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D6M & D6M LGP Track-Type Tractors 2RN00001-UP (MACHINE) POWER...
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Producto: TRACK-TYPE TRACTOR

Modelo: D6M TRACK-TYPE TRACTOR 2RN
Configuración: D6M & D6M LGP Track-Type Tractors 2RN00001-UP
(MACHINE) POWERED BY 3116 Engine
Boletín de Reacondicionamiento del Tren de Rodaje

Guideline for Reusable Track Parts{4169, 4170, 4171, 4174, 4175}
Número de medio -SEBF8558-06 Fecha de publicación -05/05/2009 Fecha de actualización -05/05/2009
i03487367
Guideline for Reusable Track Parts{4169, 4170, 4171, 4174,

4175}
SMCS - 4169; 4170; 4171; 4174; 4175
Cold Planer: All

Excavator: All Mining Shovels
315 (S/N: 3ZM1-UP; 4YM1-UP; 6YM1-UP)
315B (S/N: 1SW1-UP; 2DW1-UP; 3AW1-UP; 5SW1-UP; 7RZ1-UP)
315C (S/N: CFB1-UP; CJC1-UP; AKE1-UP; ANF1-UP; CFT1-UP)
315D (S/N: KBD1-UP; NCM1-UP; CJN1-UP)
317 (S/N: 4MM1-UP)
317B (S/N: 9WW1-UP; 6DZ1-UP)
317N (S/N: 9SR1-UP)
318B (S/N: ADC1-UP; AEJ1-UP; 3LR1-UP; 7KZ1-UP)
318C (S/N: FAA1-UP; GPA1-UP; BTG1-UP; DAH1-UP; MDY1-UP)
319C (S/N: KGL1-UP)
319D (S/N: BZH1-UP; FMH1-UP; EAW1-UP; DAY1-UP)
320 (S/N: 9WG1-UP; 4ZJ1-UP; 3RK1-UP; 3XK1-UP; 4BK1-UP; 7WK1-UP; 8LK1-UP;
9KK1-UP; 1KL1-UP; 1TL1-UP; 2DL1-UP; 8HL1-UP; 1XM1-UP; 3XM1-UP; 4JM1-UP;
2BN1-UP)
320B (S/N: AED1-UP; BBG1-UP; BAN1-UP; 3MR1-UP; 4MR1-UP; 4NR1-UP; 5BR1-UP;
6CR1-UP; 7JR1-UP; 9KR1-UP; 1CS1-UP; 1DS1-UP; 1ES1-UP; 1XS1-UP; 2AS1-UP; 4FS1-
UP; 5CS1-UP; 5MS1-UP; 6LS1-UP; 8ES1-UP; 9CS1-UP; 9JS1-UP; 9WS1-UP; 4XW1-UP;
5GW1-UP; 6LW1-UP; 2WZ1-UP; 3YZ1-UP; 7ZZ1-UP; 8GZ1-UP)
320C (S/N: APA1-UP; BEA1-UP; EGA1-UP; GLA1-UP; ANB1-UP; BCB1-UP; BDB1-UP;
BGB1-UP; MAB1-UP; PAB1-UP; AMC1-UP; BDC1-UP; HBC1-UP; MAC1-UP; PAC1-UP;
GAD1-UP; BDE1-UP; ALF1-UP; DBG1-UP; EAG1-UP; GNG1-UP; JTG1-UP; AKH1-UP;
SAH1-UP; AXK1-UP; BKK1-UP; BBL1-UP; EGL1-UP; JPL1-UP; CLM1-UP; BCN1-UP;
SBN1-UP; BER1-UP; BPR1-UP; TBR1-UP; HKT1-UP; RAW1-UP; ALX1-UP; BRX1-UP;
BMZ1-UP; CLZ1-UP)
320D (S/N: ZGB1-UP; WFD1-UP; MDE1-UP; TAE1-UP; A6F1-UP; A8F1-UP; A9F1-UP;
BZF1-UP; KGF1-UP; MGG1-UP; MCH1-UP; DHK1-UP; FXK1-UP; XCK1-UP; FAL1-
UP; GKL1-UP; WBN1-UP; BZP1-UP; GKS1-UP; YDS1-UP; SRT1-UP; BWW1-UP;
EAX1-UP; PHX1-UP; CXY1-UP; EBY1-UP; CYZ1-UP; JFZ1-UP; JGZ1-UP)
320S (S/N: 6KM1-UP)
321B (S/N: KGA1-UP; AKG1-UP; 9CZ1-UP)
321C (S/N: MCF1-UP; KCR1-UP)
321D (S/N: PBD1-UP; NAS1-UP; MDT1-UP)
https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/... 10/9/2009
D6M & D6M LGP Track-Type Tractors 2RN00001-UP (MACHINE) POWE... Página 2 de 27
322 (S/N: 7WL1-UP)

