Refering primarily to Bob's post (no.25), I think that he has come up with the most credible explanation of what is going on with the Sherman track in post 16. Alternatively it could just be crew training or even sadistic punishment!
Sherman tracks do not have a break in period of great stretching in the way that carrier track does. When a track is split or replaced, the end connector securing wedges MUST be checked for tightness several times once the tank is driven. They do not work loose but it is very easy to think that they have been properly installed when they haven't. Also if a new track has been fitted it will need re tightening at least once as the rubber bushes get used to being under tension. Once bedded in though it will not need the continuous tightening and removing links that dry pin tracks need. In fact you should never take links out of any 'live' track to maintain tension.
As Bob said, there are sugestions in some manuals about reversing the end connectors or whole tracks to even out wear on the part of the end connectors that the sprocket teeth drive. Apart from being incredibly hard work, it is more a theoretical benefit as they actually do not wear that fast and do wear on both drive and non drive faces, which is not really what you would expect. Depending on ground conditions the end connectors last much longer than most types of link and were expected to be reused when building up replacement tracks.
Actually the only type of Sherman track that could correctly be turned end for end was the flat rubber link type. The cast steel design in the photo in question is installed the correct way, with the larger single bar leading the two smaller bars on each link. Obviously it will work back to front but that is how it is designed to be fitted.
Another small point is that a Sherman tow cable is far too thick to wrap around the sprocket hub and use as a winch to pull the track on. If you tried it the cable would be a real pain to use and would never want to go straight again!
Motto is quite right in his observations about 'live' track, it can be single pin (like the original M113 track) or double pin with end connectors (like Sherman and most modern tanks) but the rubber bushes are usually made so that there is a curve to the track naturally. That way it actually pushes down on the ground between the road wheels and does not have to flex so much around the sprocket and idler. It is also much harder to work with as it has its own idea what it wants to do.
Of course the Canadian dry pin track that was used by them on Grizzlies and Sextons is the exception to all other Sherman track but it was designed to be robust and easy to maintain as the primary requirements (there is a very full account of its development in CWM).
Hope this is of interest
David
|