Global Track China Co., Ltd

Richard DURAND – Arnaud MOUSNIER AVON SPENCER MOULTON, France
Product Management & Support 02/07/02 18:50
S E R V I C E - I N F O R M A T I O N
Reference-N°: AvonTechnicalBooklet2 - instruction book
Typical Rubber Crawler Failures – Causes – Prevention
Models
Mini-Excavator
type tracks
Subject
Rubber tracks are being used for various applications under a wide variety of
operating conditions in the world. During a rubber track’s service life, various types of
damage might occur. Some of them do not affect continued usage of the rubber
tracks; however, others cause fatal damage to the rubber tracks, requiring their
replacement.
This manual will at first explain what is a rubber track, what are the different types of
rubber tracks for Mini-Excavators that exist and how it is made. It will also show
actual examples of different types of damage illustrated by pictures to describe the
causes and recommend prevention to extend the service life of rubber tracks. It will
also remind you some essential rubber crawler maintenance procedures.
We would like customers / operators to be informed about the prevention of track
damage and the consequences of a bad usage.
AvonTechnicalBooklet2 - instruction book Page 1 / 37 QUAL1999013010104/01

1- What is a rubber track ?
Introduction
1.1 Structure
1.2 Specifications
1.3 Manufacturing method
1.4 The undercarriage components
2 – The different types of rubber tracks
2.1 Examples of use
2.2 Description of the track main components
2.3 Different Types of rubber track
3- Fitting the track onto the machine
3.1 Removing the old track
3.2 Fitting the new track
3.3 Tension of the track
4 - Field Service Information : Typical Rubber Track Failures
4.1 Cut of steel cords (transversal crack)
4.2 Longitudinal cracks and cuts on the lug side rubber
4.3. Cut on the lug side rubber
4.4. Separation of embedded core bars due to external forces
4.5 Separation of core bars due to corrosion
4.6 Cuts on the edges of track roller side rubber
4.7. Lug abrasion
4.8. Abrasion of embedded metals
4.9. Cracks of the lug side rubber due to fatigue
4.10. Cracks of the innerside (roller side) rubber due to fatigue
4.11. Exposure of steel cord
5- Rubber Crawler Tension Checking / Adjusting Procedure
5.1. Correct Tension :
5.2. Rubber Crawler Repair Manual
6 - Precautions for use
6.1. In operation
6.2 Storage and transport
7 - Claims
7.1 Warranty conditions
7.2 Warranty Claims procedure
7.3. Necessary Information to be provided to ASM :
7.4. Where to find Necessary Information related to Tracks ?
7.5. What kind of pictures to provide ?
7.6. Claim form : Avon advises you to use the following claim form

1- What is a rubber track ?
Introduction
There are two types of tracks for construction equipment undercarriages : steel
tracks and rubber tracks. The steel tracks have been developed first and are today
widely used. Rubber tracks were developed later and their use has rapidly spread
because of the quality of their performance : they don't damage the roads as much
as steel tracks and they work more easily in urban areas.
1.1 Structure
The basic structure of the AVON rubber track is one of solid parts (wheel guide and
steel cord) ensuring the internal strength and the engaging of the sprocket as well as
rubber that ensures the flexibility and cohesion of the track.
1.2 Specifications
Compared to steel tracks, characteristics of materials used for rubber tracks bring
about significant improvements. They don’t damage paved or fragile surfaces,
they offer more comfort to the user and are much quieter than steel tracks.
1.3 Manufacturing method
The tracks are first moulded flat and then the junction is made on a specific press. At
the junction the track is thicker because 2 layers of steel cord are superimposed.

