367912992 bw216-219 dh-4-service-training

Service Training
Single Drum Rollers
BW 216 DH / PDH - 4
08/2005
Part-No. 008 097 20
BW 219 DH / PDH - 4
BW 226 DH / PDH - 4

Service Training
BW 216 / 219 / 226 DH / PDH -4
Table of contents
Foreword A 1
Documentation A 2
General A 3
New features A 5
Technical data and adjustment values B 1
Maintenance C 1
Maintenance chart and table of fuels and lubricants C2
DEUTZ diesel engine 2012C with EMR D 1
Service side D 2
Starter side D 3
Lubrication oil circuit D 4
Coolant circuit D 5
Fuel system D 6
EMR D10
Trouble shooting D22
Diagnostics SERDIA D24
Checking and adjusting the valve clearance D26
Assembly of plug-type injection pump D28
Engine components D44
Travel system E 1
Travel pump E 3
Control E 7
Charge pressure relief valve E 8
High pressure relief valve E 9
Pressure override valve E11
Axle drive motor E14
Drum drive motor E17
Test and adjustment points, travel system E19
Trouble shooting travel system E27

Service Training
BW 216 / 219 / 226 DH / PDH -4
Vibration F 1
Vibration pump F 3
High pressure relief valves F 6
Control F 7
Vibration motor F 8
Drum F11
Test and adjustment points, vibration system F13
Trouble shooting vibration F15
Steering G 1
Charge pump G 2
Steering pump G 3
Steering valve G 5
Articulated joint G 7
Measuring and adjustment points G 9
Trouble shooting steering G10
Electrics H 1
Wiring diagram
Hydraulic diagram

Service Training
BW 216 / 219 / 226 DH / PDH -4 - A 1 -
Foreword and new features
Reliable construction equipment is of greatest advantage for all parties involved:
• for the customer/user it is a basis for an exact calculation of utilization periods and the completion of
projects as scheduled.
• in the rental business it means that the equipment can be reliably used and planned without having
to stock a large number of stand-by machines.
• for the manufacturer it means that customers are satisfied, provides him with a good image and gives
him a feeling of confidence.
It is BOMAG’s philosophy to design and produce the machines with highest possible reliability. This
aspect of simple and easy maintenance was one of the key issues when developing and designing the
machine:
• the location of components in the machine eases maintenance work,
• the high quality standard of BOMAG is the basis for the considerable extension of the service and
maintenance intervals.
• the After Sales Service of BOMAG, including excellent operating and maintenance instruction
manuals, high quality training courses and on-site machine demonstrations helps the customer to
maintain their machines in good condition over a long period of time.
Permanent training of BOMAG’s own service personnel as well as the service personnel of BOMAG
Profit Centres and dealers is therefore a general prerequisite for BOMAG’s excellent world-wide service.
This program of permanent training is only possible with appropriate and up-to-date training material for
trainers as well as persons attending the training courses.
This training manual has not only been written as a support for the professional work of the trainer, but
also for the trainees attending these training courses.
The different levels of product training demand, that the training performed by BOMAG, its Profit Centres
or its dealers reflects the high quality of the training conducted at the Training Centre at BOMAG in
Boppard. For this reason we invested a lot of time in the preparation of these materials .
The structure of this training manual enables us to change or up-date individual chapters in case of
alterations to the machine.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - A 2 -
Documentation
This Service Training is valid for the following BOMAG single drum rollers of series 4:
BW 216 DH / PDH -4
BW 219 DH / PDH-4
BW 226 DH / PDH-4
with Deutz diesel engine BF6M 2012C EMR
For the BOMAG machines described in this training manual the following documentation is additionally
available:
1. Operating and maintenance instructions
2. Spare parts catalogue
3. Wiring diagram *
4. Hydraulic diagram *
5. Repair instructions
6. Service Information
* The document versions valid at the date of printing are part of this training manual.
Attention!
The currently valid part numbers for the documents can be taken from the Doclist or the
Customer Service page in the BOMAG (BOMAG Secured Area) in accordance with the serial
number of the machine.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - A 3 -
General
The new BOMAG single drum rollers of series 4 are mainly further developments of their predecessors
of series 3.
These machines have been successfully and reliably used for years on construction sites all over the
world, especially in earth construction and on sanitary landfill sites.
High compaction power and excellent traction are characteristics, which are of utmost importance for
this type of machine.
All components installed in these machines are manufactured in series production and are subjected to
stringent quality tests. This guarantees a high level of reliability and safety.
As with many other BOMAG products, and here especially with the large single drum rollers of the new
generation, we have decided to use the same successful drive concept with diesel engine (water cooled)
and hydrostatic drives also for these machines. The hydrostatic drives transfer the output power of the
engine directly to drum, drive wheels and steering.
The drive wheels are driven by fast rotating hydraulic motors and axle, whereas the drum is driven by
slow running radial piston motors.
On construction machines the work place of the operator is of utmost importance. Under such working
conditions the health and safety of the operator must be the greatest concern.
The cabin is very spacious and clearly arranged. The driver’s seat is very comfortable and can be
individually adjusted for every operator, even for his weight.
All control elements and gauges are within the reach and in the sight of the operator.
A monitoring display with light emitting diodes and clear pictograms informs the operator about any
operating faults. The operator is therefore always informed about the present condition of the machine.
The generously glazed cabin with windscreen wiper and washer systems for front and rear windscreens,
as well as a heated rear windscreen, offers clear vision to all sides.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - A 4 -
Important characteristics of the new generation of single drum rollers are
• strong ROPS/FOPS according to SAE-standard
• wear free service brake by closed hydrostatic travel circuits
• disc brakes in axle and drum drive motor serve as parking and emergency brakes
• high stability due to low centre of gravity and the use of an articulated joint
• operating safety due to the use of monitoring boards for all important system data
• automatic engine shut down after 15 seconds, if the engine temperature is too high
• automatic engine shut down after 10 seconds, if the coolant level is too low
and the engine oil pressure is too low.
The single drum rollers of series 4 are well designed down to the smallest detail, so that they can meet
the toughest demands on large scale construction sites all over the world.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - A 5 -
New features
Themulti-functiontravelleverandthedisplay
Back Front
up
down

Service Training
BW 216 / 219 226 DH / PDH -4 - A -
Control, operation, data collector,

Service Training
BW 216 / 219 226 DH / PDH -4 - A -
Translation
Rückseite Back
Vorderseite Front
Rechts Right
Auf Up
Vibr. Taste Vibr. button
Links Left
Ab Down
INFO Teste 1 INFO button 1
INFO Taste 2 INFO button 2
Translation:
Fahrhebel Travel lever
Datensammler Data collector
Luftfilter Air filter
Blink. L Indic. l
Blink. R Indic. r
Licht an Lights on
D+ Signal D+ signal
Hyd. Ölfilt. Hyd. oil filter
Hyd. Temp. Hyd. temp.
Klimaanl. Aircon
Ampere Ampere
Wasserab. Water separ.
Kühl. Füll. Coolant level
Fahrhebel Travel lever
Stufenschalter Speed range switch
Sitzkontaktschalter Seat contact switch
Drucksensor Pressure sensor
Verstellung Control
Sensor Sensor
Vorderrahmen Front frame
Hinterrahmen Rear frame
Verstellung Control
Fahrmotor vorne Front travel motor
Neigungssensor Inclination sensor
Sensor Sensor
Verstellung Control
Fahrmotor hinten Rear vtravel motor
Fahrpumpe Travel pump

Service Training
BW 216 / 219 / 226 DH / PDH -4 - A -
Diesel engine with EMR

Service Training
BW 216 / 219 / 226 DH / PDH -4 - A -
Travel System

Service Training
BW 216 / 219 / 226 DH / PDH -4 - B 1 -
Technical data and adjustment values
The following pages contain technical data valid at the date of printing (see front page of this manual).
Attention!
The currently valid technical data and adjustment values can be taken from the BOMAG Intranet
or Extranet (BOMAG Secured Area) in accordance with the serial number of the machine.

BOMAG Central Service - Technical data and adjustment values
Status: 2005-08-05
Product type: BW 216 DH Serie 4
Type No.: 582 60
Serial numbers from: 101 582 60 1001
Engine:
Type: BF6M2012C
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 147 kW
Power data at nominal speed of: 2300 1/min
Low idle speed: 850+/-150 1/min
High idle speed: 2475+/-125 1/min
Spec. fuel consumption: 222 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 250 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Type: 90R 075 (EP)
System: Axial piston-swash plate
Max. displacement: 75 cm3/U
Max. flow ratio: 75ccm x n l/min
High pressure limitation: 400 bar
Charge pressure, high idle: 25+/-1 bar
Reduction gear, drum:
Type: CR 51
Transmission ratio: 73,5
Travel motor, rear:
Type: 51D110 (EP)
System: Axial piston-bent axle
Max. displacement (stage 1): 110 cm3/U
Min. displacement (stage 2): 55,3 cm3/U
Perm. leak oil quantity: 2 + 10 l/min
Rinsing oil quantity: 10 l/min
Rinsing oil pressure limitation: 16 bar
Drum drive:
Type: 51C 110 (EP)
Displacement stage 1:
Seite 1 von 2
BOMAG Central Service
05.08.2005
http://bsa.bomag.spx.com/bsa/tk_components/english/search_components_result.asp?...