322B (S/N: 3NR1-UP; 5CR1-UP; 8MR1-UP; 8NR1-UP; 1AS1-UP; 1BS1-UP; 1YS1-UP;
1ZS1-UP; 2ES1-UP)
322C (S/N: DAA1-UP; FED1-UP; BPH1-UP; M2H1-UP; BKJ1-UP; BFK1-UP; HEK1-UP;
BYL1-UP; BKM1-UP; CAM1-UP; BLP1-UP; BGR1-UP; C3R1-UP; EMR1-UP; LAR1-UP;
MAR1-UP; CBY1-UP)
322L (S/N: 8ML1-UP; 9RL1-UP; 4RM1-UP; 8CL1-UP)
322N (S/N: 9JL1-UP)
323D (S/N: RAC1-UP; SDC1-UP; WGC1-UP; CYD1-UP; SED1-UP; YSD1-UP; NDE1-UP;
PBE1-UP; JLG1-UP; LFL1-UP; BYM1-UP; PBM1-UP; DKW1-UP; SBZ1-UP)
324D (S/N: LAB1-UP; EJC1-UP; T2D1-UP; JJG1-UP; JGK1-UP; SYM1-UP; TSN1-UP;
DFP1-UP; JKR1-UP; JZR1-UP; JLS1-UP; CJX1-UP)
325 (S/N: 7TG1-UP; 8JG1-UP; 9SG1-UP; 7LJ1-UP; 2SK1-UP; 5WK1-UP; 6KK1-UP;
8NK1-UP; 8YK1-UP; 9ZK1-UP; 2SL1-UP; 3LL1-UP; 8NL1-UP; 6RM1-UP; 7LM1-UP)
325B (S/N: ABD1-UP; 8GM1-UP; 6DN1-UP; 7EN1-UP; 8FN1-UP; 2JR1-UP; 8PR1-UP;
8RR1-UP; 1GS1-UP; 1HS1-UP; 4DS1-UP; 5BS1-UP; 5LW1-UP)
325C (S/N: CRB1-UP; JLC1-UP; S2C1-UP; BTD1-UP; JLD1-UP; BFE1-UP; DTF1-UP;
AMH1-UP; CSJ1-UP; M2K1-UP; G1L1-UP; BMM1-UP; S3M1-UP; Y4P1-UP; BKW1-UP)
325D (S/N: GPB1-UP; NAC1-UP; KBE1-UP; PKE1-UP; KDG1-UP; C4H1-UP; DBH1-UP;
C7K1-UP; ERK1-UP; RJK1-UP; C8L1-UP; LAL1-UP; MCL1-UP; PAL1-UP; C9M1-UP;
AZP1-UP; A3R1-UP; GBR1-UP; SCR1-UP; T2S1-UP)
325L (S/N: 7CJ1-UP; 2JK1-UP; 9KL1-UP)
328D (S/N: GTN1-UP; MKR1-UP)
329D (S/N: MNB1-UP; BFC1-UP; DJF1-UP; JHJ1-UP; RSK1-UP; WDK1-UP; TPM1-UP;
BYS1-UP; SCY1-UP)
330 (S/N: 9NG1-UP; 6WJ1-UP; 9PJ1-UP; 9WJ1-UP; 6SK1-UP; 6ZK1-UP; 8CK1-UP;
8FK1-UP; 2EL1-UP; 8RL1-UP; 2ZM1-UP; 5YM1-UP)
330B (S/N: 9HN1-UP; 2RR1-UP; 3YR1-UP; 5LR1-UP; 6DR1-UP; 8SR1-UP; 8TR1-UP;
1JS1-UP; 1KS1-UP; 4RS1-UP; 5LS1-UP; 4YW1-UP; 3ZZ1-UP; 5EZ1-UP)
330C (S/N: CYA1-UP; MCA1-UP; JAB1-UP; D3C1-UP; JCD1-UP; KDD1-UP; B1K1-UP;
JNK1-UP; B2L1-UP; B3M1-UP; MKM1-UP; B4N1-UP; CAP1-UP; GKX1-UP; DKY1-UP;
CGZ1-UP)
330D (S/N: GBC1-UP; NBD1-UP; R2D1-UP; GGE1-UP; B6H1-UP; EAH1-UP; THJ1-UP;
C5K1-UP; E4K1-UP; FFK1-UP; H3K1-UP; L2K1-UP; PEL1-UP; JJM1-UP; LEM1-UP;
LRM1-UP; ERN1-UP; JLP1-UP; MWP1-UP; HAS1-UP; RAS1-UP; EDX1-UP; MEY1-UP;
T2Y1-UP)
330L (S/N: 9ML1-UP)
336D (S/N: JBF1-UP; J2F1-UP; PRF1-UP; KDJ1-UP; W3K1-UP; MPL1-UP; D3P1-UP;
MYP1-UP; DTS1-UP; JBT1-UP; KKT1-UP; M4T1-UP; WET1-UP)
345B Series II (S/N: ALB1-UP; APB1-UP; CCC1-UP; ALD1-UP; FEE1-UP; AKJ1-UP;
CDJ1-UP; ALL1-UP; AGS1-UP; DET1-UP; DCW1-UP; AKX1-UP)
345B (S/N: BFG1-UP; CFM1-UP; 4SS1-UP; 5WS1-UP; 6XS1-UP; 7KS1-UP; 9GS1-UP;
2NW1-UP; 2SW1-UP; 2ZW1-UP; 3MW1-UP)
345C (S/N: TBA1-UP; FPC1-UP; SPC1-UP; ESD1-UP; MTE1-UP; WDE1-UP; TDG1-UP;
GPH1-UP; TAJ1-UP; GCL1-UP; S5M1-UP; SCN1-UP; DHP1-UP; GJR1-UP; M2R1-UP;
D3S1-UP; ELS1-UP; LYS1-UP; PJW1-UP; BWY1-UP)
345D (S/N: RGD1-UP; RAE1-UP; YEE1-UP; NEG1-UP; RGG1-UP; EEH1-UP; RAJ1-UP;
MLK1-UP; PBT1-UP; RBT1-UP)
350 (S/N: 7RK1-UP; 8HK1-UP; 9DK1-UP; 2ZL1-UP; 3ML1-UP; 8KZ1-UP; 9FL1-UP)
365B (S/N: AGD1-UP; CFJ1-UP; CTY1-UP; 9PZ1-UP)
365BL Series II (S/N: JMB1-UP; PEG1-UP; SDL1-UP; DER1-UP)
365BL (S/N: 9TZ1-UP)
365C (S/N: ELC1-UP; GWC1-UP; MEM1-UP; FEN1-UP; PAR1-UP; MCS1-UP; MCY1-
UP)
375 (S/N: 8XG1-UP; 8WJ1-UP; 6NK1-UP; 6RL1-UP)
375L (S/N: 9WL1-UP; 1JM1-UP)
385B (S/N: MYA1-UP; RCD1-UP; BKF1-UP; FDL1-UP; ANS1-UP; CLS1-UP; BLY1-UP)

