Introduction

According to the caterpillars sells information the undercarriage system of an off road machines cost is
about 1/3rd of the total cost of a machine.
So getting a solution for those elements and component problems will reduce the downtime costs of the
machine and increase the quality and efficiency of the company.
to achieve optimum shop efficiency, each workstation should be equipped with all the necessary tools.
This Undercarriage Reconditioning Bulletin contains the necessary information to allow a dealer to
establish a parts reusability program. Reuse and salvage information enables Caterpillar dealers and
customers to benefit from cost reductions. Every effort has been made to provide the most current
information that is known to Caterpillar. Continuing improvement and advancement of product design
might have caused changes to your product which are not included in this publication. This
Undercarriage Reconditioning Bulletin must be used with the latest technical information that is
available from Caterpillar.

Operating field
With its new hydraulic PT 350 press, Berco adds an updated and powerful working instrument to its
already well-known range of machines and equipment used in the tracked vehicles maintenance sector.
Due to its capacity and size, this model allows assembling and disassembling operations to be carried out
safely
and efficiently, on all chains up to a maximum inside length of chain link of 350 mm. Such a range
includes the largest ones among modern tracked vehicles: Komatsu PC1000-2, Orenstein & Koppel
RH90C and RH120C, Caterpillar D11 and others. In line with the Berco tradition, the performance and
reliability of the new PT 350 press have been fully tested in the production departments of our plants,
under the most severe of conditions for volume and continuous workload.
Structure
During the design phase, we have widely used the new computer aided technologies, such as the
structural analysis with the finite elements method, so that to optimize the size of the machine. The
structure, for instance, made with electrically welded plates, has been analyzed in terms of plate
thickness, thus obtaining a remarkable reduction of mechanical stresses and, as a consequence, of
deformations when performing
heavy duty operations. An innovative design (so called “tandem design”) has been implemented for each
one of the two main cylinders, with an horizontal and opposed layout. Considering the same maximum
available thrust, this solution allows smaller diameters cylinders, thus reducing space and stresses.
Standard outfit
- “CE” standard equipment
- self roller conveyor assy
No need for a motor to rotate a conveyor since inside a conveyor there is bearing .
- Spanner Assy for adjusting
plates
- User’s manual
Extra outfit
- A00A36250
Roller Conveyor Assy
- A00A36270
Stand assy for roller conveyors
- V31A36002
Chain Lock in position device
- A00A36962
Plate Assy for PT2 50 To o lin
(2 pcs required)
Conveyor order
23,15,11,11,11,11,15,11,11,13
Note there would be a column for each gaps between those continuous no of conveyors
To check the wear condition of the following undercarriage parts we should cover
1. Track shoe
2. Link
3. Frame extension cylinder
4. Bushing
5. Idler
6. Track sag ( 1st wind the upper 22 track shoes then measure how compare how much the stiffness
of the track shoes is landed.

Technical Data
Working capacity
Max. thrust capacity of rams tf 325 358 sh ton
Max. thrust capacity of rams tf 350 4980 lbf/in2
Ram rod diameter mm 270 10 5/8”
Max. approach speed of the rams mm/min 1050 41”/min
Min. approach. speed of the rams mm/min 280 11”/min
Approx. return speed of the rams mm/min 2100 82”/min
Max. travel of the rams mm 190 7 1/2”
Max. distance between the rams ends mm1000 39”
Max. distance table surface to ram C/L mm 125 5”
Winch pull kgf 4500 9900 lbf
Motor rating
Hydraulic control box main motor kw 22 (CV 30)
Auxiliary motor kw 0,55 (CV 0,75)

Dimensions and weights

Height mm 1800 71”
Width mm 3300 130”
Length, less auxiliary conveyors mm 3200 126”
Length, with 4 auxiliary conveyors mm 14800 582”
Approx. volume/weight, sea-packing kg 9000 lb 19800

Motor rating is referred to 50Hz frequency.

