Track Service Manual

JS Machines
Section 1 - Contents
Section 2 - Introduction
Section 3 - Links
Section 4 - Sprockets
Section 5 - Track Pins and Bushes
Section 6 - Shoes
Section 7 - Idlers
Section 8 - Carrier Rollers
Section 9 - Track Rollers
Section 10 - Guards
Section 11 - Service Information

Publication No.
9803/3010-4

World Class
Customer Support
Copyright © 2004 JCB SERVICE. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any other means,
electronic, mechanical, photocopying or otherwise, without prior permission from JCB SERVICE.

Issued by JCB Technical Publications, JCB Aftermarket Training, Woodseat, Rocester, Staffordshire, ST14 5BW, England. Tel +44 1889 591300 Fax +44 1889 591400
 Section 0 - Track Service Manual

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0-0 9803/3010-4 0-0

 Section 1 - Contents
Contents

Contents Page No.

Introduction
System Life and Components Wear .........................................................2 - 1
Ground Characterisitics .......................................................................2 - 1
Enviroment ..........................................................................................2 - 1
Terrain .................................................................................................2 - 2
Application Effects ...............................................................................2 - 3
Wear Rate Variables ............................................................................2 - 3
Checking and Adjusting Track Tension ....................................................2 - 4

Links
Link Rail Wear ..........................................................................................3 - 7
Measurement Techniques ...................................................................3 - 7
Wear Limits - Service and Destruction ................................................3 - 7
Wear Charts ........................................................................................3 - 7
Rebuildability .......................................................................................3 - 7
Link Wear Patterns ...................................................................................3 - 9
Rail (Top) Wear ...................................................................................3 - 9
Uneven Scalloping Wear on Rail Top ..................................................3 - 9
Rail Side Wear ..................................................................................3 - 10
Rail Inside Gouged ............................................................................3 - 10
Pin Boss Top Worn ............................................................................3 - 10
Elongation of Counterbore ................................................................ 3 - 11
Depth Wear in Counterbore .............................................................. 3 - 11
Face Wear .........................................................................................3 - 12
Pin Boss End - Guiding Guard Wear .................................................3 - 12
Link Structural Problems ........................................................................3 - 13
Rail Chipping or Flaking ....................................................................3 - 13
Link Cracking .....................................................................................3 - 13
Pin & Bush Bore Enlargement ...........................................................3 - 14

Track Pins & Bushes

Track Bush Wear ....................................................................................4 - 15
Measurement Technique ...................................................................4 - 15
How to Interpret Wear on Track Bushes .................................................4 - 18
External Wear - Assembled or Disassembled Track .........................4 - 18
Other Wear Patterns-Disassembled Track End Wear .......................4 - 19
Structural Problems on Bushes .........................................................4 - 20
Track Pitch Internal Wear .......................................................................4 - 22
Measurement Technique ...................................................................4 - 22
Wear Limits to Service and Destruction and Percent Worn Chart .....4 - 23
Wear and Structural Problems on Track Pins .........................................4 - 24
Pin O.D. (External) Wear [and Bush I.D. (Internal) Wear] .................4 - 24
Pin End Wear ....................................................................................4 - 24
Pin Loosening ....................................................................................4 - 25
Pin Breakage .....................................................................................4 - 25

Shoes
Shoe Structural Problems .......................................................................5 - 27
Shoe Bending, Cracking and Breaking .............................................5 - 27
Bolt Hole Opening Out (With loose hardware) ..................................5 - 27

Idlers
Idler Tread wear .....................................................................................6 - 29
Measurement Technique ...................................................................6 - 29
Wear Limits - Service and Destruction ..............................................6 - 29

1-i 1-i
 Section 1 - Contents
Contents

Contents Page No.

Idler Wear Patterns .................................................................................6 - 30
Tread Wear - Normal wear pattern ....................................................6 - 30
Flange Side Wear ..............................................................................6 - 30
Flange Top Wear (may be domed) ....................................................6 - 31

Carrier Rollers
Carrier Roller Tread Wear ......................................................................7 - 33
Measurement Technique ...................................................................7 - 33
Wear Limits - Service or Destruction .................................................7 - 33
Wear Charts ......................................................................................7 - 33
Rebuildability .....................................................................................7 - 33
Carrier Roller Wear Patterns ..................................................................7 - 34
Tread Wear (Uniform) ........................................................................7 - 34
Uneven Flange Side Wear and Offcentre Tread Wear ......................7 - 34
Flat Spots on Tread ...........................................................................7 - 35

Track Rollers
Roller Tread Wear ..................................................................................8 - 37
Tread Measurement Technique .........................................................8 - 37
Roller Wear Patterns ..............................................................................8 - 39
Tread Wear (Normal wear pattern) ....................................................8 - 39
Flange Side Wear (Inner and/or outer sides facing tread) ................8 - 40
Flange Top Wear ...............................................................................8 - 40

Sprockets
Sprocket Wear ........................................................................................9 - 41
Sprocket Wear Patterns ..........................................................................9 - 42
Root Wear .........................................................................................9 - 42
Reverse and/or Forward Drive Side Wear ........................................9 - 43
Reverse Drive Side Tip Wear ............................................................9 - 43
Forward Drive Side Tip Wear ............................................................9 - 44
Sprocket Side Wear and Corner Wear or Gouging ...........................9 - 44

Guards
Guiding Guard Wear .............................................................................10 - 45
Need For Roller Guards .......................................................................10 - 46
Conditions For Considered Use Of Roller Guards ...............................10 - 47

Service information
Bush Wear Guide (Ital Track) ............................................................... 11 - 49
Bush Wear Guide (Berco Track) ........................................................... 11 - 50
Pin & Bush Wear Guide (Ital Track) ...................................................... 11 - 51
Pin & Bush Wear Guide (Berco Track) ................................................. 11 - 52
Track Link Rail Wear Guide (Ital Track) ................................................ 11 - 53
Track Link Wear Guide (Berco Track) .................................................. 11 - 54
Upper Roller Wear Guide (Ital Track) ................................................... 11 - 55
Upper Roller Wear Guide (Berco Track) ............................................... 11 - 56
Lower Roller Wear Guide (Ital Track) ................................................... 11 - 57
Lower Roller Wear Guide (Berco Track) ............................................... 11 - 58
Idler Roller Wear Guide (Ital Track) ...................................................... 11 - 59
Idler Roller Wear Guide (Berco Track) ................................................. 11 - 60
Track Plate Wear Guide (Ital Track) ..................................................... 11 - 61
Track Plate Wear Guide (Berco Track) ................................................. 11 - 62

1 - ii 1 - ii
 Section 2 - Introduction
Introduction
System Life and Components Wear

Introduction
System Life and Components Wear

Life and wear are generally related to ground Enviroment

characteristics and the enviroment.
Ground Characterisitics
Abrasiveness Rating
– High abrasiveness rated grounds include wet soils
containing high amounts of hard and sharp sand
particles.
– Moderate abrasiveness rated grounds include slightly
damp soils that contain a low portion of rounded sand
particles or rock fragments
– Low abrasiveness rated grounds include dry silt and
clay soils without any content of rocks and sands
impact
Materials & Chemicals
– Natural and man-made corrosives such as salts and
sulphurs, acids, and organic chemicals can eat away
or crack hardened wear/contacting surfaces.
Additionally, chemicals can cause swelling and failure
of roller and idler O-rings within the sealing groups.
Temperature
– Temperature of both environment and materials
could have detrimental effect on undercarriage
components: a very high temp can soften hardened
steel; a very low temp can increase steel brittleness
and decrease oil lubrication.

– impact can be described as the amount of grouser

penetration in the ground.
– The effect can be reduced by decreasing machine
speed and by using the smallest track shoes
possible.
– The weight of the machine is also a determining
parameter, even if it can not be modified.

Packing

– Packing materials are any material that stick to or

pack around moving components.
– Packing materials can be classified as extrudable and
non-extrudable.

Major effects:

– Incorrect engagement between the components

causing tightening of the track chain, high loads on
the undercarriage components, interference and
dramatically increases the wear rate.
– Abnormal increase of the wear effect due to abrasive
particles incorporated in the packed material.
– Moderate amounts of moisture contribute to packing.

2-1 9803/3010-4 2-1

 Section 2 - Introduction
Introduction
System Life and Components Wear

Terrain Side-hill

Terrain structure might shift the machine center of gravity

increasing the loads on individual undercarriage
components.

Up-hill

– Increased wear of the rail sides, roller and idler

flanges, bushing ends and track shoe ends.

On a Crown

Fig 1.
– Increased wear rate on rear rollers and increasing
forward drive wear of sprocket and bushing.

Down-hill

Fig 3.
– High wear of front rollers; reduced rate of sprocket
and bushing wear.

In a Depression

Fig 2.
– Higher wear rate of front rollers; reduced rate of
sprocket and bushing wear.

Fig 4.
– Higher wear on rear rollers and increasing forward
drive wear of sprocket and bushing.

