Testing and Adjusting: Pruebas y Ajustes

219D EXCAVATOR 5XG00001-UP (MACHINE) POWERED BY 3304 ENGINE(SEB...
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Producto: EXCAVATOR
Modelo: 219D EXCAVATOR 5XG
Configuración: 219D EXCAVATOR 5XG00001-UP (MACHINE) POWERED BY
3304 ENGINE
Pruebas y Ajustes
215D & 219D EXCAVATORS HYDRAULIC SYSTEM
Número de medio -SENR4279-00 Fecha de publicación -01/09/1989 Fecha de actualización -11/10/2001
Testing And Adjusting

SMCS - 5050
Introduction
Hydraulic oil, under pressures that can be higher than 41 500 kPa (6000
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 section, Release Of
Pressure In The Hydraulic System, before any fitting, hose or
component is loosened, tightened, removed or adjusted.
When possible, the bucket 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.
Release Of Pressure
Release the pressure in the implement hydraulic circuits (boom, stick and bucket) before any hydraulic lines
or components are disconnected or removed. Follow this procedure:
1. Fully retract the rod in the stick cylinder.
2. Adjust the position of the bucket so that it will be flat on the ground when the boom is lowered.
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3. Lower the boom until the bucket is flat on the ground.
4. Shut off the engine and put the lever for the hydraulic and directional lock valve in the LOCK position.
5. Move the control levers for boom, bucket, stick and swing to all positions. This will relieve any pressure
that might be present in the pilot system.
6. Slowly loosen the filler cap on the hydraulic tank and release the pressure.
7. Tighten the filler cap back on the hydraulic tank.
8. Slowly open the bleed valves in the lines to the boom, bucket and stick cylinder.
NOTE: Small valves (bleed valves) have been installed in the boom, stick and bucket circuits.
9. Tighten the bleed valves.
10. The pressure in the system has been released and lines and components can be removed.
NOTE: There are no bleed valves in either the swing or track circuits. Normally, any pressure that might be
trapped in these lines, will bleed off through the motors.
Flushing Procedure
See Special Instructions, SMHS6936, Procedure To Flush And Clean Excavator Hydraulic Systems.
Automatic Engine Speed Control

See Special Instructions, SEHS9013, Installation Of Automatic Engine Speed Control for troubleshooting
and testing and adjusting procedures.
Troubleshooting
Introduction
When troubleshooting a problem in the hydraulic system, keep the basic facts that follow in mind.
1. Correct oil flow and pressure are necessary for correct operation. Pump output (oil flow) is a function of
engine speed (rpm). Oil pressure is caused by resistance to the flow of oil.
2. The main control valves for the right track, bucket and stick crossover are connected in series and make
the front valve group. They get their supply of oil from the rear bent-axis piston pump. Since the four valves
are connected in series, the oil flow goes through the right track valve first, then the bucket valve, the boom
valve, and finally through the stick crossover valve. This means that if the track valve is fully shifted, there is
no oil going to the other three valves. Therefore, the bucket and the boom can not be used when the machine
is traveling at full speed. The same is true of the boom and stick crossover when the bucket valve is fully
open. The right track still has priority. If the track valve is only shifted part way, then part of the oil will go
to the track and the rest is available to operate the bucket or boom or to send to the stick for two pump
operation. The track and the implement will operate at reduced speed under conditions of partial flow.
3. The main control valves for the left track, swing, stick and boom crossover are connected in series and
make the rear valve group. They get their supply of oil from the front bent-axis piston pump. The oil flow in
the rear valve goes through the left track valve first, then the swing valve, the stick valve and finally the
boom crossover valve. The left track valve has priority, then the swing, the stick and the boom crossover.
Their operation is the same as the front valve group.
Each of the implement circuits has a check valve to prevent cylinder drift during spool movement. Each
implement circuit has makeup valves for flow of oil to both ends of the cylinders and motors and there is a
line relief valve for each of the circuits.
4. All eight valves are actuated by pilot pressure from the pilot control valves. The design of the pilot valves
is such that it is possible to modulate the main control valves with pilot pressure.
5. Since the track brakes are activated by spring force, it is necessary for the brake valve to release them
before the machine can be moved.
6. An increase in load on an implement can cause the pumps to decrease their output. This is done by a
signal that causes both pumps to "stroke back" (change the angle of the port plate toward minimum). The
signal comes from the summing valve when there is an increase in load on an implement.
7. If there is a problem of power that is common to all operations, check the pump control system.
Visual checks and measurements are the first steps when troubleshooting a possible problem. Then do the
Checks During Operation and last the Pump Performance Checks And Adjustments.
Use a stopwatch, a magnet and a mm (in) ruler to measure the following basic checks.
Visual Checks
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.
1. Check the level of the oil in the hydraulic tank. Slowly loosen the tank filler cap and release the pressure
before the cap is removed.
2. Remove the filter element and check it for material that would give an indication of damage to a
component.
3. Inspect all lines and connections for damage or leaks.
4. Inspect control linkage for bent, broken or damaged components.
Checks During Operation