385C (S/N: EDA1-UP; MMA1-UP; KGB1-UP; KBC1-UP; SBE1-UP; T2E1-UP; T2F1-UP;
KKK1-UP; EAM1-UP; JCM1-UP; GLT1-UP; WAW1-UP; MNZ1-UP)
Pipelayer: All
Track Feller Buncher: Blount Branded Caterpillar Timberking Branded
Track-Type Loader: All
Track-Type Skidder: All
Track-Type Tractor: All
Mobile Hydraulic Power Unit:
330C MHPU (S/N: MSD1-UP)
Introduction
This Undercarriage Reconditioning Bulletin contains the necessary information in order 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 in order 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.
For questions or additional information concerning this guideline, submit a form for feedback in the
Service Information System. In order to address an urgent issue, please use the following resources in
order to communicate your request to Caterpillar Repair Process Engineering:
Caterpillar Dealer Technical Communicator
Dealer Solution Network
Caterpillar Technical Representative
Knowledge Network
Summary
Lubricated track joints are required on all of the larger Caterpillar Track-Type Tractors. Wet turns are
recommended for all Sealed and Lubricated Tracks. Track sealability maintenance following dealer
service is ensured only when all reused components meet the necessary standards. Reusing parts will
keep costs at a minimum.
Grease Lubricated Track (GLT) was developed by Caterpillar in order to increase wear life of the track
for Hydraulic Excavators by lubricating the track pins and bushings.
This publication aids the operator of the track press and field mechanic in determining if components
are reusable. The focus will be on wet turns. Most components are acceptable for dry turns. Pins that are
spalled, cracked links, and cracked thrust rings are not reusable for a dry turn.
Before a track group can be properly inspected, the track group must be thoroughly cleaned. Links
should be inspected for cracks before disassembly. All other components must be disassembled for
proper inspection.
Safety
Operating the track press incorrectly may result in a flying object

