies.

8. Install two plunger assemblies (6).

9. Place cover (4) on valve assembly (5) and connect with two bolts (3).

10. Place pedals on cover (4) and install shaft (2) and roll pin (1).
End By:

a. install travel control valve

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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 EXCAVATOR VEHICLE SYSTEMS
Media Number -SENR4346-01 Publication Date -01/11/2004 Date Updated -15/08/2005

SENR43460045

Travel Motor Purging Valve

SMCS - 5086-010; 5086-017

Remove And Install Travel Motor Purging Valve

1. Remove and plug three hoses (1), (2) and (3) to gain access to the valve.

2. Remove four bolts (4) and remove valve (5) from right hand side of travel motor.

NOTE: Install in reverse order.

Disassemble And Assemble Travel Motor Purging Valve

Start By:

a. remove travel motor purging valve

1. Remove plug (1), spring (2) washers (3) and spring seat (4) from valve body (5). Remove plug (7)
and spool (6) from other side of valve body.

2. Remove valve (8) from body (5).

3. Remove O-ring (9) and backup ring (10). Note the position of the two different O-rings. They must
be assembled in the same manner.

4. Remove four O-rings (11) from the back 0f valve (5).

NOTE: Assemble in reverse order

End By:

a. install travel motor purging valve

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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

SENR43460046

Travel Motor Pressure Regulator

SMCS - 5455-010

Remove And Install Travel Motor Pressure Regulator

1. Remove and plug one hydraulic line (1), remove four bolts (2) and remove pressure regulator (3).

NOTE: Install in reverse order

Disassemble And Assemble Travel Motor Pressure Regulator

Start By:

a. remove travel motor pressure regulator

1. Remove plug (1), spring (2), spring seat (3) and piston (5) from regulator body (5). Remove O-ring
from plug.

2. Remove plug (6) from regulator body (5).

3. Remove plug (10), spring (9), spring seat (8) and spool (7) from regulator body. Remove O-ring
from plug.

4. Remove screw (14), spring (13), piston (12) and valve (11) from regulator body (5). Remove O-
ring from valve.

5. Remove O-ring (15) and backup ring (16) from regulator body (5). Note the position of the two
different O-rings. They must be assembled in the same manner.
NOTE: Assemble in reverse order

End By:

a. install travel motor pressure regulator valve

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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

SENR43460047

High Pressure Cutoff Valve

SMCS - 3210-010; 3210-017

Remove And Install High Pressure Cutoff Valve

1. Remove four bolts (2) and remove high pressure cutoff valve (2).

NOTE: Install in reverse order.

Disassemble And Assemble High Pressure Cutoff Valve

Start by:
a. remove high pressure cutoff valve

1. Remove three O-rings (12) and two plugs (13) from valve body (11).

2. Remove cap and set screw (1), plug (2), ring (3), O-ring (4), spring cap (5), spring (6), spring cap
(7), ring (8), cartridge (9) and O-ring (10) from valve body (11).

3. Remove plug (14), ring (15), O-ring (16), three washers (17), spring (18), spring cap (19), O-ring
(20), cartridge (21) and O-ring (22) from valve body (11).

NOTE: Assemble in reverse order.

End By:

a. install high pressure cutoff valve

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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

SENR43460053

Down Shift Control Valve

SMCS - 3178-010; 3178-017

Remove And Install Down Shift Control Valve

NOTE: The following steps show the down shift control valve being removed after the transmission
and differential have been removed. The valve may be removed without removing the transmission
and differential.

Start By:

a. remove axle

b. remove drive motor

c. remove transmission and differential

1. Mark and remove two hydraulic lines (1) and (2). Remove four bolts (3) and four nuts (4). Remove
housing (5).
2. Loosen two locknuts (6) and remove two oil supply pistons (7). Remove plug (8) and centrifugal
valve (9). Remove valve body (10) from shaft.

3. Remove centrifugal valve seat (13) from shaft. Remove retaining ring (14) and shims (12). Remove
bearing carrier (11).

NOTE: The following steps are to install the down shift control valve.

4. Install bearing carrier (11) with four nuts (4).

5. Install shims (12) and retaining (14). Adjust end play between shims (12) and retaining ring (14) to
a maximum of .20 mm (.008 in) by adding or subtracting shims.

