There are ferrules on the rivets to prevent the rubber being damaged during assembly and to prevent it tearing in use. The track is fitted over the sprocket and wheels and tensioned by moving the wheels apart with the adjusting screw reached with a wheelbrace inserted through the track. Any slight variations are taken up by a spring on the end of this adjuster so the wheels are unable to drive out of the track. This set up allows the wheels to rise up and down and still keep the tension the same, while following the terrain and allowing for maximum grip at all times. The track unit will move up to 45 degrees from the horizontal when climbing up or down obstacles.
Suspension is by both the original leaf springs and by coil springs on the wheel sets.
If grip can be maintained, climbs of greater angl es can be achieved, but at such angles oil runs to the rear of the engine and starvation will damage the engine unless it is deliberately overfilled prior to the attempt. Despite its somewhat ungainly appearance the Cuthbertson actually has a lower centre of gravity than a normal vehicle, so despite an extra ton of weight it will sit at 45 degrees on a side slope quite happily. However it must operate well within its maximum, hence the limits set by the manufacturer. In reality, as anybody who has experienced such angles would confirm, most drivers would probably have given up well before the Cuthbertson reaches its limits. The surface contact area of a normal tyre is only about as big as the palm of your hand.