hazard. Always operate the track press with protective guards installed
and eye wear protection to prevent injury. Always read and understand
the operator's manual for the track press before using.
References
ReferenceUndercarriage Reconditioning Bulletin, SEBF8557, "Sealed and Lubricated Track Service
Procedure"
ReferenceUndercarriage Reconditioning Bulletin, SEBF8546, "Shop Repair Procedure for Track Links
with Positive Pin Retention"
ReferenceUndercarriage Reconditioning Bulletin, SEBF8609, "Shop Repair Procedure for Sleeve

Bearing Track"
ReferenceUndercarriage Reconditioning Bulletin, SEBF8598, "Shop Repair Procedure for Grease

Lubricated Track"
ReferenceUndercarriage Reconditioning Bulletin, SEBF8612, "Field Service for Positive Pin Retention
Track"
ReferenceUndercarriage Reconditioning Bulletin, SEBF8613, "Field Service for Sleeve Bearing Track"
ReferenceUndercarriage Reconditioning Bulletin, SEBF9100, "Field Repair of SystemOne Track with

the Multi-Pitch Track Press"
ReferenceUndercarriage Reconditioning Bulletin, REHS1110, "Installation and Removal of

SystemOne Track on Machines with an Elevated Sprocket"
NOTICE
This publication is intended for guidance only. Caterpillar Inc. hereby
expressly denies and excludes any representation, warranty, or implied
warranty of the reuse of Sealed and Lubricated Track and Grease
Lubricated Track components.
Nomenclature
Illustration 1 g01825537
Sealed and Lubricated Track
(1) Crosshole
(2) Plug
(3) Thrust ring
(4) Load ring
(5) Seal lip
(6) Stopper
(7) Bushing
(8) Oil reservoir
(9) Pin
Positive Pin Retention Track
(1) Crosshole
(2) Plug
(3) Thrust ring
(4) Retaining groove on the pin
(5) Retaining ramp on the link
(6) Spotface
(7) Retaining ring
(8) Load ring
(9) Seal lip
(10) Stopper
(11) Bushing
(12) Oil reservoir
(13) Pin
SystemOne Track
(1) Pin
(2) Bushing
(3) Thrust ring
(4) Seals
Track Links
(1) Retaining ring ramp (PPR only)
(2) Spotface (PPR only)
(3) Strut
(4) Nut seat
(5) Bushing bore
(6) Bushing strap
(7) Mating surface for the shoe
(8) Rail surface
(9) Link toenail
(10) Pin bore
(11) Seal counterbore
(12) Pin boss
Track Links
All major components of the track group are connected to the track link. See Illustrations 1, 2, 3, and 4.
Track link design strives to balance structural strength with maximum wear life for most applications.
Occasionally in low abrasive conditions, the link will be worn out structurally before all the wear
material is gone. This may result in cracked links or stretched bushing bores.
Cracking in the Track Link
Crack near the bushing strap
Do not use the link again.
Crack in the pin boss
Any link with a crack near the bushing strap should not be used again. Refer to Illustration 5 for a crack
near the bushing strap. Refer to Illustration 6 for a crack in the pin boss. Yellow paint is often used to
help detect any cracks.
D6M & D6M LGP Track-Type Tractors 2RN00001-UP (MACHINE) POW... Página 9 de 27
Crack in the link toenail
Use the link again.
Cracks can occur in the link toenail. The link toenail is a thin section of material on the rail near the
bushing strap. These cracks do not affect the structural integrity of the link. See Illustration 7.
Oversized Bushing Bores
High impact conditions can cause the bushing bore to elongate. This will result in a loss of press fit
between the bushing and link, which can adversely affect sealability.
Completely rusted bushing bore
If the bushing bore is completely rusted and dirty all the way across the length of the bore, the press fit
will be lost and the link must be discarded. See Illustration 8. The link is reusable if a shiny contact area
D6M & D6M LGP Track-Type Tractors 2RN00001-UP (MACHINE) PO... Página 10 de 27
is greater than 6.35 mm (0.250 inch) around the entire bore.
Damage to the Bushing Bore
Bushing bore that is broached
Use the link again.
Broached bushing bores are acceptable since the bushing bore and the bushing interface does not seal
oil. See Illustration 9. These links can be used again.
Spalling of the Track Link
Spalling of the rail
Use the link again.
Spalling of the rail near the bushing strap
