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Product: TRACK-TYPE TRACTOR

Model: D8L TRACK-TYPE TRACTOR 53Y
Configuration: D8L TRACTOR 53Y00001-UP (MACHINE) POWERED BY 3408
ENGINE

Special Instruction
Rebuild Guidelines for the Suspended Track Roller Frames{4150, 4151}
Media Number -SEHS8971-05 Publication Date -13/11/1997 Date Updated -11/10/2001

Rebuild Guidelines for the Suspended Track Roller Frames{4150,

4151}
SMCS - 4150; 4151

D8L (53Y, 4FB, 7YB, 7JC),

D9L (14Y),
D10 (76X, 84W) Track-Type Tractors

Introduction
This instruction provides a capsuled review of published information, unpublished dealer rebuild
procedures, and engineering specifications for determining reusability or remanufacturing of the various
components in the suspended undercarriage system.

Requests from the field indicate that dealers require more complete guidelines in order to efficiently
rebuild track roller frames on the suspended undercarriage machines.

Do not attempt to perform any maintenance or rebuild operation until

you have read and understand the warnings listed in the Operation and
Maintenance Guide and the Service Manual. Improper procedures
could result in injury or death.

Reference: Operation and Maintenance Manuals, Parts Manuals, Service Manuals.

Additional Reference Articles

The following reference articles should specifically be used in conjunction with this Rebuild Guideline.

* Service Magazine, May 1, 1989, Ends of Track Roller Frames Can Be Trimmed For Easier
Service Of Idlers And Caps.
* Service Magazine, June 4, 1984, Changes Made To Track Roller Frames Will Improve
Serviceability.
* Service Magazine, January 31, 1983, Repair Procedure for Equalizer Bar Pin Joints on Track

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Roller Frames.
* Service Magazine, June 11, 1984, New Components in Track Adjuster and Recoil Group Help
Prevent Sprocket Jumping.
* Service Magazine, March 8, 1985; Idler Rakers Removed from Track Roller Frames; Plates can
be Added to Track Roller Frames to Prevent Links from Cutting Roller Frame; Change Made to
Rear Roller Frame to Help Prevent Failure of Bogies Pad Assemblies.
* Service Magazine, June 2, 1986, Retainer Caps for Track Roller and Idler Cap Groups Must have
Correct Torque and Gap.
* Service Magazine, January 4, 1988, Front Track Roller Frame Restraint Group Available.
* Service Magazine, December 16, 1991, New Seal Assembly Available for Telescoping Recoil
Frame Group.
* Special Instruction, SEHS8431 Installation of Equalizer Bar Mounting Flanges on D10 Rear
Roller Frames.
* Special Instruction, SEHS8462, Installation of 7T6034 Track Roller Frame Reinforcement Group
(Rear).
* Special Instruction, SEHS8510 Installation of 8T1115 Pivot Shaft Seal.
* Special Instruction, SEHS8615, Use of Fabricated Tools (FT) to Install Recoil Bearing Seals.
* Special Instruction, SEHS8908, Use of 1U5753 Seal Starter Tool to Install Recoil Bearing Seals.
* Special Instruction, SEHS8913, Installation of Track Roller Frame Recoil Bearing Seal.
* Special Instruction, SEHS8928, Installation and Use of 1U5894 Roller Frame Restraint Group.
* Special Instruction, SEHS8958, entitled Repair of Front Track Roller Frame.
* Special Instruction, SEHS9100, entitled Repair of D10 and D11N Front Track Roller Frame.
* Special Instruction, SEHS9101, entitled Repair of D9L and D10N Front Track Roller Frame.
* Special Instruction, SEHS9102, entitled Repair of D8L and D9N Front Track Roller Frame.
* Special Instruction, SMHS7981, Procedures for Repair of Cartridge Pin Bores.
* Special Instruction, SEHS9438, Procedures for Repair of Cartridge Pin Bores.
* Special Instruction, SMHS8123, Repair of Major Bogie Idler Shaft Bores and Installation of
Inserts.
* Special Instruction, SMHS8197, Installation of Equalizer Bar Mounting Flanges on D9L Rear
Roller Frames.
* Special Instruction, SMHS8273, Disassembly of Front Track Roller Frame With a Damaged
Guide Key Slot and/or Weld Connections.
* Special Instruction, SMHS8583, Use of FT1954 Recoil Spring Retention Group.
* Undercarriage Reconditioning Guide, SEBF8548.
* Special Instruction, SEHS9334, Repair of Rear Track Roller Frames with Cracked Tube to Bogie
Plate Welds.
* Special Instruction, SEHS8972, Reconditioning of Bearing Surfaces and Pivot Shaft Ends.

Inspection of Complete Track Roller Frame Group

When the track roller frame is received from the customer, inspect the roller frame to determine the
amount of work that will be necessary. Check for areas of wear, cracks and completed modifications or
updates.

Mounting Surfaces

1. Remove the idlers, rollers and track guides.

2. Inspect the mounting surfaces of each to determine if fretting or wear has occurred to the mounting
surface.

Cartridge Pins

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Use a drill and remove plug (1) and stopper (2) from each end of each cartridge pin. If it is less than half
full of oil, it should be replaced.

Clipped Track Roller Frames

Adaptable to: D9L... 14Y1-2475.

The track roller frame (TRF) can be modified to improve serviceability of the front idlers, rear idlers and
end caps.

Most dealers are selling this modification to the user at TRF rebuild time. Some include this modification
in their TRF exchange program at no cost to the user.

(A) 270.0 mm (10.63 in). (B) 185.0 mm (7.28 in). (C) 100.0 mm (3.94 in). (D) 90.0 mm (3.54 in). (E) 300 mm (11.81 in).

1. Remove sections from the front and rear roller frames as shown.

2. Install plates (3) and (4).

Equalizer Bar Pin Joint

Adaptable to: D9L... 14Y1-0834.

Reference: Service Magazine, January 31, 1983, page 5, Repair Procedure for Equalizer Bar Pin Joints
on Track Roller Frames; Special Instruction, SMHS8197, Installation of Equalizer Bar Mounting Flanges
on D9L Rear Roller Frames.

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Location of New Parts for the Clamp-type Joint.

(5) Roller frame. (6) Pin. (7) Support plates. (8) Bolts & nuts. (9) Washers.

Early D9L Tractors had each end of the equalizer bar fastened to the roller frame with a cap and two bolts
(two caps and four bolts on each pin).

See the reference articles for modification instructions to install a later clamp-type joint. The clamp-type
joint provides a better pin joint.

Bogie Assemblies and Idler Shaft Caps with Inserts and Longer, Coarse Threaded
Bolts

Adaptable to: D8L, D9L and D10.

Reference: Special Instruction, SMHS8123, Repair of Major Bogie Idler Shaft Bores and Installation of
Inserts.

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Early D8L, D9L and D10 Tractors used fine thread bolts and no inserts.