1.4 The undercarriage components
* THE SPROCKET (A) : It is the cogwheel usually situated at the back of the
undercarriage which pulls the track. The number of teeth of the sprocket and its root
diameter are important to choose the right track type.
* THE IDLER (B) : It is situated opposite the sprocket. The idler allows the track to be
maintained at the right tension.
* THE IDLER SPRING (C) : It is designed to absorb the shocks and jolts of the machine.
You only have to make sure that it is maintained in a good condition of work,
meaning that it is operational.
* THE TRACK TENSION DEVICE (D) : It is situated in line with the spring and the idler.
This component of the undercarriage is essential because it allows for adjustment of
the tension. Having a good tension can avoid lots of problems.
* THE ROLLERS : The track rollers (E) situated all along the undercarriage support the
weight of the machine and distribute it evenly on the track.
As for the upper roller (F) it prevents the track from sagging

2 – The different types of rubber tracks
2.1 Examples of use

2.2 Description of the track main components
* THE EMBEDDED METAL (CALLED ALSO THE CORE BAR) : They can either be made of
cast-iron or of steel. There are 2 types of shape :
a) Oblong core bar, flat on top for the interchangeable tracks.
b) Smaller and more pointed core bar for conventional tracks.
* THE STEEL CORD : This is an essential element of the track situated between the
core bar and the lug moulded in the rubber. It ensures the longitudinal rigidity of the
track and makes it more resistant to tension.
* THE RUBBER : The compounds used in AVON tracks are specially designed to
meet the requirements of the product. This is the reason why their compositions are
different depending on whether it is for the lug or the innerside of the track.
For example, lug rubber is designed to have a greater resistance to abrasion and
tearing, whereas the innerside rubber is designed to resist rubbing of the track roller
and tearing.
* THE UNDERLAYER OF RUBBER : It is a layer of rubber situated between the core bar
and the steel cord which ensures the adjustment of a measure called "Z" (see above)
and which allows the good engaging of the track onto the sprocket.

2.3 Different Types of rubber track
* Conventional : The first-generation tracks were
called conventional, meaning that they were to be
fitted on miniexcavators only designed for rubber
tracks and not for steel tracks, unless the
components of the undercarriage were modified.
The particular form of the top of the core bar
makes it easily recognisable.
* Interchangeable : The improvement on the
wheel guide led to the development of the
interchangeable track which, as the name
indicates, is interchangeable with steel tracks
without modifying anything on the machine and
offers more comfort to the user. The oblong and
flat on the top core bar differentiates the
interchangeable from the conventional.
There are 2 types of interchangeable tracks :
- Long Pitch (standard pitch)
Every other tooth of the sprocket
matches with the core bar as is shown
on this drawing.
This is the standard interchangeable
track which was developed first.
Short Pitch
Long Pitch
- Short Pitch
All teeth of the sprocket match with the
core bars, which decreases significantly
the vibrations and greatly improves the
comfort for the user.

machine
3.1 Removing the old track
Worn out track to be changed Move the machine up, so that the
track does not touch the ground
Remove the plate protecting the
track tension device
Unscrew the grease cylinder
cap
Remove the cylinder grease
(for example by standing on
the track).
When the idler is moved back
at its maximum, move the track
down and take it away.
3.2 Fitting the new track
Engage the track first around the
sprocket
Engage the track then around the
idler
You can use a steel rod to fit the
track, but you must be careful not to
damage or to hurt the track.
3.3 Tension of the track
Pull up the track tension device with a grease pump
until the sagging reaches ~ 15mm a and screw the
cap of the track tension device back again.
GOOD TENSION = SAGGING OF 15MM
or width of a finger (between the top of the core
bar and the roller) provided that :
- The track does not touch the ground (Cf photo)
- The thickest part of the track is on the opposite side, closest to the
cabin.
Attention : the track must not be too few or too much tensioned to
avoid risk of core bar pullout or of core bar middle part breaking.
3- Fitting the track onto the

4 - Field Service Information : Typical Rubber Track Failures
4.1 Cut of steel cords (transversal crack)
Damage: steel cords are cut off
Replacement: Replacement is required
4.1.1 Causes of the damage
When applied to rubber tracks under following circumstances, tension in excess of the
breaking strength of the embedded steel cords causes steel cords to be cut:
(a) When the rubber track is detracking, the idler or sprocket rides on the projections
of the embedded metal. (see the sketch below)
Projection of core bar
Sprocket or idler
(b) When the rubber track is detracked, projections of core bars get stuck between
the frame of the undercarriage.
(c) The rubber track is clogged with stones or foreign obstacles.