Pieces of hardened material will occasionally break off the rail surface. This is called spalling. See
Illustration 10. Links with shallow spalling can be reused if less than one-third of the rail surface has
broken off. Links with deep spalling near the bushing strap should not be reused. See Illustration 11.
Damage to the Link Counterbore
Pitted counterbore that has been cleaned up
Use the link again.
A seal failure will often lead to a damaged counterbore. Usually, links with pitted counterbores or
corroded counterbores can be used again after cleanup. See Illustration 12.
Link with an indentation from the thrust ring
Use the link again.
Indentations from the thrust ring in the counterbore are normal. Links with an indentation from the
thrust ring may be used again if the indentation is not deeper than 0.39 mm (0.015 inch).
Damage to the Sidewall of the Link Counterbore
Link with damage to the sidewall of the counterbore
Use the link again if the height of the counterbore is greater than the installed height of the load
ring.
Do not use the link again if the height of the counterbore is less than the installed height of the
load ring.
Frequently, if a dry joint is allowed to run, the sidewall of the link counterbore will be damaged by
contact with the bushing. See Illustration 14. The sidewall of the counterbore supports the load ring of
the track. If too much material is worn off, the load ring will bulge in this area. Bulging of the load ring
can cause premature failure. Links with damage to the sidewall of the counterbore may be reused only if
the height of the counterbore in the damaged area is greater than the height of the installed load ring.
Roll Over on the Pin Boss
Metal rolled over on the pin boss.
Use the link again after the material is removed.
Contact with the flanges on the rollers will cause material to roll over on the pin boss. See Illustration
15. These links can be reused, but the material must be removed in order for the tooling on the track
press to work properly.
Spotface for the Retainer Ring on PPR Track Links
PPR link with damaged spotface
Use the link again after the material is removed.
Contact with the flanges on the rollers or the track guards can sometimes roll material over the spotface
surface on the link. This material may interfere with the tooling on the track press during assembly. See
Illustration 16. This material should be removed before reassembly.
Broaching of the Pin Bore
Pin bore with partial broaching
Use the link again.
Pin bore is completely broached
Damage on the pin or tool misalignment can cause the pin bore to be broached during disassembly and
assembly. A pin bore that is broached is acceptable if the channel does not cut across the length of the
bore. See Illustration 17. A pin bore that is broached the entire length of the bore is unacceptable. See
Illustration 18. A leak path is created.
Note: Remove paint from the bores of new links to ensure proper sealability. A 222-3074 Wheel
Grinder Gp with a 1U-9941 End Brush or 1U-9943 End Brush is recommended for removing paint from
the link bores. Paint on the following mating surfaces must be removed in order to enable proper
retention of the track shoe: link, shoe, nuts, bolts and nut seats. 1U-6841 Abrasive disk is recommended
for removal of paint in larger flat areas such as the mating surface between the link and the shoe.
Track Pins
Track pins from dry joints should not be reused for wet turns. Pins from wet joints often contain
damage. These pins need to be inspected before the pin is reused. A common place for damage is the
area of the pin that contacts the bushing under load. This damage includes spalling, galling, and wear
steps.
Pin Spalling
Pin that is spalled
Do not use the pin again.
Spalling is the flaking or breaking off pieces of the heat-treated case of the pin. See Illustration 19.
Spalling weakens the pin structurally. Pins that are spalled should not be reused for wet turns or dry
turns.
Pin Galling
Pin that is galled
Use the pin again.
Galling is caused by metal-to-metal contact. This contact results in scratches and grooves in a