The checks during operation can be used to find leakage in the system. They can also be used to find a valve
or pump that is not working correctly. The speed of rod movement or the torque on a motor can be used to
check the condition of the cylinders, motors and the pumps.
Raise and lower the boom. Move the stick in and out. Open and close the bucket. Move the swing control for
swing right and swing left. Do each of these operations several times.
1. Pilot system operation. Since the pilot system controls the movement of spools in the main control valves,
it is important the pressure and flow of oil from the gear-type pump be according to specifications. The
pressure in the pilot system is controlled by the pilot relief valve.
See Troubleshooting Problem List: Problems 2, 4, 9 and 11.
2. During all machine operations, a main relief valve pressure setting that is too low will result in increased
cycle times and/or the sound of the main relief valve opening. When the track circuits are activated, the main
relief valve must open at 33 080 ± 700 kPa (4800 ± 100 psi) for the 215D and 35 900 ± 700 kPa (5200 ± 100
psi) for the 219D. At any other time (implement operation), the main relief valve must open at 30 320 ± 700
kPa (4400 ± 100 psi) for the 215D and 31 010 ± 700 kPa (4500 ± 100 psi) for the 219D.
NOTE: Use bucket OPEN or CLOSE for checking and adjusting implement relief pressure.
See Troubleshooting Problem List: Problems 2, 4, and 11.
3. A main relief pressure that is too high will cause a decrease in the service life of hoses and components.
See Troubleshooting Problem List: Problem 1.
4. For individual circuit operation, a line relief valve pressure setting that is too low will result in increased
cycle times and/or the sound of the relief valve opening for that circuit. The line relief valves for the boom
lower, bucket and stick circuits must open at 35 900 ± 700 kPa (5200 ± 100 psi). The line relief valves for
the swing circuits must open at 13 800 ± 700 kPa (2000 ± 100 psi) for the valve group and 17 000 ± 700 kPa
(2500 ± 100 psi) for the line relief installed in the rear main control valve. The line relief valves for the track
circuits must open at 40 000 ± 700 kPa (5800 ± 100 psi). The line relief valves for the boom RAISE circuit
must open at 38 000 ± 700 kPa (5500 ± 100 psi) for the 215D and 41 500 ± 700 kPa (6000 ± 100 psi) for the
219D. On machines equipped with increased lift, the line relief valves for the stick IN circuit must open at 38
000 ± 700 kPa (5500 ± 100 psi).
See Troubleshooting Problem List: Problems 4 and 17.
5. Check cycle times for each of the circuits: boom, bucket, stick and swing. Cycle times that are longer than
those shown in the specifications, (see Cycle Times in this module) could be the result of insufficient pilot
system pressure, leakage past cylinder seals, pump wear, pump speed (rpm), faulty relief valve (main or line)
or pump control system adjustment.
See Troubleshooting Problem List:
All circuits ... Problems 2, 4, 8 and 9.
Individual circuits ... Problems 3, 10 and 16.
6. Drift rate for the boom, bucket and stick circuits are greater than those shown in specifications (see 215D
And 219D Excavators Hydraulic System Specifications, Form No. SENR4278).
Circuit drift (drifting) is caused by leakage past cylinder pistons, O-ring seals in the control valves; the ball
in boom or stick vent valves not seated correctly; or line relief valves, check valves or makeup valves that do
not seat correctly. Poor adjustment or fit in the pilot and main control valves will also cause drifting.
7. Check machine travel circuits. Operate the machine in the FORWARD and REVERSE direction without
moving the control lever for steering. If machine veers left or right in either direction, check for motor wear
or a faulty line relief valve. Check track control valve stem adjustment.
8. Listen for noise from the pumps.
See Troubleshooting Problem List: Problems 5 and 6.
Troubleshooting Problem List