110 cm3/U
Displacement stage 2: 31,4 cm3/U
Vibration pump:
Type: 90R 075 (EP)
Starting pressure: 365+/-65 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Type: A2FM 56 HDD
Displacement: 56 cm3/U
Frequency: 31 / 36 Hz
Amplitude: 2,0/0,9 mm
Steering and charge pump:
Type: HY/ZFS11/16
System: Gear pump
Max. steering pressure: 175+26 bar
Rear axle:
Type: CHC 193/66LD
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 65,08
Filling capacities:
Engine coolant: 16 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 12,5 l (SAE 15W-40, API CG-4 (for details see
maintenance manual))
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 0,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2 l (SAE 90 EP, API GL 5)
Rear axle, transmission: 1,9 l (SAE 90 EP, API GL 5)
Reduction gear, drum: 3,2 l (SAE 90 EP, API GL 5)
AC refrigerant: 1400 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
Seite 2 von 2
05.08.2005

Status: 2005-08-05
Type No.: 582 70
Engine:
Type: BF6M2012C
Cooling: Water
Travel pump:
Type: 90R 100 EP
High pressure limitation: 435 +/-15 bar
Type: CR 51
Travel motor, rear:
Type: 51D110 (EP)
Drum drive:
Type: 51C 110 (EP)
Seite 1 von 2
05.08.2005

110 cm3/U
Vibration pump:
Type: 90R 075 (EP)
Vibration motor:
Type: A2FM 63 HDD
Type: HY/ZFS11/16
System: Gear pump
Rear axle:
Type: CHC 193/55
Filling capacities:
Ethane-diol-basis)
Reduction gear, drum: 3,2 l (SAE 90 EP, API GL 5)
AC refrigerant: 1400 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
Seite 2 von 2
05.08.2005

Status: 2005-08-05
Type No.: 582 80
Engine:
Type: BF6M2012C
Cooling: Water
Travel pump:
Type: 90R 100 EP
High pressure limitation: 435 +/-15 bar
Type: 715 C 3B
Travel motor, rear:
Type: 51D110 (EP)
Drum drive:
Type: 51C 110 (EP)
Seite 1 von 3
05.08.2005

110 cm3/U
Vibration pump:
Type: 90R 075 (EP)
Vibration motor:
Type: A2FM 80 HDD
Type: HY/ZFS11/16
System: Gear pump
Steering valve:
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Type: CHC 193/55
Filling capacities:
Ethane-diol-basis)
Seite 2 von 3
05.08.2005

Service Training
BW 216 / 219 / 226 DH / PDH - 4 - C 1 -
Maintenance
Single drum rollers are heavy-duty construction machines for extremely difficult tasks in earth
construction. To be able to meet these demands the machines must always be ready to be loaded up
to their limits. Furthermore, all safety installations, protections and guards must always be in place and
fully functional.
Thorough maintenance of the machine is therefore mandatory. This not only guarantees a remarkably
higher functional safety, but also prolongs the lifetime of the machine and of important components.
The time required for thorough maintenance is only minor when being compared with the malfunctions
and faults that may occur if these instructions are not observed.
The maintenance intervals are given in operating hours. It is quite obvious that with each maintenance
interval all the work for shorter preceding intervals must also be performed. During the 2000 hours
interval you must also perform the work described for the service intervals after 50, 250 and 500 hours.
During maintenance work you must only use the fuels and lubricants mentioned in the table of fuels and
lubricants (oils, fuels, grease etc.).
The designation specified under No: in the first column of the maintenance chart refers to the
corresponding number of the service work to be performed, as specified in the operating and
maintenance instructions. This also helps to find detailed information on the individual
maintenance tasks.

Maintenance
BOMAG
82 BW 216 DH-4
5.3 Table of fuels and lubri-
cants
Assembly Fuel or lubricant Quantity approx.
Summer Winter Attention
Observe the level marks
Engine Engine oil ACEA: E3-96/E5-02 or approx. 12,5 litres without
oil filter
API: CG-4/CH-4
SAE 10W/40
(-20 °C to +40 °C)
SAE 15W/40
(-15 °C to +40 °C)
Fuel
Diesel Winter diesel fuel approx. 300 litres
Hydraulic system Hydraulic oil (ISO), HV46, kinem. viscosity approx. 60 litres
46 mm2
/s at 40 °C
Vibration bearings Engine oil SAE 15W/40 approx. 2x0.8 litres
Drive axle Gear oil SAE 90, API GL5 approx. 11 litres
Wheel hubs Gear oil SAE 90, API GL5 approx. 2.9 per side
Axle reduction gear Gear oil SAE 90, API GL5 approx. 1,9 litres
Drum drive gear Gear oil SAE 90, API GL5 approx. 2,8 litres
Air conditioning system Refrigerant R134A 1400 g
Engine cooling system Cooling system protection agent approx. 16 litres
Tires Water approx. 195 litres
Calcium chloride (CaCl2) or magnesium chloride
(MgCl2)
approx. 100 kg

Maintenance
BOMAG 83
BW 216 DH-4
5.4 Running-in instructions
The following maintenance work must be per-
formed when running in new machines or
overhauled engines:
! Caution
Up to approx. 250 operating hours check the
engine oil level twice every day.
Depending on the load the engine is subjected
to, the oil consumption will drop to the normal
level after approx. 100 to 250 operating hours.
After a running-in time of 30 minutes
l Retighten the V-belt
After 250 operating hours
l Retighten bolted connections on intake and
exhaust tubes, oil sump and engine mounts.
l Retighten the bolted connections on the ma-
chine.
l Retighten all wheel fastening screws with the
specified tightening torque.
l 1. Oil change vibration bearings
l Oil change in drive axle
l Oil change in wheel hubs
l Oil change, axle reduction gear
l 1. Oil change, drum drive reduction gear
l 2. Oil change vibration bearings
l 2. Oil change, drum drive reduction gear

Maintenance
BOMAG
84 BW 216 DH-4
5.5 Maintenance chart
No. Maintenance work Remark
Running-in
instructions
after
250
operating
hours
every
10
operating
hours,
daily
every
250
operating
hours
every
500
operating
hours
every
1000
operating
hours
every
2000
operating
hours
every
3000
operating
hours
as
required
5.6 Check the engine oil level Dipstick mark X
5.7 Check the water separator X
5.8 Check the fuel level X
5.9 Check the hydraulic oil level Inspection glass X
5.10 Check the coolant level Inspection glass X
5.11 Check the dust separator X
5.12 Check the tire pressure X
5.13 Clean the cooling fins on engine and
hydraulic oil cooler
X
5.14 Check the oil level in the drive axle X
5.15 Check the oil level in the wheel hubs X
5.16 Check the oil level in the axle reduc-
tion gear
X
5.17 Check the oil level in the drum reduc-
tion gear
X
5.18 Check the oil level in the vibration
bearings
X
5.19 Change engine oil and oil filter car-
tridge*
min. 1x per year X
5.20 Change the fuel filter cartridge X
5.21 Drain the sludge from the fuel tank X
5.22 Service the battery Pole grease X
5.23 Change the fuel pre-filter cartridge X

Maintenance
BOMAG 85
BW 216 DH-4
5.24 Check, replace the refrigerant com-
pressor V-belt
X
5.25 Service the air conditioning X
5.26 Check, adjust the valve clearance Intake = 0,3 mm
Exhaust = 0,5 mm
X
5.27 Check, replace the ribbed V-belt X
5.28 Check the engine mounts X X
5.29 Oil change in drive axle min. 1x per year X X
5.30 Oil change in wheel hubs min. 1x per year X X
5.31 Oil change, axle reduction gear min. 1x per year X X
5.32 Oil change in drum drive reduction
gear**
min. 1x per year X X
5.33 Oil change vibration bearings**
see foot note, min. 1
x per year
X X
5.34 Retighten the fastening of the axle on
the frame
X
5.35 Tighten the wheel nuts X X
5.36 Check the ROPS X
5.37 Clean the oil bath air filter min. 1x per year X
5.38 Change hydraulic oil and breather fil-
ter***
at least every 2
years
X
5.39 Change the hydraulic oil filter****
at least every 2
years
X
5.40 Change the coolant at least every 2
years
X
5.41 Check the injection valves X
Running-in
instructions
after
250
operating
hours
every
10
operating
hours,
daily
every
250
operating
hours
every
500
operating
hours
every
1000
operating
hours
every
2000
operating
hours
every
3000
operating
hours
as
required

Maintenance
BOMAG
86 BW 216 DH-4
5.42 Service the combustion air filter min. 1x per year,
safety cartridge at
least every 2 years
X
5.43 Adjusting the scrapers X
5.44 Adjust the parking brake X
5.45 Change the tires X
5.46 Change the fresh air filter in the cabin X
5.47 Tightening torques X
5.48 Engine conservation X
* Oil change intervals depend on quality of oil and fuel (sulphur content)
** Oil change intervals after 50 h, after 500 h, after 1000 h, and then every 1000 h.
*** Also in case of repair in the hydraulic system.
**** Also in case of repair in the hydraulic system.
Running-in
instructions
after
250
operating
hours
every
10
operating
hours,
daily
every
250
operating
hours
every
500
operating
hours
every
1000
operating
hours
every
2000
operating
hours
every
3000
operating
hours
as
required

Maintenance
BOMAG
62 BW 226 DH-4/PDH-4
5.3 Table of fuels and lubri-
cants
Assembly Fuel or lubricant Quantity approx.
Summer Winter Attention
Observe the level marks
Engine Engine oil ACEA: E3-96/E5-02 or approx. 12,5 litres without
oil filter
API: CG-4/CH-4
SAE 10W/40
(-20 °C to +40 °C)
SAE 15W/40
(-15 °C to +40 °C)
Fuel
Diesel Winter diesel fuel approx. 150 litres
Hydraulic system Hydraulic oil (ISO), HV46, kinem. viscosity approx. 60 litres
46 mm2
/s at 40 °C
Vibration bearings Engine oil SAE 15W/40 approx. 2 x 1,8 litres
Drive axle Gear oil SAE 90, API GL5 approx. 12,5 litres
Wheel hubs Gear oil SAE 90, API GL5 approx3.5 l per side
Axle reduction gear Gear oil SAE 90, API GL5 approx. 1,9 litres
Drum drive gear Gear oil SAE 90, API GL5 approx. 7,5 litres
Air conditioning system Refrigerant R134A
Engine cooling system Cooling system protection agent approx. 16 litres
Tires Water approx. 390 litres
Calcium chloride (CaCl2) or magnesium chloride
(MgCl2)
approx. 130 kg

Maintenance
BOMAG 63
BW 226 DH-4/PDH-4
5.4 Running-in instructions
The following maintenance work must be per-
formed when running in new machines or
overhauled engines:
! Caution
Up to approx. 250 operating hours check the
engine oil level twice every day.
Depending on the load the engine is subjected
to, the oil consumption will drop to the normal
level after approx. 100 to 250 operating hours.
After a running-in time of 30 minutes
l Retighten the V-belt
l Retighten bolted connections on intake and
exhaust tubes, oil sump and engine mounts.
l Retighten the bolted connections on the ma-
chine.
l Retighten all wheel fastening screws with the
specified tightening torque.
l Oil change vibration bearings
l Oil change in drive axle
l Oil change in wheel hubs
l Oil change, axle reduction gear
l Oil change, drum drive reduction gear
l Oil change vibration bearings

Maintenance
BOMAG
64 BW 226 DH-4/PDH-4
5.5 Maintenance chart
Running-in
instructions
after
50
operating
hours
every
10
operating
hours,
daily
every
250
operating
hours
every
500
operating
hours
every
1000
operating
hours
every
2000
operating
hours
every
3000
operating
hours
as
required
5.6 Check the engine oil level Dipstick mark X
5.7 Check the water separator X
5.8 Check the fuel level X
5.9 Check the hydraulic oil level Inspection glass X
5.10 Check the coolant level Inspection glass X
5.11 Check the dust separator X
5.12 Check the tire pressure X
5.13 Clean the cooling fins on engine and
hydraulic oil cooler
X
5.14 Check the oil level in the drive axle X
5.15 Check the oil level in the wheel hubs X
5.16 Check the oil level in the axle reduc-
tion gear
X
5.17 Check the oil level in the drum reduc-
tion gear
X
5.18 Check the oil level in the vibration
bearings
X
5.19 Change engine oil and oil filter car-
tridge*
min. 1x per year X
5.20 Change the fuel filter cartridge X
5.21 Drain the sludge from the fuel tank X
5.22 Service the battery Pole grease X
5.23 Change the fuel pre-filter cartridge X

