School me on 933's

Didn't the later ones go to D4 size undercarriage and beefed up finals?

Dry steering clutches D2 style on all 933's, main clutch is oil type, they were all available with donkey start with its own electric starter although a lot of the F and G models were supplied with 24V electric start. The U/C was beefed up to D4 size part way through the first 11A series production run.

Here's the story on the 933's.....
933 Loader

Here is a summation of the 933 lineup

The 933C was released in Feb 1956 based on the D2 drivetrain, and using D2 undercarriage.

It came with oil master clutch as standard, and the engine of the 933C was called a "special arrangement" of the D311. It produced 50HP.

The 933C transmission was identical to the D2, but the steering clutches were heavier (wider) with 12 discs. The final drive gears were the same as the D2, but the housing was 2" wider to accommodate the larger steering clutches, and the sprocket shaft was redesigned and made heavier.

The undercarriage consisted of a fixed trackframe (non-oscillating) that was 13" longer than the D2, and the tracks were basically D2, but were 37 link and used 5 rollers.

In mid-1957, at S/N 11A2163, the 933 was upgraded to D4 undercarriage, along with many other improvements.
The undercarriage overall, was seriously increased in size, with heavier track roller frames, and 2 tie bars were installed between the drawbar and traxcavator frame, to enable drawbar loading to be spread over a greater area of the frame.
This redesign was renamed the 933E (some sources say S/N 11A2251 was the 933E introduction).

In mid-1959, a major redesign resulted in an all-new 933 final drive assembly, and the 933E traxcavator became the 933F, with a new S/N prefix of 42A.
This new 933F final drive had a heavier housing, heavier bull gear hub, wider, coarse pitch gears, a bigger pinion bearing, and a heat-treated sprocket nut with a new style lock.

This final drive had no interchangeable parts with the earlier final drive, but the early final drive, could be replaced with the new style, as a complete unit.

The 933F was also released with lube-for-life track rollers and idlers, and optional, machine-specific, 3 shank rippers. In 1961, a FWD/REV lever was added, to speed up production. A Hyster towing winch was available at this time for the 933F.

The 933F was replaced by the turbocharged, D320-engine-powered, 933G in 1965, with 60HP, as compared to the previous 50HP. The 933G was built until 1968 when it was dropped from the product line.
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Save your money and the aggravation and borrow his 943 to do clearing work. no use beating up an old little machine to do clearing work.

I dismantled 1 933 with whet master cluch and dry stering cluch and am still have final drive ,stering cluch,master cluch,transmission parts,idlers,sprockets.

Thanks Guys!
It has a FWD?REV lever so I know its at least that new.
As far as the intermittent/no steer on the Left side that "doesn't" necessarily indicate a broken shaft?
I may look into it a little more but you are right in I should just borrow the 943.