SPARE PARTS AND MAINTENANCE

GUIDE

PART NUMBER : T0150C04

www.trackone.it

TRACK ONE SRL Phone : +39 059 468312

Via R. Carriera , N° 11 Mobile : +39 328 4818100 ISSUED : 14/07/08
41100 S.Damaso MO Fax : +39 059 467954
ITALY
 TRACK ONE SRL
Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

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 TRACK ONE SRL
Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

Cod. T0150C04 14/07/08 Rev.A 3 of 44

 TRACK ONE SRL
Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

1. Safety and ranger instructions

To be observed

Warning signs
Warning:

Safety regulations and measures that protect the drive and other persons against injury and
ranger to life and limb

Caution :

Particular instructions to prevent damage to the vehicle. Failure to observe these instructions
can lead to warranty becoming void.

NB:

Particular instructions for better handling during operations , control and setting procedures
as well as maintenance work .

1.1. Foreword
These operating instructions are a part of the scope of delivery. They are to be kept close at
hand and are to remain with the machine if being sold again.

All details , data and illustration container in these operatine instructions are subject to
change as result of technical developments.

These operating instructions are not subject to any update service.

Information on la test developments can be obtained from :

TRACK ONE SRL
Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY
Phone +39 059 468312
The illustrations in this manual are only diagrammatic and may differ from the actually
installed components of the respective undercarriage. In addition, it is possible that there
may also be other components on the undercarriage that are not described in this manual.
Conversely, there may also be components described in this manual that are missing on the
undercarriage.
All components and their functions are subject to technical change.
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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

1.2. In general

This undercarriage has been constructed to "state of the art" standards and is operationally
safe.
Nevertheless, machines can be the source of danger if they continue to be operated although
a fault is suspected or has already occurred or it has been repaired incorrectly.

Under these circumstances there is

• Danger to life and limb

• Danger to the machine and other facilities and equipment etc.

The machine must be shut down immediately if a fault is suspected or has already occurred
which could endanger the safety of the operator, other persons on site or surrounding
facilities and equipment etc.

All components have been carefully matched to each other. Fault-free operation and a long
service life are only possible if original spare parts are used.
.

1.3. Regulations for work safety

1.3.1 Personnel
Only properly trained and authorized personnel with appropriate specialist knowledge are to
be appointed with maintenance and repair work.

Appropriate measures must be taken before commencing any work on the undercarriage to
ensure that the equipment cannot start up unintentionally or be started up inadvertently by
others (e.g. blocks). All switching on and off procedures must be observed for this.

Protective equipment and clothing is mandatory for all work. Wear protective helmets, shoes
and gloves. Close fitting clothes help to avoid injuries.

If assistants are required to help in carrying out work, responsibilities must be clarified
beforehand so that there is no possibility of unclear competence occurring with regard to
safety aspects.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

1.3.2 Tools and equipment

Tools, lifting gear, fastening devices, jacks and other working equipment must be in a safe
operational and working condition.

All lifting and fastening devices on the crawler undercarriage are only designed for the
transportation of the undercarriage unless otherwise specified.

Metal splinters may break off and cause injuries when driving equipment bolts in or out. For
this reason, always wear safety goggles when driving bolts in or out.

Equipment or components which are being fitted or removed or where their installation
position is being changed must be secured against unintentional movement, slipping or
falling over using suitable lifting gear of suspension/support devices.

Systems and units (i.e. tensioning units) must be depressurized in an appropriate manner
before opening.

Damaged hydraulic or mechanical pre-tensioned spring elements must be exchanged as a

complete unit. Further information in this respect can be found in the respective component
descriptions and/or fitting and removal instructions.

2. Warranty
Applicable conditions of warranty are stipulated in the confirmation of order.

Warranty rights become void in the event of

• Damage as a result of malfunctions caused by incorrect use or incorrect operation.

• Repairs or alterations carried out by persons who are neither trained nor authorized to
do so.
• Damage being caused by accessories or spare parts being used for which no
approval has been provided by TRACK ONE SRL.

Safety instructions

3. Operating and Service Instructions

3.1. General Maintenance Instructions

3.1.1 Handling hydraulic substances and lubricants

The relevant applicable safety regulations for the respective products must be observed
when handling oil, grease or other chemical substances.
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ITALY

Suitable safety measures must be taken to avoid scalding and burning when the machine
has warmed up (i.e. at operating temperature), as operating media are then at least the same
temperature.
Do not smoke if handling combustible fluids.
Caution with fire and naked flames. Not only fuel but also other operating media often have a
low flash point and ignite easily.
Lubricants that are not being reused must be disposed of in an environmentally friendly way.

3.1.2 Conversions or changes to the undercarriage

Unauthorized conversions or changes are not permitted for safety reasons. The rated
pressure of connected pressure relief valves and pressure tanks must not be altered.

Seals on units must not be removed.

3.1.3 Before starting up

Before starting up:
• Lubricate all lubrication points
• Check all oil levels and adjust if necessary
• Check function of all repaired components
• Carry out visual inspection of all components

3.1.4 Wear limits of undercarriage parts

Wear of the undercarriage is caused by movements, loads contact between parts of the
undercarriage and abrasive action of the ground.

This wear is increased by other factors including:

• Track resting on hard uneven rock bed during operation

• One-sided undercarriage load during turning
• Driving long distances in reverse
• Driving over obstructions recklessly
• A track which is not tensioned according to operating conditions
• A large degree of dirt on complete undercarriage

Undercarriage components must be replaced by new parts if they are worn to 100 %.
Otherwise, sudden machine failure is possible.

Careful and regular measurements are necessary in order to establish the extent of wear and
when replacements will be necessary.
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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

The parts involved and measuring parts must be cleaned thoroughly when carrying out
measurements. If possible, carry out measurements at several points. The degree of wear is
determined by the maximum value, not the average value.