Maintenance
BOMAG 65
BW 226 DH-4/PDH-4
5.24 Check, replace the refrigerant com-
pressor V-belt
X
5.25 Service the air conditioning X
5.26 Check, adjust the valve clearance Intake = 0,3 mm
Exhaust = 0,5 mm
X
5.27 Check, replace the ribbed V-belt X
5.28 Check the engine mounts X X
5.29 Oil change in drive axle min. 1x per year X X
5.30 Oil change in wheel hubs min. 1x per year X X
5.31 Oil change, axle reduction gear min. 1x per year X X
5.32 Oil change in drum drive reduction
gear
min. 1x per year X X
5.33 Oil change vibration bearings**
see foot note, min. 1
x per year
X X
5.34 Retighten the fastening of the axle on
the frame
X
5.35 Tighten the wheel nuts X X
5.36 Check the ROPS X
5.37 Clean the oil bath air filter min. 1x per year X
5.38 Change hydraulic oil and breather fil-
ter***
at least every 2
years
X
5.39 Change the hydraulic oil filter****
at least every 2
years
X
5.40 Change the coolant at least every 2
years
X
5.41 Check the injection valves X
Running-in
instructions
after
50
operating
hours
every
10
operating
hours,
daily
every
250
operating
hours
every
500
operating
hours
every
1000
operating
hours
every
2000
operating
hours
every
3000
operating
hours
as
required

Maintenance
BOMAG
66 BW 226 DH-4/PDH-4
5.42 Service the combustion air filter min. 1x per year,
safety cartridge at
least every 2 years
X
5.43 Adjust the scrapers X
5.44 Adjust the parking brake X
5.45 Change the tires X
5.46 Change the fresh air filter in the cabin X
5.47 Tightening torques X
5.48 Engine conservation X
* Oil change intervals depend on quality of oil and fuel (sulphur content)
** Oil change intervals after 50 h, after 500 h, after 1000 h, and then every 1000 h.
*** Also in case of repair in the hydraulic system.
**** Also in case of repair in the hydraulic system.
Running-in
instructions
after
50
operating
hours
every
10
operating
hours,
daily
every
250
operating
hours
every
500
operating
hours
every
1000
operating
hours
every
2000
operating
hours
every
3000
operating
hours
as
required

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 1 -
Deutz diesel engine
The single drum rollers of product range BW 216 / 219 / 226 DH/PDH-4 are powered by a Deutz diesel
engine of series BF6M 2012 COM2 with electronic engine management (EMR). The engine cooling
system uses an external radiator. The cooling fan is mounted to the engine fan block and is directly
driven by the engine.
These engines are characterized by the following positive features:
• short and compact design,
• low noise level,
• almost vibration-free running,
• low fuel consumption,
• low exhaust emissions (EPA II),
• high power reserves and
• good access to all service points.
Crankcase and cylinders of this engine are made of alloyed cast iron. This provides strength and
ensures high wear resistance.
The forged steel conrods are fitted with compensation weights near the conrod bearing seats. These
weights compensate manufacturing tolerances with respect to weight and centre of gravity.
The pistons are made of an aluminium alloy. The combustion chamber recess is slightly offset from the
middle at its side walls are inclined for 10° towards the inside. All pistons are fitted with three piston rings
and a cast iron ring carrier for the first ring. The pistons are lubricated by an oil mist.
The forged crankshaft is equipped with integrated counterweights.
The block-type cylinder head is made of cast steel. Each cylinder is fitted with one intake and one
exhaust valve. The valve guides are shrunk into the cylinder head. The valve seat rings are made of
high-grade steel and are also shrink fitted.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 2 -
Service side
Fig. 1: Service side BFM 2012
1 Oil filler neck 8 Fuel pump
2 Valve, boost fuel supply 9 Engine mounting
3 Engine solenoid 10 Fuel filter
4 Oil pressure switch 11 Lubrication oil filter
5 Cooling air blower 12 Oil sump
6 Coolant pump 13 Dipstick
7 V-belt pulley 14 Steering/charge pump
1
2
3 4
5
6
7
8
9
10
11
12
13
14

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 3 -
Starter side
Fig. 2: Starter side
1 Flywheel
2 Ground cable
3 Starter
4 Turbo charger
5 Generator
6 Coolant temperature switch
1
2
3
4
5
6

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 4 -
Lubrication oil circuit
Fig. 3: Lubrication oil circuit
1 Oil sump 12 Piston cooling nozzle
2 Return flow turbo charger to crankcase 13 Camshaft bearing
3 Turbo charger 14 Main oil channel
4 Oil line to turbo charger 15 Lubrication oil cooler
5 Line to mass balance wheel (2 x) 16 Lubrication oil pump
6 Oil pressure sensor 17 Pressure relief valve
7 Valve with pulse lubrication 18 Leak oil return line
8 Push rod, oil supply to rocker arms 19 Lubrication oil filter
9 Line to spray nozzles 20 Suction line
10 Rocker arm 21 Crankshaft bearing
11 Return flow to oil sump 22 Conrod bearing
1
2
3 4 5 6 7 8 9 10 11 12 13 14 15
16
17
18
19
20
21
22

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 5 -
Lubrication oil circuit
Fig. 4: Lubrication oil circuit
1 Cooler
2 To cooler
3 From cooler
4 Coolant pump
5 Lubrication oil cooler
6 Cylinder cooling
7 Cylinder head cooling
8 Ventilation connection between cylinder head and heat exchanger
1
2
3
4
5
6
7
8

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 6 -
FuelFuel system
Fig. 5: Fuel system
7
6
4
Fuel tank
1b
1c
1d
1a

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 7 -
Legend Fig. 6:
1a Fuel lift pump
1b Fuel pre-filter
1c Water separator
1d) Water proportion sensor
2 Feed to fuel lift pump
3 Fuel lift pump
4 Connecting line lift pump – main filter (fuel pre-pressure up to 10 bar)
5 Main fuel filter (pressure resistant)
6 Connecting line main filter – supply for injection pump
7 Single injection pump
8 High pressure line
9 Injection nozzle
10 Leakage line
11 Pressure retaining valve - 5 bar
12 Return flow to tank

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 8 -
Fuel pre-filter with water separator
Fig. 6: Fuel pre-filter with water separator
1) Lift pump
2) Vent valve
3 Filter element
4) Water and dirt collecting bowl
5 Drain valve
6 Electric connection for water level sensor
The fuel pre-filter / water separator consists mainly of:
• the dirt / water sediment bowl with water level warning sensor
• and the filter element
3
5
4
1
2
6

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 9 -
Function:
The fuel lift pump draws the fuel through both filters.
The water resistant filter element retains remaining smaller dirt and water particles.
Once the water level reaches the height of the warning connections, the warning light in the dashboard
lights up.
Draining off water or fuel :
If the filter element is clogged before a service is due (indicated by e.g. a power drop), the filter may be
regenerated as follows to keep up operation of the engine:
• Open the bleeding screw (this applies atmospheric pressure to the filter element and releases bigger
dirt particles from the bottom side of the filter, which will then sink down.
• Open the drain valve and let approx. 0.5 l of fuel run out. The fuel above the filter element presses
through the filter element and cleans the underside of the filter element from dirt.
• Close the drain valve.
Draining off larger dirt particles or sludge:
• Unscrew the water separator housing
Bleed the system by operating the fuel lift pump and then tighten the bleeding screw.
Main fuel filter
Attention!
The main fuel filter is subjected to approx. 10 bar fuel pre-pressure from the fuel lift pump. This
pressure is considerably higher than on other engines. For this reason only original filter
elements must be used. Filter elements of similar design or with adequate dimensions are not
necessarily pressure resistant!
A filter element of insufficient pressure resistance will be damaged by the high pressure and will
disintegrate. This causes severe damage to the injection system!

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 10 -
Electronic engine control EMR II
The Deutz engines in single drum rollers DH-4 are equipped with an electronic engine speed control
(Deutz EMR II).
The most important benefits of this system are:
• shorter response times compared with mechanically controlled engines, i.e. the response times are
significantly better. This improvement is achieved without increasing the acceleration fumes or the
fuel consumption.
• electronic idle speed control enabling a higher starting torque
• no mechanical throttle control (light moving, maintenance free, less susceptible for faults)
• in comparison to the first version of the Deutz-EMR the essential advantage is
that an EMR-fault is directly displayed in form of a fault code.
The EMR-injection system is based on the approved Deutz-injection system of series 2012 with
individual injection pumps for each cylinder. However, the fuel quantity per stroke is not regulated
mechanically via a throttle cable, but is controlled by the EMR II-system by means of an electromagnetic
actuator acting on the governor rod.
The essential components of the EMR II-system for engine speed control are:
• EMR II control unit [A48] at the left under the operator's stand.
• The control unit processes the input signals from:
• displacement measuring system in the EMR actuator [Y 137] (current position of the injection pump
control rod)
• the coolant temperature sensor [B 113] on the cylinder head
• the rotary speed sensor [B 114] on the camshaft
• the engine oil pressure sensor [B 88] on the oil filter housing
• the charge air pressure and charge air temperature sensor [B 115] connected to the intake manifold
• The cold start device (heating flange) is additionally triggered by the EMR II in dependence on the
coolant temperature

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 11 -
These input signals are processed, sent as output signals to the EMR actuator Y 137 and there they are
converted to the required fuel quantity per stroke.
In ECO-mode the travel lever determines the engine speed setpoint. The control unit compares this
nominal value with the actual speed value detected by the engine speed sensor. If the nominal value
corresponds with the actual value, the signal to the EMR actuator will remain unchanged.
However, if the nominal speed deviates from the actual speed (e.g. when changing the travel lever
position or under higher load), the control unit uses the current turbo charger pressure and the coolant
temperature to determine the necessary change in fuel quantity to achieve the nominal speed value.
The control unit then sends a signal to the EMR actuator to change the control rod position and thereby
the engine speed.
This automatic speed adaptation only takes place in ECO-mode (in
the first DH-4 machines this was called "AUTO")
Throttle control lever

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 12 -
Individual EMR II components
Control unit EMR II
The EMR control unit is located above the central electrics under the operator's stand in the access
area. This is the computer unit of the EMR and it processes the input signals from the sensors to output
signals for the EMR actuator (governor rod).
Pos. Designation Pos. in wiring
diagram
Deutz
designation
Measuring
values
1 Control unit EMR II A 48 EMR II
2 Plug, engine side X 31
3 Plug, vehicle side X 30
3
2
1

