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D7G
TRACTOR / DIRECT DRIVE / 35N00001-UP (MACHINE) POWERED BY 3306 ... Page 1 of 41
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Product: TRACK-TYPE TRACTOR
Model: D7G TRACK-TYPE TRACTOR 35N
Configuration: D7G TRACTOR / DIRECT DRIVE / 35N00001-UP (MACHINE) POWERED BY 3306 ENGINE

Systems Operation
D7G SPECIAL APPLICATION TRACTOR POWER TRAIN
Media Number -SENR2193-00 Publication Date -01/01/1981 Date Updated -11/10/2001
Systems Operation
Introduction
NOTE: For Specifications with illustrations, make reference to the SPECIFICATIONS for D7G
SPECIAL APPLICATION TRACTOR POWER TRAIN, Form No. SENR2192. If the Specifications
in Form SENR2192 are not the same as in the Systems Operation and the Testing and Adjusting, look
at the printing date on the back cover of each book. Use the Specifications in the book with the latest
date.
General Information

POWER TRAIN
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D7G TRACTOR / DIRECT DRIVE / 35N00001-UP (MACHINE) POWERED BY 3306 ... Page 2 of 41
1. Bevel gear. 2. Diesel engine. 3. Final drive. 4. Direct drive transmission. 5. Universal joint. 6. Flywheel clutch. 7.
Track.
The power from diesel engine (2) is sent through flywheel clutch (6), universal joint (5), transmission
(4), bevel gear (1), steering clutches and final drives to tracks (7).
When flywheel clutch (6) is engaged, the power from the engine goes to the transmission. The
transmission has six speeds FORWARD and four speeds REVERSE. The selection of the speed of the
transmission is done by the speed selection lever. The selection of the direction of the transmission is
done by the FORWARD-REVERSE lever.
When the levers move into a speed and a direction position, the gears in the transmission move into a
speed and direction position.
The interlock mechanism is controlled by the control lever for flywheel clutch (6). It prevents the
movement of the gears in the transmission when the flywheel clutch is engaged. It also keeps the
transmission in one speed at a time.
The steering clutches are used to turn the tractor. The brakes are used to stop the tractor and give
assistance to the action of the steering clutches.
Hydraulic System