Dealers can modify front major bogies (12) and rear major bogies (11) on earlier machines to accept new
bolts (13) and inserts (10).

A counterbore and coarse threads are used in the front and rear bogie assemblies.

* The counterbore allows longer bolts to be used to retain the idler shaft caps.
* The longer bolts have more stretch for better idler shaft cap retention.
* The inserts provide a replaceable bearing/wear surface for the front and rear idler shafts.

See the reference article for modification instructions.

The following chart lists the correct inserts and bolts.

Idler Rakers

Adaptable to: D9L and D10.

Reference: Service Magazine, March 8, 1985, page 34, Idler Rakers Removed from Track Roller Frames.

(F) 13 mm (.5 in) minimum.

Idler rakers (14) and two plates have been removed from both the front and rear TRF's. The idler rakers
were designed to remove dirt and debris from the idlers during machine operation. However, trapped
material can cause excessive wear on the center section of the idler.

See the reference article for the instructions to remove the rakers from the D9L. The rakers may also be
removed from the D10 if excessive wear occurs on the center flange.

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NOTE: Do not notch the support plate on the D10.

Bogie Pad Mounting Surface

Adaptable to: D8L...53Y1-2225, D9L... 14Y1-2462.

Reference: Service Magazine, March 8, 1985, pages 34 and 35, Idler Rakers Removed from Track Roller
Frames.

(G) 20 ± 3 mm (.8 ± .1 in).

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Section A-A: (H) 51.5 ± 1.5 mm (2.05 ± .05 in) four places.

Some D8L and D9L Tractors have experienced cracking of the metal plates in the middle bogie pad area
(J) and the front bogie pad area (K). This is caused by flexing of the pad assembly in an unsupported area
of the roller frame.

Dealers can modify the TRF of the earlier D8L and D9L Tractors by welding 6.3 × 20.3 × 330 mm (.25 ×
.80 × 13 in) steel plates (15) and 6.3 × 20.3 × 280 mm (.25 × .80 × 11 in) steel plates (16) to the mounting
surface to add support for the bogie pads.

1. In four places (L), make 18 mm (.7 in) fillet weld with a penetration of 2.5 mm (.10 in).

2. Locate plates (15) and (16) to the dimensions shown.

3. In four places (M), make a 6.0 mm (.24 in) fillet weld. Make sure that the plates and welds are below
surfaces (J) and (K).

See the reference article for additional information.

Addition of Skid Pads on Track Roller Frames

Adaptable to: D8L and D9L.

Reference: Service Magazine, March 8, 1985, pages 32 and 33, Plates can be Added to Track Roller
Frames to Prevent Links from Cutting Roller Frame.

In certain applications, operators will run machines with loose track rather than make frequent track
adjustments. Running the track loose can cause the track links to cut grooves in the top surfaces of the rear
track roller frames.

If a machine is going to operate with loose track, skid pads (17) can be added to prevent grooves from
being cut in the rear roller frames.

Fabricate plates (17) from 19 mm (.75 in) thick, high strength structural steel with a minimum yield of
289 MPa (42 000 psi) and a minimum tensile of 434 MPa (63 000 psi).

See the reference article for the modification instructions.

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Track Roller Frame Disassembly Tips

Incorrect disassembly of a front track roller frame that has a crack in

the parent metal or weld connection (or a tubular section that has
separated from the front of the frame assembly and the recoil spring is
still held in compression) can result in the recoil spring being released
unexpectedly with extreme force which could cause serious personal
injury or death.

FT1954 Recoil Spring Retention Group

Reference: Special Instruction, SMHS8583, Use of FT1954 Recoil Spring Retention Group.

The FT1954 Recoil Spring Retention Group (plus extra parts) is to be used to:

* Disassemble a front track roller frame.

* Transport a partially failed frame or a frame that has completely separated but still has the recoil
spring compression plate intact inside the tubular section (D8L and D9L).
* Salvage the recoil spring, tube section, etc., which can be used again.

NOTE: The D10 is not equipped with a compression plate.

See the reference article for the instructions and parts list.

Disassembly of the Track Roller Frame

Read and understand Special Instruction SMHS8273 entitled

Disassembly of Front Track Roller Frame with a Damaged Guide Key
Slot and/or Weld Connections. This Special Instruction provides the
disassembly procedure that must be used to decrease the possibility of
injury while performing service on the track roller frame.

A thorough inspection of the front track roller frame should be made as given in Special Instruction
SMHS8273 before doing any service work which requires:

* Separating a track.
* Transporting a track roller frame.
* Separating the front track roller frame from the rear track roller frame.
* Disassembling a front track roller frame.

Roller Frame Restraint Group

Reference: Special Instruction, SEHS8928, Installation and Use of 1U-5894 Roller Frame Restraint
Group; Service Magazine, January 4, 1988, page 4, Front Track Roller Frame Restraint Group Available.

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Adaptable to: D9L.

The 1U-5894 Roller Frame Restraint Group is available for the D9L.

See the reference articles for installation instructions.

FT1713 Wedge Group

1. Install wedges (1) from the FT1713 Wedge Group between the inside of the track roller frame and the
major bogie.

NOTE: This will prevent movement of the inside of the track roller frame and make it easier to remove
the cartridge pins.

Removing Bogie Cartridge Pins

Adaptable to: D8L, D9L and D10.

Bogie Cartridge Pin.

NOTICE

Early cartridge pins on the D8L (53Y1-3271), D9L (14Y1-3124) and all
production D10 Tractors did not have the inner pin laser welded to the
outer collars. Use the proper puller tools to prevent pulling the inner
pin out of the collars when removing the non-welded cartridge pins.

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The puller tool should locate on the collar.

Remove the cartridge pins only if:

* They need to be replaced.

* They must be removed in order to do additional work on the major bogies or track roller frame.

NOTE: Do not reuse cartridge pins if they were removed due to excessive end play, or if they were
improperly removed.

NOTICE

Cut the pins out only if necessary. The heat from the air carbon arc
torch or similar tool can reduce the cartridge pin bore hardness.

If the cartridge pin does not move using the maximum force on the appropriate cylinder, the cartridge pin
can be cut out with an air carbon arc torch or similar tool.

Cut inner pin (2) of the cartridge pin in half lengthwise. Once the inner pin is out, it can be easily removed
from the collars.

Bogie Cartridge Puller Adapters

Some dealers have rebuilt the bogie cartridge pin bores on the above tractors by welding 6T-9067 Stop
Ring (3) on the inside of the bogie. These stop rings have a specific minimum diameter and the alignment
with the bore will be difficult to hold due to the welding procedure.

If this alignment is not correct:

* It may be difficult to install the service tools for removal of the bogie cartridge.

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* The 1P-1838 Adapter for the inner end of the puller stud may not fit through the stop ring in the
rebuilt roller frames for D8L and D9L Tractors.
* The roller frames on D10 Tractors with rebuilt bores may not permit passage of the 5P-7274 Nut
(adapter). This nut has a diameter of 114 mm (4.5 in).