3.1.5 Inspection intervals

COMPONENTS INTERVAL INPECTION EXTENT OF MAINTENANCE WORK

TRACK DAILY VISUAL EXTENT OF UNDERCARRIAGE DIRTINESS
UNDERCARRIAGE GENERAL CONDITION OF THE
UNDERCARRIAGE COMPONENTS
FASTENING ELEMENTS OF FRAME SECTIONS
AND UNDERCARRIAGE FASTENINGS
MONTHLY VISUAL FASTENING ELEMENTS OF FRAME SECTIONS
AND UNDERCARRIAGE FASTENINGS –
GROUSER SHOE FASTENING (SPOT-
CHECKS)
DRIVE –GEARBOX DAILY VISUAL SEAL OF GEAR-MOTOR UNIT AND POSSIBLE
HYDRAULIC CONNECTIONS
200 – 250 CHECK GEARBOX OIL LEVEL
WORKING
HOURS
300 – 2000 GEARBOX OIL CHANGE
WORKING
HOURS –
ONE YEAR
MAX
MONTHLY CHECK CONDITION AND WEAR ON SPROCKET
FRONT IDLER UNIT DAILY VISUAL GENERAL STATE OF SPRING AND TENSION
SYSTEM
WEEKLY SEAL OF THE FRONT IDLER AND
TENSIONING SYSTEM
RE-TENSIONING SPAN OF THE TRACK (MAX
POSSIBLE TENSIONING SPAN REACHED)
CHECK CONDITION OF AND WEAR ON FRONT IDLER
AMD SLIDING BRACKET
TRACK ROLLERS DAILY VISUAL CHECK FOR LEAKAGE
MONTHLY CHECK CONDITION OF AND WEAR ON TRACK
ROLLER
CARRIER ROLLER DAILY VISUAL CHECK FOR LEAKAGEi
OR WEARING MONTHLY CHECK CONDITION OF AND WEAR ON CARRIER
RAILS ROLLER
TRACK GROUP DAILY VISUAL CHECK FOR LEAKAGE (ONLY ON
LUBRICATED TRACK GROUP)
TRACK PRE-TENSIONING –TRACK SAG
MONTHLY CHECK CONDITION OF AND WEAR ON TRACK LINK
RUNNING SURFACES , BUSHINGS (OTHER
DIAMETER) ,AND STRETCHING OF
TRACK.CONDITION OF AND WEAR ON THE
GROUSER SHOES

Changes to intervals are possible depending on extent of use and operating conditions for
the machine.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

3.1.6 Tightening torque tables

These tables do not apply for fastening the shoes of the track.

FOR STANDARD BOLTS FOR EXPANSION BOLTS

Nm Nm
6.9 8.8 10.9 12.9 6.9 8.8 10.9 12.9
M4 2,4 2,9 4,1 4,9 M4 1,3 1,6 2,2 2,7
M5 5,0 6,0 8,5 10,0 M5 2,8 3,3 4,6 5,5
M6 8,5 10,0 14,0 17,0 M6 4,7 5,5 8,0 9,5
M8 21,0 25,0 35,0 41,0 M8 12,0 14,0 20,0 24,0
M 10 41,0 49,0 69,0 83,0 M 10 25,0 29,0 41,0 50,0
M 12 72,0 86,0 120,0 145,0 M 12 44,0 52,0 74,0 88,0
M 14 115,0 135,0 190,0 230,0 M 14 71,0 84,0 120,0 140,0
M 16 180,0 210,0 295,0 355,0 M 16 115,0 135,0 190,0 225,0
M 18 245,0 290,0 405,0 485,0 M 18 155,0 180,0 255,0 305,0
M 20 345,0 410,0 580,0 690,0 M 20 225,0 265,0 375,0 450,0
M 22 465,0 550,0 780,0 930,0 M 22 310,0 365,0 520,0 620,0
M 24 600,0 710,0 1.000,0 1.200,0 M 24 390,0 460,0 650,0 780,0
M 27 890,0 1.050,0 1.500,0 1.800,0 M 27 600,0 700,0 990,0 1.200,0
M 30 1.200,0 1.450,0 2.000,0 2.400,0 M 30 800,0 950,0 1.350,0 1.600,0
M 36 2.480,0

FOR STANDARD BOLTS FINE THREAD FOR EXPANSION BOLTS WITH FINE THREAD

Nm Nm
6.9 8.8 10.9 12.9 6.9 8.8 10.9 12.9
M 8x1 23,0 27,0 38,0 45,0 M 8x1 14,0 17,0 23,0 28,0
M10x1,25 44,0 52,0 73,0 88,0 M10x1,25 27,0 33,0 46,0 55,0
M12x1,25 80,0 95,0 135,0 160,0 M12x1,25 52,0 61,0 86,0 105,0
M 12x1,5 76,0 90,0 125,0 150,0 M 12x1,5 48,0 57,0 80,0 96,0
M 14x1,5 125,0 150,0 210,0 250,0 M 14x1,5 81,0 96,0 135,0 160,0
M 16x1,5 190,0 225,0 315,0 380,0 M 16x1,5 125,0 150,0 210,0 255,0
M 18x1,5 275,0 325,0 460,0 550,0 M 18x1,5 190,0 225,0 315,0 380,0
M 20x1,5 385,0 460,0 640,0 770,0 M 20x1,5 265,0 315,0 445,0 530,0
M 22x1,5 520,0 610,0 860,0 1.050,0 M 22x1,5 365,0 430,0 610,0 730,0
M 24x2 650,0 780,0 1.100,0 1.300,0 M 24x2 450,0 530,0 750,0 900,0
M 27x2 970,0 1.150,0 1.600,0 1.950,0 M 27x2 670,0 790,0 1.100,0 1.350,0
M 30x2 1.350,0 1.600,0 2.250,0 2.700,0 M 30x2 950,0 1.150,0 1.600,0 1.900,0