1. A reduction in the rpm of the engine (to near stall) when the load on the hydraulic system is
increased.
2. The time needed (cycle time) to extend or retract all cylinders is more than shown in the
specifications.
3. The time needed (cycle time) to extend or retract only one cylinder is more than shown in the
specifications.
4. With the engine running at full load rpm, there is not enough force or pressure at the implements.
5. A large amount of air in the oil.
6. Pumps are too noisy.
7. Hydraulic oil temperature is too high.
8. Hydraulic oil temperature is too low.
9. The modulation of all the implements is not normal.
10. The modulation of one implement is not normal.
11. The machine will not move when FORWARD or REVERSE pedals are pushed down.
12. The machine will move but has no steering.
13. Too much drift in one of the hydraulic cylinders.
14. The boom will not raise or lower, but all of the other implements operate correctly.
15. The oil level in the compartment of the final drive is too high.
16. When the control valve for the boom or stick is activated, the implement (boom or stick) moves
with a surge.
17. Line relief valves are noisy.
Problem 1: A reduction in the rpm of the engine (to near stall) when the load on the
hydraulic system is increased.
Probable Cause:
This condition can only happen when the piston pumps do not stroke back and there is no reduction in their
output. It can be caused by:
1. Low horsepower output from the engine.
2. Part of the pump control system (lever assembly, pump regulator valve, actuator piston or summing valve)
is not operating correctly.
3. Hydraulic horsepower setting is too high.
4. Torque slope setting is too high.
5. Minimum pump displacement angle adjustment screw in too far.
Problem 2: The time needed (cycle time) to extend or retract all cylinders is more than
shown in the specifications.
Probable Cause:
There are several things that can cause this type of problem.
1. The full load rpm setting of the engine is too low. This will cause a reduction in the output flow of the
pumps.
NOTE: The full load engine rpm is the speed at which maximum horsepower transfer is available. Full load
engine speed (rpm) is changed by adjustment of the set point.
2. Both piston pumps are damaged.
3. Hydraulic horsepower setting is too low.
4. Torque slope setting is too low.
Problem 3: The time needed (cycle time) to extend or retract only one cylinder is more
than shown in the specifications.
Probable Cause:
The cause for this type of problem will be found in the specific controls of the circuit in which it has
happened.
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 type of problem
happens, it is usually caused by the loss of too much oil.
3. Check the cylinder for damage or leaking piston seals.
4. Check the front piston pump if the problem is in the boom or bucket circuits and the rear pump if the
problem is in the swing or stick circuits.
Problem 4: With the engine running at full load rpm, there is not enough force or pressure
at the implements.
Probable Cause:
1. The relief valve pressure in the pilot system is too low. This will cause a condition of modulation in the
main control valves. There is not enough pilot pressure to move the spools in the main control valves to full
travel.
2. The setting of the main relief valve is too low.
3. There is possible damage on the inside of the pump(s). It is not possible to get relief valve pressure.
4. Pump hydraulic horsepower setting is too low.
5. Pump torque slope setting is too low.
6. Maximum pump displacement angle adjustment screw in too far.
Problem 5: 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. Operation is not correct; relief valve constantly opens and closes.
4. Leakage in and around cylinder seals.
Problem 6: Pumps are too noisy.
Probable Cause:
1. If all the pumps are found to be noisy, there is probable 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.
Problem 7: Hydraulic oil temperature is too high.
Probable Cause:
Oil temperature that is too high can be caused by many things. The removal of baffles in the control
compartment can let hot air move across the pumps and cooler. Operation of the machine with one or more
relief valves open longer than necessary. In addition, there can be:
1. Oil aeration (air mixed with the oil).
2. A restriction to the flow of cool air through the oil cooler. Ambient (outside) air temperature too high.
3. A restriction that would keep the heat from the cooler from going into the surface air.
4. A restriction to the flow of oil through cooler because the cooler flow control valve is being held open.
Problem 8: Hydraulic oil temperature is too low.
Probable Cause:
Low oil temperature can cause many problems. It can also be the cause of symptoms of other problems. The
temperature of the oil must be such that it flows through the lines and components freely. Low oil
temperature can be caused by:
1. The cooler flow control valve lets too much oil flow go to the cooler.