Measurements, weights and executions are not binding on manufacturers and can be changed without previous notice.
 CTS (Custom Track Service)
The Ultrasonic Wear Indicator IV will electronically download data to the new CTSi version 1.0 or
greater software. There are three options for current users of CTS v5.7:
• The Ultrasonic Wear Indicator IV can be used to measure undercarriage components, and the
measurements can be manually entered into CTS v5.7.
• CTSi v1.0 will be available in late July. Users of this version can load machines that already exist
in their CTS v5.7 data. This option is best for current CTS v5.7 users who need to purchase a new
tool because they do not have a working UWI tool.
• CTSi v1.1 will be available in October 2013. Users of this version will have complete web access,
including the capability to add additional machines. This option is best for new CTSi users who
need the ability to add new machines and who need a new UWI tool. This option is also recommended
for CTS v5.7 users who desire to upgrade to the new CTSi functionality.
Main Features of Ultrasonic Wear Indicator IV Group
• Smaller size – easier carrying and storage
• Larger display – enhanced readability
• Improved ultrasonic probe – faster inspections
• Multiple inspection modes – greater capability for various inspection needs
• Custom inspection – customized personal inspection sequence
• More memory – increased storage of machines (up to 100)
• Percent worn calculation – immediate feedback of component wear level
• Beeper and lights – visual and audible confirmation when tool is ‘coupled’
• Contrast adjustment – adjustable screen visibility for different lighting conditions

The Ultrasonic Wear Indicator measures components thickness by sending high frequency sound
waves through the material to be measured. The elapsed time between sending and receiving the
sound waves allows the tool to determine thickness.
• Ultrasonic wave emitting probe • Reduces time spent cleaning parts (especially bushings and shoes).
• Eliminates measurement errors due to dirt packing around parts.
• Measures bushings after turning.
• Eliminates errors due to measurement technique differences among inspectors.
• Measures idler center flange wear.

• Memory • Reduces on-site measurement recording

• Stores inspections for 100 machines
• Downloads to CTS computer program for automatic percent worn and projected life
calculations.
• Uploads previous inspections from CTS computer program to improve speed and quality.

• Language capability • English, French, German, Portuguese, Spanish.

• Earphone connector • Allows users to hear “Coupled” beeping indicator.

• Backlight feature • Allows users to see the display in poor lighting conditions.
Variables That Affect Undercarriage Life
The variables that determine undercarriage system life and wear balance between components
can be divided into three major groupings. The first are those that are controllable. Controllable variables
would include track tension, shoe width, machine balance, and alignment of components.
The second major group, non-controllable variables, are 100 percent determined by the underfoot
conditions. They include impact, abrasiveness, packing, moisture, terrain and even machine application
(what the machine is doing).
The third major group is partially controllable variables. These mainly involve machine operator
controllable events or “habits”, including working the load always on one side of the machine.
A thorough knowledge of each of the elements of all these three major groups is essential if the
CTS expert is going to be able to not only explain “what has happened”, but also “what could be
expected to happen,” especially as any of these variables were to change. Awareness of the relative
interplay between these variables on the final wear or structural life of specific components.

Controllable Variables
Controllable variables that affect undercarriage life can have a major economic effect on the operation
of undercarriage systems. The three significant controllable variables include track adjustment
(tension/sag), track shoe width, and alignment.
Shoe width can cause a wide range of problems, including track seal and lubricant integrity; link
cracking, roller flange wear, and bushing wear. Shoe width is controllable because the user, with
your advice, chooses which shoe to order
Alignment, the third and least critical controllable variable is discussed here because, particularly
on low sprocket machines, it is wrongly blamed as a cause for many symptoms. It is beneficial to
know how misalignment does and does not affect wear patterns so you can better identify the real
cause, controllable or not. A short discussion on track-excited vibration is also placed in this area
even though it is only controllable at a machine design time.

Track Adjustment
Tight track can drastically affect bushing life (increasing wear rate as much as three times) and is
listed frequently as a “cause” or “accelerator” under the wear and structural problems section for
many components. Reference the separate machine sections for instructions on how to measure
and adjust track sag.
Shoe width can cause a wide range of problems, including track seal and lubricant integrity, link
cracking, roller flange wear, and bushing wear. Shoe width is controllable because the user, with
your advice, chooses which shoe to order.

Factors Affecting Machine Production

Flotation
Choose a shoe width that provides adequate flotation, but not more than is needed. The narrowest
shoe that provides adequate flotation will prevent the machine from sinking into the underfoot
material.