embedded steel cords will corrode. The deterioration of the design strength may lead
to the breaking off of the steel cords.
4.1.2. Prevention
The following prevention should be taken to minimize the risk of this damage:
(a) Periodical checking on site of the recommended tension level.
(b) Avoiding quick turns on bumpy and rocky fields.
(c) Making machine operators carefully drive as to avoid having stones and other
articles clog to the rubber tracks.
(d) Driving over sharp objects in the fields is to be avoided. If such is impossible,
making turns while driving over such objects is to be avoided at the least.
4.2 Longitudinal cracks and cuts on the lug side rubber
Damage: Sometimes cracks and cuts on the lug side rubber at the edges of
the embedded metals can be observed.
Replacement: Basically, no replacement is required unless the cuts on the lug side
rubber are discovered all around the edges of the embedded core
bars, as this will result in a complete cut off.
Furthermore, when moisture invades through a cut on the lug side rubber surface, the

When rubber tracks drive over sharp projections, intensive stress is applied to the lug
side rubber surface, especially at the edges of embedded metals, causing longitudinal
cracks and cuts along the embedded metals area limit.
4.2.2. Prevention
To avoid intensive stress applied to the lug root where metals are imbedded, machine
operators are requested to avoid driving over stumps and ridges.
4.3. Cut on the lug side rubber
Damage: Cut on the lug side rubber often occurs as one of the most
typical failure modes.
Replacement: When a cut on the lug side rubber reaches the embedded steel
cords, it should be immediately repaired in accordance with our
repair manual.

4.3.1. Causes of the damage
When the rubber tracks drive over projections or sharp stones in the fields, the
concentrated forces applied cause cuts on the lug side rubber surface. In case of
making turns on projections, the lug side rubber surface will have an even higher
chance to be cut. If the cuts run through the embedded steel cords, it might result in the
steel cords’ breakage due to their corrosion. It is highly recommended to repair the cuts
with cold vulcanisation rubber as soon as they are observed.
4.3.2 Prevention
Machine operators are requested to drive with great attention to the ground’s surface
especially in terrain of the following type:
• Construction sites
• Demolition sites
• Paths covered with rocks and woods
• Concrete ridges
• Stumpy fields
When operating on terrain as mentioned above, high-speed drive, quick turns and
overloading should be avoided.
4.4. Separation of embedded core bars due to external forces
Damage: Extraordinary outer forces applied to embedded metals cause
their separation from the rubber track’s body.
Replacement: Even a partial separation of embedded metals requires
replacement of the complete track.
Rubber came off
together with steel links

Core bars are adhered between steel cords and rubber body. The following cases
generate external forces greater than the adhesion strength, causing their extraction
(a) When the idler rides onto their projections, core bars might ultimately peel off.
(b) When machine moves onto kerbs, obstacles, especially when tension is too
low, the core bars are likely to hit the frame of the undercarriage or the rollers
Core bar gets closer to Core bar projection Extraction effort METAL CORE BAR
frame, while on pavement hits frame edge applied to core bar IS PULLED OUT !!
(c) When a rubber track is detracked, it becomes stuck between the guide frame or
the undercarriage frame, causing the separation of core bars.
Extraction force
Crack progressing alongside edge of core bar
due to many contacts of insert against frame
Clear sign
that
undercarria
ge was hit
by the metal
cleat (due to
loose
tension)
(d) Abnormally abraded sprockets as shown above will pull core bars out.