To correct a clearance problem on a D8L or D9L, replace the 1P-1838 Adapter with a 5P-8601 Adapter.
This new adapter has a smaller outside diameter.

To correct a clearance problem on a D10, machine the outside diameter of the 5P-7274 Nut that is used to
remove bogie cartridges to 108.0 ± 1.0 mm (4.25 ± .04 in)..

NOTE: The 5P-7274 Nut material has a hardness of Rockwell C40-45. Use a ceramic cutting tool or a
grinder to reduce the size of the nut if necessary.

Bogie Pads
The purpose of the bogie pad is to cushion the shock loads transmitted through the major bogies.

Pad height, condition, and durometer of the rubber have an effect on the ride and performance of the
machine. Pad height must be maintained within a given range to allow for variations as the rollers and
idlers wear.

Use Calipers to Check the Height of a Used Pad.

The following chart lists the acceptable pad heights.

Removed Bogie Pads

* It is not necessary to install bogie pads oriented in the original direction.

* It is not necessary to install them in their original location.
* It is not necessary to replace the pads in pairs.

NOTE: Individual replacement of defective pads is acceptable provided the conditions of the mating pad
meets or exceeds this guideline.

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NOTICE

Pads that have been exposed to oil for prolonged periods should not be
reused. The oil can cause the rubber to soften or "gum up" and can
also cause pad to plate unbonding (separation).

Typical Plate Cracking

Reference: Service Magazine, March 8, 1985, page 34, Change Made to Rear Roller Frame to Help
Prevent Failure of Bogies Pad Assemblies.

Typical Plate Cracking. (Do Not Use Again).

Do not use bogie pads that have cracks in the metal base plates.

See the reference article for the method to reduce plate breakage.

Bogie Pads with the Heavy Marbling Effect

Marbling Effect. (Do Not Use Again).

Do not use bogie pads which show the heavy marbling effect. This is caused by aging, degradation and
high loading.

Bogie Pads Showing Normal Wear

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Normal Wear/Abrasion, Minimal Marbling, No Deep Cuts. (Use).

Use bogie pads that have:

* Signs of normal wear/abrasion.

* Minimal marbling.
* No deep cuts.

Bogie Pads with Numerous Cuts

Multiple Rock Cuts in Strategic Location. (Do Not Use Again).

Do not use bogie pads that have numerous cuts more than 6.4 mm (.25 in) deep.

Do not use bogie pads that have multiple rock cuts in strategic locations. The rubber could possibly
separate in large pieces.

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Radial Rock Slice Less Than 6.4 mm (.25 in) Deep. (Use Again).

Bogie pads with radial rock slices less than 6.4 mm (.25 in) deep are marginal for use.

NOTE: Radial rock cuts are more detrimental than circumferential rock cuts.

Bogie Pad to Plate Unbonding

Early Indications of Pad to Plate Unbonding. (Do Not Use Again).

Do not use bogie pads that have signs of the rubber pad separating from the steel backing plate.

Cartridge Pins

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Bogie Cartridge Pin.

Cartridge pins provide a joint or pivot point about which the major and minor bogies can oscillate.

Outside diameter (1), (2) and (3) of each cartridge pin are progressively smaller. Each pin is pressed into
three successive smaller bores. The outer bores hold the cartridge pins' outer collars while the center bore
pivots with the center bushing of the cartridge pin.

To maintain joint integrity, it is essential that the cartridge pin be installed into a set of bores maintained to
a given diameter and that mechanical stops limit the amount of lateral movement the pin can encounter.

As a general rule, the front and rear major bogie cartridge pins experience higher peak loads than any
other cartridge pin.

NOTE: For the above reason, it is important that the bores on the front and rear major bogies are within
specification and that mechanical stops are in place to limit the lateral movement.

Many dealers automatically install new laser welded pins at the front and rear major cartridge pin
locations during track roller frame rebuilding.

Cartridge Pin Bore Measurements

Measure the bores with a dial bore indicator to ensure accuracy and speed.

1. Measure the bore to find the plane with the largest bore dimension (elongation).

2. Take three measurements in that plane:

* Two readings 6.0 mm (.25 in) from each edge of the bore.
* One reading in the middle of the bore.

3. Take another set of measurements from a plane 90° from the first plane.

4. Record the average of the six measurements and the maximum reading of the six measurements.

5. Rebuild the bore if the average measurement or the maximum measurement exceeds the maximum

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allowable dimension as shown in the two charts that follow.

Cartridge Pin Bores

D8L Tractors

* The track roller frame cartridge pin mounting bores are hardened effective with first production.
* The outer and inner bores for the minor bogie cartridge pin are hardened effective with PIN
53Y3572-Up (9W-0661, 9W-0662 and 9W-0663 major bogies).
* The center bore for the major bogie cartridge pin is hardened effective with PIN 53Y3195-Up
(7T-8555 minor bogie).

D9L Tractors

* The track roller frame cartridge pin mounting bores are hardened effective with first production.
* The inner bore on each minor bogie cartridge pin is hardened effective with first production.
* The outer bore for the minor bogie cartridge pin is hardened effective with PIN 14Y3269-Up
(9W-0682, 9W-0683 and 9W-0684 major bogies).
* The center bore for the minor bogie cartridge pin is hardened effective with PIN 14Y3195-Up
(9W-0685 minor bogie).

D10 Tractors

* All cartridge pin bores are hardened from first production.

Positive Cartridge Pin Stops

Positive pin stops were effective with:

* D8L (53Y2250-Up) Major bogie pin.

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* D8L (53Y2901-Up) Minor bogie pin.

* D9L (14Y2463-Up) Major bogie pin.
* D10 (84W1-Up, 76X1-Up).

Rebuilding Bogie Cartridge Pin Bores and Adding Cartridge Pin Stops

Reference: Special Instruction, SMHS7981, Procedures for Repair of Cartridge Pin Bores; Service
Letter, March 23, 1987.

NOTICE

Do not let the temperature go over 315°C (600°F).

1. Make weld (4) all around both outside edges of the bores.

2. Make weld (5) all around the edge of the bore on the front and rear roller frames at the inboard side of
the major bogie bores only.

NOTE: Put enough weld on the edge so that the small diameter bore for the cartridge pin stop can be
machined.

3. Make welds (6) across the bores for the first complete layer of weld.

NOTE: Remove all slag after each weld pass.

4. Repeat Steps 1 thru 3 if additional thickness is necessary for the bore to be machined.

See the reference articles for additional instructions on rebuilding bogie cartridge pin bores and/or adding
cartridge pin stops.

Guidelines For Cartridge Pins

Reference: Undercarriage Reconditioning Guide, SEBF8548.

NOTICE

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Care must be taken when removing non-welded cartridge pins from

their bores. Collar separation will occur if the puller too-pulls against
the inner pin. The pins must be scrapped if collar separation occurs.

Bogie Cartridge Pin.

Do Not Use Again

* If the pin was less than half full of oil.