FOR STANDARD BOLTS FINE THREAD FOR UNFBOLTS WITH FINE THREAD

Nm Nm
M10x1 85,0 - 95,0 9/16"-20 110,0 - 120,0
M12x1 145,0 - 160,0 1/2"-20 165,0 - 185,0
M14x1,5 220,0 - 250,0 9/16"-18 240,0 - 270,0
M16x1,5 340,0 - 380,0 5/8"-18 330,0 - 370,0
M30x2 2.360,0 - 2.400,0 3/4"-14 575,0 - 650,0
7/8"-14 915,0 - 1.030,0
1“-14 1385,0 - 1560,0

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 TRACK ONE SRL
Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

3.1.7 Serial number

All undercarriages or side frames have a serial number for identification.

The drawing part number and serial number are on TRACK ONE label located as shown on
figure 1 (except customer specific different request)

This serial number is always required when calling with inquiries or complaints.

Fig. 1

TRACK ONE LABEL

3.2. General assembly and disassembly instructions

3.2.1 Assembly instructions

The crawler undercarriages are supplied by TRACK ONE as a complete unit.
All necessary assembly work on components to be exchanged is described in the respective
individual chapters.

3.2.2 Disassembly instructions

Disassembling individual assemblies or components upon having reached their wear limits or
in the case of any failure occurrences is described separately for each component in the
individual chapters.
We recommend not carrying out any repair work on the building site, but exchanging the
component instead.
We recommend getting in contact with the TRACK ONE in the event of any major damage or
repeated failure of individual components.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

4. DRIVE
4.1. Technical features

Builder:TRASMITAL
Model: 706 C
Transmission ratio: 87
Motor capacity: 45/12 cc
Motor velocity: 1667/4167 (1/min)
Output torque: 1776/474 daNm
Driving force: 6353/1695 daN.

4.2. Drive – Function and operatine

4.2.1 General ranger instructions

Danger can occur in particular under the following circumstances:

• Product is handled insufficiently trained personnel

• Incorrect installation, operation and maintenance/repair
• The product is not being used for its designated purpose

Alterations to the product are not permitted unless approved beforehand.

The transmission is designed exclusively for use as drive transmission for an undercarriage.

4.2.2 Design of the drive

The design of the track undercarriage consists of a complete unit.
This unit consists of a fully encapsulated, multi-stage high-performance planetary gear and
the sprocket. The gear (2) is driven direct by hydraulic (1) or electric flange-mounted motors,

The sprocket (3) is available in standard, HD or special design with dirt pockets for packing
ground conditions.
Components adjoining the track are surface hardened to minimise wear. The connection to
the driving wheel and transmission is established with HF bolts (4). The necessary torque
levels for these are shown in the attached tables.

The drive traction is transmitted to the track via the motor, transmission and sprocket.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

1 - hydraulic motor
1
2 - gear
3 - sprocket
4 - bolt 4

2
3

4.2.3 Description of the transmission

The transmissions of the type series being used for the undercarriage have multi-stage
planetary gear depending on design.

A particular feature of the gear is its very compact and therefore space-saving design.

The gear can be fitted with an integrated multi-disc brake, which acts as parking brake. This
is activated by spring force and released hydraulically with pressure oil. The multi-disc brake
must be released without fail before switching on the drive hydraulic.

As a special design, the transmission can be supplied with a mechanical disengaging

mechanism enabling the transmission and hydraulic motor to be separated from each other,
e.g. if towing the machine following failure of the machine's hydraulic system.

4.2.4 Commissioning

• Prevent the transmission from getting dirty

• Avoid pollution. Make sure not to spill any lubricant when filling

The transmission is supplied ready for installation without oil filling. Starting up or using the
drive without any lubricant would lead to destruction of the transmission in next to no time.
See the chapter "Filling with transmission oil" for filling, topping-up or checking oil.

The transmission has been treated internally with a preservative agent that provides around
6 months protection against corrosion if stored under dry conditions. This internal
preservation does not have to be removed when starting up.
When fitting the hydraulic lines for parking brakes and hydraulic motor, make sure that no dirt
or other foreign bodies get into the transmission or hydraulic motor.
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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

4.3. Lubricants

4.3.1 Normal operating conditions (+ 10° to + 30° C)

We recommend only using lubricants that fulfil necessary viscosity requirements for
lubricating the transmission.

The viscosity rating on the rating plate on the transmission and the following requirements
must be observed!

Only the necessary viscosity ISO-VG 150 and ISO-VG 220 for normal operating conditions
from 10° to 30° C is stated on the rating plate.

4.3.2 Severe operating conditions (- 30° to + 50° C)

Under severe operating conditions, e.g. in an ambient temperature range between - 30° and
+50° C, we recommend using transmission oil with appropriate viscosity or a fully synthetic
lubricant.

For lower operating temperatures, use oil with a lower viscosity (SAE 80W - 90) and for
higher temperatures, us oil with higher viscosity (SAE 85W - 140).

4.4. Compact transmission with drive motor

Connecting the locating flange of the side frame as well as the sprocket is achieved using
adequately dimensioned bolt connections. Transmission of torque is achieved by frictional
locking.

Remove the protective caps when connecting the hydraulic hoses. Attention must be paid
that no dirt gets into the supply lines during the assembly process.

All prescribed parameters such as:

• Hydraulic pressure limits,

• maximum and minimum volume flow rates,
• allowance for oil leakage,
• brake air pressure monitoring,

must be observed when using the undercarriage hydraulic system. Please contact the
manufacturer where necessary for permitted values.