2-2 9803/3010-4 2-2


Application Effects
Dozing
– Shifts machine weight forward causing faster wear on
the front rollers and idler than on the rear rollers.
Drilling
– Shifting the weight from one side to the other can
increase the wear of the outer components.
Wear Rate Variables
Speed
– Wear rate is directly related to speed and distance
travelled, not just hours worked.
Turning
– Wear rate increase with increased turning. Turning
results in higher interference loads between moving
components, especially on roller and idler flanges.
Counter-Rotation
– Consists in causing one track to travel forward while
the other travels in reverse. The load applied to the
side of undercarriage components increases the
wear rate.
Spinning Track
– Spinning the tracks increases the wear rate on all
components without accomplishing any useful work.
Track shoes are particularly affected.
Counter-Rotation
– Consists in causing one track to travel forward while
the other travels in reverse. The load applied to the
side of undercarriage components increases the
wear rate.
Favored Side Operation
– Uneven wear rate between the two sides of the
undercarriage will result if work is always performed
with a greater load on one side.
2-3 9803/3010-4
Section 2 - Introduction
Introduction
System Life and Components Wear
Reverse Operation
– Causes higher wear rates on bushings and sprockets
than forward operation. Since reverse travel is also
equivalent to unproductive use of the machine,
unnecessary reverse operations are not-
recommended.
Track Tension
– Incorrect track tension will result in faster wear of
undercarriage components.
– An over tightened track chain could reduce the wear
life of bushing and sprocket by 2.5 – 3 times.
– This situation also reduces productivity and increases
fuel consumption.
Track Shoes
– Shoes have to guarantee good traction and flotation.
They have to allow the grouser to penetrate into the
ground without letting the track shoes sink below the
surface.
– Shoes wider than necessary are detrimental to all
undercarriage components since they are generating
uneven forces that are affecting the complete system.
Track Alignment
– Proper alignment of undercarriage components is a
must to avoid accelerated and unbalanced wear.
– Each discrepancy in the roller frame, idler and
sprocket will be detrimental to roller treads and
flanges, link rails and sides of the sprocket/segments
and the idler center flange.
Cleanliness and Parking
– Cleaning the undercarriage as soon as possible helps
to avoid packing effect and removes abrasives and
chemicals responsible for shortening wear life.
– Machine should always be parked on a flat surface in
order to avoid static loads applied for a long time on
one side only. This will avoid plastic deformation of
sealing groups.
2-3
 Section 2 - Introduction
Introduction
Checking and Adjusting Track Tension

Checking and Adjusting Track Tension

It is important to regularly check and adjust track tension,

poor tensioning can reduce track chain life by up to 50%.
Always check the track tension when checking the track
wear check.

1 Prepare the Machine.

Position the machine on level ground. Run it A

backwards and forwards several times. Stop after
running it forwards.
Fig 5.
Carry out steps 1 to 3 of Cleaning the Tracks (in the
Check the Tension - JS330 - JS460
operators Handbook). Block up the undercarriage
frame. Finish track rotation by running the track
Measure gap 5-A in line with the third roller (JS330/
forwards. Stop the engine and remove the starter key.
JS460) from the front and between the lower surface
of the track frame and the upper surface of the shoe.
!MWARNING The dimension should be 340-360 mm for hard
ground conditions.
Raised Machine
NEVER position yourself or any part of your body
3 Adjust the Track Tension
under a raised machine which is not properly
supported. If the machine moves unexpectedly you
Adjustment is made by either injecting or releasing
could become trapped and suffer serious injury or be
grease from the check valve 6-B. Inject grease to
killed.
reduce the gap (increase the tension) or open to
INT-3-3-7_1
release grease and increase the gap.
2 Check the Tension - JS130 - JS260
If a gap 6-C exists between the idler wheel shaft and
the track frame, you may use pressure to apply the
Measure gap 5-A in line with the third roller (JS130/
grease.If there is no gap 6-C after the application of
JS160) or fourth roller (JS200/JS260) from the front
grease, then the necessary repairs must be carried
and between the lower surface of the track frame and
out.
the upper surface of the shoe. The dimension should
be 275-295 mm for hard ground conditions. For
operation on soft sand or sticky mud it should be 320-
340mm.

C B

Fig 6.

2-4 9803/3010-4 2-4

 Section 2 - Introduction
Introduction
Checking and Adjusting Track Tension

!MWARNING
When opening the check valve always stand to one
side and loosen a little at a time until grease starts to
come out. If you over-loosen too much grease could
spurt out or the valve cover fly out and cause serious
injury.
8-3-4-5

!MWARNING
Under no circumstances must the check valve be
dismantled or any attempt made to remove the grease
nipple from the check valve.
8-3-4-9

Note: Excessive tension can cause the track rail to wear

the drive rollers and sprocket, insufficient tension can
cause wear to the drive sprocket and track rail.

4 Lower the Track

Remove the blocks from beneath the undercarriage

and lower the track to the ground using the boom and
dipper controls.

5 Repeat for the Opposite Track

Slew the boom round to the other side and repeat

steps 1 to 4 above.

2-5 9803/3010-4 2-5

 Section 2 - Introduction
Introduction
Checking and Adjusting Track Tension

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2-6 9803/3010-4 2-6


Links
Link Rail Wear
Measurement Techniques
The only measurable wear position on the link is rail (top)
wear. It is measured with a broad base depth gauge from
the rail surface to the track shoe plate. This dimension is
the rail height. The correct location for track link
measurement is outside of the links at the end of the track
pin. Position the depth gauge as close to the end of the pin
as possible, making sure links and shoe surface are clean.
Ensure the gauge is flat against the link rails and
perpendicular to the shoe surface. Measurement should
be made to the closest 0.25 mm (0.01 in).
Fig 1.
Wear Limits - Service and Destruction
Link wear limits have been determined by setting the
allowable wear equal to a fraction of the pin boss to roller
flange or bush clearance. A 100% worn link and 100%
worn roller tread matched together would cause the roller
flange to begin to touch the link pin boss top. As wear
proceeds past 100%, wear on the pin boss will reduce pin
retention ability and link rebuildability. Wear on the top of
roller flanges will reduce their guideability and
3-7 9803/3010-4
Section 3 - Links
Links
Link Rail Wear
rebuildability. If the link is worn to approximately 120%,
structural damage will result in the form of cracking,
breaking and pin and bush loosening.
Wear Charts
Wear charts for links have a built in factor allowing for
faster wear rate as the hardness of the steel decreases
below the case hardened depth. This is true for all
components where the allowable wear is greater than the
case hardened depth. In links the rate is about three times
as fast after the case hardened depth is worn away.
Rebuildability
The size of components used on JCB machines (in
common with other excavators) means that rebuilding is
not usually economically feasible. Track links, however,
can usually be successfully rebuilt with submerged and/or
automatic welding to replace the worn away rail (top)
surface provided the link meets the following criteria:
1 Rail wear at a point above the pin boss is not less
than 80% or more than 100%.
2 Unevenness of rail height is not excessive.
3 Rail side wear due to roller flange or guiding guards
or inside rail gouging by the sprocket hasn't reduced
rail width significantly.
4 Pin boss is not worn due to roller flange or guiding
guards causing reduced pin retention.
5 Counterbore depth and elongation wear (with Sealed
Track) will not significantly affect resealing of the pins
and bushes.
6 Face wear (area surrounding the link, bush and
counterbores) has not reduced the thickness of the
rail in that area by more than 20%.
7 Rail chipping or flaking hasn't caused more than 30%
of the rail surface to be removed.
3-7
 Section 3 - Links
Links
Link Rail Wear
8 Links are not cracked through in the rail, pin and bush
bores or shoe strap sections.

9 Bolt holes are not opened out or elongated to prevent

adequate shoe retention.

10 Pin and bush bores are not damaged (broached) as

to prevent adequate pin and bush retention.

With proper welding techniques and materials, the fully

rebuilt (to 0% worn height) rail should provide about 80%
of the original life to the service limit. This percentage may
be reduced as impact level increases. By running the
rebuilt rail to 120% or destruction it should provide about
100% of the original rail life to the service limit potential.

3-8 9803/3010-4 3-8

 Section 3 - Links
Links
Link Wear Patterns

Link Wear Patterns

Rail (Top) Wear Uneven Scalloping Wear on Rail Top

Normal expected wear position.
Causes Rolling and sliding contact with roller
and idler treads.
Accelerators Weight, speed, impact, abrasiveness,
excessive shoe width, overtight track
and snaking.
Effect Wear limit reached when roller flanges
begin to contact top of pin boss.
Remedies Eliminate or reduce controllable
accelerators listed above and rebuild
(weld) to desired rail height.
Causes (A & C) Faster wear rate due to reduced
contact with rollers at narrower link
overlap area (also K Rail Side
Wear ( T 3-10)).
Causes (B) Sliding wear rate due to reduced
contact area with idler at centre of link
rail
Accelerators Same as Rail (Top) Wear, particularly
over tight track. (K Rail (Top)
Wear ( T 3-9)_.
Effect (A & C) Wear limit over pin boss reached
prematurely.
Note: A, B & C; reduces rebuildability and causes
vibration in extreme cases.
Remedies Same as Rail (Top) Rail. (K Rail (Top)
Wear ( T 3-9)).

Fig 2.

Fig 3.