* If the outer collars have moved on the pin. Do not press the collars back in place, as the factory
procedure for assembling cannot be duplicated and the resulting failure(s) can greatly exceed any
savings at the time of rebuild.

* If radial play (up and down movement) exceeds 0.51 mm (.020 in). Measure by prying between
the bogies and the roller frame. Take the measurement as close to the center of the pin as possible.

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* If end play exceeds 1.02 mm (.040 in). Measure by prying the bogies from side to side.

Use Again

The cartridge pins may be used again if the oil level in the cartridge pin is over half full and the vacuum
test indicates the joint is good. See Undercarriage Reconditioning Guide, SEBF8548 for testing
instructions. Refill with GL-5 SAE 90, 85W-90 or 80W-90 gear oil in standard applications.

NOTE: For arctic conditions, Emgard® EP75W90 synthesized gear lubricant is recommended. This oil is
available from Hudson Corporation.

Emgard® is a registered trademark of Emery Industries, Inc.

Laser-welded Cartridge Pins

New laser welded cartridge pin assemblies are available for the bogie suspension group. Both ends of the
new pins are welded at location (A).

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Chrome Sleeve (Bearings)

The chrome sleeve on the front track roller frame acts as a bearing for supporting the front track roller
frame and serves as a non-wearing surface for reciprocation of the front frame into the rear frame.

Removal

NOTICE

Do not cut, weld or grind on the chrome sleeve if it is to be removed.

Removing the chrome sleeve without damaging it, requires the use of
dry ice.

Do not exceed 177°C (350°F) when heating the chrome sleeves for
removal. The chrome sleeves are made of alloy steel and heat treated.
Damage could result due to overheating.

1. Invert the track roller frame.

2. Pack the inside of the tube assembly under the chrome sleeve with 45.4 kg (100 lb) of dry ice.

3. Use a minimum of two acetylene torches with large rosebud tips to very quickly heat (expand) the
chrome sleeve while the dry ice cools (shrinks) the tube.

Installation

NOTE: The area underneath the bearing on the front track roller frame must be clean and free of burrs.

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1. Elevate the roller frame to an angle of approximately 45°.

2. Position the chrome sleeve and hold it in place with a propr.

NOTICE

Do not exceed 177°C (350°F) when heating the chrome sleeve. The
chrome sleeve is made of alloy steel and heat treated. Damage could
result due to overheating.

Do not attempt to cool the roller frame with dry ice during the
installation of the chrome sleeve. The drastic temperature difference
between the roller frame and the heated chrome sleeve can cause the
chrome sleeve to crack when it comes in contact with the roller frame.

3. Heat the chrome sleeve.

4. Remove the prop after the chrome sleeve has been heated sufficiently and let the chrome sleeve drop
into place.

Reconditioning the Chrome Sleeve

Reconditioning the chrome sleeve involves machining off the outer surface of the sleeve to eliminate the
flaws in the surface and to add a layer of chrome to replace the chrome removed in the machining process.

Depth of the flaw and out of round are the two factors that control the reuse of a chrome sleeve:

Depth of the Flaw

The depth of the flaw determines how much surface material must be removed and replaced.

Several dealers have located plating companies who will add from 0.15 to 0.38 mm (.006 to .015 in) of
plating at a viable cost.

Current sleeves have a plating thickness of 0.08 to 0.18 mm (.003 to .007 in).

The early D10 had a plating thickness of 0.013 to 0.023 mm (.0005 to .0009 in).

NOTE: Do not recondition a chrome sleeve that has been pitted or worn through to the steel base
material.

Out of Round

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The chrome sleeve will not be perfectly round when it is removed from the track roller frame tube.

This out of round condition may be caused by relieving stresses in the bearing itself or it can also be
caused by putting a round bearing on an out of round roller frame. Whatever the cause for the out of
roundness, the key to salvaging these chrome sleeves is maintaining the correct wall thickness.

The two methods for removing stock from an out of round piece are:

* Use external sanders or hones that maintain a given pressure against the outside diameter of the
sleeve while it is being turned in a lathe.
* Fabricate an expandable arbor that would fit the inside diameter of the bearing and force it back in
shape (round). The entire setup could then be put in an external grinder where an equal amount of
stock could be removed from the entire outer surface.

The chart that follows shows the wall thickness that should be maintained after plating.

Reuse Guidelines

Do Not Use Again

* If the chrome sleeve has been pitted or worn through to the steel base material. This will be
indicated by rusting of the base material.
* If severe wear or pitting has occurred.

Use Again

* If there is no pitting and only slight grooves or waves in the surface. The new limited slip seals on the
D8L, and D9L Tractors will provide sealing on chrome sleeves which have shallow grooves or waviness
in the chrome surface.

Use Again After Reconditioning

* If there is moderate wear. Lay a straight edge across the worn area and use a feeler gauge to measure the
wear. Compare that measurement with maximum plating your supplier can add at a reasonable cost.

Track Roller Frame Guides

The guides, commonly called twister resistors, are ductile iron castings that pilot in the rear track roller
frame and engage key slots in the front track roller frame. Their prime function is to prevent rotation of

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the front track roller frame as it moves in and out of the rear track roller frame during normal impact
loads. The ductile iron material in the guide is softer than the induction hardened key slots in the front
track roller frame and serve as sacrificial wear material.

Guide wear can be a contributor to roller frame cracking. As the guide wears the clearance increases
between the guide and the key slot. Shock loads increase as the clearance increases when the front frame
moves up and down against the guides.

Worn guides also contribute to seal leakage (failure) of the seal on the chrome sleeve. Extreme wear can
further cause the support bearing at this joint to beat out.

NOTICE

Do not rebuild the guides by welding. The harder weld material will
wear into the key slot, leading to a very expensive repair.

Reuse Guidelines

In most instances the wear will be on the upper surface of the key. If only one surface is worn and the
wear is within the reuse guidelines, the guide can be inverted to utilize the opposite side of the guide.

New Dimensions

The following chart gives the dimension of the key on a new track roller frame guide.

Maximum Wear Allowed

See the two illustrations and the chart that follows for the maximum wear allowed.

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Wear On One Side of Guide.

Wear On Both Sides of Guide.

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Twister Resistor Housing (Rear Track Roller Frame)

Inspection

Inspect the rear track roller frame for cracking when it is in the shop for rebuilding. It is not unusual to
find cracks around the guide key housing on high hour machines or machines that are operating on high
impact job sites.

NOTICE

These cracks are fatigue cracks and if not repaired, they will propagate
into the main tube assembly and weaken the roller frame to the point
where skirt cracking develops. This can eventually result in the
complete separation of the rear track roller frame.

Critical Cracking Areas.

Area (A): Skirt to rear housing weld.

Area (B): Guide housing to roller frame skirt (External).

Area (B): Guide housing to roller frame tube (Internal).

Area (C): Tube assembly to rear housing.