Penetration-Traction
Additional shoe width does not provide greater penetration or traction and consequently does not
increase production, assuming adequate flotation.

Maneuverability
Wide shoes increase turning resistance, making the machine harder to handle and decreasing
productivity.

Versatility
Increased shoe width improves machine versatility by allowing it to work in both “hard” and
“softer” underfoot conditions without losing flotation. Unfortunately, wider shoes accelerate wear
and structural damage.

Undercarriage System Wear and Structural Life Factors

Shoe Wear Life
Wider shoes do not improve wear life. The extra wear material provided by wider grousers gives little
extra life. The largest variable affecting shoe wear life is slippage.

Shoe Structural Life

Bending stress on shoes increases proportionately with width. Cracking, bending, and hardware
loosening increase as shoe width increases.
Basic Rule of Thumb: Always specify the narrowest shoe possible that will provide adequate flotation
and traction without excessive track slippage.

Link-Roller-Idler Wear Life

Wear rates increase on link rail sides, roller flanges and idler flanges as shoe width increases because
of increased interference.

Pin and Bushing Wear Life

External bushing wear rate on Sealed and Sealed and Lubricated Track and internal wear rate on
Sealed Track increases as shoe width increases. This is due to the increased loads, weight and
twisting.

Pin and Bushing Structural Life

Too wide shoes in high impact or steep terrain can cause pins and bushings to loosen in the link
bores, resulting in dry joints. Loss of pin and bushing retention prevents successful pin and bushing
turns.

Sealed and Lubricated Track Joint Life

The most costly effect of too wide shoes is the loss of lubricant and seal life resulting in premature
dry joints. The wider the shoe, plus the higher the impact, the greater the chance of a pressed track
joint “opening up,” allowing loss of lubricant. The loss of lubricant occurs when the bushing slides
back and forth along the pin. The clearance between the links created by this “opening up” is
called end play. End play can only be eliminated by pressing the components tight when track press
work is performed. For maximum lubricant and seal life the machine should be equipped with the
narrowest possible shoes which will provide adequate flotation.
Proper roller frame, idler and sprocket alignment is important to avoid accelerated, unbalanced
wear on moving undercarriage components (roller tread and flanges, link rails and rail sides and
sprocket sides).
As a general rule any wear pattern differences between left and right, inner and outer, or front and
rear may be due to improper alignment of one or more parts of the roller frame, idlers or sprockets.
Following is a description of the more common types of alignment problems, their cause, effect,
and the steps required to correct the cause:

Vibration
The main cause for the wear for undercarriage components is a vibration

Track-Excited Vibration
Track-excited vibration is the most widely encountered vibration on track-type machines. As the
machines moves, each link, as a part of an endless rail, makes contact with two curved surfaces,
idlers and track rollers.

Contact between the idlers and the links causes wear in the center of the link. Contact between the
track rollers and the links causes wear on the ends of the links where they overlap with the adjacent
link. As a result of this wear, a scallop pattern is formed on the surface of each track link.

This type of link wear can be accelerated by abrasiveness and moisture content of the soil, machine
weight, travel speed, and underfoot conditions. It is sometimes possible that track-excited vibration
will go unnoticed on rough terrain, yet be apparent when the machine is working on a
smooth surface .

The depth of scallop and the scallop-roller spacing determine how smoothly the machine travels. If
the spacing of the track roller and scallops are uneven, so that some of the rollers are on the high
points of the link while others are over the low points, the machine will move across the scallops
more smoothly. However, if the spacing is the same, the rollers will rise and fall in unison with each
scallop as they pass over the links, thus creating vibration.

The relationship between machine speed and the depth of the scallops also affects the vibration.
The speed of the machine determines the frequency of the vibration while the depth of the scallops
controls the amplitude of the vibration. In addition, natural frequencies, which occur in all structures,
can respond to the vibration. Because of this response, it is possible for certain parts of a
machine, such as the roll-over protection structure, sheet metal components, or, sometimes, the
whole machine, to respond to the initial frequency and begin vibrating.

The vibration can be reduced by replacing deteriorated isolation mounts where necessary, replacing
any broken or missing fasteners and by generally keeping the machine in good repair. A change
in operating speed or technique, or a change of counterweights or attachments may reduce the
effect.