4.4.2 Prevention
Similar to the prevention against the cut of steel cords:
(a) Recommended to the prevention against the cut of the steel cords:
(b) Quick turns on bumpy and rocky fields should be avoided.
(c) If abnormal abrasion of sprockets is seen, they should be immediately replaced.
4.5 Separation of core bars due to corrosion
Damage: Due to corrosion of core bars, the adhesion to the rubber
body deteriorates, resulting in complete separation.
Replacement: Even a partial separation of the core bars requires a
complete replacement.
Core bars are adhered to the rubber body. The following operating conditions cause
them to corrode, causing deterioration of the adhesion, and finally resulting in their
separation from the rubber body.
(a) Excessively salty fields, like the seashore
(b) Strongly acidic or alkali containing terrain
(c) Compost spread grounds
Particular remark : In case of outside flange
trackrollers, the rubber surface of the innerside will
gradually be abraded, ending in partial exposure of
core bars. This may lead to on-spot corrosion, but
generally does not result in pulling out the core bars
from the rubber body. Such punching is indeed
generally only a “cosmetic problem”. Advice on risk
taken depending on machine should be however
requested from Avon.

4.5.2 Prevention
If rubber tracks are used under such field conditions as described under 4.5.1. above,
they should be washed with plenty of water, as described in 4.1.2. After being
completely dried, they should be stored properly.
When core bars start to pull out of rubber body and
become loose, replacement of rubber track should
be considered.
4.6 Cuts on the edges of track roller side rubber
Damage: Both edges of rubber tracks have no special reinforcements. Under
operation, it may happen that they are cut or torn off.
Replacement: In such case, the rubber track does not have to be replaced.
This damage is caused by objects on field or interference with the machine frame.
(1) In case of damage by objects on the operating ground: The edges of rubber track
are often deformed largely due to a bumpy ground surface, stones and other
objects, which cause intensive stress on the edges resulting in the damage.
Especially, when a machine drives over concrete pavements, this type of
damage easily occurs.

(2) In case of damage by interference with machine
frame : If machine continues operating with
rubber tracks being detracked, the tracks may get
caught up in machine frame or undercarriage
parts, resulting in damage. Furthermore, when a
machine travels along side slopes, rubber tracks
get so much deformed that they hit the machine
frame and undercarriage parts, which causes
cutting, gouging and rubbing of rubber tracks in
the end.
4.6.2 Prevention
When travelling, operator should be careful not to drive
over any sharp projections on the ground. He should also
prevent rubber tracks from coming into contact with
concrete walls, ditches and ridges. If rubber tracks are
detracked, the machine should be stopped immediately
for retracking. The detracking cause should be checked :
check crawler tension and retighten if necessary. Please
see point 4.1.2.

4.7. Lug abrasion
Damage: Over time, the lug side inevitably undergoes abrasion.
Replacement: No replacement is required.
Lug abrasion is more or less inevitable. Even if lug abrasion is proceeding, the rubber
track can be used. However, as the traction performance deteriorates accordingly, it is
highly recommended to replace the abraded tracks with new ones when the remaining
lug height becomes less than 5 mm.
4.7.2.Prevention
In order to prevent the rubber track from abnormal or premature abrasion, following
operating conditions should be avoided :
• Making quick and repeated turns on concrete and asphalt roads
• Driving up and down mountain paths with slippage
• Making frequent turns on paths covered with rocks and wood
4.8. Abrasion of embedded metals
Damage: Over time, core bars are gradually abraded.
Replacement: Replacement is required when the width of the core bars reaches
under 80 % of their original width (D)

When trackrollers roll over core bars, and sprocket and idler gears with them, their
abrasion is inevitable. The following cases sometimes accelerate their abrasion:
(a) Too old and already abraded sprockets,
which pitch does no longer matches rubber
track pitch.
(b) Sprocket design or pitch do not correspond
to track design or pitch.
(c) Rubber tracks are driven with an
extraordinary heavy load on them.
(d) Rubber tracks are used on sandy fields.
4.8.2 Prevention
As long as rubber tracks are used under normal
operating conditions, abnormal abrasion is
unlikely to occur. The level of abrasion (A) should
be carefully checked when the machines are
mainly operated for towing and dozing works,
which generate a heavy load for rubber tracks,
and when they are operated under a sandy field
condition for a long time.
4.9. Cracks of the lug side rubber due to fatigue
Damage: Small cracks around the root of the lug as a result from
operation fatigue.
Replacement: When cracks reach so deep that they expose the steel cords,
whole track replacement is required.
Fatigue crack
(by aging) Ozone crack