4.5. Parking brake

The multi-disc brake incorporated into the transmission is a parking brake that is kept
constantly closed by pressure springs. The maintenance-free brake is designed as a
separate compact unit and should only be removed from the transmission and exchanged as
a complete unit. This design protects all individual components such as discs, springs,
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Via R. Carriera , N° 11
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ITALY

sealing elements etc. against outside influences. Any repair work should only be carried out
by a specialist workshop.

Feeding hydraulic oil either direct or via the drive brake valve and a connecting line to the
brake connection of the compact unit opens the brake.

Pressure ranges within which the brakes can be vented must be observed. Only completely
vented brakes allow wear-free and fault free operation of the complete drive.

Use of a separate hydraulic circuit for supplying the brakes is recommended if operating
without parking brake valve.

4.5.1 Unlocking the parking brake

Undercarriages with drive units that are fitted with parking brakes cannot be moved when the
hydraulic system is not functioning. For this reason, it is possible to fit the undercarriage with
an unlocking mechanism.
With this mechanism, it is possible to tow the undercarriage even with the diesel or electric
motors switched off.

The unlocking device is located on the outside of the transmission and is held in its normal
position by bolts (1).

To unlock the parking brake, remove the bolts and screw in the claw clutch.

Attention must be paid that the unlocking device is returned to its original state when
returning to normal operation.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

4.6. Drive – Fitting and removal

Whenever working on the drive, always use suitable means to secure the device against
starting up by itself or being started by others.

An undercarriage that is not connected with the track by the sprocket is not secured against
movement by the transmission brake. This means that the undercarriage must be secured
separately when removing the drive.

Opening the track first is a precondition for fitting/removing the drive (see "Track" chapter).

• Notes on transmission oil must be observed

• All parts being fitted must be clean and free of grease

4.6.1 Connecting frame-transmission sprocket

2 3

The transmission [1] must be inserted carefully into the side frame so that there is no
damage to the flange surfaces. Check transmission seating for correct installation. Fasten
the transmission in place by inserting bolts [2] and washers [3] in the frame. Screw into place
by hand. Check again to ensure that transmission seating is correct.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

Pre-tighten all bolts by hand crosswise. See illustration below (example).

Tighten to torque level crosswise again according to size of bolt (torque level table).

4.6.2 Further instructions:

• Clean all locating/joining surfaces thoroughly.

• Lift the transmission carefully into the locating flange of the undercarriage using
appropriate hoisting gear.
• Fasten the transmission securely onto the undercarriage frame, before removing the
hoisting attachments.
• Make sure to avoid any axial forces when installing.
• Make sure to avoid any excessive force on the transmission housing.
• The transmission must not be tilted.
• Pay attention that no dirt or foreign particles get into the hydraulic system.
• The multi-disc parking brake is a transmission safety device. Make sure that no dirt or
foreign bodies get into the brake air connection.
• Make sure that the brake air connection is carefully sealed

4.6.3 Connecting sprocket - transmission

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

Clean all locating/joining surfaces thoroughly. Hoist the sprocket with hoisting gear onto the
transmission and tighten onto the hub of the transmission without any heavy knocks.

Insert the bolts (1) and washers(2) for fastening the sprocket (3) into the holes and screw
into the thread in the transmission (4) by hand. Pre-tighten all bolts in the correct order and
then to correct tension using a torque wrench (see torque level table).

4.6.4 Removing sprocket

Slacken off track and undo track lock (see "Track" chapter).

Remove dirt from all parts and fastening elements. Use hoisting gear to secure the sprocket
against falling over. Undo the bolts on the driving wheel crosswise and remove completely.

Remove the driving wheel from transmission seat by tapping lightly with rubber hammer. If
provided, insert pull-off bolts into provided threaded holes and tighten evenly. Push the
sprocket off the transmission seat in this way and lift out using the hoisting gear.

4.6.5 Removing transmission

Remove dirt from all parts and fastening elements. Use hoisting gear to secure the
transmission against falling over. Undo the bolts on the frame crosswise and remove
completely.

Loosen the transmission from the frame seat by tapping lightly with rubber hammer, then lift
the transmission out of the frame carefully using the hoisting gear.

• Catch any dripping/leaking oil in suitable containers

• Only use approved transporting elements for transportation

4.7. Drive – Maintenance and inspection

4.7.1 General instructions

The complete drive unit consists of the following components:
• Motor
• Sprocket
• Transmission
• Integrated brake (only on request)
• Disengaging mechanism (only on request)

Always replace the complete component if it fails. Only use specialist workshops for repairs.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

4.7.2 Filling , topping-up and changing transmission oil

The transmission must be filled with fresh clean oil before starting up for the first time (see
details of lubricants for types of oil).

See the "Inspection intervals" table for intervals for oil checks or change.

Drive the machine onto a horizontal surface in a position where appropriate access to the
drive transmission is possible (see illustration).

4.7.3 Filling/Topping up with transmission oil:

Position the transmission so that the oil drain plug (2) is positioned vertically at its lowest
point (about 6 o'clock). The oil filler plug (1) should then be on the left or right outside of the
transmission middle (about 10 or 2 o'clock).

Fill up with oil until the level has reached the height of the filling hole. Insert filler plug with
new washer and tighten.

4.7.4 Draining off transmission oil:

Danger of scalds and burns from hot transmission oil. The transmission housing may also be
hot after running for longer periods. Always wear protective gloves and allow the
transmission to cool down first. Collect draining oil in appropriate containers and dispose of in
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ITALY

an environmentally safe manner.

Place oil collection container underneath the transmission. Undo and remove oil filler plug (1)
and oil drain plug (2). Drain oil completely. Insert drain plug with new washer and tighten.