Non-Controllable Variables — Underfoot Conditions

There are a number of variables that affect rates and patterns of wear which cannot be controlled.
Non-controllable variables include soil and underfoot conditions (abrasion, impact, moisture, packing,
corrosion, etc), terrain conditions, and application conditions (what the machine is doing).

Soil & Underfoot Conditions

Abrasiveness
Abrasiveness of underfoot conditions is the most difficult to accurately measure except by its
effect.

Packing
Packing describes any condition where underfoot material sticks to or packs between undercarriage
components. It has two major effects. First, it can prevent mating parts from properly engaging
each other. This can cause interference, high loads and increased wear rates. Examples of this
effect include sprocket teeth packing and packing between shoes and bushings, causing the teeth
to engage the bushings incorrectly.

The second major affect of packing is increased wear because abrasive material sticks to wear
surfaces. The best example of this is a sand-clay mixture packed around idlers, carrier and track
rollers causing constant abrasion when these components contact track links. The result is similar
to a grinding or polishing wheel. Parts subjected to this effect are usually polished smooth.

Severe cases of packing will prevent the rollers, particularly carrier rollers, from turning. Then links
must slide across roller treads causing flat spots.

Packing materials vary widely and extend far beyond clay and mud that are normally associated
with it. The following list of materials can result in one or both of the major effects listed above.
Obviously, the moisture content of most of these materials helps determine its stickiness and its
compatibility.
Many underfoot conditions are composed of various combinations of these materials
and the effect may be cumulative. Packing materials fall into two categories; (A) those that can usually
be extruded or squeezed out from between the parts when wet and (B) those which cannot be
extruded with the pressures and opening sizes normally available in track-type machines .

Packing Materials
A. Extrudable (when wet)
Sanitary Landfill (garbage)
Silt soils
Clay soils
Sandy soils
Snow and ice
Metallic ores (taconite)
Non-metallic ores (gypsum)

B. Non-extrudable
Sanitary Landfill (garbage)
Branches, twigs, and brush
Stones, rocks, and gravel
Demolition debris
Sod-like materials

Generally, the affect of packing cannot be controlled .

Some modifications or component options for use in minimizing the affects of packing are described
below. The most common modification to undercarriage components or use of option attachments
involves providing Trapezoidal openings for the packing type material to extrude or fall out, thus
relieving
the pressure. These modifications or attachments should only be used in the presence of extrudable
type materials.

1. Trapezoidal Openings in shoes. Caterpillar recommends that track shoes with trapezoidal openings
be used in the presence of extrudable material. These shoes are available for most machines.
These shoes are not “standard” because, in the absence of packing, they allow
underfoot material to enter the system and reduce wear life.
2. Full length track roller guards. These should not be used in packing materials except when rocks
could enter between the rollers and cause crushing damage. Roller guards are harmful because
they tend to keep the packing material in the system.
3. Mud and snow sprockets and segments. These should only be used in the constant presence of
soft extrudable packing materials. In any other material they will result in much accelerated external
bushing wear due to reduced contact area in the sprocket root.

Moisture
The effects of moisture as contributing to abrasiveness and packing have been explained in the
previous section. Moisture or water in itself can corrode steel resulting in the loss of wear material.
Moderate amounts of moisture increase the corrosive effects of many other chemicals and compounds;
both those found in nature and man made, such as sulfur, salt and fertilizers.
Water in liberal amounts has the beneficial effect of washing abrasive particles away, softening
many packing materials to ease their extrusion and finally, diluting some chemical corrosion agents
to lessen their effect.

Chemicals
Corrosive chemicals found in nature plus man-made compounds may have the effect of either eating
away at wear material or increase the rate of certain types of cracks. Ironically, most hardened
steels are more susceptible to corrosion cracking than softer, unhardened steels. Highly acidic and
saline soils can contribute to these effects.
Organic chemicals such as petroleum products can attack rubber load rings and toric rings in rollers
and idlers causing them to fail.

Temperature
High temperatures increase the rate of chemical action. Extremely high temperatures, like those
found in slag removal in steel mills, can damage seals and soften hardened steels found in undercarriage
parts.
Very low temperatures, near or below -40° F (-40°C), can result in steel brittleness, loss of rubber
seal resiliency, and reduction in the needed lubricant flow in Sealed and Lubricated Track, roller
and idlers.