1. Visually inspect the exterior welds.

2. Check for internal weld cracking by removing one of the bolts securing the middle major bogie pads to
the bottom of the rear track roller frame.

3. If oil runs out the hole, it is an indication of internal cracking.

NOTE: Oil seeping from cracks on the outside of the roller frame is a good indicator of the seriousness of
the internal cracking.

Repair

1. Remove the entire cracked area with an air carbon arc torch or acetylene torch.

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2. Use E7018 electrodes for repair.

NOTE: Minimize the heat input, especially in the areas adjacent to the guide key housing bores.

D10 Track Roller Frame Reinforcement Group

Reference: Special Instructions, SEHS8462, Installation of 7T6034 Track Roller Frame Reinforcement
Group (Rear).

A 7T6034 Track Roller Frame Reinforcement Group is available to reinforce the D10 Twister Resistor
Housing to the track roller frame area.

Major Bogies
Cartridge Pin Bore Elongation/Wear/Stretch

Reference: Special Instruction, SMHS7981, Procedures for Repair of Cartridge Pin Bores.

Each cartridge pin bore should be measured as shown earlier in this instruction under the section entitled
Cartridge Pins.

If the bore exceeds the maximum dimensions given for reuse, the bore should be machined oversize 6.35
mm (.250 in) and rebuilt.

Idler Cap Retention

Adaptable to: D8L, D9L and D10.

Damage to the Idler Mounting Surface of the Major Bogie

Reference: Special Instruction, SMHS8123, Repair of Major Bogie Idler Shaft Bores and Installation of
Inserts.

Damage to Idler Mount on Major Bogie.

1. Repair the damage and/or modify the major bogie to accept the idler insert and the longer coarse thread
bolts.

Inadequate Cap Clamping

Reference: Service Magazine, June 2, 1986, page 3, Retainer Caps for Track Roller and Idler Cap
Groups Must have Correct Torque and Gap.

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NOTICE

The track idler and roller shafts are held in their correct position by
the force applied to the cap when the bolts are tightened to the specific
torque. Inadequate clamping of the track roller and idler cap groups
can result in broken bolts and damage to the major bogies and
undercarriage components.

Typical Gap Between Cap Group and Track Component.

1. Check the correct fit by installing the roller or idler with its cap.

2. Tighten the bolts evenly before applying the final torque.

3. Torque the bolts.

4. Check gap (1) between the cap and the mount.

NOTE: The gap must be a minimum of 0.13 mm (.005 in) between at least one side of the cap and the
mount. If clearance is inadequate, remove the cap and remove sufficient material from both sides of the
cap until there is a gap of at least 0.13 mm (.005 in) but not more than 0.50 mm (.020 in). Make sure the
gap extends across the entire face of at least one side of the cap assembly.

See the reference article or the appropriate Service Manual for proper torque specifications.

Replacement of Major Bogie Assemblies and Cap Assemblies

Adaptable to: D8L and D9L.

New major bogie assemblies, cap assemblies, and bolts are available for use on D8L and D9L Tractors.

Larger bolts are used to attach the retainer cap assemblies to the front and rear major bogie assemblies.

* Bolt size on D8L Tractors is increased from 1 in.-8 by 127 mm (5.0 in) long to 11/8 in.-7 by 139.7
mm (5.50 in) long.
* Bolt size on D9L Tractors is increased form 11/8 in.-7 by 165 mm (6.5 in) long to 11/4 in.-7 by
178 mm (7.0 in) long.

NOTE: All machines were built with the smaller diameter bolts.

See the two charts that follow for the required new parts if replacement of either the front or the rear

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major bogie assembly is necessary.

Modification of Major Bogie Assemblies

Major bogie assemblies on earlier machines can be modified to accommodate the larger bolts.

D8L Tractors

1. Drill 31.00 mm (1.218 in) diameter holes to a depth of 24.0 mm (.94 in).

2. Drill 25.50 mm (1.000 in) diameter holes to a depth of 86.0 mm (3.38 in).

3. Tap the holes with 11/8 in.-7 threads to a depth of 68.0 mm (2.68 in).

4. Drill the holes in the 6T-4964 End Cap to 31.25 mm (1.230 in).

5. Tighten the bolts to 1850 ± 150 N·m (1369 ± 111 lb ft).

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D9L Tractors

NOTE: Drilling and threading the bogies for longer, larger bolts will result in the front, upper bolt hole
breaking out through the top of the bogie.

1. Drill 28.50 mm (1.125 in) diameter holes to a depth of 120.0 mm (4.73 in).

2. Tap the holes with 11/4 in.-7 threads to a depth of 101.0 mm (4.00 in).

3. Drill the holes in the 6T-4505 End Cap to 34.01 mm (1.339 in).

NOTE: New 9W-4486 End Caps will not fit old style bogies. The bolt holes are offset and the dowels are
located on the opposite side.

4. Tighten the bolts to 2200 ± 200 N·m (1628 ± 148 lb ft).

Repairing Damaged Major Bogies (Cracking/Abnormal Wear)

Reference: Special Instruction, SMHS7981, Procedures for Repair of Cartridge Pin Bores.

Surfaces that have been damaged by loose or out of position components can be repaired.

Roller Interference.

Worn Face.

See the reference article for information on weld build up of the surfaces and machining dimensions.

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Notches that are worn in the major bogies cross support by the track chain when the rollers are more than
120% worn can be built back to the original contour with weld.

1. Remove cold rolled material with a grinder and inspect for cracks.

NOTE: If cracked through, build up the worn side first.

2. Use an E11018 electrode or an equivalent wire with semi-automatic welding equipment to weld the
crack on the worn side.

NOTE: Use stringer beads running parallel to the length of the web.

3. Use an air carbon arc or acetylene torch and cut the crack out of the unworn side.

4. Use a E11018 electrode or an equivalent wire with semi-automatic welding equipment to weld up the
crack on the unworn side.

NOTE: Use stringer beads running parallel to the length of the web.

Inspection of the Major Bogies for Cracking

Inspect the major bogies for cracking in the welds that hold the steel plates and castings together. If cracks
are located, they must be completely removed.

1. Use an air carbon arc or acetylene torch to remove the crack.

2. Brace across the arms during repair to ensure that warping does not occur.

NOTE: When repairing these welds, it is important that no weld be started or ended in a corner where the
welds intersect.

3. Use a E11018 electrode or an equivalent wire with semi-automatic welding equipment to weld up the
crack.

Repair Track Guide Mounting Bosses

Rebuild Instructions

1. See the illustration and the chart that follows for the track guide mounting surface machining
dimensions.

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Typical Cross Section and Side View of Bogies.

2. Remove the rolled over material from the worn track guide mounting surface with a grinder.

3. Build up the mounting surface and the bolt protection webs.

NOTE: Use special electrodes, 5/32 in. wear-arc 3 1P or equivalent.

4. Machine the mounting surfaces to the dimensions shown in the previous chart.

Replacement Instructions

New track guide mounting bosses can be machined and welded in place on the bogie. This will eliminate
expensive machine work to the major bogie.