3-9 9803/3010-4 3-9

 Section 3 - Links
Links
Link Wear Patterns

Rail Side Wear Rail Inside Gouged

(Inside and/or outside)
Causes Rolling and sliding contact with roller
and idler flanges.
Accelerators Same as "Rail Top Wear" plus uneven
terrain, turning, side hill operation,
excessive shoe width and snaking track.
Effect Reduces rail wear life to service limit
and rebuildability.
Remedies Reduce or eliminate controllable
accelerators, particularly snaking track,
tight track and wide shoes.
Causes Sprocket tooth tip interfering due to
snaking track and/or misalignment of
track or sprocket (see Sprocket Wear).
Accelerators Side hill or uneven terrain, turning,
excessive shoe width.
Effect Reduced rebuildability of links and
reusability of sprocket if severe.
Remedies Correct controllable cause and
accelerators.

Fig 5.

Pin Boss Top Worn

Fig 4.

Causes Sliding and roller contact with roller

flange tops (see Roller Flange Wear).
Accelerators Non uniform front and rear roller wear
when link is not 100%.
Effect Loss of pin retention and reduced rail
rebuildability.
Remedies Swap rollers to balance wear effect and
rebuild rail, rollers as required.

Fig 6.

3 - 10 9803/3010-4 3 - 10
 Section 3 - Links
Links
Link Wear Patterns

Elongation of Counterbore Depth Wear in Counterbore

Causes Rotating contact with the bush end in Causes Rotative contact between track or bush
pitch extended track (see Track Bush end with bottom of counterbore.
Counterbore Wear). Accelerators Abrasiveness, side hill loads and turning,
Accelerators Non - a direct function of pitch side thrust impact and excessive shoe
extension. width.
Effect Reduces re-sealability of counterbore. Effect Same as Counterbore elongation wear
Link is less rebuildable. (K Elongation of
Remedies Turn pins and bushes in track at service Counterbore ( T 3-11)).
limit. Remedies Reduce or eliminate controllable
accelerators and install new seals at pin
and bush turn time.

Fig 7.

Fig 8.

3 - 11 9803/3010-4 3 - 11
 Section 3 - Links
Links
Link Wear Patterns

Face Wear Pin Boss End - Guiding Guard Wear

Causes Rotative contact between overlapping
link faces following track link counterbore
depth wear and bush end wear which
allows end play.
Accelerators Abrasiveness, side hill loads and turning,
side thrust impact and excessive shoe
width.
Effect Reduces wear life of original and/or
rebuilt link and reduces rebuildability.
(Also K Rail (Top) Wear ( T 3-9)).
Remedies Reduce or eliminate accelerators.
Causes Sliding contact between pin boss ends
and guiding and roller guards.
Accelerators Sliding wear rate due to reduced contact
area with idler at centre of link rail.
Effect Reduces pin retention and therefore
limits rebuidability.
Remedies Reduce or eliminate all controllable
accelerators related to loads conveyed
from shoe link. Keep bolts properly
torqued and use narrowest shoe
possible.

Fig 9. Fig 10.

3 - 12 9803/3010-4 3 - 12
 Section 3 - Links
Links
Link Structural Problems

Link Structural Problems

Rail Chipping or Flaking Link Cracking

Causes Repeated high impact contact with roller
treads and/or flanges.
Accelerators impact, machine speed, weight,
excessive shoe width and overtight track.
Effect May reduce wear life rebuildability if over
30% of rail surface is affected otherwise
only a cosmetic effect.
Remedies Reduce or eliminate controllable
accelerators, particularly wide shoes,
that add weight and leverage loads on
uneven terrain.
Causes Repeated twisting of link.
Accelerators Same as "Rail Chipping or Flaking"
plus degree of rail material worn away.
Excessive shoe width is biggest
accelerator.
Effect Shortens link assembly life, track
separation if cracked through and
prevents rebuilding.
Remedies Reduce or eliminate controllable
accelerators particularly wide shoes and
overtight track.

Fig 11. Fig 12.

3 - 13 9803/3010-4 3 - 13
 Section 3 - Links
Links
Link Structural Problems

Pin & Bush Bore Enlargement

Causes Bore material broached out during

assembly and/or disassembly; plus
material worn out during sliding
movement of flexing pins and bushes.
Accelerators Same as "Rail Chipping or Flaking"
plus material worn off of pin bosses.
Excessive shoe width is biggest
accelerator.
Remedies 1 Improved track press alignment and
tooling to prevent broaching during
assembly and disassembly.
Remedies 2 Reduce or eliminate controllable
accelerators especially wide shoes and
overtight track.

Fig 13.

3 - 14 9803/3010-4 3 - 14
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
Track Bush Wear

Track Pins & Bushes

Track Bush Wear

Measurement Technique Caliper Squeezed Too Tight

The track bush is the most important component in the

undercarriage to measure and interpret accurately. To do
this, use the caliper provided with the JCB tool kit.

Caliper Method

Fig 2.
– Calipers that are over tightened can spread like a
spring and will give too small a reading.

Caliper At Wrong Angle To Bush Axis

Fig 3.
Fig 1.
– Calipers that are set at an angle to the bush will give
This method gives a direct reading of bush diameter. With an oversize measurement.
careful cleaning and proper technique it can yield the most
accuracy, but is also the most susceptible to error if not
properly measured.

The most common errors using the caliper are;

4 - 15 9803/3010-4 4 - 15
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
Track Bush Wear
Caliper Not Slid Back And Forth Across Position To Be Calipers Not Placed At Most Worn Portion Of Bush.
Measured.

Fig 4. Fig 6.
– Caliper that are not passed back and forth over the – If the caliper is located inboard or outboard of the
maximum diameter of the bush position being minimum diameter along its length in a given wear
measured will give an undersize reading. position the reading will be oversized.

Bush Not Cleaned Well Before Measurement. The best way to practice measuring bush wear is with
bushes removed from the track. you should be able to
repeat the measurement made by yourself and others with
an accuracy of +0.25 mm (+0.01 in)

As varying amounts of internal wear takes place, the

external wear pattern will change positions and accelerate,
thus reducing its life due to greater interference loads with
sprocket and greater sliding motion against the sprocket.

Fig 5.
– If the bush surface is not cleaned the measurement
taken will be oversized.

4 - 16 9803/3010-4 4 - 16
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
Track Bush Wear
Measurement Technique

The small caliper must be used to measure the wear at the

minimum diameter of the bush regardless of the position
with respect to vertical and forward or reverse. This is
because the track bush must have sufficient strength to
resist cracking after turning. This remaining strength is
largely affected by wear before turning. Also, the track
bush receives most of is load in the later part of wear life in
the position where the maximum wear is.

Fig 7.

Wear Limits - Service and Destruction

As mentioned in Measurement Technique, wear limits for

track bushes are determined not only on the basis of
remaining strength before and after turning but also the
external wear in later hours. The "high impact" allowable
wear to the service point is 3.1 mm (0.12 in). The "low
impact" allowable wear to service point is 4.8 mm (0.19 in).
Destruction (break through) is expected to occur within
20% of any additional hours if the same condition exists.
Wear limits should always be chosen on the basis of
degree of expected impact, not on the basis of
abrasiveness or desired life.

4 - 17 9803/3010-4 4 - 17
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
How to Interpret Wear on Track Bushes

How to Interpret Wear on Track Bushes

Since the successful turnability and total life of track pins Forward Drive Side Wear Critical
and bushes is a function of both internal and external wear,
interpretation of the external bush wear alone will not (30° to 65° from vertical)
accurately determine if and when to turn. However, the
type and degree of external bush wear is a good indicator
Causes Rotation and sliding against sprocket
of abnormal problems.
under abnormal forward loads
(characteristic of push loading,
External Wear - Assembled or drawbar, ripping and dozing
Disassembled Track application).
Accelerators Same as Reverse Drive slide Critical
Shown here are typical patterns for later normal conditions (K Reverse Drive Side Wear
where internal wear has begun to have a measurable pitch Critical ( T 4-18). Plus uneven terrain
extension effect on the external pattern. and worn rear rollers.

Reverse Drive Side Wear Critical Effect Bush wall worn through at same
position as internal wear occurring and
(30° to 65° from vertical) may result in need for turn before
service point to avoid cracking if
internal wear is critical. It will not have
Causes Rotation and sliding against sprocket same effect on after-turn life of bush as
under abnormal load (characteristic of does critical reverse drive side wear.
track loaders).
Remedies Eliminate or reduce controllable
Accelerators Weight and speed; impact, accelerator causes such as overtight
abrasiveness, overtight track and high track and worn rear rollers. Turn early if
reverse working loads. initial wear is critical to prevent bush
Effect Cracks will occur on reverse drive cracking.
slides which become forward drive
slides after bush is turned and will
reduce the total turned life of the bush.
Remedies Eliminate or reduce controllable
accelerator causes. Do not delay turn
past service point (100%) if turn is
required. Also do not drive machine
long distance in reverse.

60
30
Fig 9.

65
30
Fig 8.