4.8. Motor
The motor is maintenance free and only has to be checked visually for leaks during
inspection.

4.8.1 Multi-disc parking brake

The multi-disc parking brake is integrated into the transmission on the motor side and is
lubricated by the transmission oil. Because of this design, the brake is maintenance free and
consequently only has to be checked for damage when carrying out a general overhaul of the
complete transmission.

The brake circuit must be vented (bled) after working on the brake or the hydraulic
connections.

4.8.2 Disengaging mechanism

The disengaging clutch is located on the rotor gear side (opposite the motor) and is not
subject to any special maintenance regulations.

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

5. Front idler unit

5.1. Front idler unit – Function and description

Front idler units consist of the groups:

• 1) Front idler with brackets or sliding blocks

• 2) Yoke
• 3) Spring unit (pre-tensioned)
• 4) Grease tensioner

4
3
2
1

The front idler with sliding blocks (1) has a lifetime oil lubrication filling. The running surfaces
have been hardened to reduce wear. The yoke (2) acts as a transmission element between
the front idler and the following components. The spring unit (3) acts as protection for the
complete undercarriage against overloads from outer influences (e.g. dirt) and is therefore an
important component of the undercarriage.

SPRING UNIT IS PRE-TENSIONED THEREFORE IT IS DANGEROUS. BREAKS OR

TAMPERING MIGHT BE DANGEROUS FOR OPERATORS!

IMPORTANT! ANY KIND OF OPERATION ON THE PRE-TENSIONED SPRING UNIT

MUST BE DONE ONLY BY SKILLED OPERATORS AND INTO SPECIALIZED
WORKSHOPS WHERE SAFETY CAN BE ASSURED.
The track tensioner (4) is used for correct setting of track tension. The grease cylinder maybe
filled with/operated by grease or hydraulic oil.
The following applies for all spring units :
All spring units can either be bolted , inserted or fastened into the front idler yoke

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Via R. Carriera , N° 11
41100 S.Damaso MO
ITALY

Type of idler units 3 4

2
Type 1 Standard 1
1) = Front idler with brackets
2) = Yoke
3) = Pre-tensioned spring unit
4) = Grease tensioner

1
Type 2 Integrated tensioning units
1) = Front idler
2) = Compact tensioning grease
tensioner inside of spring units

5.1.1 Front idler complete with sliding blocks and yoke

The front idler unit fulfills the following functions:

• Deflection with simultaneous guidance of the track.

• Positional adjustment via sliding blocks for setting track pre-tension and for guidance
during spring actions

3
1

2
1) = Front idler
2) = Sliding block
3) = Yoke

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The front idler (1) runs in the steel mount (2) with its sliding blocks and can move in a
longitudinal direction.

The friction surfaces of the front idler guidance in the frame are greased to minimise wear
(carried factory side during initial assembly).

Other components may be fastened on the front idler depending on the type of front
idler.

5.2. Spring unit

The function of the spring is to secure the complete undercarriage against overloads. An
overload can be caused by external influences (e.g. dirt accumulation) resulting in an
increase in track tension. Under these circumstances, the spring element action provides
relief for all components.
The spring can only operate perfectly as long as there is no significant dirt accumulation on
the spring.

5.2.1 Types of spring units

Various types of design can be used as spring element depending on the intended
application and load occurrence.
In a compressed state the spring element requires an opening in its counterpart (e.g. in the
cross-bar or panelling).

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5.3. Track Tensioner

The track is provided with the necessary pre-tension by the tensioning cylinder. In the event
of wear occurring to the undercarriage components or if there are changes in terrain
conditions, it will be necessary to adjust the tension of the track up or down (see chapter
Setting Track Pre-tension, Crawler Track).

The tensioning cylinder (1) is supplied in standard design as a grease-tensioning cylinder. To

tension or slacken off the track, grease is either applied through a special grease nipple (2)
on the tensioning cylinder or the grease filling can be drained off by unscrewing the grease
nipple halfway (illus. above).

Access to the grease tensioner is through hand holes (1) that are located at the sides in the
steel frame (1) (illus. below).

2
3

The hand holes may be closed by covering plates 2)with bolt (3).

Attention must be paid to the state of wear of the track in order to avoid damage to the track
tensioner.
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Re-tensioning is not permitted after reaching the wear limits for the track as this would cause
excess strain on the undercarriage components beyond the permitted limits and there would
no longer be any safety against forced breakage.

5.4. Fitting and removal

5.4.1 Fitting front idler unit – in general

Fitting and removing the front idler unit complete varies according to the design of the unit.
The various designs are described in the following chapters.

Under all circumstances, appropriate steps must be taken whenever working on the front
idler unit to ensure that the device cannot start up of its own accord or through intervention
by others. An undercarriage, which is not connected with the track by the sprocket, is not
prevented from moving by the gear brake. This means that the undercarriage must be
secured separately.
Furthermore, attention must be drawn to the dangers that can occur when working on or with
spring elements.
If a tension rod is damaged or broken, there is danger that a coil spring will not remain
in its pre-tensioned position but will force the front idler out of the frame through
sudden de-tensioning when the track is removed (see fig. 1., chap. Types of Spring
Elements Æ Coil spring).
This possible danger is detectable by the track remaining tensioned even after releasing the
pre-tension pressure out of the grease tensioner.
The spring elements that operate on a nitrogen or elastomer basis are high-pressure
containers that under no circumstances should be subjected to additional stress through
incorrect handling or external heat application.

If handling the track tensioners, make sure that any emerging oil or grease is collected and
disposed of in an environmentally correct manner.

The crawler track must be opened first before being able to fit or remove the front idler unit
(see Crawler Track chapter).

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Front idler unit – standard design

This design consists of:
1) = Front idler with bracket 3 4
2) = Yoke or cross-bar 2
3) = Spring unit
4) = Track grease tensioner 1

Push the piston of the track tensioner right

in as far as it will go. Screw the washer 1
2
and grease nipple into the hydraulic
Tensioner and tighten.