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 13 -
Connection overview EMR sensors/actuators on engine
Control
unit
EMR
II
Plug
on
vehicle
[X30]
Plug,
engine
side
[X31]
14
17
18
9
13
22
20
21
11
2
1
5
7
15
19
16
8
12
21
25
23
10
3
4
6
Pin
assignment
X
31
EMR
central
plug
engine
[X57]
Pin
assignment
complies
with
X
31
EMR-actuator
Temperature
Speed
Pressure
Pressure
and
temp.
Speed
Y
137
Coolant
Flywheel
Engine
oil
Charge
air
Crankshaft
B
113
B
114
B
88
B
115
B
130
EMR
engine
wiring
harness
Connecting
cable
Engine
wiring
harness
Control
unit
EMR
II

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 14 -
Plug assignment X 31 (engine plug on EMR control unit)
Pos. Deutz designation Description
1 Spare Spare
2 not used
3 Output: Digital 4 Switching output heating flange (ground!)
4 empty
5 Input temp. (option) Charge air temperature
6 empty
7 empty
8 GND Reference potential for signal pin 9 coolant
temperature sensor B 113
9 Input: Analogue 7 Analogue input coolant temperature
sensor B 113
10 GND Reference potential Pin 11 crankshaft
speed sensor B 130
11 Input: Speed 2 Digital input rotary speed sensor
crankshaft B 130
12 GND Reference potential Pin 13 camshaft
speed sensor B 114
13 Input: Speed 1 Digital input rotary speed sensor camshaft
B 114
14 STG - PWM-output, signal for EMR-actuator coil
Y 137
15 STG + PWM-output, signal for EMR-actuator coil
Y 137
16 Screen not used
17 RF - common connection for reference and
measuring coil EMR-actuator Y 137
18 RF REF analogue input, measuring signal of
reference coil of EMR-actuator Y 137
19 RF MESS analogue input, measuring signal of
measuring coil of EMR-actuator Y 137
20 GND Reference potential for signal on pin 21, oil
pressure sensor B 88
21 Input: Analogue 4 Analogue input, sensor signal oil pressure
sensor B 88
22 +5V REF + 5 V reference voltage for signal on Pin
21, oil pressure sensor S 88
23 GND Reference potential for signal on pin 24,
boost pressure sensor B 115
24 Input: Analogue 2 Analogue input, sensor signal boost
pressure B 115
25 + 5V LDA + 5 V reference voltage for signal on pin 24
(max. 15mA), boost pressure sensor B 115

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 15 -
Plug assignment X 30 (vehicle plug on EMR control unit)
Pos. Designation Description
1 U Batt - Vehicle ground through X1:182
2
3
4
5 Output: Digital/
PWM 1
empty
6 Spare Spare
7 NC empty
8 NC empty
9 NC empty
10 L-line to diagnostics plug EMR, X32:L
11 K-line to diagnostics plug EMR, X32:K
12 CAN high X1:180, CAN2-
13 CAN low X1:181, CAN2+
14 U Batt + Power supply, vehicle voltage (ignition
on) from relay K11, X1:179
15
16 Output: Digital/
PWM/Frequency
empty
17 Ground empty
18 Input: digital/PWM
1
empty
19 Input: digital /
analogue
empty
20 Input: digital /
analogue
empty
21 Input: digital/PWM
2
empty
22
23
24
25

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 16 -
EMR actuator Y 137
The EMR actuator is directly connected with the governor rod of the injection pump and moves this rod
by being excited by the signal currents from the EMR control unit. At the same time the actual position
of the actuator is fed back to the EMR control unit. This component is generally a proportional magnet
with integrated path measuring system.
In case of a fault in the path measuring system the engine is shut down and a fault code displayed.
EMR-actuator
diagram
Deutz
designation
Measuring
values
Pin 1 Signal input actuator coil STG -
Pin 2 Signal input actuator coil STG +
Pin 3 common connection for measuring
and reference coil
RF -
Pin 4 Measuring signals measuring coil RF MESS
Pin 5 Measuring signals reference coil RF REF
Pin 6 not used
Pin 7 not used
8 EMR-plug X 57
9 EMR-actuator Y 137
1 Stg+
2 Stg+
7
6
5 RF Ref
4 RFMeß
3 RF -
Pin assignment of EMR-actuator looking towards actuator (plug pins mirror inverted)
Pin assignment EMR-actua
view on actuator
(plug pins
mirror inverted)
8
9

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 17 -
Temperature sensor B 113
The EMR coolant temperature sensor is mounted to the flywheel end of the engine. The EMR sensor
is the bottom sensor.
The coolant temperature influences the calculated injection quantity of the EMR.
The EMR sensor value is not only used for the EMR itself, but also for the high coolant temperature
control light in the display and for the heating flange control.
In case of a too high temperature the EMR shuts down the engine and a fault code is displayed.
In case of a sensor failure the display shows a fault code.
diagram
Deutz
designation
Measuring
values
1 EMR temperature sensor for
coolant
B 113 Switching point
110°C
1

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 18 -
Speed sensors: Camshaft B114 and crankshaft B 130
The sensors for camshaft and crankshaft speeds are installed in the side of the engine block.
These sensors deliver the actual engine speed value for the EMR control unit.
If the engine speed is too high (pushing operation) the governor rod is returned to zero position, until the
speed has dropped to the permissible range.
In case of a sensor failure the engine is shut down and the fault code appears in the display.
With a missing rotary speed signal from standstill the engine will not start, however, no fault message
will be displayed, because the EMR assumes that the engine is at standstill and does therefore not
release any fuel.
The EMR speed sensor has a fixed stop and does not need to be adjusted after installation.
diagram
Deutz
designation
Measuring
values
1 EMR speed sensor camshaft SAE
housing
B 114
2 EMR speed sensor crankshaft SAE
housing
B 130
1
2
1
2

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 19 -
Engine oil pressure sensor B88
The engine oil pressure sensor is mounted on the engine oil filter housing. The oil pressure is
permanently monitored by the EMR.
With a too low engine oil pressure the display shows a fault code.
• In case of a too low pressure the EMR shuts down the engine and a fault code is displayed.
• In case of a sensor cable defect or a broken sensor cable the engine keeps on running and the
display shows a fault code.
.
Fig. 7Oil pressure sensor
diagram
Deutz
designation
Measuring
values
1 EMR oil pressure sensor B 88
Pin 1 (AGND)
Pin 2 (Signal)
Pin 3 (+ 5 V from EMR)
Ventilation
Ventilation
1

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 20 -
Charge air pressure and temperature sensor B 115
The Deutz engine BF4M 2012C (EMR) is fitted with a combination sensor for charge air pressure and
charge air temperature. This sensor measures the pressure and temperature in the intake manifold. The
sensor itself is located on the intake manifold. Charge air pressure and charge air temperature inform
the EMR about the actual load state of the engine.
diagram
Deutz
designation
Measuring
values
1 EMR charge air pressure and
temperature sensor
B 115
1
1
1

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 21 -
Heating flange R 19
Instead of glow plugs this engine is fitted with a heating flange before the intake air manifold, which
heats up the passing air with resistance heated wires when the engine is cold. This system is electrically
supplied via high current relay K14, located to the left next to the engine. This high current relay is
triggered by the EMR-control unit (ground triggering) in dependence on the coolant temperature.
diagram
Deutz
designation
Measuring
values
1 Heating flange R 19
2 High current relay K14
1
2
1
2
1
2

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 22 -
Trouble shooting
The display shows the fault codes
For a detailed description of how to read out fault codes and the display
please refer to the page on "Electrics" (Service Training Electrics)
All electric faults are mainly shown by the display

Service Training WZ-4 DH Version and higher
Version/Status: V2.07 / 24.06.05 Page 6 of 67
Author: Seis / TE
Dateiname: p:schulungwz-4elektrikesxenglischschulung elektrik wz4 v2_07_gb.doc
2 Selected Fault Reactions of the ESX Control
Symbol in fault
message display
Warning
Code output
without buzzer
Warning
Code output
with buzzer
Engine stop
Code output
with buzzer
Engine oil pressure
(from EMR) 5100
5112
1)
5101
5112
2)
after 10s
Coolant temperature
(from EMR)
5100
5116
1)
5101
5116
2)
after 15s
Coolant level
5024
after 5s
5025
after 10s
Engine air filter
5026
after 5s
5027
after 2min.
3)
Charge control
Preheating of engine
Brake
ASC
Various error causes and reaction times.
See error codes
Hydraulic oil filter
5502
after 5s
5503
after 2min.
Water separator in fuel filter
5028
after 5s
5029
after 2min.
Ant-theft warning display
(Option)
Seat contact
(Option)
Air conditioning fault
(Option)
1)
After reaching the warning limit!
3)
Shut-down currently deactivated via parameter
Reaktion
Signal

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 24 -
Possible diagnostics with SERDIA
with fault code 5140: a fault diagnose is only possible via SERDIA
SERDIA is a software program from Deutz which can be used in connection with a laptop computer to
perform more detailed fault analyses, especially reading out of the error log.
This displays information on
• Fault location (e.g. ’sensor’, ’coolant temperature sensor’)
• Nature of fault (e.g. ’fallen short of bottom limit value’, ’sporadic fault’)
• Environmental data / operating data (speed and operating hours at the time of the last fault
occurrence)
• Number of fault locations
• Frequency of fault
• Fault status (active – fault present / passive- fault no longer present)
Fault messages for non-present / rectified faults can be deleted with SERDIA.
Further display possibilities:
• Function test: With the engine shut down the control outputs and the travel of the governor rod can
be activated.
• Assignment of inputs/outputs Display of the current input/output assignment of the EMR-control
• Representation of measuring values: There are a lot of measuring values available which can be
used if no EMR II fault is present (starting performance, engine sawing, lack of power).
•
Operation of SERDIA is described in a separate operation manual.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 25 -
Connection of SERDIA (in electric installation box)
For this purpose the PC or Laptop is connected to the diagnostic interface with a special interface cable.
The EMR diagnostics plug is located in the electric installation box of the machine.
Replacement of system components
• Replacement of the EMR II-control unit:
Each control unit is clearly designated to the engine, in accordance with the respective application.
In case of a replacement the control unit therefore needs to be completed with the engine specific
data set. When ordering a new control unit you must not only specify the part-number, but also the
engine serial number (see sticker on EMR-control unit).
Note: The Deutz part-number specified on the EMR-control unit is the part number without software
specific for the engine. The correct part number can be found in the spare parts catalogue.
• Replacement of the EMR actuator (Y137)
On engines of types 1013 and 2012 the actuators can be replaced without any additional
programming of the control unit.
• Replacement of other EMR-components
All other EMR-components (sensors etc.) must not be repaired, but should only be replaced if they
are faulty. Programming of the control unit is not required
EMR