Because of wound stress applied to rubber tracks around the undercarriage parts during
operation, the fatigue especially causes cracks on the lug side rubber surface. Once the
cracks occur, they gradually deteriorate with even small external injuries.
Also when operating near seashores or under cold temperatures, rubber tracks are
more likely to suffer from ozone cracks.
4.9.2Prevention
Rubber tracks are designed with special rubber compounds as to prevent cracks due to
fatigue. However, external injuries on the lug side rubber sometimes cause more
chance of cracking. Machine operators should take care when driving, so as not to
cause external injuries to the lug side rubber. In order to minimize the occurrence of
ozone cracks, attention should be paid to the following instructions for maintenance:
• Avoid exposing stored tracks to direct sun light
• Avoid exposing stored tracks to direct rain and snow fall
• Store tracks in well ventilated warehouses
• Use the tracks at least once a month
4.10. Cracks of the innerside (roller side) rubber due to fatigue
Damage: Small cracks in the rubber directly above the core bars, resulting
from operation fatigue.
Replacement: No replacement required unless core bars become loose in the
rubber body and are about to pull out (cf points 4.5.1 & 4.5.2).
Making vibrations without moving the
machine increases fatigue on rubber,
leading to cracks in the rolling path for
machines fitted with flange rollers
4.10.2 Prevention
Don’t let machine sit too long in the same position when you operate in these
conditions. Move the machine from time to time to balance pressure of vibrations.

Damage: Exposure of cords between the lugs
Replacement: No replacement required at this stage, but such problem will result
in steel cord corroding and finally breaking. Repair of track can
increase track life.
4.11.1 Causes of the damage :
This problem results from normal machine
operation, especially on hard & abrasive
grounds
4.11.2 Prevention : Machine operator is
requested to drive carefully on construction
or demolition sites, on concrete grounds and
stumpy fields (please see point 4.3.1 and
4.3.2.)
Special Remark : Strand of steel cord may sometimes stick out of the rubber
track. This is no problem for the integrity of the track. Such problem results from the
friction of the sprocket against the edges of the track sprocket holes.
Solution : Cut the strand. This will have
no consequence as the number of cords in the
Avon tracks is always overspecified.
4.11. Exposure of steel cord

5- Rubber Crawler Tension Checking / Adjusting Procedure
(after the first 30hrs, then every 50hrs)
5.1. Correct Tension :
Correct tension is a determining factor for the lifetime of rubber crawlers. It is highly
recommended to the operator to check/ adjust the tension regularly.
Too loose rubber crawlers are source of:
• Contact between rubber crawler and track frame at several places when riding
over some obstacles. The results are:
Damages
- Core bar projection hits the edge of the frame and can be easily ripped out.
- Damages to the inside surface of the crawler causing core bar or steel wires
corrosion and resulting in fatal damages.

• “Detracking”: rubber crawler comes off. In this case, the sprocket rides on the
inside surface of the crawler causing deep cuts/damages and allowing water to
penetrate resulting in metal core or steel wires corrosion and finally in fatal
damages.
Damages due to sprocket teeth
Metal core already visible
• Track rollers pushing out the steel links
Force

Lift the machine or, at least one side of the machine, so that the crawler(s) has no
contact with the ground anymore.
• Operate the corresponding travel lever till the infinity symbol (∞) is located at the top
roller or at the middle distance between the idler and the sprocket, at top side. This
infinity symbol shows where the rubber crawler seam is located.
This sign is generally visible at the inner face of the rubber crawler. It is generally
where the Avon logos and serial numbers are located.
Top roller
∞

• Check the rubber crawler tension level, by measuring its sag distance between the
steel link and the center track roller contact surfaces.
sagdistance
• If this distance is bigger than 25mm, the tension level must be readjusted.
Remove the grease nipple protection plate on the side of the frame. Using a grease
gun, apply grease in tension cylinder till this sag distance is 10 ~ 15 mm.