2. The cooler, tank and other hydraulic components do not have enough protection from low outside
temperature and/or winds.
Problem 9: The modulation of all the implements is not normal.
Probable Cause:
The only part of the hydraulic system that is common to all implements is the pilot circuit. A defect in the
pilot system can keep the engine from working correctly or cause surging in the implement circuits. Some of
the causes of pilot system problems are:
1. Leakage in the system that prevents the pressure from going to 2300 ± 170 kPa (335 ± 25 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.
Problem 10: 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. Check the wobble (actuator) plate on the pilot control valve for the circuit involved.
2. The spool in the pilot valve that controls the implement does not move freely.
3. If the main control valve for the implements has just been assembled after repair, it is possible that there is
air in the cover over the end of the spool.
4. The spool in the main control valve does not move freely.
Problem 11: The machine will not move when FORWARD or REVERSE pedals are
pushed down.
Probable Cause:
Components in the track circuits are the front and rear piston pumps (one pump for each track motor), main
relief valve, line relief valves, swivel, motors (one for each track), makeup valves, main control valves, pilot
control valves, overspeed valves and overspeed dampening orifice. The only components that are common to
both track motors are the main relief valve and the swivel. In addition, the track brake valve in the pilot
system is common to both tracks (a signal pressure from the track brake valve must release the brakes before
the machine can be moved). Make the checks that follow if the machine will not move in either direction:
1. Pressure in the pilot system must be higher than 1720 kPa (250 psi) before the track brakes will release.
2. The hydraulic and directional lock valve lever is in the LOCK position.
3. The stop has been turned in on the track brake valve and signal pressure can not release the track brakes.
4. There is dirt in the track brake valve.
5. There is a bad seal in the brake line part of the swivel.
6. There is an object keeping the tracks from turning.
7. The dampening orifice is plugged.
Problem 12: The machine will move but has no steering.
Probable Cause:
The only component that can have a defect in this problem is the steering valve and linkage. Check the
linkage between the steering lever and steering valve. Be sure that it is adjusted correctly and not bent,
broken, slipping or disconnected. If there is no problem with the linkage, check inside the steering valve to
be sure the lever is connected and not slipping.
Problem 13: Too much drift in one of the hydraulic cylinders.
Probable Cause:
Leakage, in or around a component, is normally the cause of cylinder drift. In the stick and bucket circuits
are the main control valves, line relief valves, makeup valves and cylinders. In the boom circuit, in addition
to the same components used in the other two circuits, there is the boom vent valve, and the boom check and
relief valve. Following are some of the causes of drifting to be found in these circuits:
1. Leakage in and around the seals on the pistons in the cylinders.
2. Leakage past a line relief valve or makeup valve in the main control valve for the circuit with drift.
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).
5. If the drift problem is in the boom cylinders, the cause can be any of those above. In addition, the cause
can be in the boom vent valve or the boom check and relief valve.
Problem 14: The boom will not raise or lower, but all of the other implements operate
correctly.
Probable Cause:
The same components that cause cylinder drift will also cause this problem.
219D EXCAVATOR 5XG00001-UP (MACHINE) POWERED BY 3304 ENGINE(SE... Page 10 of 20
1. The spool in the boom vent valve is stuck. This will cause the boom check valve to be blocked and will
not let head end oil go out of the cylinder for boom LOWER.
2. There is no movement by the spool in the main control valve. This can be caused by a defect in the spool
or body of the valve.
Problem 15: The oil level in the compartment of the final drive is too high.
Probable Cause:
1. Too much oil has been added to the compartment.
2. There is oil leakage from the track motor.
3. There is oil leakage from the track brake.
Problem 16: When the control valve for the boom or stick is activated, the implement
(boom or stick) moves with a surge.
Probable Cause:
1. There has been a change in the horsepower output of the engine.
2. Double pump control system (summing valve, pump regulator valve, actuator piston or lever assembly) is
not working correctly.
Problem 17: Line relief valves are noisy.
Probable Cause:
1. The setting of the relief valve is too low.
2. The setting of the main relief valve is too high.
Pump Performance Checks And Adjustments
Make reference to WARNING on first page of Hydraulic System