Dozing and Push Loading

Shifts machine weight balance toward the front causing faster wear on front rollers and idlers.
Ripping and Drawbar
Shifts the weight balance towards the rear of the machine, increasing wear on rear rollers, idlers
and sprockets.
Loading (Track-Type Loaders)
Shifts weight from front to rear of machine as it changes from digging to carrying. The greatest effect
is increased wear on front and rear rollers as compared with center rollers.
Excavating with Hydraulic Excavators
Shifts weight balance from left to right of machine with the possible effect of wearing outer link
treads, roller treads and flanges at a greater rate than inner flanges and treads.

Partially Controllable Variables

Some of the variables affecting undercarriage life can only be partially controlled. To some extent
they may be influenced by uncontrollable variables but can be partially offset by the operator. These
are called operating conditions.
The word “operating” is often misused to describe underfoot or application conditions. It should be
thought of as describing what the machine operator is doing.

Speed
Wear rate is a direct function of speed because wear is a function of distance traveled and not just
the time worked.
As speed increases, wear rates increase on all components. Wear rates and impact (structural) effects
also increase with speed due to the increased material loads caused by the rate at which the
parts contact each other. Link-roller, link-carrier roller, link-idler, and bushing-sprocket wear rates
increase as a result of the increased impact between these parts. Shoe and grouser wear rates increase
due to the increased impact with the ground. High speed reverse has a particular effect on
the bushing-sprocket contact wear rates due to the design of the track. Non-productive speed
should be discouraged. Non-productive forward-reverse direction changes should be avoided.

Turning
Wear rates increase with increased turning. Turning increases interference loads between links
and rollers and links and idlers, particularly on rail sides and roller and idler flanges. Turning in reverse
can accelerate bushing-sprocket wear as compared to turning in forward. The effects of always
turning in one direction can be balanced by changing tracks from one side of the machine to
the other half way through their life.

Slipping Tracks
Wear rates on all components increase when tracks are slipped. Track shoe grousers particularly
are affected when tracks are slipped due to the increased sliding between the grouser and the
ground. The increased loads that slipping tracks cause is accelerated when the ground is resistive
to shear.

Preferred-Side Dozing or Other Work

Wear rates on the loaded side of a dozer will increase on all components if only one side of the machine
is used. Wear rates increase as more power is applied to the loaded side. More slippage and
packing will occur on the loaded side; this also increases wear.
Putting more loads and packing onto one side of the machine may result in up to twice the wear
rate on that side. This wear rate effect may be balanced by switching all components from one side
to the other. This should be done when the link and/or rollers reach half of their potential wear life
on the most worn side.
Noted (in new chapter)
Assembling and Tightening Procedure

Torque & disassembling sequence for open window clamp

master

Torque & disassembling sequence for standard track and center

strut clamp master

Torque & disassembling sequence for single tooth master

Link Service Limits

By using this procedure and chart you can calculate the percent worn measurement.