4 - 18 9803/3010-4 4 - 18

Forward Drive Sides (FDS) and Reverse Drive
Sides (RDS) Critical Compared to Vertical
(30° to 65° from vertical)
Causes Sliding motion of bush against sprocket
under abnormal interference loads
(characteristic of high internal wear in
any application or condition).
Accelerators Same as 2FDS and RDS Critical"
described above especially track which
has been over tightened to compensate
for snaking.
Effect Can cause bush cracking before or after
turn if service point is exceeded.
Remedies Eliminate or reduce controllable
accelerator causes, especially overtight
track and turn based on internal wear at
service point.
60 60
30 30
Fig 10.
4 - 19 9803/3010-4
Section 4 - Track Pins & Bushes
Track Pins & Bushes
How to Interpret Wear on Track Bushes
Other Wear Patterns-Disassembled
Track End Wear
Bush End Wear
Causes Sliding or abrasive contact between
inside seal and link counterbore bottom
(usually directly related and a result of
the degree of internal wear and snaking
and not a cause of snaking).
Accelerators All machine weight and speed related
loads; all loads related to side thrust
caused by terrain and manoeuvring;
abrasiveness. The only controllable
accelerator variables are shoe width
and condition of guiding components.
Effect Reduces re-sealability of joint at turn
time. Reduces internal wear life and link
rebuildability after turn.
Remedies Turn pins and bushes at service limit.
Keep guiding components in good
condition.
Fig 11.
4 - 19
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
How to Interpret Wear on Track Bushes
Bush Counterbore Wear (RDS only) Structural Problems on Bushes

Causes Rotational sliding contact with RDS of
link counterbore and abrasives (always
directly related to and a result of internal
wear pitch extension, not a cause or
result of snaking).
The destruction limitation of a track joint is usually due to
structural failure in the bush caused by cracking or
loosening after internal and/or external wear limits are
exceeded. The most common causes, accelerators,
effects and remedies are shown here.

Accelerators Same as"Internal Pin and Bush

Bush Cracks (Through the entire wall)
Wear."
Effect Reduces re-sealability of joint. Reduces
Causes Exceeding internal wear limit and/or
internal wear life and link rebuildability
exceeding external wear limit for
after turn.
respective degree of impact. (Crack can
Remedies Same as"Internal Pin and Bush be in several positions and
Wear." configurations).
Accelerators Any loads between sprocket and bush
caused by weight, speed, impact and
terrain, excessive shoe width, worn rear
rollers, overtight track and exceeding
internal wear limits are primary
controllable causes.
Effect Depending on degree of cracking and/or
loss of bush wall material, bush may not
have strength to provide wear life
potential of after turn.
Remedies Eliminate or reduce controllable
accelerator causes.

Fig 12.

Fig 13.

4 - 20 9803/3010-4 4 - 20
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
How to Interpret Wear on Track Bushes
Bush End Cracks

Causes impact contact with counterbore

following internal wear and snaking.
Accelerators Same as"Bush End Wear" and "Bush
Counterbore Wear"
Remedies Do not exceed internal wear service
limits.

Fig 14.

4 - 21 9803/3010-4 4 - 21
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
Track Pitch Internal Wear

Track Pitch Internal Wear

Measurement Technique
Track internal wear is measured by determining the pitch
extended length over four adjacent sections with a tape
measure calibrated in 0.5 mm (0.021 in) increments. The
track and tape must be stretched tight and straight to
obtain an accurate measurement. This can easily be
achieved by placing a pin (an old track pin) in the sprocket
tooth as shown (K Fig 15. ( T 4-22)) and rotating the track
so that the track is tensioned.
The calibrated side of the tape should be located along an
imaginary line which connects the pin centres. The reading
should be made from one side of a pin to the same side of
the fifth pin away (which includes 4 links). the hook at the
beginning of the tape should not be used and the mark at
an even increment of centimetres or inches should be
placed on the 5th pin leaving the end of the tape free to
measure the fractional part of the total length. This
measurement should be taken at least 3 sections away
from a master link joint and should be repeated at least
twice over different sections of the track on both sides of
the machine. This measurement can be used directly to
find the percent worn in the charts.

Fig 15.

4 - 22 9803/3010-4 4 - 22
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
Track Pitch Internal Wear

Wear Limits to Service and Destruction

and Percent Worn Chart
The detrimental effects of excessive pitch extended track
are related to the following factors:

– Counterbore depth and elongation wear which

accelerate wear rates and prevent adequate
resealing after turning or pin and bush replacement,
shortening after turning or after replacement pin and
bush life.
– Track snaking damage to other components which
shorten their total life potential and rebuildability.
– Tendency of users to over tighten track to
"compensate" for snaking or excessive pitch
extended track and its effects on bush, sprocket and
other components.
– Loss of strength to bush wall internally which
contributes to bush cracking in FDS (Forward Drive
Side) before turning when FDS external wear is
critical and on FDS after turning when RDS (Reverse
Drive Side) external wear was critical before the
turning.

The destruction point of internal wear for projection

purposes is defined as 120% of service limit in "high"
impact conditions.

Since "destruction point", as related to internal wear,

actually results in external bush break-through (which is
also a result of external wear) both internal and external
worn percent must be known to make an accurate
projection of the destruction point.

4 - 23 9803/3010-4 4 - 23

Wear and Structural Problems on Track Pins
Pin O.D. (External) Wear [and Bush I.D.
(Internal) Wear]
Causes Rotational contact with abrasive
material and/or I.D. of bushes.
Accelerators Weight and speed of machine;
abrasiveness, loss of sealing effect and
snaking, impact, terrain packing loads,
and manoeuvring. Track tension,
excessive shoe width, worn rear roller
and high speed non-productive work are
the main controllable causes.
Effect Track pitch increases with resulting
mismatch. See Bush and Sprocket
Wear. Beginning of "chain-reaction" of
most advanced undercarriage
component wear.
Remedies Eliminate or reduce controllable
accelerator causes, turn sealed track
pins and bushes at service limit.
FDS
Fig 16.
4 - 24
Section 4 - Track Pins & Bushes
Track Pins & Bushes
Wear and Structural Problems on Track Pins
Pin End Wear
Causes Sliding contact with guiding and/or roller
guards plus abrasives (may be seen at
either or both ends of pin - usually more
severe on outboard side).
Accelerators Uneven terrain and side hill operation.
Excessive shoe width, worn rolling
component, flange misalignment and
snaking track are the main controllable
causes.
Effect Pin will have to be re-chamfered before
re-assembling track at turn time to avoid
broaching link pin bore with sharp
edges resulting in pin retention loss.
Extreme cases will show wear on the
outer face of pin boss which reduces pin
retention.
Remedies Eliminate or reduce controllable
accelerator causes, particularly snaking
track by turning pins and bushes.
RDS
FDS
Fig 17.
9803/3010-4 4 - 24

Pin Loosening
Causes Loss of press fit retention in link pin
bore.
Accelerators (1) Severe repeated impact yields or
cracks link bore. (2) Uneven terrain and
excessive shoe width increase flexing of
pin in bores. (3) Link bore broached by
improper track press alignment at re-
assembly time. (4) Loose track shoes.
Effect Loss of pin and separation of track; loss
of parts reusability and rebuildability.
Remedies (1) Eliminate or reduce controllable
causes which increase impact loads
and flexing of joint such as excessive
shoe width. (2) Control track press
alignment capability and re-chamfer
worn pin ends to reduce bore broaching.
Fig 18.
4 - 25
Section 4 - Track Pins & Bushes
Track Pins & Bushes
Wear and Structural Problems on Track Pins
Pin Breakage
Causes High static or impact loads which cause
crack to start at outer surface (usually
at pin wear step) and moves through
entire pin at a fast rate.
Accelerators Weight and speed of machine. impact
and terrain conditions. Amount of
internal wear that reduces pin
diameter. Overtight track, excessive
shoe width, worn rear rollers and
severe packing loads caused by rocks
between bush and sprocket are main
controllable causes.
Effect Immediate track separation. Severe
damage to other components.
Remedies Eliminate or reduce controllable
accelerator causes, particularly rocks
which are getting into spaces between
sprocket and bushes.
Fig 19.
9803/3010-4 4 - 25
 Section 4 - Track Pins & Bushes
Track Pins & Bushes
Wear and Structural Problems on Track Pins

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4 - 26 9803/3010-4 4 - 26
 Section 5 - Shoes
Shoes
Shoe Structural Problems

Shoes
Shoe Structural Problems

All shoe structural problems described here should be

considered for their own cause plus the effect on the rest
of the undercarriage components.

Shoe Bending, Cracking and Breaking

Causes Bending load on shoe exceeds shoe

beam strength due to; (1) Loss of
grouser and plate wear material. (2)
Shoe too wide for underfoot conditions.

Bolt Hole Opening Out (With loose

hardware)

Causes Loss of clamping between shoe and link

or loose bolt pounds hole larger.
Remedies (1) Choose narrowest shoe which will
give adequate flotation. (2) Tighten (and
retighten) hardware if necessary
according to proper torque procedure
and specifications.