6. Install centrifugal valve seat (13) onto shaft. Use grease to hold it in place.

7. Replace valve body (10). Be sure large collar of valve body is toward the transmission and
differential.

8. Install right side oil supply piston (7) first to insure alignment of the valve. Torque to maximum 15
N·m (11 lb ft).

9. Install left side oil supply piston (7) next to insure alignment of the valve. Torque to maximum 15
N·m (11 lb ft).

10. Install two locknuts (6). Torque to a maximum 28 N·m (21 lb ft).

11. Install centrifugal valve (9) and plug (8). Torque to maximum 46 N·m (34 lb ft).

12. Place housing on transmission and differential and install four bolts (3). Torque to a maximum of
49 N·m (36 lb ft).

13. Connect two hydraulic lines (1) and (2).

End By:

a. install transmission and differential

b. install drive motor

c. install axle

Disassemble And Assemble Down Shift Control Valve

Start By:

a. remove down shift control valve

1. Remove retaining ring (1) and seal (2). Remove four hydraulic fittings (3). Check and replace O-
ring seals if needed.
2. Remove plug (4), seal (5), bushing (6), piston (7), washer (8), keeper (9), washer (10), spring (11)
and washer (12).

3. Remove plug (13), seal (14), spring (15) and piston (16).

NOTE: The following steps are to assemble the down shift control valve.

4. Install piston (16), spring (15), seal (14), and plug (13).

5. Install washer (12), spring (11), washer (10), keeper (9), washer (8), piston (7), bushing (6), seal (5)
and plug (4).

6. Install four hydraulic fittings (3). Install seal (2) with tool (A) and install retaining ring (1).

End By:

a. install down shift control valve

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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

SENR43460058

Swing Drive Motor Valve

SMCS - 5480-010; 5480-017

Remove And Install Swing Drive Motor Valve

1. Disconnect and plug five hydraulic lines (1). Remove six bolts (2).

2. Remove the valve.

NOTE: Install in reverse order.

Disassemble And Assemble Swing Drive Motor Valve

Start By:

a. remove swing drive motor valve

NOTICE

Keep all parts clean from contaminants. Contaminants put into the
system may cause rapid wear and shortened component life.
1. Remove plug (1). Remove spring (2), retainer (3) and barrel (4).

2. Remove plug (5), seal (6), retainer (7), spring (8), retainer (9), ring (10), seal (11) and spool (12).

NOTE: For assembly, ring (10) goes into the valve, bevel side first.

3. Remove plug (13) and seal (14).

4. Check seals (15) for damage, replace if required.

NOTE: Repeat Steps 1 thru 4 for the opposite end of the valve.

NOTE: For assembly, tighten plug (1) to a torque of 220 N·m (160 lb ft). Tighten plug (5) to a torque
of 120 to 150 N·m (90 to 112 lb ft)

NOTE: Assemble in reverse order.

End By:

a. install swing drive motor valve

Fri Jul 7 09:20:30 UTC+0300 2023

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

Travel Motor Purging Valve

SMCS - 5086-010; 5086-017

Remove And Install Travel Motor Purging Valve

1. Remove and plug three hoses (1), (2) and (3) to gain access to the valve.

2. Remove four bolts (4) and remove valve (5) from right hand side of travel motor.

NOTE: Install in reverse order.

Disassemble And Assemble Travel Motor Purging Valve

Start By:
a. remove travel motor purging valve

1. Remove plug (1), spring (2) washers (3) and spring seat (4) from valve body (5). Remove plug (7)
and spool (6) from other side of valve body.

2. Remove valve (8) from body (5).

3. Remove O-ring (9) and backup ring (10). Note the position of the two different O-rings. They must
be assembled in the same manner.
4. Remove four O-rings (11) from the back of valve (5). Assemble in reverse order.

End By:

a. install travel motor purging valve

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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

Pilot Control Valve (Right & Left) (8U0336)

SMCS - 5086-010; 5086-017
(1) Pilot pressure ... 3000 to 3200 kPa (435 to 465 psi)

Pilot oil flow ... 15 liter/min (4.0 U.S. gpm)

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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

Travel/Hammer Selector Valve

8U1328
SMCS - 5086-010; 5086-017

Stroke ... 2.5 mm (0.098 in)

Piston overlap, open ... 1.1 mm (0.043 in)

Piston overlap, closed ... 1.4 mm (0.055 in)

Operating voltage ... 24 V

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