Testing And Adjusting section.
Use high pressure testing equipment only. Pressure can be more than 41
500 kPa (6000 psi).
Cycle Times (Boom, Bucket, Stick, Swing And Track)

Engine Setting: High Idle
Oil Temperature: 65 ± 10°C (150 ± 5°F)
Times are in seconds, with 1 piece boom and conventional backhoe attachment.
Boom RAISE
Time to lift boom from ground level to maximum height with stick and bucket cylinders extended. Start with
bucket on the ground.
215D ... 3.2 ± .5 sec.
219D ... 2.4 to 3.3 sec.
Stick OUT
Time for full extension of the stick cylinder. Start with boom up and bucket closed.
215D ... 3.2 ± .5 sec.
219D ... 2.4 to 3.3 sec.
Stick IN
Time for full retraction of the stick cylinder. Start with boom up and bucket closed.
215D ... 3.8 ± .6 sec.
219D ... 2.8 to 3.9 sec.
Bucket OPEN
Time for full extension of the bucket cylinder.
215D ... 2.9 ± .4 sec.
219D ... 2.2 to 2.9 sec.
Bucket CLOSE
Time for full retraction of the bucket cylinder.
215D ... 4.2 ± .6 sec.
219D ... 3.2 to 4.3 sec.
Swing
Time to swing the upper structure three full revolutions. Start with the upper structure moving.
215D ... 28 sec. maximum
219D ... 28 sec. maximum
NOTE: Maximum time difference between swing LEFT and swing RIGHT 1.5 sec.
Travel
Time for machine to travel 30 meters (100 ft) on gravel or dry concrete.
215D ... 30 sec.
219D ... 30 sec.
Tool Installation And Machine Preparation
NOTE: Use only No. 2 diesel fuel for machine checks and adjustments.
1. Move the machine to a smooth horizontal location. Move away from working machines and personnel.
2. Permit only one operator on the machine. Keep all other personnel either away from the machine or in
view of the operator.
3. Get the temperature of the hydraulic oil to 49 to 66°C (120 to 150°F) (1/4 to 1/2 into the green band on the
instrument panel temperature gauge). Hydraulic oil can be warmed by stalling the implements. The
resistance of oil flowing across the relief valves, heats it. DO NOT stall a implement for more than five
seconds.
If used, remove the cardboard in front of the cooler after the temperature is 1/4 into the green band.
IMPORTANT: To get accurate results from the following checks and adjustments, make sure
hydraulic oil temperature remains in the above range.
4. Once the hydraulic oil is warmed, move all implements in and out several times. This will exchange any
cold oil in the cylinders and lines with warm oil from the hydraulic tank. The temperature of the hydraulic
oil throughout the hydraulic system is now consistent.
5. Raise the boom and put the stick OUT (stick cylinder fully retracted) and the bucket CLOSED (bucket
cylinder fully extended).
6. Lower the boom until the bucket is on the ground.
7. Engage swing lock pin.
8. Screw in the plunger on the track brake valve until the spool is blocked.
9. Move the right and left travel pedals to the FORWARD and REVERSE positions. No machine movement
indicates the travel circuit is disabled for testing procedures.
10. Place the Increased Pressure switch (if equipped) in the NORMAL/OFF position. Place the Automatic
Engine Speed Control switch (if equipped) in the NORMAL/OFF or Mode 1 position.
11. Stop the engine.
12. Check the level of the hydraulic oil in the tank. It must be above the ADD level.
Set Point Indicator
Set Point Indicator (Used With Multitach)
13. Install tach drive to governor. Install the cable of the 6V3121 Multitach Group on the tach drive. Install
cables from the 6V4060 Engine Set Point Indicator Group to the governor rack contact, machine ground and
the battery positive post. All cables should be long enough for the multitach and set point indicator to be
used in the cab.
The 6V4060 Engine Set Point Indicator Group with the 6V2100 Multitach is recommended to check the set
point. For more detailed instructions on the set point indicator and its use, see Special Instructions Form No.
SEHS7931.
Pressure Tap Locations