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 26 -
Checking and adjusting the valve clearance
Excessive or insufficient valve clearance can cause failure of the engine as a result of mechanical and
thermal overloads. The valve clearance must therefore be checked and, if necessary, adjusted at the
intervals specified in the operating and maintenance instructions.
Note: The valve clearance must be checked and adjusted when the engine is cold.
Intake valve: = 0.3 mm
Exhaust valve= 0.5 mm
• Turn the crankshaft until both valves on cylinder 1 are overlapping (the exhaust valve is not yet
closed, the intake valve starts to open).
Fig. 9: Crankshaft position 1
• Check and adjust the valve clearance by following the black marking in the adjustment schematics.
For control purposes mark the respective rocker arm with chalk.
Fig. 10: Crankshaft position 2
• Turn the crankshaft one full turn (360°) further. Check
and adjust the valve clearance by following the black marking in the adjustment schematics.
Flywheel
side
1 2 3 4
Flywheel
side
1 2 3 4

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 28 -
plug-in injection pump
Deutz diesel engines of product range 2012 are equipped with plug-in injection pumps of series PF 33
from Bosch.
The concept of the plug-in fuel injection pumps enables the realization of high injection pressures in
connection with extremely short injection lines, which contributes to a high hydraulic stiffness of the
injection system. This in turn provides the prerequisite for low exhaust emission values (soot) in
combination with a low fuel consumption.
Plug-in fuel injection pumps have the following plunger dimensions:
• Stroke 12 mm
• Diameter 9 mm
Cavitation in the injection lines and injection overrun, which is normally associated with high pressures,
is prevented by a return flow nozzle arranged after the pressure valve
The constant volume relief is 50 mm³.
Assembling the plug-type injection pumps
The adjustment of the injection pump timing (FB) affects:
• the fuel consumption,
• the power
• the exhaust emission
of the engine.
On engines of series 2012 the start of delivery is adjusted without tolerance. The start of delivery is
entered in degree of crank angle measured from the top dead centre of the piston and depends on
application, power and speed setting of the engine.
The plug-in injection pump is in position of start of delivery when the plunger just closes the fuel supply
bore in the plunger sleeve.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 29 -
On engines with inline injection pumps the engine drive is turned to start of delivery position and closing
of the fuel supply bore is determined by means of a high pressure pump. Occurring tolerances are
compensated in the coupling of the injection pump drive, whereby the injection pump camshaft is turned
to start of delivery position against the fixed engine drive.
The injection pump cams on engines of series 2012 are arranged on the camshaft of the engine. For
this reason the conventional adjustment method for the start of delivery cannot be used.
The start of delivery of the injection pump must be adjusted using the new method.
For this the conventional adjustment method is subdivided into length measurements of individual
engine parts and calculations.
The permissible manufacturing tolerances for the components
• cylinder crankcase,
• camshaft,
• plunger
• plug-in injection pump
are measured and eliminated by the adjustment of the start of delivery.
However, in cases of interest for BOMAG engineers the engine will not be overhauled completely, but
individual injection pumps will be replaced.
Crankcase, camshaft and plunger remain unchanged.
This results in a certain installation measurement for the engine drive, which is stamped on the engine
type plate.
In column „EP“ it is stamped as „CODE“ for each cylinder.
Note:
If an injection pump and/or nozzle is replaced, the respective high pressure line between pump and
nozzle must also be replaced..
1. Remove crankcase ventilation and cylinder
head cover.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 30 -
Fig. 11:
2. EMR engines are not fitted with a lift
solenoid !
Fig. 12:
3. Insert the pressing device, WILBÄR No. 100
830 carefully into the groove in the governor
rod and tighten.
Fig. 13:
4. Turn the knurled fastening screw to press the
governor rod to stop position.
Note:
Tighten the knurled fastening screw by hand.
Fig. 14:

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 31 -
5. Set the cylinder of the injection pump to be
replaced to ignition top dead centre (valves
overlapping). Then turn the crankshaft
approx. 120° against the sense of rotation.
Note:
View on flywheel
Fig. 15:
6. Remove injection line and injection pump.
Fig. 16:
7. Take the compensation shim carefully out with
the rod magnet.
Fig. 17:
Determine the thickness of the new compensation shim:

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 32 -
Determination of the compensation shim thickness when replacing plug-in fuel injection
pumps
On the engine type plate column - EP – contains a code for the plug-in fuel injection pump for each
cylinder.
Fig. 18: Injection pump code BFM 2012
The EP-code is used to determine the installation measurement to be corrected „Ek“ from table 1.
295
Each line represents 1 cylinder
e.g. 1st line = cylinder 1
2. line = cylinder 2 etc.

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 33 -
Fig. 19: Injection pump code table BFM 2012
Ek (mm) = corrected injection pump measurement, determined by EP-code on type plate and from
table 1.
EK
(mm)
EP
code
EK
(mm)
EP
code
EK
(mm)
EP
code
EK
(mm)
EP
code
119,250
119,275
119,300
119,325
230
231
232
233
119,850
119,875
119,900
119,925
254
255
256
257
120,450
120,475
120,500
120,525
278
279
280
281
121,050
121,075
121,100
121,125
302
303
304
305
119,350
119,375
119,400
119,425
234
235
236
237
119,950
119,975
120,000
120,025
258
259
260
261
120,550
120,575
120,600
120,625
282
283
284
285
121,150
121,175
121,200
121,225
306
307
308
309
119,450
119,475
119,500
119,525
238
239
240
241
120,050
121,075
120,100
120,125
262
263
264
265
120,650
120,675
120,700
120,725
286
287
288
289
121,250
121,275
121,300
121,325
310
311
312
313
119,550
119,575
119,600
119,625
242
243
244
245
120,150
120,175
120,200
120,225
266
267
268
269
120,750
120,775
120,800
120,825
290
291
292
293
121,350
121,375
314
315
119,650
119,675
119,700
119,725
246
247
248
249
120,250
120,275
120,300
120,325
270
271
272
273
120,850
120,875
120,900
120,925
294
295
296
297
119,750
119,775
119,800
119,825
250
251
252
253
120,350
120,375
120,400
120,425
274
275
276
277
120,950
120,975
121,000
121,025
298
299
300
301

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 34 -
During the manufacture of the plug-in fuel injection pump the high pressure method is used to determine
the wear in the fuel supply bore. In this position – injection pump plunger in start of fuel delivery position
- the distance between pump contact face and plunger foot contact face is measured.
Measurement "A" in 1/100 mm has been written on the pump with an electric marker.
Fig. 20: Plunger code inscription
64

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 35 -
Fig. 21: Individual injection pump
A=XXX

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 36 -
Measurement "A" specifies by how many 1/100 mm the gap between contact area on cylinder
crankcase and plunger foot is longer than the hydraulic base measurement Lo.
Fig. 22: Presentation of measurement „A“
• Lo = 117,5 mm - BFM 2012
A/100
Lo
A = XX

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 37 -
Fig. 23: Drive in start of delivery position after determination of „Ts“
The plug-in fuel injection pump is now positively connected with the drive, which has been set to start
of delivery by inserting a compensation shim "Z" of calibrated thickness..
The illustration explains that according to calculation:
(Ek) - (Lo + A/100)
there is a gap „Ts“ between injection pump plunger foot and roller plunger. This gap has to be
compensated with a compensation shim "Z" of appropriate (calculated) thickness.
Lo+A/100
Z
Ts
Ek

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 38 -
For the determination of the theoretical shim thickness „Ts“ it is also necessary to determine
measurement Lo + A/100 of the new fuel injection pump, which must then be subtracted from the
corrected injection pump measurement Ek.
Ts = Ek - (Lo + A/100) [mm]
The real compensation shim thickness „Ss“ is determined with the help of table 2.
Theoretical
thickness
„Ts“
(mm)
Compensation
shim
thickness „Ss“
(mm)
Theoretical
thickness
„Ts“
(mm)
Compensation
shim
thickness „Ss“
(mm)
0.95 - 1.049
1.05 - 1.149
1.15 - 1.249
1.25 - 1.349
1.35 - 1.449
1.45 - 1.549
1.55 - 1.649
1.65 - 1.749
1.75 - 1.849
1.85 - 1.949
1.95 - 2.049
2.05 - 2.149
2.15 - 2.249
2.25 - 2.349
2.35 - 2.449
1.0
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
2.0
2.1
2.2
2.3
2.4
2.45 - 2.549
2.55 - 2.649
2.65 - 2.749
2.75 - 2.849
2.85 - 2.949
2.95 - 3.049
3.05 - 3.149
3.15 - 3.249
3.25 - 3.349
3.35 - 3.449
3.45 - 3.549
3.55 - 3.649
3.65 - 3.749
3.75 - 3.850
2.5
2.6
2.7
2.8
2.9
3.0
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
Table 1: Shims 2012

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 39 -
Exemplary calculation for BFM 2012
EP-code read off engine type plate: 295
• see table 1
corrected injection pump measurement „Ek“: 120,875 mm
Lo = 117,5 mm (fixed measurement)
Value for A/100 read off new injection pump A/100 = 42
• Ts = Ek - (Lo + A/100)
Ts = 120,875 mm - (117,5 + 42/100 mm)
Ts = 2.955 mm
see also table 1
Ts = 3,0 mm
8. P?lace the new calculated compensation shim
on the roller plunger.
Fig. 24:

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 40 -
9. Turn the injection pump control lever to
approx. middle position.
Fig. 25:
10. Apply some oil to the locating bore in the
crankcase and the O-rings on the injection
pump. Carefully insert the injection pump
control lever into the governor rod.
Fig. 26:
11. Attach the flange.
Note:
The chamfer must face towards the injection
pump body
Fig. 27:

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 41 -
12. Slightly oil the screws and tighten them
evenly with 5Nm.
Fig. 28:
13. Loosen the screws again for 60°.
Fig. 29:
14. Carefully turn the injection pump with and
open end spanner in anti-clockwise direction
against the noticeable stop
Fig. 30:

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 42 -
15. Tighten the screws again for 60° and
continue in stages with tightening torques of
7 Nm, 10 Nm and 30 Nm.
Note:
Start with the outer screw, viewed from the
flywheel. (see arrow).
Fig. 31:
16. Back out the knurled screw of the pressing
device, remove the pressing device.
17. Reinstall the engine solenoid with a new O-
ring.
18. Reinstall the cylinder head cover. Tightening
torque: 9 +/-1 Nm.
Note:
If necessary replace the gasket.
Fig. 32:
19. Slightly oil the O-ring of the crankcase ventilation. Reassemble the crankcase ventilation. Tightening
torque 9 +/- 1Nm
Note: If necessary replace the gasket.
Tools

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 43 -
The following tools can be ordered from the respective supplier (in brackets) under the stated part-
number.
For tools from Hazet and Bosch you should consult your nearest representative, orders to Wilbär should
be addressed to:
Co. Wilbär
P.O. box 140580
D - 42826 Remscheid
Fig. 33
• Pressing device for governor rod 100 830 (Wilbär)