5.2. Rubber Crawler Repair Manual
5.2.1. Repairable cut
(1) Only cuts occuring between the lugs (as per drawing –1) can be repaired.
Repair is not necessary for the small cut (not longer than 30mm and not deeper
than 10mm), but if the steel cord is seen, quick repair is advisable regardless of
the size of the cut.
(2) The drawing –2 shows the cut at the edge.
In some cases, the repair is advisable soon after the cut is made. The procedure
of repair is shown underneath for your reference.
5.2.2 Repair Procedure (Preparation)
(1) Cleaning of the cut: -1-
To achieve a good adhesion, the dirt (soil, sand and dust) should be cleaned.
The cut area should be moved to a round area (around sprocket or idler) to make
the cut open as much as possible, then all the dirt should be eliminated by using
the brush. Using a compressor is very effective.
(2) Cleaning of the cut -2-
Using specific solution such as Toluene should eliminate dirt such as soil.
Enough quantity of solution should be put on the cut, before brushing it all to
eliminate the excess. To make the solution dry well, please don’t touch the cut for
5 to 10 minutes.
(3) Enlarging the cut:
For easier buffing, you can enlarge the cut with a cutter knife. All around the cut,
also the depth of the cut, tapering should be done at 45°.
(4) Buffing of the cut:
To achieve a good adhesion, the surface of the cut should become rough, by
buffing inside of the cut with sand paper or wire brush.
This procedure is important to have a good adhesion between the compound and
rubber track.
All the surface of the cut should be buffed well.
Also buffing should be made 30-40mm wider than cut, as adhesive will be put.

(5) Cleaning the cut:
Refuse and waste of rubber and sandpaper generated during the buffing
procedure (4) can account for an obstruction for the adhesion.
It should be properly eliminated by using the compressor.
5.2.3 Repair work
(1) Putting the adhesive: -1-
The adhesive (Special Bond) should be put into the cut carefully by using the
brush. The area on which adhesive is put should be wide (to all buffed area).
(2) Mixture of compound A and B.
aa. Mix the compound A (black) and B (white) with the same volume by hand.
bb. Mix until the white line is eliminated and the entire colour becomes black.
Note : The compound soon after taken from the can is sticky to the hand, but
becoming less sticky while mixing which is the sign of the mixture.
(3) Putting the adhesive: -2-
After you’ve checked that the adhesive referred to in procedure (1) above is dry,
you should apply a 2nd
coat and wait until it is half dry. Then, you should put the
mixed compound according to following procedure (4).
(4) Putting the mixed compound:
The A+B mixed compound under procedure (2) should be put into the cut using
the thumb or a pick. The compound to be put should be torn several times until
complete homogeneity and spread in sheets.
By taking care that air is not trapped, mixed compound should be put until 2-3
mm higher than original rubber level.
(5) Hardening the compound:
Repair is completed after hardening the compound by leaving the applied
compound in the room temperature.
Note : The index of time under room temperature and hardness of the compound
is as under :
24 to 48 hours under room temperature 30°C
4 to 5 days in cold days or winter
The heat over 50°C must not be applied in any case.
5.2.4. Others
Just soon after a cut at the edge is made (see sketch 2- above), it can be repaired in
some cases by the strong and special bond after cleaning the cut surface carefully.

1) Brush Big: 1
Small: 2
2) Wire brush 1
3) Knife 1
4) Sandpaper (#60) 1
5) Driver 1
6) Solution Small qty
7) Compound A + B As much as necessary
Special bond As much as necessary
8) Hand grinder 1
9) Compressor 1
REMARK:
The set including compounds A + B (for cold vulcanisation) can be ordered, for
example from:
• Rema Tip – Top
(Their Part/Nr n°516 9087).
Informations and closest dealer address can be got through Internet
(http:www.tiptop.de) or at following address:
STAHLGRUBER Otto Gruber GmbH & Co.
D-81675 München
Germany
Phone: (0049) 89 41 51 - 1
Fax: (0049) 89 47 10 41
5.2.6 Detailed Description of Repair Steps
Einsteinstraße 130
5.2.5 Repair materials and tools
N° Designation Lot