circumferential direction around the pin. See Illustration 20. Most pins that are galled can be reused if
the extent of the galling is considered.
D11 Pin Galling
D11 pin that is galled
(A) Less than 12.7 mm (0.50 inch) wear band
Use the pin again.
D11 pin that is galled
(B) More than 12.7 mm (0.50 inch) wear band
D11 pins are different because the loads on the undercarriage components are greater. Therefore, do
NOT reuse D11 pins that have a band of galling that is more than 12.7 mm (0.50 inch) wide and more
than 90 degrees around the pin. Refer to Illustration 21 and Illustration 22.
Metal Transfer on Pins
Metal transfer on pin
Transferred metal on a pin end occurs when there is slight movement of the pin in the link bore. See
Illustration 23. The metal is removed from the link and transferred to the harder surface of the pin. Pins
with transferred metal should not be used again. The raised metal areas will cause the link bore to
become broached as the pin is pressed into the bore, possibly resulting in leaks in the pin bore.
Wear Step
Pin with a slight wear step
Do not use the pin again if a step can be felt.
A pin from a wet joint will occasionally exhibit a slight wear step. If this wear step is more than 0.13
mm (0.005 inch), do not use the pin again. See Illustration 24.
Damage on the Pin End
Damage on the pin end
Use pin again after the chamfer is ground onto the pin end.
Damage on the pin end occurs during machine operation when the end of the pin comes in contact with
the track guards or the flanges of the rollers. A damaged pin end can have sharp edges that could
damage the pin bore during assembly. See Illustration 25. These pins are reusable after a 10 degree
chamfer is ground on the damaged end.
Retainer Ring Groove for PPR track
PPR pin with damage to the retainer groove
Use the pin again.
PPR pin with worn retainer groove
Use the pin again.
Positive Pin Retention (PPR) track pins have grooves on the ends in order to accept retaining rings. The
ends on PPR pins should not be chamfered. Some damage to the groove for the retaining ring on the pin
is acceptable, but no more than 25% of the groove should be worn or broken away from the pin. Refer
to Illustration 26 and Illustration 27.
Bushings
Cracks in the Bushing
Bushing with a crack on the inside diameter
Do not use the bushing again.
Bushing with cracks on the end
Do not use the bushing again.
Bushings from dry joints cannot be used again for a wet turn. Bushings need to be carefully inspected
for cracks. Refer to Illustration 28 and Illustration 29. A crack in a bushing will allow oil to leak. This
results in dry joints. After cleaning, inspect the ID, OD, and the ends of the bushing.
End Grooving on the Bushing
Bushing end with grooving gauge in place
Do not use the bushing again if a groove is visible.
Typical indications of the bushing groove gauge.
The track seal fits in the link counterbore and seals against the bushing end. A groove can be formed in
the end of the bushing. If the groove is too large, the track seal may not effectively seal against the
damaged bushing end. Gauges for end grooving on the bushing are available to determine the
reusability of grooved bushings. The gauge slips over the bushing ends. See Illustration 30. Rotate the
gauge around the end of the bushing. With the track bushing groove gauge on the bushing, the bushing
should not be reused if the seal groove has progressed enough that the groove is visible. See Illustration
31.
Galling in the ID of the Bushing
Galled bushing
Galling on the ID of the bushing occurs because of the lack of lubrication. See Illustration 32. Galling
on the pin and the bushing usually occurs simultaneously. Galled bushings can occasionally be reused.
Pins and bushings for the D11 should be evaluated for galling.
Use the the bushing again if the galling on the ID of the bushing does not exceed 12.7 mm (0.50
inch) laterally or more than 90 degrees around.
Do not use the bushing again if the galling on the ID of the bushing exceeds 12.7 mm (0.50 inch)