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 44 -
Electrical components and measuring points on the engine
Fig. 34: Auxiliary power take-off side
Pos. Designation Pos. in wiring diagram Pos. in hydraulic
diagram
Measuring values
1 EMR - central plug X 57
2 Hand pump - fuel pre-cleaner
2
1
1
2

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 45 -
Fig. 35: Diesel engine starter side
diagram
Measuring values
1 Air filter vacuum switch B 03 50 mbar
1
1

Service Training
BW 216 / 219 / 226 DH / PDH -4 - D 46 -
diagram
Measuring values
1 Coolant level sensor B 55
1

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 1 -
Travel system
Charging
from
Charge
pressure
filter
25

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 2 -
The travel system of the single drum rollers is a closed hydraulic circuit and consists
mainly of:
• travel pump with control and safety elements,
• Drum drive motor with reduction gear;
• axle drive motor,
• two charge pumps,
• hydraulic oil filter (in charge circuit),
• hydraulic oil cooler with thermostat
• hydraulic lines.
Travel pump and vibration pump are connected to a tandem pump unit. The charge pump is an integral
part of the vibration pump. The travel pump is the first pump section, flanged directly to the flywheel side
of the diesel engine.
The pump delivers the hydraulic oil to the travel motors for drum and axle drives. The multi-function
valves in the pump limit the pressure in the closed circuit to ∆p = 400 bar between low and high pressure
sides.
The flushing valves in axle drive and drum drive motors flush a certain oil quantity out of the closed
circuit when the machine is driving (∆p between the two sides of the closed circuit). Leakage in the
individual components of the circuit are replaced by the charge circuit through the boost check valves
in the travel pump.
The charge pump inside the vibration pump draws hydraulic oil out of the tank and delivers it through
the hydraulic oil filter to the boost check valves in travel and vibration pump. The return flow from the
steering system also flows through the hydraulic oil filter and is then available for the closed circuit
charging system. The charge circuit also provides the oil for the control functions in the closed circuits
for travel and vibration drive and to release the parking brakes.
Both travel motors and the travel and vibration pumps are electrically proportionately
controlled.
diagram
Measuring values
10 BW 216 travel pump 90R075 EP 10
10 BW 219 and 226 travel pump
90R100 EP
10
12 Drum drive motor electr.-prop.
51C110
12
13 Axle drive motor, electr.-prop.
51D110
13
14 Axle 14
25 BW 216 and 219 reduction gear CR
51
25
25 BW 226 reduction gear 715 C 3B 25

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BW 216 / 219 / 226 DH / PDH-4
- E 3 -
Travel pump
The travel pump is a swash plate operated axial piston pump with variable displacement, most suitable
for applications in hydrostatic drives with closed circuit.
diagram
Measuring values
1 BW 216 travel pump 90R075 EP 10 75ccm
1 BW 219 and 226 travel pump
90R100 EP
10 100cm
2 Charge pressure relief valve 10 26 bar
3 Control, electr.-prop. 10
4 Multi-function valve 10 400 bar
1 2
3
4
Charging

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 4 -
The travel pump delivers the hydraulic oil to the motors on rear axle and drum. The pump flow is
proportional to the pump speed (output speed of diesel engine) and the actual displacement (swashing
angle of swash plate) of the pump.
Fig. 1: Travel pump
1 Electric prop. control 5 Cylinder block
2 Drive shaft 6 Valve plate
3 Swash plate bearing 7 Control piston
4 Pistons with slipper pads
With the servo control the swashing angle can be infinitely adjusted from neutral position (0) to both
maximum displacement positions.
When altering the swash plate position through the neutral position, the oil flow will be reversed and the
machine will drive to the opposite direction.
All valves as well as the safety and control elements needed for operation in a closed circuit, are
integrated in the pump.
1
2
3
4
5
6
7

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 5 -
Cross-sectional view of travel pump
Fig. 2: Cross-sectional view of travel pump
1 Retainer for swash plate 7 Swash plate bearing
2 Sliding block 8 Swash plate guide
3 Control piston 9 Swash plate
4 Servo arm 10 Swashing lever
5 Servo valve
6 Feedback device
1
2
3
4
5
6
7
8
9
10
11

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BW 216 / 219 / 226 DH / PDH-4
- E 6 -
View of the rotating group
Fig. 3: Travel pump, view of the rotating group
1 Working pistons
2 Slipper pad
3 Pre-tensioning spring
4 Cylinder block
5 Drive shaft
1
2
3
4
5

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BW 216 / 219 / 226 DH / PDH-4
- E 7 -
Description of function
Fig. 4: Function of travel pump
1 Drive shaft 5 Cylinder block
2 Drive shaft bearing 6 Multi-function valves
3 Swash plate 7 Charge pump (only in vibration pump)
4 Pistons with slipper pads 8 Valve plate
The drive shaft (1) is directly driven by the diesel engine via an elastic coupling. the shaft turns the tightly
connected cylinder block (5).
With the rotation of the drive shaft (1) the cylinder block (5) moves the working pistons (4). The slipper
pads of the working pistons abut against the swash plate (3).
1
2 3 4 5 6
7
8 6

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BW 216 / 219 / 226 DH / PDH-4
- E 8 -
When moving the swash plate out of neutral position, the working pistons will perform a stroke
movement with every rotation of the cylinder block.
The slipper pads are hydrostatically balanced and are retained on the sliding face of the swashing cradle
by a retaining device.
During a full rotation of the cylinder block each working piston will move through the bottom and top dead
centre back to the initial position. During this movement each piston performs a complete stroke.
During the piston stroke each piston draws in a certain quantity of oil from the low pressure side of the
hydraulic circuit and presses it out into the high pressure side.

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 9 -
Travel and vibration pump as tandem pump

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 10 -
Sauer-Danfoss tandem pump general, connections and adjustment points
Fig. 5: Connections and adjustment points
38
Thermostat
housing

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 11 -
1 Rear vibration pump connecting plate, turned by 90° !!!
2 Proportional solenoid (vibration pump)
3 Multi-function valve 400 bar (charging and pressure limitation), travel system
4 Charge pressure to solenoid valve for brakes and speed range selector, charging vibration
5 Multi-function valve 400 bar (charging and pressure limitation), travel system
6 Pump flange
7 Port L, leak oil to vibration pump
8 Electr.-prop. control (travel pump)
9 Pressure test port, pilot pressure
10 High pressure port B, high pressure reverse
11 Charge pressure relief valve, 26 bar
12 not on EP-pumps
13 Port L2, leak oil to tank
14 Pressure test port MB, high frequency
15 Pressure test port MA, low frequency
16 High pressure port A, low frequency
17 High pressure port B, high frequency
18 Charge pump (only in vibration pump)
19 Port L2, (connection to vibration pump)
20 not on EP-pumps
21 Filter block for charge circuit
22 Multi-function valve 400 bar (charging and pressure limitation), vibration high frequency
23 Port S, suction line between hydraulic oil tank and charge pump
24 Multi-function valve 400 bar (charging and pressure limitation), vibration low frequency
25 Charge pressure relief valve, vibration pump (fixed setting 40 bar)
26 Filter block for charge circuit
27 Port L1, leak oil port to travel pump
28 Pressure test port MB, high pressure reverse
29 Charge oil from filter
30 Pressure test port MA, high pressure forward
31 High pressure port A, high pressure forward
Thermostat housing:
32 Port C, from solenoid valve for brake/speed range selection
33 Leak oil port D, leak oil from axle drive motor
34 Leak oil port A, leak oil from travel pump
35 Leak oil port G, leak oil from drum drive motor
36 Leak oil port F, leak oil from vibration motor
37 Leak oil port B, leak oil to oil cooler

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 12 -
servo control
The servo control (mechanical – hydraulic displacement control) converts the mechanical input signal
from the proportional valve into a position controlling output signal. This position controlling signal
determines the swashing angle of the swash plate (the displacement of the pump), as well as the
swashing direction (flow direction of the pressure fluid).
The flow quantity delivered by the variable displacement pump is proportional to the value of the input
signal from the proportional valve. A mechanical feedback device ensures the fixed correlation between
the proportional valve input signal and the swashing angle of the swash plate (displacement of pump).
Control piston in pump
Since the control is spring centred, the swash plate will automatically return to neutral position under the
following conditions, thereby interrupting the oil flow and braking the machine:
• when shutting the engine down,
• if the pressure in the charge circuit drops below a certain value.
Servo cylinder
Control piston
Sliding block
Servo arm

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 13 -
Multi-function valves
High pressure limitation
Pumps of series 90 are equipped with a follower valve, which activates a pressure override and a
pressure relief valve, one after the other.
Fig. 6: Multi-function valves
1 to the control 6 Drive shaft
2 Multi-function valve 7 to the control piston
3 Charge pump 8 to the control piston
4 Charge pressure relief valve A Port A
5 Pilot pressure relief valve B Port B
If the adjusted pressure is reached, the pressure override will move the swash plate quickly back
towards neutral position, thereby limiting the system pressure. The average response time is less than
90 ms.
1 2
3
4
2
5
6
7
7
A
B

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 14 -
In case of a very quick increase in pressure (pressure peaks) the system utilizes the function of the
pressure relief valves as a protection for the hydraulic systems. In such a case the pressure override
works as a pre-control unit for the control piston of the pressure relief valve. The pressure level of the
high pressure relief valve is higher than the pressure level of the pressure override. The high pressure
relief valves will only respond if the pressure override is not able to swash the pump back quick enough
in case of sudden pressure peaks.
Fig. 7: Multi-function valve, details
1 Reducing fitting 7 Check valve
2 Hydraulic by-pass piston 8 Pressure limitation
3 Spring plate 9 Spring
4 Spring 10 By-pass housing
5 High pressure relief valve 10 By-pass sleeve
6 Valve seat
Pressure override and high pressure relief valve are both parts of the multi-function valve, which is
screwed into the pump.
With its possibility to swash the swash plate inside the pump back within a period of 90 ms, the pressure
override makes sure that the high pressure relief valves will only respond in exceptional cases. This
protects the hydraulic circuit against overheating and reduces the load on the diesel engine.
Note:
The multi function valves must be tightened with a torque of 89 Nm!
1
2 3
4
5
6
7
8
9
10
11

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 15 -
Charge pressure relief valve
The charge pressure relief valve is a direct acting valve with fixed adjustment and is part of the safety
elements in a closed hydraulic circuit. This valve limits the pressure in the charge circuit to the adjusted
value (26 bar).
The charge circuit compensates leaks and flushing quantities in the closed travel and vibration circuits
and provides the necessary pressure to control the travel and vibration pumps, the speed range
selection and to operate the multi-disc brakes in the travel drives.
Since feeding of cool and filtered oil is only possible in the low pressure side of the closed circuit, the
pressure in the low pressure side is almost identical with the pressure in the charge circuit.
When parking the machine on level ground with the engine running, the pressures in both
sides of the closed circuit are identical (charge pressure).