5.2.6.1.
Cleaning of the cut with
solvant (ex. : toluene).
The dirt (soil, sand and dust)
should be eliminated
5.2.6.2
Enlarge the cut by
widening the damage
(cut all around the
damage at a 45° angle)
5.2.6.3.
Buffing of the cut :
inner surface of damage must
be made rough with a wire
brush (or sandpaper) for
complete adhesion. This step
efficiency of the sticking will
depend from the roughness of
the innerside of the area.
must be carefully done since the
Also sand around the area (5
mm wide) because it will be
coated with adhesives

5.2.6.4.
Wash the area :
Rubber and sandpaper
dust which appeared in
step 5.2.6.3. must be
washed away with an
air compressor
5.2.6.5.
Putting the adhesive.
Wait until it is dry
5.2.6.6.
Mixture of compounds A+B.
Take same quantity, mix and
press them a few times until
complete homogeneity (when
mixing is not sticky any more)

5.2.6.7
Putting the adhesive :
Apply a 1st
coat, wait
until it is dry. Apply a 2nd
coat, wait until it is half
dry.
5.2.6.8.
Fill damage with A+B mixture
when 2nd
coating is half dry.
Push firmly with the thumb to
avoid trapping air. Then, rub
surface with fingers wet with
solvent so that surface becomes
smoother
5.2.6.9
Cold Vulcanisation :
Apply on fix on surface a plate or pipe
to pack mixture to rubber. Do not
remove until vulcanisation is
complete = 2 days in room
temperature or 4-5 days in winter.
Vulcanisation is done when you
cannot mark with a fingernail.
Finishing = Remove surplus around
flaw with a cuttting knife.

5.2.7 Particular case of cracks or cuts at the edge of track :
This method applies only if the rubber is not totally torn out from the track
5.2.7.1.
Clean up the dirt (soil, sand,
dust,...) using compressor
Wash inside cut with solvent
5.2.7.2.
Coat quick drying glue
onto the cut and press it
for adhesion
Wash inside cut with
solvent

6 - Precautions for use
6.1. In operation
the do's and don'ts
Sharp stone, bedrock, iron scrap Machine astride a trench
Risk of damaging the lugs and breaking the steel cord Damages to the lugs – Breaks of the core bars
Light / flooded soil Pavements
Risk of detracking (unsteady surface) Don't climb kerbs at a right angle, use a ramp.
Track damaged by rocks
High temperature surfaces Turning on a slope
Don't stay too long on hot ashes or fresh asphalt. Don't turn on hillsides at a right angle.
Risk of damage on the lugs.

Uneven surfaces Only one track is in contact
with the ground
Risk of detracking especially if the track is
partly in contact with the ground when you turn. Both tracks must be in contact with the
ground so as not to damage the lugs or break the core
bars
Turning without driving
Slipping
Risk of excessive abrasion of the lugs
Load and speed must be appropriate for the machine
otherwise tracks will slip and lugs abrade quickly
Fall Hitting with the bucket
Drive carefully on very uneven surfaces Risk of breaking core bars and steel cord
so as not to damage the core bars

6.2 Storage and transport
6.2.1. Storage of the track alone :
Keep away from direct sunlight and bad weather.
6.2.2. Storage of the machine :
Wipe off mud, soil, ... stuck between the track and
the undercarriage.
Remove oil, solvent stain, ...from the track.
Always clean the track after operation in salty area to
avoid oxidation.
Keep away from direct sunlight
6.2.3. Loading on a truck :
Use ladder rail or ramp to load the machine on a
truck or a trailer.
Do not load on a truck by using the arm of the
machine.
7 - Claims
7.1 Warranty conditions
The AVON FUKUYAMA tracks are guaranteed for 1 year or 1000 hours of operation,
whichever comes first, from the date of selling to the final user subject to:
- Tracks are used according to recommendations given in this instruction book.
- The claim must occur within 3 years after the sale to the dealer/manufacturer.
To make it easier, we strongly recommend you to have our serial numbers printed on
your invoices and packing lists to your customers.
The claim will be accepted only if the problem on the track comes from a manufacturing
default of AVON SPENCER MOULTON.
The claims will under no circumstances be accepted
if the tracks are damaged because of misuse.