5 - 27 9803/3010-4 5 - 27
 Section 5 - Shoes
Shoes
Shoe Structural Problems

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5 - 28 9803/3010-4 5 - 28

Idlers
Idler Tread wear
Measurement Technique
Tread wear is the only measurable wear position on the
idler. It is determined by measuring with the broad based
depth gauge from the idler centre flange to the tread
surface. The positioning of the depth gauge should be so
that the measurement rule is aimed as close as possible
towards the centre of the idler with the base flat on the
centre flange and parallel to the idler shaft. The greatest
error in measuring idler wear arises from wear on top of the
centre flange which alters the reference point. Abrasive
packing conditions usually cause the greatest amount of
centre flange wear. If this wear is suspected some attempt
to compensate for it should be made in the reading taken.
Remember idler tread wear measurements increase as
tread wear occurs and decrease as centre flange wear
occurs.
Fig 1.
6 - 29 9803/3010-4
Section 6 - Idlers
Idlers
Idler Tread wear
Wear Limits - Service and Destruction
Idler tread allowable wear and resulting wear limits are
based on two basic criteria: Rebuildability of the tread
surface plus centre flange to track bush clearance. As
wear proceeds past 100% each of these considerations
may result in damage to other parts. If the idler is worn
120% the tread will become too thin to successfully
rebuild. The 120% worn or destruction limit will be reached
at approximately 20% more hours than it took to reach
service limit (100%) in similar conditions.
Wear Charts for idlers are a direct reading from the
measurement taken. They have a built-in factor allowing
for faster wear rate after the case hardened depth is worn
away. As with links and rollers, the wear rate is about three
times as fast in the unhardened material below the case
hardening depth, with a transition rate between. Beyond
the service limit, the wear rate is increased to an even
faster rate because of the expected additional sideways
sliding motion between links and tread as the centre flange
sides become worn.
6 - 29

Idler Wear Patterns
Idler wear patterns can be used to help interpret abnormal
wear causes on mating parts, track links, plus interpret
other controllable and non-controllable accelerator
causes, which may be affecting non-mating parts such as
rollers which are harder to see and inspect.
The idler tread wear rate is very sensitive to track
overtightness
Tread Wear - Normal wear pattern
Causes Sideways sliding motion with track link
rail surface.
Accelerators Machine weight, speed, and
applications which put more weight on
the front of the machine. impact,
abrasiveness, packing, terrain and
turning. Overtight and/or snaking track
are main controllable causes.
Effect If worn past 100% at deepest part may
reduce rebuildability and may crack at
120% or more worn.
Remedies Reduce or eliminate overtight track and
correct misalignment problems as
indicated by off-centre wear pattern.
Rebuild treads when service limit
reached.
Fig 2.
6 - 30 9803/3010-4
Section 6 - Idlers
Idlers
Idler Wear Patterns
Flange Side Wear
Causes Engagement motion with track link inner
rail side.
Accelerators Same as "Tread Wear" except terrain
(hill side) turning and misalignment have
a much greater result on flange side
(see discussion on idler alignment).
Track tension, snaking track and worn
front guiding guards also have greater
results on flange sides than treads.
Shoes which are too wide also
contribute.
Effect Reduces idler tread rebuildability due to
(welding) difficulty. Effect on link rail
inside is more important than effect on
idler itself however.
Remedies Reduce or eliminate controllable
accelerator causes including
misalignment, worn front guiding
guards, snaking track, overtight track
and excessively wide shoes.
Fig 3.
6 - 30
 Section 6 - Idlers
Idlers
Idler Wear Patterns

Flange Top Wear (may be domed)

Causes (1)Sliding contact with any abrasive

material packed into idler assembly
area. (2) impact contact and motion
with track links which have jumped out
of tread area.
Accelerators Speed, packing, adhesion and
abrasiveness of packed material.
Tracks which are too loose or snaking
increases chances of track link
damage.
Effect Reduces wear measurement distance
and resulting accuracy. Reduces
rebuildability in extreme cases.
Remedies Rebuild if critical. Clean packed
material away from area behind the
idler. Correct cause of links jumping out
of tread and running on centre flange if
this wear is present in absence of
packing.

Fig 4.

6 - 31 9803/3010-4 6 - 31
 Section 6 - Idlers
Idlers
Idler Wear Patterns

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6 - 32 9803/3010-4 6 - 32
 Section 7 - Carrier Rollers
Carrier Rollers
Carrier Roller Tread Wear

Carrier Rollers
Carrier Roller Tread Wear

Measurement Technique Wear Charts

Track carrier roller tread wear is the easiest to measure
and interpret of any undercarriage wear. It is measured by
determining the diameter with large callipers as a rule.
Care should be taken to find the diameter and position
representing the most worn (smallest true diameter) as it is
that wear which determines when service and/or
destruction limits are reached. Measurements should be
made to the closest 0.25 mm (0.01 in).
Wear charts for carrier rollers are a direct reading from the
diameter measurement. They have a built in factor for
faster wear rate expected after the case hardening is worn
through. For some sizes the case hardening covers the
entire allowable wear so that the expected wear rate is
uniform.
Rebuildability
carrier rollers with forged steel rims (most machines)
should be rebuildable assuming flange wear or damage is
not critical.

The primary cause of a non rebuildable carrier roller is flat

spots worn on the tread. This is caused by links sliding
over the tread on non-turning stuck carrier rollers, usually
in the presence of severe packing.

Fig 1.

Wear Limits - Service or Destruction

Carrier roller allowable wear and resulting wear limits are
based on two primary factors: First, to prevent flange
interference with the track bush and second, to insure
remaining strength and successful rebuildability of the
carrier shell itself. When 100% worn to the service limit,
flanges will not contact the bush even with a 100% worn
link but beyond that point and certainly by 120% worn
structural failure could result to the bush and the carrier
roller.

7 - 33 9803/3010-4 7 - 33
 Section 7 - Carrier Rollers
Carrier Rollers
Carrier Roller Wear Patterns

Carrier Roller Wear Patterns

There are three principle wear patterns found on carrier Uneven Flange Side Wear and Offcentre
rollers. In each case the effect on the link may be more
Tread Wear
critical, considering total undercarriage life, than on the
carrier rollers themselves.
Causes Rolling and sliding contact with link rail
Tread Wear (Uniform) top and sides not aligned with carrier
roller.

Causes (1) Rolling and sliding motion with link Accelerators same as "Carrier Roller Tread Wear"
rail (top) surfaces. (2) Sliding contact plus terrain and sidehill; and
with packing material on roller frame. misalignment of carrier rollers, sprocket
and/or idler. Offset shoes will move
Accelerators Machine speed. Weight of track which is track to outboard side.
governed by shoe width, including
packing material. Track tension is a Effect Loss of potential wear life and
primary controllable variable as a tight rebuildability of carrier roller links.
track increases load and a loose track Remedies Reduce or eliminate controllable
causes impact between links and tread accelerators. Swap carrier roller to
surface, particularly in forward motion. balance wear.
Effect Wear life of carrier roller and links. No
other components affected unless
service limit exceeded, then flanges
may strike bushes causing unusual
wear pattern and premature failure.
Remedies Maintain proper track tension and
reduce or eliminate other controllable
accelerator causes. Rebuild or replace
carrier roller shell when service limit
reached.
Fig 3.

Fig 2.

7 - 34 9803/3010-4 7 - 34
 Section 7 - Carrier Rollers
Carrier Rollers
Carrier Roller Wear Patterns

Flat Spots on Tread

Causes Sliding contact with link rail tops when

carrier roller not turning.
Accelerators same as "Even Tread Wear" packing
between roller frame and carrier roller is
principle cause of sticking.
Effect Reduced wear life and rebuildability of
carrier rollers. Accelerated wear on links.
Remedies Clean packing material away from
carrier.

Fig 4.

7 - 35 9803/3010-4 7 - 35
 Section 7 - Carrier Rollers
Carrier Rollers
Carrier Roller Wear Patterns

Page left intentionally blank

7 - 36 9803/3010-4 7 - 36
 Section 8 - Track Rollers
Track Rollers
Roller Tread Wear

Track Rollers
Roller Tread Wear

Track roller wear is the most difficult of all to measure and Caliper Squeezed Too Tight
interpret. In some cases not all measurements will be
possible. Several assumptions and correlations may have
to be made to better interpret the roller system wear
condition in the absence of complete measurements of
inner and outer flanges on all rollers. The measurement
techniques recommended here are reliable and safe
methods of obtaining wear measurements. Certain
modifications of measurement tools may make this
measurement easier, but will not increase the accuracy.

Tread Measurement Technique

Track roller tread wear can be measured by using a large Fig 2.
caliper as described below:
– Calipers that are over tightened can spread like a
spring and will give too small a reading.
Caliper Measurement

Fig 1.

1 Position the caliper, where possible, so that the tongs

or tips of the caliper are touching the tread in its most
worn position on the diameter.

2 Pass the caliper back and forth to find the true

minimum diameter.