(1) Rear pump pressure port. (2) Summing valve pressure port. (3) Front pump pressure port. (4) Pump actuator pressure port.
Test Setup
(5) Set Point Indicator. (6) Multitach. (7) Rear pump pressure gauge. (8) Summing valve pressure gauge. (9) Actuator pressure
gauge. (10) Front pump pressure gauge. (11) Gauge bar.
14. Connect 50 000 kPa (7500 psi) pressure gauges to rear pump pressure port (1) and front pump pressure
port (3).
15. Connect a 50 000 kPa (7500 psi) pressure gauge to summing valve pressure port (2). Use an M12-7/16 in
adapter (part number 8T7860) and seal (part number 6V9028) if metric fittings are not available.
16. Connect a 28 000 kPa (4000 psi) pressure gauge to pump actuator pressure port (4).
NOTE: Be sure hoses are long enough so the gauges can be used in the cab.
Summing Valve Checks
Summing Valve Cross Section

(1) Rear pump check valve. (2) Front pump check valve. (3) Summing valve.
1. Remove the pilot line to the stick crossover valve. Install a plug on the pilot line and a cap in the stick
crossover valve housing. This will prevent two pump operation during stick OUT.
2. Start the engine. Pull the governor control lever to full throttle (high idle) position.
Check 1
3. Slowly move the pilot control lever for bucket CLOSE until front pump gauge (10) reads 20 700 kPa
(3000 psi). Hold the lever to maintain the pressure reading.
4. Slowly move the pilot control lever for stick OUT until rear pump gauge (7) reads 13 800 kPa (2000 psi).
Hold the lever to maintain the pressure reading.
5. Summing valve gauge (8) should be 17 000 kPa (2500 psi).
Check 2
6. Reverse the procedure by slowly moving the pilot control lever for bucket CLOSE until front pump gauge
(10) reads 13 800 kPa (2000 psi). Hold the lever to maintain the pressure reading.
7. Slowly move the pilot control lever for stick OUT until rear pump gauge (7) reads 20 700 kPa (3000 psi).
Hold the lever to maintain the pressure reading.
8. Summing valve gauge (8) again should be 17 000 kPa (2500 psi).
9. The summing valve is working if the pressure is correct for BOTH checks.
10. If pressure is different, the summing valve is not operating correctly. The problem must be corrected
before continuing the checks and adjustments. See the above chart to determine bad check valve.
11. After checks are complete, release the pressure from the hydraulic system and reinstall the pilot line to
the stick crossover valve.
Pump Flow And Main Relief Valve Checks
NOTICE
To prevent damage to pumps and motors, it is very important that the
cases are filled with hydraulic oil at least to the fill port before
operation.
Analysis
In an analysis of machine performance, comparison of engine rpm under different conditions of loading is
very important. There are conditions when a change in engine rpm can be an indication of the cause of a
problem.
1. If the engine rpm for Test 1 (from the chart) is too low:
(A) Machines Without Automatic Engine Speed Control - Check high idle rpm at the governor. Remove the
control cable assembly from the governor control lever. Move the governor lever to the full throttle position.
If high idle rpm is attainable, check cable and linkage for damage. If no damage is found, reassemble the
control cable assembly to the governor control lever. In the cab, place the governor control lever against the
economy idle stop. Adjust cable to operate engine at 1750 ± 50 rpm.
(B) Machines With Automatic Engine Speed Control - See Special Instructions, SEHS9013, Installation Of
Automatic Engine Speed Control for troubleshooting and testing and adjusting procedures.
If the engine rpm for Test 1 (from the chart) is not correct, check the set point (balance point). The engine set
point is an adjusted specification and is important to the correct operation of the engine and hydraulics. High
idle rpm is NOT an adjusted specification. Set point (formerly balance point) is full load rpm plus an
additional 20 rpm. Set point is the rpm at which the fuel setting adjustment screw and stop just start to make
contact. See Engine Full Load RPM for check and adjustment procedure.
NOTE: Engine speed information should be found on the Engine Information Plate. If the Engine
Information Plate is not available, see the Fuel Setting And Related Information Fiche.
2. Bent-axis piston pump displacement must always be the same.
Output from the pumps must always be the same from each pump, when both pumps are operated at the
same pressure.
If the outputs are not the same, the result can be seen in a difference in engine rpm between Tests 2 and 3 in
the chart. Low engine rpm can be the result of an engine problem. High engine rpm (front or rear pump) can
be the result of pump leakage. High engine rpm (front and rear pumps) can be the result of a low main relief
valve setting. See chart for main relief valve pressure setting. If pressure setting is low, see Adjustment Of
Main Relief Valve in this module. Pump output will also make a difference in Test 4.
Use the cycle times to check on the flow from the pumps. See Cycle Times in this module for specifications.
3. Maximum machine performance and efficiency are possible only when there is a balance between
horsepower needed to do the job and horsepower available from the engine. If both of the bent-axis piston
pumps were operated under conditions of maximum flow (output) and pressure, the horsepower needed
would be more than double the amount available from the engine. If some way to control the load on the
engine was not installed on the machine, the engine would lug to a stop. The pump control system is
designed to keep an exact relationship between engine rpm, pump signal pressure and port plate angle (pump
output) at all times.
Hydraulic Horsepower Check And Adjustment (Using Pilot Control