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 16 -
Axle drive motor
The axle drive motor is a swash plate controlled Sauer-Danfoss axial piston motor of series 51 D 110
with an electrical proportional control for variable displacement.
Fig. 1Hydraulic diagram, axle drive motor
1 Motor drive
2 Control piston
3 Proportional control with proportional solenoid
4 Flushing valve with flushing pressure limitation valve
5 Axle with brake
6) Rotary speed sensor (flange sensor)
Charge pressure
Brake valve
HD-Pump
HD-Pump
Leak
2
3
4
5
oil
6

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 17 -
.
Fig. 2: Axle drive motor,
1 Control piston 7 Cylinder block
2 Flushing valve with flushing limitation valve8 Universal joint
3 Proportional control 9 Output shaft
4 Spindle with ball 10 Output shaft bearing
5 Qmin-screw 11 Working piston
6 Valve plate
1
2
3
4
5
6
7 8
9
10
11

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BW 216 / 219 / 226 DH / PDH-4
- E 18 -
Function
The motor is connected with the travel pump via the high pressure ports A and B. The hydraulic oil flows
under high pressure through the corresponding port to the back of the working pistons. Since the
working pistons are arranged under an angle to the output shaft, the pressurized pistons will perform a
stroke movement, thereby causing a rotation of the output shaft.
Once the respective piston has passed its dead centre (max. extended position), it will change to the
low pressure side. As the rotation progresses, the piston will move back into the cylinder bore. Oil is
thereby displaced out of the cylinder chamber through the low pressure side back to the pump.
The synchronizing shaft with roller surfaces ensures uniform rotation of output shaft and cylinder block.
The ball joints of the pistons run in journal bearings, which are pressed into the outer shaft. For the
connection between output shaft and pistons no other parts are required. The output shaft runs in two
tapered roller bearings.
Control
The motor is electric-proportionally controlled.
The motor can be adjusted to two fixed displacements. This is accomplished by changing the angle
between cylinder block and output shaft.
With a large angle position the motor works with maximum displacement, slow speed and high torque.
When changing the swash plate position to minimal angle the motor works with minimum displacement,
high speed and low torque.
The displacement is changed by a control piston, which is tightly connected with the valve segment.
The front travel motor (drum drive) also is an axial travel motor 51C110
from Sauer-Danfoss.

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 19 -
Speed sensor in form of a flange sensor
The Sauer-Danfoss travel motors of series 51 with electrical proportional control have a flange sensor
for speed and travel direction.
Due to the simple fastening of the flange sensor time-consuming adjustment work is no longer
necessary.
The sensor is plugged in against the stop and fastened with a socket head cap screw.

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 20 -
Excerpt from the electric wiring diagram: Page 004, rear travel motor B60 and front travel motor B59

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 21 -
Flushing valve
Fig. 8Cross-section of flushing valve
1 Flushing spool with flushing quantities from 10 to 16 l/min
2 Flushing quantity limitation valve (16 bar )
The flushing valves are integrated in the axle drive motor, or on DH/PDH machines, also in the drum
drive motor. In case of a pressure increase in one of the two sides of the closed circuit the flushing valves
have the function to flush a certain quantity of oil out of the low pressure side.
The valve is operated by the pressure difference between the two sides of the closed circuit (A and B).
If the pressure in one side is higher than in the other, this pressure will move the valve out of neutral
position against the neutral setting spring. Oil can now flow out of the low pressure side. This oil flows
through a thermostat valve back to the tank. The flushed out oil quantity is immediately replaced by oil
entering from the charge circuit through the corresponding boost check valve (part of the multi-function
valve).
In this way the closed travel circuit is permanently supplied with cool and filtered oil and the temperature
household of the hydraulic system is maintained at a permissible level.
1
2

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 22 -
Manual releasing of brake on axle drive
For manual releasing of the brakes on the rear axle you should proceed as follows:
Fig. 9: Manual releasing of rear axle brakes
• Slacken the counter nut (Fig. 14, Pos. 1) and back it off by approx. 8 mm.
• Turn the brake releasing screw (2) in against the stop.
• To release the brake tighten the screw for max. 1 complete turn.
Attention!
Turn the screws on both sides in uniformly (alternately by 1/4 of a turn)
• Repeat this procedure on the opposite side of the axle.

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 23 -
BW 216 and 219 DH-4
Drum drive motor 51C110 with reduction gear CR 51
The drums on the DH-4 and PDH-4 versions are driven by a Sauer axial piston motor 51C110. This
motor is almost identical with the rear axle motor. Another detailed description at this point is therefore
not necessary.
The motor is a plug-type motor plugged into a reduction gear CR51.
This motor is a fast rotating hydraulic motor. Since the output speed of this motor is much too high to
drive the drum, a reduction gear reduces the output speed to the actually required drum drive speed.

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 24 -
Reduction gear CR 51
1 Travel motor 9 Planet gear 2nd stage
2 Brake releasing device 10 Planet gear 3rd stage
3 Fastening on frame 11 End cover
4 Mechanical seal 12 Planet shaft
5 Oil filler screw 13 Sun gear
6 Housing and fastening on drum 14 Brake discs
7 Tapered roller bearing 15 Brake piston
8 Planet gear 1st stage 16 Brake spring
1
2
3 4 5
6
7
7 8 9 10
11
12
13
14
15
16

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 25 -
Brake control
During operation the closed hydrostatic travel circuit has the function of a service brake. When moving
the travel lever from full forward or reverse position towards neutral, the travel pump will follow towards
zero position relative to the movement of the travel lever. The oil flow is thereby reduced and the
machine is hydraulically braked. When moving the travel lever to neutral position, the pump will also
return to neutral, the supply of oil is interrupted and the hydraulic circuit brakes the machine to standstill.
However, since minor leaks cannot be avoided in any hydraulic circuit and such minor leaks will cause
creeping of the machine when it is parked on a slope with the engine running, the machine is additionally
equipped with multi-disc brakes in drum drive and both wheel drives. When engaging the travel lever in
neutral position the multi-disc brakes will close and the machine can be parked on slopes with the
engine running and without the risk of creeping.
However, these parking brakes can also be operated via a 3/2-way solenoid valve. In de-energized
condition the multi-disc brakes in the travel drives are unloaded. The charge pressure to the brakes is
interrupted and the oil from the brake housings flows as leak oil back into the tank.
If the brake solenoid valve is supplied with current while the engine is running and the brake is open,
the connection of the brake line to the tank is interrupted and oil from the charge circuit is guided to the
brake pistons. The oil pressure works against the spring force of the brake spring and relieves the brake
discs.

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 26 -
Manual drum drive brake release (in the reduction gear)
For manual brake release both screws on the drum drive reduction gear (marked with arrow) must be
turned in uniformly, until the drum is able to rotate freely.
Brake releasing device
in operation position
Brake releasing device in
position “brake manually
released”

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 27 -
BW 226 DH-4
Drum drive motor 51C110 with reduction gear 715 C 3B
1 Travel motor 8 Planet gear 2nd stage
2 Brake releasing device 9 Planet gear 3rd stage
3 Oil drain plug 10 Brake spring
4 Mechanical seal 11 Sun gear
5 Oil filler screw 12 Brake discs
6 Planet gear 1st stage 13 Brake piston
7 Roller bearing
This gear has no manual brake releasing device
1
2
3
4
5
6
7
8
9
10
11
12
13

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 28 -
Travel circuit with drum drive motor 51C110 and gear
Travel circuit 51 C 110 and CR 51 or 715 C 3B
High pressure
Low pressure
Charge pressure
Leak oil
1
2
3
4
5
6
7
8
1 Travel pump
2 Vibration pump
3 Hydraulic oil filter
4 Rear axle
5 Axle drive motor
6 Reduction gear
7 Drum drive motor
8 Hydraulic oil tank
9
Travel lever
forward
9 Travel lever
Travel direction

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 29 -
Brake control BW 226 (with Sauer motor 51C110 and 715 C 3B)
Brake valve
Charge pressure
Brake releasing pressure
Leak oil

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 30 -
Test and adjustment points, travel system
Charge pressure filter and travel pump
diagram
Measuring values
1 charge oil filter 16
2 Charge oil filter pressure differential
switch
B21 Page 005 ∆p 3,5 bar
3 Pressure test port, charge pressure MA 26 bar
4 Travel pump - pressure test port
Travel pressure forward
10 / A / MD max. 426 bar
5 Test port travel pump forward A 10 / A
2
3
4
5
1
2
3
5
4

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 31 -
Travel pump
diagram
Measuring values
1 Travel pump - pressure test port
Travel pressure reverse
10 / B / MC max.426 bar
2 Prop. solenoid travel forward Y17 / X16 Page
004
12V / 0,4-1,2 A
3 Prop. solenoid travel reverse Y16 / X15 Page
004
12V / 0,4-1,2 A
1
2
3
1
3
2

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 32 -
Travel and vibration pump BW 219 and 226 DH-4
diagram
Measuring values
1 Test port travel pump reverse B 10 / B
2 Pressure test port, charge pressure MA 26+/-3 bar
1
2
1
2

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 33 -
Travel and vibration pump BW 216 DH-4
diagram
Measuring values
1 Test port travel pump reverse B 10 / B
2 Pressure test port, charge pressure MA 26 bar
1
2
1
2

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 34 -
Travel motor (drum drive)
diagram
Measuring values
1 Pressure travel forward 12 - A
2 Pressure travel reverse 12 - B
3 Port X X1 approx. 26bar
4 Prop. solenoid Y30 Page 004 12V / 0,4-1,2 A
5 Speed flange sensor PPU B59 Page 004
6 Brake port in travel gear Brake closed
without pressure
3
2
1
4
5
6

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 35 -
Travel motor (axle drive)
diagram
Measuring values
1 Prop. solenoid Y 31 Page 004 12V / 0,4-1,2 A
2 Port X X1 approx. 26bar
3 Travel pressure sensor B 112 Page 004 0 - 426 bar
4 High pressure travel pump forward
and further to drum drive motor
13 - B
5 High pressure travel pump reverse
and further to drum drive motor
13 - A
6 Speed sensor (flange sensor) B 60 Page 004
1
2
3
5 4
6

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 36 -
Speed sensor and travel pressure sensor
NEW : Speed flange sensors in both travel motors and a travel
pressure sensor at the front left hand side under the operator's platform!
diagram
Measuring values
1 Speed flange sensor PPU axle
motor
B60 Page 004
1 Speed flange sensor PPU drum
drive motor
B59 Page 004
2 Travel pressure sensor in frame,
front left under operator's platform
B112 Page 004 0 - 426 bar
3
2
1
2
1
1

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 37 -
Brake valve BW 216 DH-4
diagram
Measuring values
1 Brake valve Y 04 Page 006 08 0V closed 12V
open
3
2
1
3 4
5
1
1

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 38 -
Brake valve BW 219 DH-4
diagram
Measuring values
open
3
2
1
3 4
5
1
1
1

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 39 -
Brake valve with manual pump for emergency brake release BW 226 DH-4
diagram
Measuring values
open
2 Hand pump 17
3 Emergency release button 17
4 Pressure test port, brake pressure 17 26 bar
5 PRV 17 38 bar
3
2
1
3 4
5
1
1
2
1
5
3
4

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 40 -
Travel lever
Multi-function travel lever
For a detailed description of the travel lever buttons
4
5

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 41 -
Trouble shooting
The display shows the fault codes
For a detailed description of how to read out fault codes and the display
All electric faults are mainly shown by the display
The following trouble shooting chart contains a small selection of possible faults, which may occur
during operation of the machine. The fault list is by no means complete, however, the fault table is based
on the experience of the central service department, i.e. the list covers almost all faults that have
occurred in the past.