7.2 Warranty Claims procedure
The decision is taken jointly by the technical dept, the quality dept and the sales dept
according to the information and photographs provided by the user. The claims can only
be examined once AVON SPENCER MOULTON has all the elements in hand.
7.2.1. If the elements provided are not sufficient or clear enough, AVON SPENCER
MOULTON can ask for the track to be returned for a complementary
examination. AVON SPENCER MOULTON will not pay transport costs for the
tracks that were not asked to be returned.
7.2.2. If the claim is accepted AVON SPENCER MOULTON gives a credit note or
replaces the track. The credit note can be deducted from a future invoice.
.
7.3. Necessary Information to be provided to ASM :
- Customer name and location (city + area).
- Machine model and Serial number.
- Hours worked of machine with the track(s).
- Date of installation onto machine (or date of sale to customer)
- Repair date.
- Customer comments and complaint/defect code if applicable.
- Serial number of part (embossed inside track next to logo) + production date
- Several clear pictures, possibly in digital form, of whole track + damage area
7.4. Where to find Necessary Information related to Tracks ?

7.5. What kind of pictures to provide ?
AVON requests 4 to 5 good quality photos to the claimed part :
• 1 photo giving a general view of the failed crawler.
• 2 photos showing the 2 halves of the inside surface of the rubber crawler.
• 1 photo (magnified) of the damage area
In case of cleat pull out, please also provide one
large picture of the metal link surface (if still available)
7.6. Claim form : Avon advises you to use the following claim form

AVON FUKUYAMA RUBBER TRACK : CUSTOMER COMPLAINT REPORT
FROM........................................................................................................ TO ASM
By Fax to +33 (0)2 38 34 73 42 or by E-mail : sales@asm.avon-rubber.com
Please complete this box For use only by AVON SPENCER MOULTON
DRAWN UP BY: DATE:
NAME OF CUSTOMER:
ADDRESS:
COUNTRY:
ACTION REQUESTED:
CREDIT NOTE: REPLACEMENT
PLAINTE N° :
N° CLIENT :
NOTE DE DEBIT N° :
ESSENTIAL INFORMATION
TRACKS
MODEL (width)x(pitch)x(nb of teeth)
ASM REF
SERIAL N°
DURATION OF USE
DATE WHEN SOLD TO CUSTOMER
DATE OF PURCHASE FROM ASM
1st track
-
-
-
-
-
-
2nd track (Claim affecting a pair of tracks)
-
-
-
-
-
-
PROBLEMS NOTED
MACHINE
MODEL + TYPE
Operating Hours (since commissioning)
-
-
-
-
(For use by ASM)
Retour demandé
Prise en garantie
Avoir / Remplacement
OUI NON Reçu le :
OUI NON
n° Soldé le :
OUI NON Reçu le :
OUI NON
n° Soldé le :
IMPORTANT INFORMATION
OPERATING CONDITIONS OF MACHINE
CONSTRUCTION
QUARRY
TARMAC, ROAD
SAND
AGRICULTURE
CLAY
OTHER (Please give details)
........................................
DESCRIPTION OF TRACKS AND CHASSIS COMPONENTS
ROLLERS
% WEAR: .................
WORN
ABRASION
IDLER
NORMAL (as new)
WORN
OVALISED
OTHER: ........................
SPROCKET
NORMAL (as new)
WORN
OTHER: ........................
TRACK ADJUSTMENT
(SAG DISTANCE)
0 to 10 mm
10 to 20 mm
> 20 mm
CUSTOMER COMMENTS

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