The most common errors using the caliper are;

8 - 37 9803/3010-4 8 - 37

Caliper Not Slid Back And Forth Across Position To Be
Measured.
Fig 3.
– Caliper that are not passed back and forth over the
maximum diameter of the bush position being
measured will give an undersize reading.
Bush Not Cleaned Well Before Measurement.
Fig 4.
– If the bush surface is not cleaned the measurement
taken will be oversized.
Failure To Measure Both Outer AndInner Treads.
– This may lead to understating the effect of wear on
the roller if the inner tread is more worn.
8 - 38 9803/3010-4
Section 8 - Track Rollers
Track Rollers
Roller Tread Wear
Front and Rear Rollers Most Important
If roller guards or other conditions prevent the
measurement of all rollers, then the most important roller
to be measured or estimate wear on is the rear roller. The
next most important roller to be measured is the front roller.
These two rollers should definitely be inspected by any
means possible that does not present a safety hazard. The
rear and/or front rollers generally will be most worn and
therefore critical in maintenance and servicing decisions.
Wear Limits - Service and Destruction
Allowable wear on roller treads and resulting wear limits
have been determined as for the link, by allocating some
fraction of the roller flange to pin boss (or bush) clearance
as appropriate. This is based on the assumption that the
average roller wear will equal link wear. Since front and/or
rear rollers usually wear at a faster rate than centre rollers
it should be assumed that the front and rear rollers will
reach service or destruction limit prior to links and
therefore be the first cause of pin boss to roller flange
interference. For example, 90% worn links may still
experience pin boss to roller flange interference even
though average roller wear is only 90% because the rear
roller is 110% worn. (see Roller Swapping Guidelines").
Pin boss to roller flange interference results in wear on top
of the roller flanges, thus reducing the rebuildability and
strength of the flanges.
When the roller tread is past worn the service limit (100%
worn) its weldability is also reduced. As wear approaches
120% worn, structural damage to the roller shell is in the
form of cracking or breaking my result due to loss of
strength.
Wear Charts
Like links, roller tread wear charts have a built in factor to
account for an expected faster wear rate after the case
hardened depth is worn away. The wear rate after the case
hardening will be approximately three times as fast as
when the roller is new.
8 - 38
 Section 8 - Track Rollers
Track Rollers
Roller Wear Patterns

Roller Wear Patterns

Roller wear patterns may be used as indicators of

abnormal controllable conditions that may affect other
parts in the undercarriage. The wear patterns shown here
are mostly found in a combined pattern with varying
degrees of each depending on the causes.

Tread Wear (Normal wear pattern)

Causes (1) Rolling contact with abrasives

crushed between roller tread and rail
(top) surface. (2) Sideways sliding
contact between rail and tread.
Accelerators Weight, machine speed, impact,
abrasiveness, and to some extent
Fig 5.
packing. Terrain and application often
determine unbalanced inner to outer
tread and front to rear roller wear rates.
Unusual roller frame distortion problems
can accelerate selective wear rates.
Turning increases sideways sliding
contact. Excessive shoe width and track
snaking tends to accelerate rounded
patterns.
Effect Pin boss to roller flange interference
when link and roller combined service
limit reached or exceeded.
Remedies Reduce or eliminate controllable
accelerator causes particularly non-
productive turning and wide shoes.
Swap rollers to balance final wear lives.
Rebuild (weld) rollers to dimensional
level.

8 - 39 9803/3010-4 8 - 39
 Section 8 - Track Rollers
Track Rollers
Roller Wear Patterns

Flange Side Wear (Inner and/or outer Flange Top Wear

sides facing tread)
Note: Machines may or may not have inner flanged bottom
Note: Machines may or may not have inner flanged bottom rollers
rollers
Causes Rolling and sliding contact with link pin
Causes Rolling and sliding contact with rail sides. bosses after loss of clearance.

Accelerators Same as "Tread Wear" except side hill Accelerators Same as "Tread Wear" .
operation, uneven terrain, turning Effect Reduces roller rebuildability. Damages
misalignment, worn guiding guards, link pin bosses with resulting pin
snaking track and excessive shoe width retention and rebuildability loss.
have greater measurable result on
Remedies Same as "Roller Tread Wear".
flange than on tread.
Effect Reduces guideability and rebuildability
of rollers.
Remedies Same as "Roller Tread Wear".

Fig 7.

Fig 6.

8 - 40 9803/3010-4 8 - 40
 Section 9 - Sprockets
Sprockets
Sprocket Wear

Sprockets
Sprocket Wear

The Function of the sprocket wear gauge is to indicate

whether there is sufficient wear material left in the sprocket
tooth to provide structural life to match the expected
remaining bush life that will be used with it following a bush
turn or replacement

It is used on or near bush turning or replacement time only

(bush turned or replaced at 90-110% worn)

The past and projected sprocket life should be thought of

in terms of the bush (sides) of life it has or will be expected
to provide, not in terms of actual hours on the sprocket
itself.

Fig 1.

9 - 41 9803/3010-4 9 - 41
 Section 9 - Sprockets
Sprockets
Sprocket Wear Patterns

Sprocket Wear Patterns

The sprocket wear gauge makes interpretation of sprocket Root Wear

tooth profile wear patterns much easier. Also, sprocket
wear patterns should be used only to help determine the (0-30 degrees from vertical) is a normal expected wear
cause and effect of corresponding bush wear patterns pattern of a track in the absence of severe packing and
since the gauge will indicate sprocket reuse. prior to pitch extension.

As noted previously, the sprocket wear gauge ignores

sprocket tooth tip condition as the tooth tip is not a criteria
for the remaining functional strength and wear life of the
sprocket or how it will adversely affect the bush after reuse.
The sprocket gauge locates low on the tooth side, as wear
here determines:
1 The remaining strength in the tooth to support further
bush wear in the driving portion of the tooth.
2 The degree of expected sliding the bush will be
expected to incur thus affecting its expected wear
rate.
The wear patterns shown here should not be assumed to
be a result of sprocket wear characteristics alone, and
therefore corresponding bush wear pattern should be
studied. See the section entitled “Track Bush Wear.”
Causes Sliding contact with vertical position of
bush during forward to reverse direction
changes and due to pitch mismatch of
minor packing effect and/or advanced
component wear.
Accelerators See "Bush Vertical Position" wear.
Effect Non on sprocket itself. In absence of
other wear patterns, improves sprocket
reusability.
Remedies Eliminate or reduce controllable causes
shown under vertical position bush
wear. Objective should be to extend
bush life, not sprocket life in this
position.

Also, since some sprocket wear patterns, (particularly on

the outside surfaces and tips that face the links) are a
result of snaking track, guiding and alignment problems,
the sections covering those situations should also be
consulted.

30 0 30
Fig 2.

9 - 42 9803/3010-4 9 - 42

Reverse and/or Forward Drive Side Wear
(30-60 degrees from vertical) is a normal expected wear
pattern of a track with track pitch extension with or without
packing.
Causes Sliding contact with corresponding bush
position. It indicates combined degree of
mismatch resulting from internal wear
plus packing.
Accelerators See "RDS and FDS wear on Track and
Bushes" .
Effect Reduces potential wear life of sprocket
segment due to reduced strength of
tooth in driving position.
Remedies Reduce or eliminate controllable
accelerator variable listed under " Bush
FDS and/or RDS Wear" positions.
Change sprocket as indicated by
sprocket wear gauge at bush turn or
replacement time only. Action taken
should be related to the bush, not the
sprocket except in extreme cases when
loss of tooth could cause final drive
damage.
60 60
30 30
Fig 3.
9 - 43 9803/3010-4
Section 9 - Sprockets
Sprockets
Sprocket Wear Patterns
Reverse Drive Side Tip Wear
(Corresponding to more than 60° from vertical on bush
wear).
Causes (1) Severe packing effect, in the absence
of track pitch extension, causing bush to
have interference with sprocket tooth tip
upon entry at the bottom of the sprocket
in forward motion and/or interference with
tooth tip upon exit at the bottom of the
sprocket in reverse motion. Track too
loose; track with more than 25 mm (1 in)
[19 mm (3/4 in) on one carrier roller
machines] of slack results in "back
jamming" the bush at the bottom of the
sprocket in reverse motion.
Note: To determine the cause of packing on a track
which is too loose note the direction of the scratches on
the tooth tip. If the point toward the tip then the cause is
probably a loose track; if they point toward the foot, the
cause is probably severe packing.
Accelerators (1) For packing - same as "Bush FDS
and/or RDS Pockets". (2) For track too
loose - same as "Bush FDS and/or RDS
Pockets" except track tension needs to
be increased by removing excess slack.
Effect (1) & (2) No adverse effect on sprocket
itself when in absence of other significant
FDS and/or RDS wear patterns. Does not
affect sprocket reusability or ultimate
wear life as FDS/RDS wear should take
take over as most worn positions with
track following pitch extension.
Remedies (1) If caused by packing - reduce or
eliminate controllable accelerator
causes, particularly overtight track. use
sprocket reusage gauge to determine
versatility following bush turn or
replacement. (2) If caused by loose track
- adjust track to proper tension. Use
sprocket wear gauge to determine
following bush turn or replacement.
9 - 43

60
Fig 4.
Forward Drive Side Tip Wear
Causes Bush sliding interference due to
mislocation of bush in very severe
packing with track with little internal
wear. Occurs at top of sprocket in
forward (exit) and reverse (entry)
motion. Usually less severe than but
always in presence of "RDS Tip Wear"
described previously. See K Reverse
Drive Side Tip
Wear ( T 9-43).Accompanied by bush
FDS pocket wear.
Accelerations Same as "Vertical Position" and " FDS
and RDS Bush Wear" except degree of
packing is more severe.
Effect Non on sprocket itself. Does not affect
sprocket internal wear life or reusability
except in very severe cases.
Remedies Same as for "RDS Sprocket Tip Wear"
described previously where cause is
packing. Use sprocket wear gauge to
determine reusability at bush.
REV
Fig 5.
9 - 44
Section 9 - Sprockets
Sprockets
Sprocket Wear Patterns
Sprocket Side Wear and Corner Wear or
Gouging
(Inner and/or Outer)
Causes (1) If Inner or Outer sides are over 360°
of sprocket, principle causes are
snaking track. (2) If limited to inner or
outer, or not uniform over 360° of
sprocket then principle cause is
probably misalignment of sprocket and/
or roller frame.
Accelerators Uneven terrain and side hill; turning,
excessive shoe width, snaking.
Effect Principle adverse effect is on link (see
"How to Interpret Link Wear
Patterns"). Severe cases reduce
contact area of sprocket-bush fit and
may accelerate bush wear. Also may
cause an offcentre bush wear pattern if
the cause is alignment.
Remedies (1) If caused by snaking track, pins and
bushes should be turned or replaced but
main consideration is track, not sprocket
wear. (2) If caused by worn guiding
guards replace wear strips.
Fig 6.
9803/3010-4 9 - 44
 Section 10 - Guards
Guards
Guiding Guard Wear

Guards
Guiding Guard Wear

End and centre guiding guards have no definite

measurement technique, service limits or wear charts.