Valves)
Test Setup
Engine Full Load RPM Check And Adjustment
NOTE: If an adjustment is made, the high idle rpm will be affected.
Location for blocker rod
1. Install a 31.75 mm (1.250 in) long by 6.35 mm (.25 in) diameter blocker rod into the summing valve to
neutralize the operation of the summing valve (to keep pump from destroking). Install the plug to hold
blocker rod in place.
2. Start the engine. Pull the governor control lever to full throttle (high idle) position. Pull the hydraulic and
directional lock lever into the UNLOCK (operate) position. Gradually move the pilot control lever for bucket
CLOSE until set point indicator (5) OVERRUN light and engine LUG light just goes OFF. Both lights will
flash in unison just before going OFF. Repeat procedure several times to obtain same test results.
The full load rpm is equal to the set point rpm read on multitach (6) minus 20 rpm. Full load (rated) rpm
should be ... 1800 ± 10 rpm.
3. If an adjustment is needed, turn the high idle screw clockwise to increase and counterclockwise to
decrease the full load rpm (set point rpm minus 20 rpm). An adjustment for full load rpm will establish a
new high idle rpm setting.
4. Remove the blocker rod from the summing valve.
Pump Hydraulic Horsepower Check And Adjustment
5. Using the pilot control valves (bucket CLOSE and stick OUT), load both pumps slowly and equally until
there is a large rise (needle pops) in pump actuator gauge (9) pressure [1380 to 2050 kPa (200 to 300 psi)].
This is the point at which the pumps start to destroke. Repeat procedure several times to obtain same test
results. Record the summing valve pressure and engine rpm. Summing valve pressure and engine rpm should
be:
Summing valve pressure should be the average of front and rear pump pressures. If not, the summing valve
is not operating correctly. The problem must be corrected before continuing the checks and adjustments. See
Summing Valve Check.
Double Pump Housing (Top View)