1. Remove the track guide mounting bosses from the bogie.

2. Grind the area smooth.

3. Machine new track guide mounting bosses.

4. Weld the track guide mounting bosses in place on the bogie.

NOTE: Use the previous chart for the dimensions needed to machine new bosses and to locate the bosses
on the bogie.

Cartridge Pin Stops (Locators)

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Adaptable to: D8L and D9L.

It is recommended that stops be added to the major and minor bogie cartridge pins when the track roller
frame is in the shop for rebuild.

If the bore is to be rebuilt, the bogie stop should be built up with weld and then machined with the inner
bore. The pin stop is created by controlling the pin bore depth.

If the bore is not to be remachined, the pin stop can be added after the cartridge pin has been installed.
The pin will provide the location for the stop.

D8L Major Bogie Pin Stop

Locate 6T-7635 Ring (2) against cartridge pin (3). Weld all around the ring.

D9L Major Bogie Pin Stop

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Locate 6T-9067 Ring (5) against cartridge pin (4). Make a 5 mm (.2 in) fillet weld over a 5 mm (.2 in)
J-groove weld all around at location (K).

D8L Minor Bogie Pin Stop

(L) 12.5 ± 0.5 mm (.50 ± .02 in). (M) 106.0 ± .05 mm (4.17 ± .02 in) 2 Places. (N) 41.0 ± .05 mm (1.61 ± .02 in) 2 Places.

1. Fabricate the minor bogie pin stops. See the reference article for sketches.

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2. Locate the pin stops to the dimensions shown. Make a 6.0 mm (.25 in) bevel groove weld on each side
at location (P).

Front Track Roller Frame

Reference: Special Instruction, SMHS8583, Use of FT1954 Recoil Spring Retention Group; Special
Instruction, SMHS8273, Disassembly of Front Track Roller Frame With a Damaged Guide Key Slot
and/or Weld Connections; Special Instruction, SEHS8958, Repair of Front Track Roller Frame.

The front track roller frame takes the most severe loading on the machine.

Inspection

During track roller frame reconditioning it is necessary to inspect the front track roller frame carefully for
cracks.

At most dealerships inspection must be done visually. Some dealers are purchasing ultrasonic inspection
equipment for improved inspection capabilities.

Front Track Roller Frame.

The D8L and D9L have experienced serious cracking of the earlier design front track roller frame where a
stop plate had been welded into the inside diameter of the main tube at location (B).

The D8L (53Y3195-Up) and the D9L (14Y2666-Up) have a new designed front track roller frame. This
design eliminates the plate welded inside the tube.

NOTE: The old frames have been canceled and replaced by the new frame and a support assembly.

Cracking of the D8L and D9L has also occurred at a lesser degree in the joint where the nut (tube) was
welded to the main track roller frame tube at location (A).

On rare occasions cracking may occur in the root of the key slot at location (C) or at location (D).

Before removing the track chain, make sure that there is no tension on
the track. Tension on the track after the track adjuster has been

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released would indicate that the recoil spring is not contained. Serious
injury could occur if the track is released while under tension.

1. Inspect the locations (A), (B) and (C) described above carefully before:

* Removing the track chain.

* Removing the front track roller frame from the rear track roller frame.
* Disassembling the front track roller frame.

2. Inspect for oil leaks around the front of the chrome sleeve.

NOTE: This could be an indication of cracking at location (B), since the tube is normally filled with oil.

3. Inspect for cracks in the key slot after the track roller frame guide is removed, before removing the
front track roller frame from the rear track roller frame.

4. Check location (A) for cracking as the front track roller frame is being removed from the rear track
roller frame. Stop the disassembly process if cracking is identified at locations (A), (B) or (C) and refer to:

* Special Instruction, SMHS8583, Use of Recoil Spring Retention Group.

* Special Instruction, SMHS8273, Disassembly of Front Track Roller Frame With a Damaged
Guide Key Slot and/or Weld Connections.

Disassembly

Incorrect disassembly of a front track roller frame that has a crack in

the parent metal or weld connection (or a tubular section that has
separated from the front of the frame assembly and the recoil spring is
still held in compression) can result in the recoil spring being released
unexpectedly with extreme force which could cause serious personal
injury or death.

Special Instruction, SMHS8273, contains the disassembly procedure

that must be used to decrease the possibility of injury while performing
service on the track roller frame.

A thorough inspection of the front track roller frame should be made as given in the Special Instruction,
SMHS8273, before doing any service work which requires:

* Separating a track.
* Transporting a track roller frame.
* Separating the front track roller frame from the rear track roller frame.
* Disassembling a front track roller frame.

Repairing Cracks in the Front Track Roller Frame

Location A

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NOTICE

Replace the front track roller frame if the crack runs into the parent
material of the main tube. It is not recommended to weld repair this
type of crack.

A crack that runs smoothly around the diameter of the tube in the weld joint is repairable.

Use the illustration and chart that follow for locating the weld joint at location (A).

Use Dimension (E) to Locate Weld Joint (A).

1. Use an air carbon arc torch or similar tool to cut out the entire crack.

2. Use 5/32 in. diameter E7018 electrodes or an equivalent wire with semi-automatic equipment to weld
the joint.

Location B

NOTE: On high impact job sites, the dealer should remove the chrome sleeve to ensure there is no
cracking at this location.

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(F) 40.0 mm (1.57 in).

If it is the old style D9L front track roller frame, the dealer may make an exploratory cut through the top
of the front track roller frame at location (B) to see if a crack is beginning. This would provide insurance
for a dealer's exchange track roller frame program.

Crack Generating Out of Weld Root.

The photo of a cross section shows how the crack generates out of the weld root at location (B).

This crack is not yet visible from the outside and will not leak oil. It can only be located using ultrasonic
test equipment.

Visual Crack with Chrome Sleeve Removed.

The photo shows a crack that is visible when the chrome sleeve is removed.

This type of cracking can be repaired if the crack is less than 180° around the tube.

NOTE: An oil leak may be visible at the front edge of the chrome sleeve.

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1. Use an air carbon arc torch or similar tool and cut out the entire crack.

NOTE: Cut at least 25 mm (1.0 in) past the ends of the crack.

2. Use a 1/8 in. diameter AWS E-7018 stick rod to weld the tube.

NOTE: Preheat is not required, and it is not necessary to cool the tube or control the inter pass
temperature if 1/8 in. diameter rod is used.

3. Start welding in the middle of the length of the crack.

4. Sequence welds working out towards the ends.

NOTE: Maintain approximately a 10 mm (.375 in) wide bead.

5. Build up the groove to above the original tube diameter.

6. Grind the weld flush or slightly below the original surface.

7. Use a straight edge to ensure that it is at least flush.

NOTE: A slight rise above the original surface will prevent the installation of the chrome sleeve.

Location C

A crack in the root of the key slot (location C) can be repaired by replacing the end nut (tube) with a
service replacement tube.