laterally or more than 90 degrees around.
Metal Transfer on Bushings
Bushing with metal transfer on ends
Use the bushing again.
The metal transfer on the bushing end occurs when there is slight movement of the bushing in the link
bore. The metal that is removed from the link is then deposited on the harder surface of the bushing. A
pin that has any metal transfer may not be used, because the pin to the pin bore must seal oil.
Transferred metal on a bushing can be reused because the bushing to the bushing bore does not seal oil.
See Illustration 33.
Thrust Rings
Damaged Thrust Rings
Cracked thrust ring
Do not use the thrust ring again.
The thrust ring allows the proper amount of compression of the track seal in the assembled joint. Thrust
rings with any kind of crack cannot be used again. See Illustration 34. Do not reuse thrust rings from
dry joints for a wet turn.
Severely chipped thrust ring
Do not use the thrust ring again.
A heavily chipped thrust ring cannot be used again. See Illustration 35.
Worn Thrust Rings
Thrust ring with minor damage
Use the thrust ring again if the grooves for lubrication can be seen.
If the grooves for lubrication can be seen on both sides, a thrust ring with corrosion, grooves, or small
chips on the faces can be used again. See Illustration 36. Do not reuse the thrust ring if the thrust ring is
galled 360 degrees on either side.
SystemOne
The SystemOne track components and the previous conventional track components are different. Many
of the concerns for reusability from the previous conventional undercarriage components are no longer
an issue.
For any concerns with cracks in the track links, refer to the ""Cracking in the Track Link" " section.
The cartridge pin is preassembled. The cartridge pin contains the pin, the bushing, and the seals.
Because the cartridge pin is permanently assembled from the factory, you can no longer inspect the pin,
the bushing or the seals.
SystemOne components
(1) Cartridge pin
(2) Link bore
Use the components again.
If the bore of the track link has been broached, it is acceptable for reuse. Transferred metal on the
cartridge pin and the link bore is reusable. See Illustration 37.
If any concerns arise about the reusability of the SystemOne track components, contact Caterpillar
Repair Process Engineering for more information.
Glossary
Broached - Material that is removed from the bore during assembly or disassembly which can be
caused by a defect on the end of the pin or misalignment of tooling
Cartridge pin - An assembly of the pin, bushing, and seals that is used exclusively on the SystemOne
track
Chipped - Small pieces of material are removed from the component.
Circumferential - Similar to a circle
Dry Joint - A track joint that has lost lubricant because of a failure of the track seal, cracked bushings
or other reason
Dry Turn - A 180 degree turn of the bushings and pins assembled with the used seals, thrust rings and
no lubrication in the joints.
Elongation - The result of a condition that makes a hole in a component longer or wider in one
direction
Flaked - The surface is worn by friction.
Galled - Pieces of the surface material have broken loose.
I.D. - Inner diameter of a cylindrical object
Mating - Parts that operate together
O.D. - Outer diameter of a cylindrical object
Pitted - The component contains small holes from corrosion.
Positive Pin Retention (PPR) - A type of track designed to eliminate end play by extruding rings
between the track pins and links.
Scaled - Surface material is removed by corrosion.
Spalled - Chips of metal have broken loose from the contact area on the component.
SystemOne - A type of track that has improved joint retention, improved sealability, and requires a
minimal amount of service.
Wear Step - The component is worn so that two surface levels can be felt.
Wet Joint - A track joint that has retained lubrication
Wet Turn - A 180 degree turn of the bushings and pins assembled with lubrication in the joints.
Copyright 1993 - 2009 Caterpillar Inc. Fri Oct 9 09:05:06 EST 2009
Todos los derechos reservados.
Red privada para licenciados del SIS.