They should however be part of every undercarriage

inspection and their condition should be described in
subjective but comparative terms.

Guiding guards wear on pin ends is a good indicator of

guiding guard condition but should not be assumed to be
the only indicator since wear strips might have been
replaced since the track was first installed.

Guiding guard replaceable wear strips should be replaced

before any wear or damage is done to the guard itself. The
most convenient time to check and maintain guard wear
strips is at pin and bush maintenance and track
replacement.

10 - 45 9803/3010-4 10 - 45
 Section 10 - Guards
Guards
Need For Roller Guards

Need For Roller Guards

Although roller guards (full or partial type) do provide some

additional guiding effect their use should be based on the
need to keep rocks and/or other foreign debris from
entering the roller areas.

Roller guards should not be used therefore when working

on packing materials or in any conditions where there is no
danger of rocks and debris entering the spaces between
the rollers and causing roller, link, bush or sprocket
structural damage.

Roller guards should be considered when working in the

following types of materials only, and when structural
damage to rollers, links, bushes and sprocket has been or
may be a problem.

10 - 46 9803/3010-4 10 - 46
 Section 10 - Guards
Guards
Conditions For Considered Use Of Roller Guards

Conditions For Considered Use Of Roller Guards

– Rocks or gravel of 25 mm (1 in) or larger up to 150

mm (6 in).
– Tree limbs, branches or other no extrudable wood
products or waste materials.
– Refuse, landfill and demolition materials only if large
metal, wood or other high strength objects of 25-
150 mm (1-6 in) in size are frequently encountered.

Remember, roller guards should only be used to keep

foreign objects out, not for their increased track guiding
contribution.

The disadvantages of using roller guards in the wrong

conditions or the wrong reasons are:

– Difficulty in measuring, inspection and maintaining

rollers.
– Helps to keep packing material in - doesn't help to
keep it out.
– May unnecessarily increase wear on link rail sides,
pin bosses and on pin ends.

10 - 47 9803/3010-4 10 - 47
 Section 10 - Guards
Guards
Conditions For Considered Use Of Roller Guards

Page left intentionally blank

10 - 48 9803/3010-4 10 - 48
 Section 11 - Service Information
Service information
Bush Wear Guide (Ital Track)

Service information
Bush Wear Guide (Ital Track)

Model JZ70 JS460

Normal Pitch
Wear (%) Dimension A (mm)
0% 41.3 71.4
10% 41.0 71.0
20% 40.6 70.6
25% 40.5 70.4
30% 40.3 70.2
40% 39.9 69.8
50% 39.5 69.3
60% 39.0 68.8
70% 38.6 68.3
75% 38.3 68.0
80% 38.1 67.7
90% 37.6 67.1
100% 37.0 66.5
110% 36.4 65.9
120% 35.9 65.2

B
C

D
Fig 1.
Key
B Forward Side Drive Wear
C Radial Wear
D Reverse Side Drive Wear

11 - 49 9803/3010-4 11 - 49
 Section 11 - Service Information
Service information
Bush Wear Guide (Berco Track)

Bush Wear Guide (Berco Track)

Model
R3 JS70 JS110(1) JS150 JS200 JS300 JS450
JS130
From serial No. 699381 701337 704464 712105

XO JS70 JS130 JS130HD JS330 JS450

JS160-260
Normal Pitch 171.45 175.50 190.00 203.20
Dimension A (mm)
Wear (%) normal High normal High normal High normal High
impact impact impact impact impact impact impact impact
0% 50.80 50.80 58.70 58.70 58.70 58.70 66.60 66.60
10% 50.50 50.60 58.40 58.50 58.40 58.50 66.20 66.20
20% 50.40 50.50 58.00 58.10 58.00 58.10 65.80 65.90
30% 50.00 50.20 57.60 57.90 57.60 57.90 65.40 65.70
40% 49.70 50.00 57.10 57.40 57.10 57.40 64.90 65.20
50% 49.20 49.60 56.80 57.10 56.80 57.10 64.60 65.00
60% 48.80 49.40 56.40 56.90 56.40 56.90 64.20 64.70
70% 48.50 49.10 56.00 56.60 56.00 56.60 63.80 64.50
80% 47.70 48.60 55.60 56.60 55.60 56.50 63.40 64.30
90% 46.60 48.00 54.90 56.30 54.90 56.30 62.70 64.10
100% 45.60 47.40 54.10 55.90 54.10 55.90 61.90 63.70
110% 44.80 46.70 53.20 55.20 53.20 55.20 61.00 62.90
120% 43.80 46.10 52.50 54.80 52.50 54.80 60.30 62.50

(1) Figures for this machine apply to replacement components only.

Key
B
B Forward Side Drive Wear
C C Radial Wear
D Reverse Side Drive Wear
A

D
Fig 2.

11 - 50 9803/3010-4 11 - 50
 Section 11 - Service Information
Service information
Pin & Bush Wear Guide (Ital Track)

Pin & Bush Wear Guide (Ital Track)

Model JZ70 JS460

Normal Pitch
Wear (%) Dimension A (mm)
0% 616.0 863.6
10% 616.0 863.6
20% 616.0 863.6
30% 616.0 863.6
40% 616.0 863.6
50% 616.0 863.6
60% 616.0 863.6
70% 616.0 863.6
80% 616.0 863.6
90% 616.0 863.6
100% 632.0 886.0
110% 648.2 908.6
120% 664.3 931.2

Fig 3.

Note: Tracks must be tight to obtain accurate wear

measurement

11 - 51 9803/3010-4 11 - 51
 Section 11 - Service Information
Service information
Pin & Bush Wear Guide (Berco Track)

Pin & Bush Wear Guide (Berco Track)

Model
R3 JS70 JS110(1) JS150 JS200 JS300 JS450
JS130
From serial No. 699381 701337 704464 712105

XO JS70 JS130 JS 160 - 260 JS130HD JS330 JS450

JS160-260
Normal Pitch 171.45 175.50 190.00 203.20
Dimension A (mm)
Wear (%) normal impact normal impact normal impact normal impact
0% 686.80 703.00 761.00 813.80
10% 688.00 704.30 762.30 815.10
20% 689.20 705.60 763.60 816.40
30% 690.40 706.90 764.90 817.70
40% 691.60 708.20 766.20 819.00
50% 692.80 709.50 767.50 820.30
60% 694.00 710.80 768.80 821.60
70% 695.20 712.10 770.10 822.90
80% 696.40 713.40 771.40 824.20
90% 697.60 714.70 772.70 825.50
100% 698.80 716.00 774.00 826.80
110% 701.60 718.50 776.50 829.60
120% 704.20 722.00 779.50 833.00

(1) Figures for this machine apply to replacement components only.

Note: Tracks must be tight to obtain accurate wear

measurement

Fig 4.

11 - 52 9803/3010-4 11 - 52
 Section 11 - Service Information
Service information
Track Link Rail Wear Guide (Ital Track)

Track Link Rail Wear Guide (Ital Track)

Model JZ70 JS460

Normal Pitch
Wear (%) Dimension A (mm)
0% 74.0 129.0
10% 73.6 128.3
20% 73.1 127.6
25% 72.8 127.2
30% 72.6 126.8
40% 72.0 126.0
50% 71.5 125.2
60% 70.9 124.3
70% 70.2 123.3
75% 69.9 122.8
80% 69.5 122.3
90% 68.8 121.2
100% 68.0 120
110% 67.2 118.8
120% 66.4 117.6

Fig 5.

Note: Tracks must be tight to obtain accurate wear

measurement

11 - 53 9803/3010-4 11 - 53
 Section 11 - Service Information
Service information
Track Link Wear Guide (Berco Track)

Track Link Wear Guide (Berco Track)

Model
R3 JS70 JS110(1) JS150 JS200 JS300 JS450
JS130
From serial No. 699381 701337 704464 712105

XO JS70 JS130 JS130HD JS330 JS450

JS160-260
Normal Pitch 171.45 175.50 190.00 203.20
Dimension A (mm)
Wear (%) normal impact normal impact normal impact normal impact
0% 96.00 103.20 106.00 117.50
10% 95.40 102.00 105.30 117.10
20% 94.90 101.20 104.60 116.40
30% 94.30 100.20 103.90 115.60
40% 93.70 99.20 103.20 114.80
50% 93.30 98.40 102.50 113.80
60% 92.60 97.40 101.90 112.90
70% 92.10 96.40 101.10 112.00
80% 91.40 95.40 100.20 110.80
90% 90.80 94.60 99.50 109.30
100% 90.00 93.70 98.80 108.50
110% 89.30 91.30 97.80 107.90
120% 88.60 89.00 97.00 106.00

(1) Figures for this machine apply to replacement components only.