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See the chart that follows to find the part number and Special Instruction needed to repair a tube assembly
with a cracked key slot.

Location D

A crack at location (D) on the D9L is now repairable.

See Special Instruction SEHS8958 entitled Repair of Front Track Roller Frame for complete tube
replacement.

Key Slot Wear on Front Track Roller Frame

Track Roller Frame Key Slot.

Measure at the midpoint on the depth of the key slot.

See the chart that follows for key slot dimensions.

Rear Track Roller Frame

The rear track roller frame connects the undercarriage system to the main frame of the tractor via the pivot
shaft and the equalizer bar on the suspended undercarriage machine.

In order that the machine function well and with acceptable availability, the major connection between the

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undercarriage, track roller frame and the tractor main frame must be in working order.

These connections include:

* The pivot shaft seal and bearings.

* The equalizer bar and pin joints.
* The wipers and support bearing between the front and rear track roller frames.
* The major cartridge pin bores covered earlier in this instruction.

Pivot Shaft Bearings and Seals

Bore Sizes

Measure the bearings or bearing bores as shown in the following illustration.

Measuring Pivot Shaft Bearing Bores.

Use the two charts that follow to find the correct pivot shaft bearings and the acceptable dimensions.

New Bearings Permit Pivot Shafts to be Reconditioned

New bearings with smaller inside diameters are now available for all locations on the pivot shafts on the
D8L, D9L and D10 Tractors. These bearings are used in the main frame and track roller frame groups.

With these new bearings, it is possible to reuse pivot shafts with damaged bearing areas by machining the
pivot shaft diameters to the new smaller bearing diameters.

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Formerly, bearings with smaller than standard size inside diameters were not available for all locations.

The following chart lists the standard bearings and the corresponding service bearing.

Pivot Shaft. Diameter (A) and (C) is Track Roller Frame Bearing Surface. Diameter (B) is Main Frame Bearing Surface.

Reference: Special Instruction, SEHS8972, Reconditioning of Bearing Surfaces and Pivot Shaft Ends.

The service bearings can be used in two ways:

* The pivot shafts can be machined to the dimensions shown in the following two illustrations.
* The pivot shafts can be machined to a clean up, then the solid bronze bearings (6T-7326, 6T-7327,
6T-7328 and 6T-7329) can be machined to fit the shaft.

NOTE: If the bearings are machined, allow 0.45 to 0.50 mm (.006 to .020 in) clearance between the
installed bearing inside diameter and the pivot shaft outside diameter.

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(A) 198.00 ± 0.08 mm (7.795 ± .003 in). (B) 182.00 ± 0.08 mm (7.165 ± .003 in)

* For D8L and D9L pivot shafts, machine bearing diameters (A) and (B) to the dimensions shown
above. The surface finish must be a maximum of 0.50 micrometer (20 micro inch).

(A) 252.00 ± 0.08 mm (9.921 ± .003 in). (B) 246.00 ± 0.08 mm (9.685 ± .003 in). (C) 264.70 ± 0.08 mm (10.421 ± .003
in).

* For D10 pivot shafts, machine bearing diameters (A) and (B) to the dimensions shown above.
Machine the entire shaded area (C) to the dimension shown. The surface finish must be a maximum
of 0.50 micrometer (20 micro inch).

Removal and Installation of Pivot Shaft Bearings and Sleeves from Track Roller Frames

The proper tools should be used when removing and installing bearings in the track roller frame.

The two illustrations that follow show the correct procedure for removing and installing the bearings in
the track roller frame on the D8L and D9L Tractors.

(1) 9S-5558 Stud. (2) 6V-3175 Cylinder Group. (3) 6V-2168 Plate. (4) Roller frame. (5) FT1811 Plate. (6) 7H-7539 Nut &
4K-0684 Washer. (7) Bearing. (8) Sleeve. (9) FT1812 Receiver. (10) 1P-0544 Nut & 4K-0684 Washer.

* Remove the pivot shaft bearing with the tooling shown.

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(1) 9S-5558 Stud. (2) 6V-3175 Cylinder Group. (3) 6V-2168 Plate. (4) Roller frame. (5) FT1811 Plate. (6) 7H-7539 Nut &
4K-0684 Washer. (7) Bearing. (10) 1P-0544 Nut & 4K-0684 Washer. (11) 5P-8713 Plate. (12) 5P-8623 Coupler. (13)
5P-4184 Stud.

* Install the pivot shaft bearing with the tooling shown.

New Pivot Shaft Seal and Retainer

Adaptable to: D8L and D9L.

A new pivot shaft seal and retainer are used in the telescoping recoil frame group.

The new seal is wider and thicker in the rubber portion. This reduces the stresses in the rubber bond and
increase the service life.

The new retainer is necessary to accommodate the new larger seal.

The new retainer does not have a vent hole. Without the vent hole, a small amount of air is trapped in the
cavity when the seal is installed. This small pocket of air serves as a cushion to prevent damage to the
seals caused by oil pressure surges.

The new parts, when used together, are direct replacements for the former parts. The new and former parts
are shown in the chart that follows.

NOTE: Because there is no vent hole in the new retainer, it is recommended that track roller frames using
the retainer be pressure filled, unless an oil reservoir and vent tube have been added.

NOTICE

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Most early failures of pivot seals are the result of incorrect seal
installation.

Distortion of the lip in the seal occurs when the inside diameter of the
seal is not pushed completely against the shoulder in the sleeve.

Correct Installation.

Incorrect Installation.

1. Put 5P-3413 Pipe Sealant with Teflon on the surfaces of seal and the sleeve that make contact with each
other.

2. Use a 6V-3048 Installer plus the other tools listed in the Disassembly and Assembly section of the
Service Manual to install the seal.

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New Pivot Shaft Seal and Retainers

Adaptable to: D10.

Reference: Special Instruction, SEHS8510, Installation of 8T-1115 Pivot Shaft Seal.

An 8T-1115 Pivot Shaft Seal, 7T-3459 (84W) and 7T-4565 (76X) Retainers have been released on the D10
Tractors (effective with 84W1075-Up).

NOTE: The earlier 3T-0237 Seal is canceled and replaced by the 8T-1115 Seal, 7T-3459 Retainer (84W)
and the 7T-4565 (76X) Retainer.

See the reference article for the instructions on modifying the earlier retainers for use with the new
8T-1115 Pivot Shaft Seal.

Equalizer Bar End Pin Joint

Slot Cut Design Retention Dimensions

Equalizer Bar Mounting Flange.

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Converting to the 2-Bolt Slot Cut Design

Adaptable to: D9L and D10.

Reference: Special Instruction, SEHS8431, Installation of Equalizer Bar Mounting Flanges on D10 Rear
Roller Frames; Special Instruction, SMHS8197, Installation of Equalizer Bar Mounting Flanges on D9L
Rear Roller Frames.