(12) Pump power adjustment screw. (13) Torque slope adjustment screw.
6. Pump power adjustment screw (12) determines the point at which destroking occurs. If necessary, adjust
the pump power adjustment screw to get the correct pressure (see chart). Turn the screw clockwise (CW) to
increase the summing pressure and counterclockwise (CCW) to decrease pressure. Adjust screw (12) first,
then load the pumps again. Repeat this sequence until the pressure is correct.
For power screw adjustment, break locknut loose while holding screw (12) stationary. Then hold locknut
stationary while turning screw (12) for adjustment. When adjustment is complete, hold screw (12) stationary
while tightening locknut.
NOTE: 1/4 turn of power screw (12) will change the pressure approximately 750 kPa (110 psi).
7. Record the engine speed at this pressure.
8. Load both pumps to an average pressure of 27 500 ± 700 kPa (4000 ± 100 psi).
9. The engine rpm should be ± 5 rpm of that recorded in Step 5.
10. If the above engine rpm is either too low or too high, adjust torque slope screw (13), then repeat Steps 5
through 9. Turn torque slope screw (13) clockwise (CW) to reduce engine speed and counterclockwise
(CCW) to increase engine speed.
For torque slope screw adjustment, break locknut loose while holding screw (13) stationary. Then hold
locknut stationary while turning screw (13) for adjustment. When adjustment is complete, hold screw (13)
stationary while tightening locknut.
NOTE: If torque slope is adjusted out to far and pump pressure is 0 kPa (0 psi), loosen locknut and hold
stationary. Turn screw (13) in until screw bottoms out. Then turn screw (13) out 1 1/2 turns. Repeat Pump
Hydraulic Horsepower Check.
11. Power screw (12) and torque slope screw (13) are adjusted until no further adjustment is required of
either screw. Torque slope screw (13) must always be checked last.
12. The hydraulic horsepower setting can be verified by repeating Step 5. Summing pressure and engine rpm
should agree with "Machine Configuration Chart".
13. If engine rpm is still too low, then the problem could be:
a. Summing valve check valves are not opening and/or closing properly.
b. Summing valve spool is not shifting.
c. Pump regulator valve and/or respective bore in actuator piston is worn or damaged.
d. Lever assembly is not moving correctly.
e. Worn or bad actuator seals.
14. If engine rpm is still too high, then the problem could be:
a. Bad spring on actuator piston.
b. Pumps worn.
c. Bad spring in lever assembly.
d. System relief valve is set too low.
Hydraulic Horsepower Check And Adjustment (Using Stick And

Stick Crossover Valves)
Test Setup

Testing and Adjusting: Pruebas y Ajustes

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219D EXCAVATOR 5XG00001-UP (MACHINE) POWERED BY 3304 ENGINE(SEB...

Testing And Adjusting

1. Fully retract the rod in the stick cylinder.

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

7. Tighten the filler cap back on the hydraulic tank.

9. Tighten the bleed valves.

Automatic Engine Speed Control

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

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

Checks During Operation

See Troubleshooting Problem List: Problems 2, 4, 9 and 11.

See Troubleshooting Problem List: Problems 2, 4, and 11.

See Troubleshooting Problem List: Problem 1.

See Troubleshooting Problem List: Problems 4 and 17.

See Troubleshooting Problem List:

All circuits ... Problems 2, 4, 8 and 9.

Individual circuits ... Problems 3, 10 and 16.

See Troubleshooting Problem List: Problem 13.

See Troubleshooting Problem List: Problem 11.

8. Listen for noise from the pumps.

See Troubleshooting Problem List: Problems 5 and 6.

Troubleshooting Problem List

1. Low horsepower output from the engine.

3. Hydraulic horsepower setting is too high.

4. Torque slope setting is too high.

5. Minimum pump displacement angle adjustment screw in too far.

2. Both piston pumps are damaged.

3. Hydraulic horsepower setting is too low.

4. Torque slope setting is too low.

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

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

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

4. Pump hydraulic horsepower setting is too low.

5. Pump torque slope setting is too low.

6. Maximum pump displacement angle adjustment screw in too far.

Problem 5: A large amount of air in the oil.

3. Operation is not correct; relief valve constantly opens and closes.

4. Leakage in and around cylinder seals.

Problem 6: Pumps are too noisy.

Problem 7: Hydraulic oil temperature is too high.

1. Oil aeration (air mixed with the oil).

Problem 8: Hydraulic oil temperature is too low.

Problem 9: The modulation of all the implements is not normal.

2. The temperature of the oil is too low.

4. Oil aeration (air mixed with the oil).

Problem 10: The modulation of one implement is not normal.

4. There is dirt in the track brake valve.

5. There is a bad seal in the brake line part of the swivel.

6. There is an object keeping the tracks from turning.

7. The dampening orifice is plugged.

Problem 12: The machine will move but has no steering.

Problem 13: Too much drift in one of the hydraulic cylinders.

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

1. Too much oil has been added to the compartment.

2. There is oil leakage from the track motor.

3. There is oil leakage from the track brake.

1. There has been a change in the horsepower output of the engine.

Problem 17: Line relief valves are noisy.

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

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

Pump Performance Checks And Adjustments

Make reference to WARNING on first page of Hydraulic System