Insert the track tensioner from below into

the frame so that the grease nipple fits
through the appropriate hole in the
panelling. Set the tensioner in position
using the fastening bolts and then tighten.

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Place yoke on sliding blocks and fasten in

place with bolts.

Place spring unit on the yoke and tighten

in place with bolts.

Insert the assembled front idler unit

carefully into the greased guide rails of the
side sections using appropriate lifting gear.

Make sure that the front idler unit is

pushed in far enough without any collision
until the spring unit knocks against the
piston of the track tensioner.

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Front idler unit compact tensioning

unit
1) = Front idler with bracket
2) = Spring unit with integrated grease
tensione

Place yoke on sliding blocks and fasten in

place with bolts.

Screw the compact spring tensioning unit

onto the yoke.
If the unit is designed with an integrated
yoke, place the complete unit on the
sliding blocks and fasten in place using the
fastening elements.

Push the piston of the tensioning element

in as far as it will go.
Screw high pressure lubricating nipple with
washer into the track tensioner and
tighten.

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Insert the assembled front idler unit

carefully into the greased guide rails of the
side sections using appropriate lifting gear.

Make sure that the front idler unit is

pushed in far enough without any collision
until the spring unit knocks against the
partitioning panel of the frame and
remains there.

5.4.2 Removal
Removal is carried out analogue to the above in reverse order.

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6. Carrier rollers/support rails

6.1. Carrier rollers/support rails – Function and operation

6.1.1 In general
The carrier rollers/support rails are supplied as complete unit. The complete unit has to be
exchanged in the event of any damage, repairs or upon reaching wear limits.

6.1.2 Types of carrier rollers

Carrier rollers with one-sided bearing

Carrier rollers with two-sided bearing (in

this case the top roller is the same of the
lower roller)

Support rails are available in the designs:

• Wear-resistant steel
• Plastic support rails

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6.1.3 Function
The carrier rollers fulfill the following functions:

• Guiding the track in the upper strand

• Supporting the track in order to minimise track sag so as to prevent damage to
neighbouring components.

The running surface of the carrier rollers/support rails has been hardened (not in the case of
plastic support rails) to prevent wear. It is fitted with a "lifetime" seal (carrier rollers) in order
to prevent penetration by dirt and any loss of oil.
The carrier rollers are fitted as complete unit at the intended installation points above the
steel bearers and are ready for immediate use.

6.1.4 Carrier rollers/support rails – Fitting and removal

Undo the bolts of the faulty carrier roller,

remove and dispose.

Fit new roller using new bolts and re-join

track again as described in the following
chapter.

NOTE:
These fitting/removal instructions also apply analogue for two-sided bearing support rollers
and for the support rails

The only difference to the displayed fitting/removal of one-sided bearing carrier rollers is the
number and position of the bolts.
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7. Track rollers
7.1. Track rollers – Function and operation

7.1.1 In general
The track roller is supplied as complete unit. The complete unit has to be exchanged in the
event of any damage, repairs or upon reaching wear limits.

TRACK ROLLER

7.1.2 Types of track roller

Single flange track roller

Double flange track roller

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7.1.3 Function
The track rollers achieve the following functions:

• Guidance of the track so that the dynamic forces of the track are transmitted to the
ground
• Take-up loads coming from the machine

The surface of the roller has been hardened to reduce wear.

It is fitted with "lifetime" seals in order to prevent penetration by dirt and any loss of oil.

The track rollers are fitted as complete unit at the intended installation points under the rail
(see chapter "Track rollers – Fitting and removal) and are ready for immediate use.

7.1.4 Track rollers – Fitting and removal

If necessary, slacken off track and undo
track fastener (see "Track" chapter).

Raise the track undercarriage using a

lifting device and clean dirt off of all parts.

Undo the bolts of the faulty track roller,

remove and dispose.

If track guide is fitted, it will have to be

removed first at the appropriate points
before dismantling.

Fit new roller using new bolts and fasten in

place. Re-join track again as described in
the following chapter.

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8. Crawler track and grouser shoe

8.1. Crawler track and grouser shoe - Function and description

8.1.1 Design of the crawler track with grouser shoes

The grouser shoes are bolted onto the crawler track and forms a complete unit in accordance
with specification.

TRACK CHAIN
SHOE

8.1.2 Design of the crawler track

The crawler track, carrier of the grouser shoes, consists of the segments, which are divided
into left and right track links.
These track links together with the corresponding bushings and bolts are pressed together
and form a unit. This unit can be linked to any required length.

The individual elements of the crawler track have been induction hardened making them
extremely wear resistant.

8.2. Grouser shoes – General description

The grouser shoes are supplied in forms and widths depending on requirements and
demands.

1
2

Tipologia base
• 1- single grouser shoe
• 2- double grouser shoe
• 3- triple grouser shoe
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8.2.1 Function
The following functions are fulfilled by crawler tracks with grouser shoes:

• Taking-up loads coming from the machine

• Transmission of drive output into drive movement

The running surface of the crawler track has been hardened to reduce wear.

8.3. Crawler track and grouser shoes – Fitting and removal

8.3.1 In general

These instructions describe the correct method of fastening the shoes onto the track.
Incorrect assembly is the most common cause for failure of the connection between grouser
shoe and crawler track.

• Remove all forms of foreign bodies/materials from the contact surfaces of the
links, which could get into the connection with the shoes and the bolts (e.g.
paint, primer, rust, dirt etc.). Brushing or grinding lightly can achieve this.
• Clean the contact surfaces and the nut seats of the track links
• Coat the thread and contact surfaces underneath the bolt heads with a thin
layer of oil (preferably) or grease

• Driving hardened end bolts in or out by hammer involves considerable danger

for personnel as a result of material shearing off. Take appropriate protective
measures to prevent injuries (e.g. by wearing goggles).

