In light of Thundercat’s poor mechanical performance at HR 2026 I thought the Old Grouser Award should be rescinded, but Cider Tom refused to do so.
There were two failures within an hour or so, and both were dead-in-the-water failures, meaning until they were fixed - the machine was going nowhere. The first time the left front track’s de-icer wheel ate the two tapered roller bearings. The Gorilla was driving at the time, heard a noise saw the rear wheel was not running straight and stopped as soon as he could. But it was ugly. Super -fortunately another snow catter had a spare idler wheel, bearings, seals, and a spindle.
Repairs were made and it was back in operation. Then after stopping at the top by the Cloud Cap Inn, the engine wouldn’t start. Wouldn’t start, as-in the starter clicked and said “That’s it. That’s all you’re going to get from me”. Great. The Gorilla then removed the starter looked it over, reinstalled it and again; no-worky. He removed it a second time, disassembled the starter and found what looked like a needle bearing had jammed and wouldn’t allow the armature to rotate. He removed the obstruction, cleaned up the magnets a bit, and reassembled and reinstalled the starter. This time it worked, and the machine started. Whew!
That starter was installed during Project Dual. It's an AC Delco “Gold” remanufactured starter and it's still under warranty. Maybe we got 50 engine starts before it failed. Maybe.
The phrase "Many hands make light work" is apropos. Whenever a snowcat has a malfunction, other 'catters are eager to help, and it becomes part of the shared experience. That was the case with the De-Icer wheel bearing failures, as well as with the starter seizure, and I wasn't even there for that!
I’m going to back up a bit and talk about the failed de-icer wheel’s bearings.
Several years ago I had a conversation with Jeff Godard at Tucker and mentioned we had the carriers removed from the machine and were installing all new bearings and seals on the idler and damper wheels. Jeff suggested we remove all the spindles from the carrier, clean them up, coat them liberally with anti-seize, and reinstall them. Jeff made the point that replacing a spindle in the field when it was rusted/corroded/frozen in position was a downright miserable job, and we heeded his advice. I mentioned this in a forum thread and some folks thought it wasn’t necessary.
Okay, to each, his own, but we had the carriers removed, we had a bridge crane in Scott’s shop as well as a hydraulic press. It was never going to be easier…. Well those spindles were downright recalcitrant as far as removal. Serious hydraulic pressure from the press, heat from an acetylene torch and Gorilla power behind a sledge hammer were all required. It was a major chore, but we eventually got them all out. Now imagine being in the backcountry, in several feet of snow, lying on your side and trying to beat a rusted/corroded/frozen spindle out with the only hammer you had, and maybe a socket extension. Not a pleasant image, trust me.
So when the wheel bearings failed on Mt Hood they chewed up the spindle as well. Because we followed Jeff Godard’s suggestion, the damaged spindle came out with hand pressure. All that work… was worth it.
I think it's only fair that if you criticize, when the opportunity presents itself you must equally praise, and Jeff Godard's suggestions were very helpful. Great credit to Jeff, and by extension to Tucker, Inc for the benefit of Jeff's knowledge and experience. I mean that sincerely!
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