Fig 6.

Note: Tracks must be tight to obtain accurate wear

measurement

11 - 54 9803/3010-4 11 - 54
 Section 11 - Service Information
Service information
Upper Roller Wear Guide (Ital Track)

Upper Roller Wear Guide (Ital Track)

Model JZ70 JS130/240 JS330/460

Normal Pitch
Wear (%) Dimension A (mm)
0% 86.0 120.00 145.0
10% 85.5 119.7 144.5
20% 85.0 119.3 143.9
25% 84.7 119.1 143.5
30% 84.4 118.9 143.2
40% 83.8 118.4 142.5
50% 83.1 118.0 141.7
60% 82.4 117.5 140.9
70% 81.7 116.9 140.0
75% 81.2 116.6 139.6
80% 80.8 116.3 139.1
90% 79.9 115.7 138.0
100% 79.0 115.0 137.0
110% 78.1 114.3 135.9
120% 77.2 113.7 134.9

Fig 7.

11 - 55 9803/3010-4 11 - 55
 Section 11 - Service Information
Service information
Upper Roller Wear Guide (Berco Track)

Upper Roller Wear Guide (Berco Track)

Model
R3 JS70 JS110(1) JS150 JS200 JS300 JS450
JS130
From serial No. 699381 701337 704464 712105

XO JS70 JS130 JS130HD JS330 JS450

JS160-260
Normal Pitch 171.45 175.50 190.00 203.20
Dimension A (mm)
Wear (%) normal impact normal impact normal impact normal impact
0% 120.00 120.00 120.00 145.00
10% 118.90 118.90 118.90 143.90
20% 117.70 117.70 117.70 142.70
30% 116.60 116.60 116.60 141.60
40% 115.40 115.40 115.40 140.40
50% 114.20 114.20 114.20 139.20
60% 113.10 113.10 113.10 138.10
70% 111.90 111.90 111.90 136.90
80% 110.90 110.90 110.90 135.80
90% 109.00 109.00 109.00 134.00
100% 107.20 107.20 107.20 132.20
110% 105.40 105.40 105.40 130.40
120% 103.50 103.50 103.50 128.50

(1) Figures for this machine apply to replacement components only.

A

Fig 8.

11 - 56 9803/3010-4 11 - 56
 Section 11 - Service Information
Service information
Lower Roller Wear Guide (Ital Track)

Lower Roller Wear Guide (Ital Track)

Model JS70 JS130 JS200 JS240 JS300 JS460

Normal Pitch
Wear (%) Dimension A (mm)
0% 110.0 140.0 150.0 154.0 180.0 190.0
10% 109.1 139.3 148.5 153.2 178.5 187.9
20% 108.2 138.5 147.0 152.4 177.1 187.8
25% 107.7 138.2 146.2 152.0 176.4 187.2
30% 107.3 137.8 145.4 151.5 175.6 186.7
40% 106.3 137.1 143.9 150.3 174.1 185.5
50% 105.4 136.3 142.4 149.1 172.7 184.4
60% 104.4 135.6 140.7 147.8 171.1 183.2
70% 103.4 134.8 139.1 146.5 169.5 182.0
75% 102.9 134.4 138.3 145.9 168.7 181.4
80% 102.4 133.9 137.3 144.9 167.8 180.7
90% 101.2 133.0 135.4 142.9 165.9 179.4
100% 100.0 132.0 133.4 141.0 164.0 178.0
110% 98.8 131.0 131.3 139.0 162.0 176.6
120% 97.5 129.9 129.2 136.8 159.9 175.0

Fig 9.

11 - 57 9803/3010-4 11 - 57
 Section 11 - Service Information
Service information
Lower Roller Wear Guide (Berco Track)

Lower Roller Wear Guide (Berco Track)

Model
R3 JS70 JS110(1) JS150 JS200 JS300 JS450
JS130
From serial No. 699381 701337 704464 712105

XO JS70 JS130 JS130HD JS330 JS450

JS160-260
Normal Pitch 171.45 175.50 190.00 203.20
Dimension A (mm)
Wear (%) normal impact normal impact normal impact normal impact
0% 140.00 150.00 150.00 180.00
10% 139.20 148.80 148.80 179.20
20% 138.40 147.50 147.50 178.40
30% 137.50 146.30 146.30 177.60
40% 136.50 145.00 145.00 176.80
50% 135.50 143.80 143.80 176.00
60% 134.30 142.20 142.20 175.00
70% 133.00 140.60 140.60 173.80
80% 131.50 139.20 139.20 172.60
90% 129.90 137.60 137.60 171.30
100% 128.00 135.20 135.20 170.00
110% 126.70 133.00 133.00 167.30
120% 125.00 131.00 131.00 164.00

(1) Figures for this machine apply to replacement components only.

A

Fig 10.

11 - 58 9803/3010-4 11 - 58
 Section 11 - Service Information
Service information
Idler Roller Wear Guide (Ital Track)

Idler Roller Wear Guide (Ital Track)

Model JS70 JS330 JS460

Normal Pitch
Wear (%) Dimension A (mm)
0% 22.0 25.0 25.0
10% 22.4 25.5 25.5
20% 22.8 25.9 25.9
25% 23.0 26.2 26.2
30% 23.2 26.4 26.4
40% 23.7 27.0 27.0
50% 24.1 27.6 27.6
60% 24.6 28.2 28.2
70% 25.2 28.8 28.8
75% 25.5 29.2 29.2
80% 25.8 29.5 29.5
90% 26.4 30.2 30.2
100% 27.0 31.0 31.0
110% 27.7 31.9 31.9
120% 28.5 32.8 32.8

Fig 11.

11 - 59 9803/3010-4 11 - 59
 Section 11 - Service Information
Service information
Idler Roller Wear Guide (Berco Track)

Idler Roller Wear Guide (Berco Track)

Model
R3 JS70 JS110 JS150 JS200 JS300 JS450
JS130
From serial No. 699381 701337 704464 712105

XO JS70 JS130 JS130HD JS330 JS450

JS160-260
Normal Pitch 171.45 175.50 190.00 203.20
Dimension A (mm)
Wear (%) normal impact normal impact normal impact normal impact
0% 19.50 19.00 21.00 19.00 22.50 22.50
10% 19.80 19.20 21.30 19.40 23.10 22.80
20% 20.10 19.40 21.60 19.80 23.70 23.10
30% 20.40 19.60 21.90 20.20 24.30 23.40
40% 20.70 19.80 22.20 20.60 24.90 23.70
50% 21.00 20.00 22.50 21.00 25.50 24.00
60% 21.30 20.20 22.80 21.40 26.10 24.30
70% 21.60 20.40 23.10 21.80 26.70 24.60
80% 21.90 20.60 23.40 22.20 27.30 24.90
90% 22.20 20.80 23.70 22.60 27.90 25.20
100% 22.50 21.00 24.00 23.00 28.50 25.50
110% 23.25 21.50 24.75 24.00 30.00 26.25
120% 24.00 22.00 25.50 25.00 31.50 27.00

Fig 12.

11 - 60 9803/3010-4 11 - 60
 Section 11 - Service Information
Service information
Track Plate Wear Guide (Ital Track)

Track Plate Wear Guide (Ital Track)

Model JZ70 JS460

Normal Pitch
Wear (%) Dimension A (mm)
0% 18.0 26.5
10% 16.8 24.7
20% 15.7 22.9
25% 15.1 22.0
30% 14.5 21.1
40% 13.3 19.3
50% 12.1 17.4
60% 10.9 15.6
70% 9.7 13.7
75% 9.1 12.8
80% 8.5 11.9
90% 7.2 9.9
100% 6.0 8.0
110% 4.7 6.0
120% 3.5 4.1

Fig 13.

11 - 61 9803/3010-4 11 - 61
 Section 11 - Service Information
Service information
Track Plate Wear Guide (Berco Track)

Track Plate Wear Guide (Berco Track)

Model
R3 JS70 JS110 JS150 JS200 JS300 JS450
JS130
From serial No. 699381 701337 704464 712105

XO JS70 JS130 JS130HD JS330 JS450

JS160-260
Normal Pitch 171.45 175.50 190.00 203.20
Dimension A (mm)
Wear (%)
0% 18.00 25.00 25.30 25.50 26.50 30.50
10% 17.00 24.00 24.30 24.00 24.80 29.00
20% 16.00 23.00 23.10 22.50 23.40 27.50
30% 15.00 21.50 21.50 21.00 21.60 26.00
40% 14.00 20.50 20.50 19.50 20.50 25.50
50% 13.00 19.00 19.00 18.00 19.00 23.00
60% 12.00 18.00 18.00 16.50 18.00 21.50
70% 11.00 16.50 16.50 15.00 16.50 20.00
80% 10.00 15.00 15.00 13.50 15.00 18.50
90% 9.00 14.00 14.00 12.00 14.00 17.00
100% 8.00 12.50 12.50 11.00 12.50 15.50
110% 7.00 11.50 11.50 9.00 11.50 14.00
120% 6.00 10.00 10.00 7.50 10.00 12.50

Fig 14.

11 - 62 9803/3010-4 11 - 62