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8.3.2 Fitting grouser shoes

It is often underestimated how important it
is to observe the correct procedure when
fitting grouser shoes.
Work that is carried out incorrectly can
result in the bolts being over-stretched and
in the worst case even lead to damage to
the track links.
We urgently recommend always using PIN LINK SIDE
NEW bolts and nuts for fitting grouser (PIN BOSS)
shoes. Used bolts can already be
deformed and no longer guarantee
optimum clamping force.

Grouser shoes

Remove all forms of foreign body/material

from the contact surfaces of the shoes that
could get into the connection with the track
links and the bolts (e.g. paint, primer, rust,
dirt etc.). Brushing or grinding lightly can
achieve this.
FRONT SHOES EDGE (A)

Also clean the contact surfaces and the

nut seats of the track links.

Place the grouser shoes with the front

edge (A) in correspondence of the pin link
side over the bolthole of the track links.

Coat the thread and contact surfaces

underneath the bolt heads with a thin layer
of oil (preferably) or grease.

Insert the bolts in the holes and screw into

the nuts by a few turns.

Make sure that the flatter side of the nuts

is resting against the nut seat in the track
link (the rounded side of the nut must be
facing the running surface of the track
link).

Tighten all bolts fully without applying any

particular force.

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Select a tightening procedure (see

"Tightening procedures" on the following 1
page) and establish the necessary torque
according to the table at the end of these 3
instructions.

Tighten the bolts crosswise according to

the selected tightening procedure as
shown in the diagram.
Caution!
Do not over-tighten the bolts!
2

8.3.3 Torque check / Re-tightening

Due to normal settling occurrences, all bolts should be re-tightened after about 50 operating
hours. A torque system must be used for this without undoing the bolts beforehand.

Further checks must be made at regular intervals based on the experience of the machine
owner/operator and/or the recommendation of the machine manufacturer. If the bolts can be
turned on by more than 90° at required torque setting during an inspection, have the
complete grouser shoe fitted again new as described above.

8.4. Tightening procedure for track bolts

The necessary torque for each individual bolt is intended for two different tightening
procedures: the torque procedure and the turning angle method.

The turning angle method is used in order to exclude the influence of the friction factor as far
as possible. That is why it should be given preference over the torque procedure.

The torque levels are for specified for ISO strength classes 11.9, 12.9 and special bolts 13.9.

8.4.1 Torque procedure

Tighten the bolts to the appropriate torque level in the above stated order. The torque level is
to be achieved using a torque wrench whereby attention must be paid to an even turning
movement. Sudden jerking movements result in torque peaks and lead to incorrect results.
Stop tightening as soon as the prescribed torque level has been reached.

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8.4.2 Turning angle procedure (to be given preference under site conditions)
With this process, the bolts are first tightened crosswise as described to a pre-set torque
according to the table.After this, ideal pre-stressing of the bolts is achieved by subsequent
turn through 120° (1/3 of a turn).A defined plastic deformation of the bolts can occur with this
procedure so that maximum pre-stressing is achieved for the individual bolts.

In both cases, tightening the bolts in excess of specifications leads to stress on the bolts
beyond the yield point combined with non-permitted plastic deformation and the danger of a
premature failure of the bolt connection.

8.4.3 Tightening torque for track bolts [Nm]

Streght class Streght class Streght class
[Nm] 11.9 12.9 13.9
Torque Turning angle Torque Turning angle Torque Turning angle
Bolt procedure procedure procedure procedure procedure procedure
M10 x 1 90 ± 5 30 ± 2 100 ± 5 32 ± 2
105 ± 5 35 ± 2
M12 x 1 160 ± 10 50 ± 3 170 ± 10 55 ± 3
180 ± 10 60 ± 3
M14 x 1.5 240 ± 15 80 ± 5 260 ± 15 85 ± 5
270 ± 15 90 ± 5
M16 x 1.5 370 ± 20 180 ± 10 390 ± 20 190 ± 10
410 ± 20 200 ± 10
M18 x 1.5 540 ± 30 260 ± 15 570 ± 30 280 ± 15
600 ± 30 290 ± 15
M19 x 1.5 650 ± 35 320 ± 15 690 ± 35 340 ± 15
720 ± 35 360 ± 20
M20 x 1.5 750 ± 35 340 ± 15 800 ± 40 360 ± 20
830 ± 40 380 ± 20
M22 x 1.5 1000 ± 50 380 ± 20 1070 ± 50 400 ± 20
1120 ± 55 420 ± 20
M22 x 2 1080 ± 50
M24 x 1.5 1320 ± 65 440 ± 20 1410 ± 70 470 ± 20 1470 ± 70 490 ± 25
M27 x 1.5 1920 ± 95 630 ± 30 2050 ± 100 670 ± 30 2140 ± 100 700 ± 35
M30 x 2 2580 ± 130 850 ± 40 2760 ± 140 910 ± 50 2870 ± 140 950 ± 50
M32 X 2 3100 ± 150 1000 ± 50 3310 ± 165 1070 ± 50 3450 ± 170 1110 ± 55
M36 X 2 4550 ± 230 2270 ± 110 4860 ± 245 2430 ± 120 5070 ± 250 2530 ± 125
Streght class Streght class Streght class
[Nm] 11.9 12.9 13.9
Torque Turning angle Torque Turning angle Torque Turning angle
Bolt procedure procedure procedure procedure procedure procedure
7/16 - 20 UNF 115 ± 5 40 ± 2 125 ± 5 43 ± 2 130 ± 5 45 ± 2
½ - 20 UNF 180 ± 10 60 ± 3 190 ± 10 65 ± 3 200 ± 10 70 ± 3
9/16 - 18 UNF 260 ± 15 90 ± 5 275 ± 15 95 ± 5 290 ± 15 100 ± 5
5/8 - 18 UNF 360 ± 20 180 ± 10 385 ± 20 190 ± 10 400 ± 20 200 ± 10
¾ - 16 UNF 630 ± 30 320 ± 15 675 ± 35 340 ± 15 700 ± 35 360 ± 20
7/8 - 14 UNF 1010 ± 50 350 ± 15 1080 ± 55 370 ± 20 1130 ± 55 390 ± 20
1 - 14 UNS 1540 ± 80 520 ± 30 1650 ± 80 560 ± 30 1720 ± 85 580 ± 30
1 1/8 - 12 UNF 2250 ± 110 760 ± 40 2400 ± 120 810 ± 40 2500 ± 125 850 ± 40