Service Training
BW 216 / 219 / 226 DH / PDH-4
- E 42 -
Procedure:
The following trouble shooting table contains both electrical as well as mechanical and hydraulic faults.
The number specified in the table indicate the probability of the fault cause and thereby the
recommended trouble shooting sequence, based on our latest field experience.
FEHLERSUCHE FAHRANTRIEB
BW 216/219/226 DH/PDH-4
SYMPTOME
Maschine
fährt
nicht
(vor
und
zurück)
Maschine
fährt
nur
in
eine
Fahrtrichtung
Maschine
fährt
mit
Fahrhebel
in
Stellung
'Neutral'
Max.Fahrgeschwindigkeit
wird
nicht
erreicht
Hydrauliköl
wird
zu
heiss
MÖGLICHE URSACHEN
Bremsventil (elektrisch/mechanisch/hydraulisch) 1
Bremse Achse/Bandagenmotor (mechanisch/hydraulisch) 2 2 3
Fahrpropverstellung /defekt/Verkabelung 1
Speisepumpe / Speisedruckbegrenzungsventil(e)
verschmutzt/defekt
2 3
Pumpenansteuerung (Servoverstellung) 2 1 2 3
Druckabschneidung/ Hochdruckbegrenzung Fahrpumpe
verschmutzt/verstellt/defekt
3 2 3 3
Fahrhebel 1 2
Nullage Fahrpumpe 3 3
Fahrpumpe(n) defekt 3 3 2
Stellventil Fahrmotoren (elektrisch / mechanisch / hydraulisch) 1 2
Spülventil Fahrmotoren hängt 3
Fahrmotor(en) defekt 3 3
Hydraulikölkühler verschmutzt (intern/extern) 1
Thermostat (Hydraulik) verschmutzt/verklemmt/defekt 2
Kupplung Dieselmotor-Pumpe 2
Dieselmotor 1
Drehzahl-Flanschsensoren im Fahrmotor (Verkabelung) 1 1 2

TROUBLE SHOOTING TRAVEL
SYSTEM
BW 216/219/226 DH/PDH-4
SYMPTOMS
Machine
does
not
move
(forward
and
reverse)
Machine
moves
to
one
direction
only
Machine
travels
with
travel
lever
in
'Neutral'
Max.
travel
speed
is
not
reached
Hydraulic
oil
overheats
POSSIBLE CAUSES
Brake valve (eletrical/mechanical/hydraulical) 1
Brake axle/drum drive motor (mechanical/hydraulical) 2 2 3
Proportional solenoid travel system /defective/wiring 1
Charge pump / charge pressure relief valve(s)
dirty/defective
2 3
Pump control (servo control) 2 1 2 3
Pressure override/high pressure limitation travel pump
dirty/deadjusted/defective
3 2 3 3
Travel lever 1 2
Travel pump neutral position 3 3
Travel pump(s) defective 3 3 2
Travel motor control valve (electrical / mechanical / hydraulical) 1 2
Flushing valve for travel motors stuck 3
Travel motor(s) defective 3 3
Hydraulic oil cooler soiled (internally/externally) 1
Thermostat (hydraulics) soiled/jammed/defective 2
Coupling engine - pump 2
Engine 1
Flange-type speed sensors in travel motor (wiring) 1 1 2
TROUBLE SHOOTING

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 1 -
Vibration
diagram
Measuring values
1 Vibration pump 75 cm³ 11
2 Integrated charge pump 17 cm³ 11
3 Multi-function valves with high
pressure limitation and boost check
valve function
11 400 bar
4 Proportional control 11
3
4
2

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 2 -
The vibration system on these single drum rollers works with different frequencies and tow amplitudes.
This enables perfect adaptation of the machine to various types of soil and different applications.
The vibration circuit is also a closed hydraulic circuit, similar to the travel circuit.
The main components of this circuit are
vibration pump,
Vibration motor
and the pressure resistant hydraulic hoses.
Vibration pump and travel pump are joined to a tandem unit, which is driven by the flywheel end of the
diesel engine.
By operation of a proportional valve the pilot oil is guided to one of the control piston sides. This actuates
the pump from neutral position to one of the two possible maximum displacement positions.
When changing the swashing angle through the neutral position to the opposite side, the flow direction
of the oil and the sense of rotation of the vibration motors will change.
Since the engine speed is variable in "Position ECO", the pump displacement must always be
proportionately adapted in order to maintain the vibration frequency at a constant level.
The vibration motor output shaft is joined with the exciter shaft in the drum via a Bowex coupling. The
rotation of the exciter shaft with the bolted on eccentric weights causes the vibration of the elastically
suspended drums.
The eccentric weights on the vibrator shaft are fitted with additional change-over weights.
5 Vibration motor with flushing valve 15
diagram
Measuring values

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 3 -
Depending on the sense of rotation of the vibrator shaft these change-over weights add to or subtract
from the basic weights.
Basic weight + change-over weight = high amplitude
Basic weight - change-over weight = low amplitude
The displacement of the pump may be different to both flow directions. This results in different exciter
shaft speeds for the different senses of rotation of the motor.
The vibration system is designed in such a way, that the high exciter shaft speed (frequency) is coupled
with the low amplitude and the low exciter shaft speed (frequency) with the high amplitude.
Sense of rotation of exciter shaft

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 4 -
Vibration pump
The vibration pump is a swash-plate controlled axial piston pump with variable displacement of type 90
R 075 EP from Sauer-Danfoss. The pump is fitted with all control and safety elements needed for
operation in a closed hydraulic circuit.
diagram
Measuring values
1 Vibration pump 75 cm³ 11
2 Integrated charge pump 17 cm³ 11
3 Multi-function valves with high
pressure limitation and boost check
valve function
11 400 bar
4 Prop. solenoids X 6 and X 7 11
5 servo control 11
6 Safety valve in charge circuit 11
2
4
5
3
6

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 5 -
Function
Cross-section of vibration pump
1 Servo piston
2 Working pistons
3 Charge pump
4 Valve plate
5 Roller bearing
6 Swash plate
1 2
3
4
5
6

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 6 -
Cross-section of vibration pump
1 Control
2 Servo piston
3 Friction free swash plate bearing
4 Attachment plate
5 Spool valve
1
2
3
4
5

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 7 -
The engine drives the drive shaft with the cylinder block. The cylinder block carries the working pistons.
The slipper pads rest against the sliding surface of the swash plate and are at the same time held on
the sliding surface by a retaining device.
During each rotation the piston pass through their upper and lower dead centre back to their initial
position. Between both dead centres each piston performs a full working stroke. During this stroke
movement oil is drawn in from the low pressure side of the closed circuit and pressed out through the
slots in the valve plate into the high pressure side. The oil quantity depends on the piston area and the
length of the working stroke.
During the suction stroke the oil is drawn into the piston chamber, i.e. the charge pressure forces it into
the piston chamber. On the opposite side the piston presses the oil out into the high pressure side of he
closed circuit.
Control
The electro-hydraulic displacement control converts the electric proportional input signal into a load
controlling output signal.
The vibration pump has an integrated charge pump, an internal gear pump with a displacement of 17
cm³ per revolution
The vibration pump is equipped with an integrated charge pressure relief valve, which is set to a
pressure of 40 bar. This valve only has a safety function in the charge circuit.
Multi-function valve

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 8 -
As a measure to protect the closed vibration circuit against to high pressures the vibration pump is fitted
with pressure relief valves.
1 From the charge pump
2 Closed circuit
3 High pressure relief valve with integrated boost check valve
Since the heavy mass of the vibrator shaft must be set into motion during the acceleration of the
vibration, very high pressure peaks will occur in the high pressure side of the closed circuit during this
phase. The high pressure relief valve reduces these pressure peaks to a value of max. 426 bar
(pressure difference between high and low pressure side = 400 bar + charge pressure = 26 bar).
The screw-type cartridges of the high pressure relief valves contain also the boost check valves for the
closed vibration circuit.
Vibration motor
1
2
3

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 9 -
The vibration motor is a Bosch-Rexroth axial piston motor of series A2FM with fixed displacement in
bent axle design. Since the motor can be subjected to pressure from both sides, it is most suitable for
the use in closed hydraulic circuits.
Vibration motors of the machines: BW 216- A2FM56, BW 219- A2FM63, BW 226- A2FM80
When switching the vibration on the motor must first start to move the resting vibration shaft. This
resistance causes a hydraulic starting pressure, which is limited to 426 bar by the corresponding high
pressure relief valve. Once the vibrator shaft has reached its final speed, the pressure will drop to a

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 10 -
value between 100 and 150 bar (operating pressure). The value of the operating pressure mainly
depends on the condition of the ground (degree of compaction, material etc.).
Hard ground = High operating pressure
Loose ground = Low operating pressure
Circuit diagram of vibration motor
1 Vibration motor
2 Flushing valve
3 Flushing pressure relief valve
Flushing valve
All vibration motors are fitted with a flanged on flushing valve
1
2
3
A
B
MA
MB

Service Training
BW 216 / 219 / 226 DH / PDH -4 - F 11 -
The vibration motor is equipped with an integrated flushing valve. This flushing valve is located inside
the bolted on connecting block. When switching the vibration on a pressure difference will appear
between the two sides of the closed circuit. The higher pressure moves the valve spool of the flushing
valve against the neutral setting spring, so that oil can flow out of the low pressure side.
Flushing valve
1 Flushing spool
2 Flushing pressure relief valve
The flushing valve is fitted with a downstream 16 bar pressure relief valve. This valve ensures that only
a certain quantity of hydraulic oil is flushed out of the low pressure side.
This oil flows via a thermostat valve back to the hydraulic tank. The flushed out oil is immediately
replaced with fresh and filtered oil through the corresponding boost check valve.
A
B
1
2

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