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D6M & D6M LGP Track-Type Tractors 2RN00001-UP (MACHINE) POWER...

Producto: TRACK-TYPE TRACTOR

Boletín de Reacondicionamiento del Tren de Rodaje

Guideline for Reusable Track Parts{4169, 4170, 4171, 4174,

Cold Planer: All

322 (S/N: 7WL1-UP)

385B (S/N: MYA1-UP; RCD1-UP; BKF1-UP; FDL1-UP; ANS1-UP; CLS1-UP; BLY1-UP)

Caterpillar Dealer Technical Communicator

Dealer Solution Network

Caterpillar Technical Representative

Operating the track press incorrectly may result in a flying object

ReferenceUndercarriage Reconditioning Bulletin, SEBF8609, "Shop Repair Procedure for Sleeve

ReferenceUndercarriage Reconditioning Bulletin, SEBF8598, "Shop Repair Procedure for Grease

ReferenceUndercarriage Reconditioning Bulletin, SEBF9100, "Field Repair of SystemOne Track with

ReferenceUndercarriage Reconditioning Bulletin, REHS1110, "Installation and Removal of

(3) Thrust ring

(4) Load ring

(5) Seal lip

(8) Oil reservoir

Positive Pin Retention Track

(3) Thrust ring

(4) Retaining groove on the pin

(5) Retaining ramp on the link

(7) Retaining ring

(8) Load ring

(9) Seal lip

(12) Oil reservoir

(3) Thrust ring

(1) Retaining ring ramp (PPR only)

(2) Spotface (PPR only)

(4) Nut seat

(5) Bushing bore

(6) Bushing strap

(7) Mating surface for the shoe

(8) Rail surface

(9) Link toenail

(10) Pin bore

(11) Seal counterbore

(12) Pin boss

Cracking in the Track Link

Do not use the link again.

Do not use the link again.

Use the link again.

Oversized Bushing Bores

Do not use the link again.

is greater than 6.35 mm (0.250 inch) around the entire bore.

Damage to the Bushing Bore

Use the link again.

Spalling of the Track Link

Use the link again.

Do not use the link again.

Damage to the Link Counterbore

Use the link again.

Use the link again.

Damage to the Sidewall of the Link Counterbore

Roll Over on the Pin Boss

Use the link again after the material is removed.

Spotface for the Retainer Ring on PPR Track Links

Use the link again after the material is removed.

Broaching of the Pin Bore

Use the link again.

Do not use the link again.

Do not use the pin again.

Use the pin again.