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8.5. Fitting the crawler track

When laying out the track, pay attention to
straightness and possibly track
dimensions.

P Place a wooden block under the end

position of the track (front idler side,
bushing side of the free track upwards).

Pay attention to the correct position and

direction of the track segments and
grouser shoes.
Place the complete pre-assembled side
section on the track.
Important! If running gears (left and right
side) have to be positioned to each other,
carry out an intermediate check and align
appropriately.

If the trackside is standing correctly in line,

pull the track over the drive unit in the
direction of the front idler over the side
section.
Make sure that the bushings of the track
grip into the gaps between the teeth of the
sprocket.

End position of the track ends is the upper

section of the front idler.

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Grease two spacers and insert in the

counter bores of the track links (use seal
washers as well if necessary).

Align track segments to each other.

Grease the tips of the master pin and
insert in the hole. Drive in with a heavy
hammer if using small track sizes.
Observe safety instructions. Driving
master pin in and out with a hammer can
cause danger from material chipping off.
Wear protective goggles.

If using larger tracks, drive the master pin

in using a hydraulic pin-driving tool.

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ightening the track (all models)

Tightening the track.
Attention must be paid that all components
of the track are in the correct position.

A grease gun is required for tightening.

Push the connector on the end of the hose
over the grease nipple of the grease-
tensioning valve. Activate the grease gun
for as long as necessary until the track
tension is correct (see notes on tensioning
element in the Front idler unit chapter).

Important!
There must be sag of 2-3 cm over a length
(L) of 1-1.5 m. This applies linear for the
free length (L) smaller or greater than 1-
1.5 m (at least 4 track elements).

Measure the extent of sag using a ruler.

This is achieved by measuring the
distance f from the edge of the grouser
shoe to the ruler (in the middle of the sag).
RULER

Remove the connector upon completion of the tensioning process. The undercarriage should
now be moved back and forth by about 1 turn of the sprocket. Check position of the tracks on
front idler and sprocket.

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Tracks that are too loose can slip out of the flanges of the rollers, sprocket and front idler and
increase wear.

Tracks that are too tight increase the wear on the front idler and drive bearings as well as the
wear on track pins and bushings.
It also requires greater motor output for driving and consequently a higher consumption of
fuel.

Depending on the design, it is possible that there is no sag in the upper strand on some
models. In this case, the track tension can be set by pressure measurement in the tensioning
element or by lifting the undercarriage (measurement of the sag in the upper strand – the
above rules for the distances L and f also apply in this case).

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9. Other/Special components
9.1. Track guide – Function and operation

9.1.1 In general
Track guides are used wherever track sag occurs on undercarriages while travelling over
obstructions. The result is that the track can run outside the flanges of the track rollers.

There are various types of track guides. Differentiation is made between welded and bolted
designs. There are also designs that cover the complete length of the undercarriage and
others that are fitted in sections.

9.1.2 Types of track guide

Track guide, welded design as segment

(With this design, the undercarriage has to
be raised for fitting or removal).

Track guide, bolted design as segment

(With this design, the undercarriage does
not have to be raised for fitting or
removal).

Version without cross-link possible Æ

"lightweight design“

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Track guide, bolted design over complete

length of the side frame
(With this design, the undercarriage does
not have to be raised for fitting or
removal).

9.1.3 Function
Track guide acts as a "threading aid" for the track. If sagging occurs in the track, it comes
away from the track rollers. As the sag recedes, the track guide ensures that the track and
the track roller are properly aligned again.

9.1.4 Track guide – Fitting and removal

There are two fundamental designs of track guide.

In the case of the welded design, the undercarriage has to be raised in order to be able to fit
the track guide because there is no possibility of fitting the chain guide from the side. After
raising the undercarriage, the track guide is mounted onto the undercarriage with bolts.
Removal is analogue in reverse order.

In the case of bolted designs, they can be fitted without raising the undercarriage because
the track guide is in several parts. In this case, one side of the track guide is bolted onto the
undercarriage. The cross link is then connected to the first side of the track guide. The
second side of the track guide is then bolted onto the cross-link. The second side is then
bolted onto the undercarriage. Removal is analogue in reverse order.

Attention must be paid that there is no contact between the track guide and the track roller
body and that there is adequate play between the track guide and the track (pin boss of the
track).

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9.2. Covers

9.2.1 In general
Covers are shown in the following illustration, they occur on all standard undercarriages (not
all covers are present on all undercarriages).

It is also possible that additional covers are present on the undercarriage that are not shown
in the illustration. Typical covers are for the hydraulic motor or for the hand hole for access to
the lubrication nipple of the tensioning element.

Take care when handling the plates as they can be very heavy depending on size and can
therefore cause injuries.

9.2.2 Function
Covers made of sheet metal are used on an undercarriage. They are used for:
• Covering units and hydraulic lines
• Protection against dirt and contamination
• Protecting people against injury

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