Travel. It was straight last month. Now any run longer than ten metres needs steering. This is a comparison test, not a diagnosis: two identical circuits, one of them is wrong, and swapping hoses tells you which side in twenty minutes.
Swap left and right travel hoses at the swivel. If the drift follows the hose, the fault is in the valve; if it stays with the machine side, the motor is worn.
Compare relief settings left vs right with a gauge at the motor ports. More than 1 MPa difference is a fault, not a tolerance.
Run both tracks against a stall and watch for oil temperature rise on one side only.
Check pilot pressure at both travel pilot ports; a 0.5 MPa difference explains a slow drift at low speed.
Mark the hoses before you touch them. Swap, run 20 m straight, then judge. This one test eliminates half the suspect list.
Seized rollers and uneven track tension mimic hydraulic drift. Check them before quoting a motor.
Measure both motors the same way. The side with 2–3× the flow is the worn one.
Three points that settle the argument about the cause: pump pressure, motor inlet pressure, and case drain.
| Reading | Where | Expected | Recorded |
|---|---|---|---|
| Pump pressure | TP1 | catalogue | |
| Motor inlet pressure | TP2 | catalogue | |
| Case drain | TP3 | ≤ 8–10 L/min |
A seal kit, a sub-assembly and a complete unit are three different prices for three different amounts of work. Ask for all three on the same sheet and decide with the downtime cost in front of you.
Two travel motors are not a matching pair once one is replaced — a new motor beside a worn one will drift again. Price the pair against the lost hours.
Ask for the price
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