* The D10 had a 4-bolt (2 cap) mounting system on the equalizer bar end pin joint throughout
production. A "parts service" 7T-1812 repair flange was released to permit repair of a damaged
mounting surface and to convert over to the slot cut design now used on all N-series suspended
undercarriage tractors.

See Special Instruction, SEHS8431, for the procedures to convert D10 Tractors to the new slot cut
mounting design.

* The D9L had a 4-bolt (2 cap) equalizer bar mounting system (14Y1-0667).

A 2-bolt slot cut design was in effect with 14Y0668-Up.

NOTE: The short cut design gives a better pin joint.

See Special Instruction, SMHS8197, for the installation procedure for installing the new 6T-5373 and
6T-5374 rear and front plates (mounting flanges).

Check the Gap on the 4-Bolt (2 Cap) Mounting Flanges

Adaptable to: D9L and D10.

When Reusing the Older 4-Bolt (2 Cap) Mounting Flanges on the D9L (14Y1-0667) and D10 Tractors,
ensure that:

* There is a gap between the cap and mounting surface when one of the two bolts is torque to 204
N·m (150 lb ft).
* The gap is at least 0.50 mm (.020 in).

If the gap is insufficient, grind material from the cap.

Torque the bolts as specified in the Service Manual after the correct gap is confirmed.

Track Roller Frame Seal and Support Bearing

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Bore Sizes

Measuring the Track Roller Frame Bores.

During high impact load cycles it is possible to beat out or elongate the front bore diameters which
support the seals and support bearing. If this occurs, it may be necessary to build the area up with weld
and to remachine the bores. To determine if these bores are in tolerance, measure the bores as shown.

The three illustrations that follow give the bore sizes of each model which would normally be seen when
measuring the track roller frame. The factory new specification on wiper seal bore (H) and support
bearing bore (F) are given as well as support bearing inside diameter (G) when installed in the bore.

D8L:

(F) 348.28 ± 0.08 mm (13.712 ± .0031 in) Dia.

(G) 340.025 ± 0.220 mm (13.3867 ± .0079 in) Dia.

(H) 371.475 ± 0.040 mm (14.6259 ± .0016 in) Dia.

D9L:

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(F) 380.070 ± 0.080 mm (14.9633 ± .0031 in) Dia.

(G) 371.815 ± 0.200 mm (14.6383 ± .0079 in) Dia.

(H) 409.570 ± 0.040 mm (16.1247 ± .0016 in) Dia.

D10 (76X, 84W):

(F) 462.748 ± 0.077 mm (18.2183 ± .0030 in) Dia.

(G) 425.878 ± 0.177 mm (16.7668 ± .0070 in) Dia.

(H) 463.575 ± 0.075 mm (18.2509 ± .0030 in) Dia.

(J) 457.20 ± 0.13 mm (18.00 ± .005 in) Dia.

Measure the bores in at least six locations to determine if the bores are out of round.

NOTE: If the average of the six measurements on the seal bore are equal to the largest bore diameter
allowed in the illustrations, a new seal will probably seal in the bore. (Example: D8L, 371.515 mm
(14.6266 in).

NOTE: If the wiper seal bearing bore is oversize by more than 0.51 mm (.020 in) in any one location the
bore will require remachining. (Example: D8L, 372.02 mm (14.647 in).

* Support Bearing Bores

The D8L and D9L have split sleeve bearings which are easily removed and installed. Remove these
bearings to measure the bores.

The D10 has a solid bronze bearing which can be measured in the bore.

* Bore Diameter.

Adaptable to: D10.

The maximum allowed diameter of the support bearing measured in the bores is 427.555 mm (16.8329 in)
at any one location.

Replace the support bearing if the largest measurement exceeds 427.555 mm (16.8329 in) diameter.

If the support bearing is being replaced, measure the roller frame bore in six locations and record the
average. Recondition the bore if:

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* The average dimension exceeds 462.925 mm (18.2254 in) diameter.

* The largest diameter exceeds 463.575 mm (18.2510 in).

Support Bearing Reuse Guidelines

When the track roller frame is in the shop for rebuild it is recommended that the split sleeve bearings on
the D8L and D9L Tractors be replaced.

NOTE: Replace the solid bronze bearing on the D10 only if the maximum diameter measured across the
inside diameter of the bearing in its bore exceeds 427.555 mm (16.8329 in).

Use 400 grit emery paper to clean up the bearing inside diameter before reassembling the track roller
frames.

Wiper Seal Installation

Reference: Special Instruction, SEHS8615, Use of Fabricated Tools (FT) to Install Recoil Bearing Seals.

"Limited Slip" Wiper Seal Installation.

1. Clean out the bore with a degreasing agent.

2. Put 5P-3413 Pipe Sealant with teflon on the outside diameter of the seal.

3. Install the new D8L and D9L "limited slip" seal with the lip toward the inside as shown.

* Tooling.

Use FT1976 Starter Group and FT1975 Driver to install the wiper seal on the D8L and D9L. The tooling
will reduce the time required to install the seal and help prevent seal damage.

See the reference article for information on how to use the tools.

NOTE: Be sure to install a 8T-5071 Seal Guard over the wiper seal before installing the Front Track
Roller Frame. Cut the guard to fit tightly over the wiper seal.

Minor Bogies
Adaptable to: D8L and D9L.

Reference: See the earlier section on Cartridge Pins for the correct measurement of cartridge pin bores.

The new minor bogies for the D8L and D9L Tractors (9T-8555 and 9W-0685 respectively) have improved
heat treated material which will reduce bore stretching which can occur on high impact job sites.

NOTE: Due to the low cost of the minor bogies, it is often less expensive to install new ones rather than

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to recondition the old ones.

See the illustration and the chart that follows for the Engineering Specifications.

Recoil Spring
Sprocket Jumping

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Adaptable to: D8L and D9L.

Reference: Service Magazine, June 11, 1984, page 4, New Components in Track Adjuster and Recoil
Group Help Prevent Sprocket Jumping.

Several early D8L and D9L Tractors experienced sprocket jumping. Spacers (1) and (2) can be added to
earlier track adjuster and recoil groups to eliminate sprocket jumping.

To install spacers to the D8L track adjuster and recoil groups, see the Service Magazine article, dated June
11, 1984, page 4, New Components in Track Adjuster and Recoil Group Help Prevent Sprocket Jumping.

To install spacers to the D9L track adjuster and recoil groups, see the Service Letter, dated September 8,
1982.

NOTE: The 6T-9013 Spacer (2) and new 6T-9732 Guide Assembly went into production with D8L
(53Y2382-Up). The new guide assembly replaces both, former guide assembly (3) and spacer (1).

New Support Assembly in the Track Adjuster and Recoil Group.

NOTE: Spacer (1) must be removed if a guide is to be used with the new style front track roller frame.

NOTE: Spacer (2) must be removed to be used with the new style front track roller frame.

Track Guides
Use the illustration and the chart that follow for the dimensions needed in determining if a track guide can
be used again.

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