STEP 1
New Link Height – Worn Link Height = Amount Worn

STEP 2
Amount Worn Allowable Wear X 100 = Percent Worn

Model Track Pitch Link Part New Link Height Allowable Wear Service
Number
D2 6.12 in (155.4 mm) 5B-3129 & 30 3.00 in (76.2 mm) .25 in. (6.4 mm) 2.75 in (69.9 mm)
D3 6.125 in. (155.3 mm) 6S-3143 & 44 3.18 in (81 mm) .26 in (7 mm) 2.92 in (74 mm)
D4 6.75 in. (171.5mm) 5K-9423 & 24 3.66 in (93.0 mm) .25 in (6.4 mm) 3.41 in (86.6 mm)
6.75 in (171.5 mm) 5K-9457 & 58 3.66 in (93.0 mm) .25 in. (6.4 mm) 3.41 in (86.6 mm)
6.75 in. (171.5 mm) 4K-6647 & 48 3.66 in (93.0 mm) .25 in (6.4 mm) 3.41 in (86.6 mm)
6.75 in (171.5 mm) 4K-7039 & 40 3.66 in (93.0 mm) .25 in (6.4 mm) 3.41 in. (86.6 mm)
6.75 in. (171.5 mm) 6B-4645 & 46 3.53 in. (87.7 mm) .25 in (6.4 mm) 3.28 in. (83.3 mm)
D5 6.91 in (175.5 mm) 5S-683 & 84 4.06 in (103.1 mm) .37 in. (9.4 mm) 3.69 in (93.7 mm)
D6 8.00 in (203.2 mm) 9M-5627 & 28 4.50 in (114.3 mm) .30 in (7.6 mm) 4.20 in (106.7 mm)
6.75 in (171.5 mm) 2S-5959 & 60 4.00 in (101.5 mm) .34 in (8.6 mm) 3.66 in (93.0 mm)
6.75 in (171.5 mm) 7M-8863 & 64 3.91 in (99.3 mm) .3 in. (7.6 mm) 3.61 in (91.7 mm)
D7 8.50 in (215.9 mm) 2S-1749 & 50 4.75 in (120.7) .35 in (8.9 mm) 4.40 in (111.8 mm)
8.50 in. (215.9 mm) 1M-9001 & 02 4.75 in (120.7 mm) .35 in (8.9 mm) 4.40 in (111.8 mm)
8.00 in (203.2 mm) 1S-6433 & 34 4.63 in (117.6 mm) .38 in (9.7 mm) 4.25 in (108.0 mm)
8.00 in. (203.2 mm) 7M-8085 & 86 4.50 in (114.3 mm) .38 in. (9.7 mm) .38 in (9.7 mm)
8.00 in. (203.2 mm) 1S-1863 & 64 4.62 in (117.5 mm) .38 in (9.7 mm) 4.24 in (107.5 mm)
1S-6433 & 34

8.00 in. (203.2 mm) 7M-6763 & 64 4.50 in. (114.3 mm) .38 (9.7 mm) 4.12 in (104.6 mm)
8.00 in. (203.2 mm) 2M-7265 & 66 4.50 in. (114.3 mm) .38 in (9.7 mm) 4.12 in (104.6 mm)
D8 9.00 in (288.6 mm) 1S-4033 & 34 5.25 in (133.3 mm) .42 in (10.7 mm) 4.83 in (122.7 mm)
9.00 in (288.6 mm) 2M-8813 & 14 5.12 in (130.0 mm) .38 in. (9.7 mm) 4.74 in (120.7 mm)
9.00 in (288.6 mm) 2M-8813 & 14 5.12 in (130.0 mm) .37 in (9.7 mm) 4.75 in (116.6 mm)
9.00 in. (288.6 mm) 9M-3843 & 44 5.12 in (130.0 mm) .37 in (9.7 mm) 4.75 IN (120.7 mm)
8.00 in (203.2 mm) 1S-8839 & 40 4.97 in (126.2 mm .38 in (9.7 mm) 4.59 in (116.6 mm)
8.00 in. (203.2 mm) 7H-3799 & 800 4.88 in (124.0) .33 in (8.4 mm) 4.55 in (115.6 mm)
D9 10.25 in. (260.4 mm) 9S-1927 & 28 6.12 in (155.5 mm) .50 in (13.0 mm) 5.62 in (142.5 mm)
10.25 in (260.4 mm) 7S-3925 & 26 5.68 in (144.5 mm) .38 in (10.0 mm) 5.30 in. (134.5 mm)
10.25 in. (260.4 mm) 1S-6323 & 24 5.68 in (144.5 mm) .38 in (10.0 mm) 5.30 in (134.5 mm)
10.25 (260.4 mm) 8M-6901 & 02 5.56 in. (141.2 mm) .37 in. (9.4 mm) 5.19 in (131.8 mm)
10.25 (260.4 mm) 2M-5649 & 50 5.56 in (141.2 mm) .37 in (9.4 mm) 5.19 (131.8 mm)
9.00 in. (228.6 mm) 2M-1623 & 24 5.25 in. (133.4 mm) .35 in (8.9 mm) 4.90 in. (124.5 mm)
9.00 in. (228.6 mm) 2F-5879 & 80 5.000 in. (127.0 mm) .38 in (9.7 mm) 4.62 in. (117.3 mm)