SCHEMATIC OF HYDRAULIC SYSTEM
1. Left brake band.
2. Relief valve for brake cooling and lubrication.
3. Hydraulic control mechanism for left brake.
4. Oil filter.
5. Oil pump.
6. Lubrication line for P.T.O. (power take-off) bearings.
7. Magnetic screen.
8. Oil cooler.
9. Relief valve for the hydraulic controls for the steering clutches and brakes.
10. Hydraulic control valve for the steering clutches and brakes.
11. Hydraulic control mechanism for the right brake.
12. Vent line for pump.
13. Lubrication oil manifold.
14. Right brake band.
15. Elbow to reservoir in differential and bevel gear case.
16. Transmission case.
17. Oil pump.
18. Screen.
19. Flywheel clutch housing.
A. Pressure tap for transmission oil pump (at filter).
B. Pressure tap for transmission oil pump (at pump).
C. Pressure tap for hydraulic control mechanism for left brake.
D. Pressure tap for left steering clutch.
E. Pressure tap for right steering clutch.
F. Pressure tap for hydraulic control mechanism for right brake.
G. Pressure tap for transmission lubrication.
The hydraulic system has a common reservoir. It gives lubrication oil for the bevel gear and pinion
and transmission and cooling oil for the flywheel clutch, steering clutches and brakes. It also gives
pressure oil for the operation of the hydraulic controls for the steering clutches and brakes. For more
explanation of hydraulic controls, see the subject STEERING CLUTCHES AND BRAKES.
Oil is pulled from the reservoir in the differential and bevel gear case through magnetic screen (7) by
oil pump (5).
Vent line (12) goes from oil pump (5) to a connection at the inlet of oil cooler (8). When the engine is
first started, vent line (12) lets any air on the suction side of oil pump (5) go out of the pump. The
operation of the pump starts faster and air is kept out of the hydraulic system. After the engine is
running, vent line (12) lets a specific amount of oil go out of the pump.
At oil pump (5), the flow of oil is divided. One section of the pump sends pressure oil to filter (4). The
other section of the pump sends oil to lubrication manifold (13) on the transmission case.
The oil to filter (4) goes through the filter to relief valve (9). If the filter element has restrictions, a
bypass valve in the filter lets the oil go around the filter and directly to relief valve (9).
Relief valve (9) sends pressure oil to hydraulic control valve (10) for the steering clutches and brakes.
Any oil not used by the steering clutches or brakes is sent to oil cooler (8). If there are restrictions to
the flow of oil, relief valve (9) will open and let the oil go to oil cooler (8).
Hydraulic control valve (10) gives oil for the operation of the steering clutches and hydraulic control
mechanisms (3) and (11) of the brakes. When the steering clutches are engaged, relief valve (9) opens
and lets oil go to oil cooler (8). A small amount of oil is used for the lubrication of the components of
hydraulic control valve (10). Some return oil from the steering clutches and brakes goes through tubes
for lubrication of the bevel gear and bevel gear shaft bearings.
Oil from oil cooler (8) is sent to flywheel clutch housing (19). This oil is for lubrication of the inside
components, the oil goes to the bottom of housing (19).
Oil pump (17) pulls the oil from the bottom of housing (19) through screen (18). The oil pump sends
the oil to lubrication manifold (13) on the transmission. This oil adds with the oil from one section of
pump (5). Part of the oil goes through manifolds (13) to the transmission. This oil is for lubrication of
the inside components of the transmission. The remainder of the oil goes from manifold (13) through
an oil line to relief valve (2).
Relief valve (2) lets oil go to left brake band (1) and right band (14). This oil is for cooling and
lubrication of the brakes.
Oil line (6) lets oil go to the bearings and gears in the engine flywheel housing. This oil is for
lubrication of the components that drive the hydraulic system oil pump.
Hydraulic Pump

LOCATION OF HYDRAULIC PUMP
The hydraulic pump is a two section, gear-type pump. The location is on the upper right side and front
of the engine flywheel housing.
Pump section (18) provides oil for the hydraulic system. Pump section (19) provides oil for cooling
and lubrication of the brakes.
When the engine is not running, air is present in the pump. When the engine is started, air that is with
the oil is sent from the pump through a line to the oil cooler. This prevents air from being with the
pressure oil that is sent to the hydraulic system.

PUMP CONSTRUCTION
1. Bolt. 2. Body. 3. Dowels. 4. Manifold. 5. Body. 6. Cover. 7. Gear. 8. Bearings (two). 9. Gear. 10. Shaft. 11. Manifold.
12. Gear. 13. Shaft. 14. Seal. 15. Bearings (two). 16. Gear. 17. Bolts (five). 18. Pump section (for hydraulic system). 19.
Pump section (for cooling and lubrication of brakes).
Drive shaft (10) is contacted to a gear in the engine flywheel housing. The gear in the engine flywheel
housing turns drive shaft (10). Drive shaft (10) turns gears (7) and (9). Gear (7) turns gear (12). Gear
(9) turns gear (16).
In operation, oil comes from the magnetic screen. The oil goes in the pump through manifold (11), at
the same time oil goes in the pump through manifold (4). Manifold (11) provides oil for pump section
(18). Manifold (4) provides oil for pump section (19).
Pump Section (18)

The oil goes from manifold (11) through a passage to the lower part of body (2). The oil fills the
space between the teeth of gears (7) and (12). Gear (7) is turned by drive shaft (10). Gear (12) is
turned by gear (7). The oil is pushed from body (2) by gears (7) and (12). The oil goes through a
passage in manifold (11) to an oil line. The oil goes through the oil line to the hydraulic system.
Pump Section (19)

The oil goes from manifold (4) through a passage to the lower part of body (5). The oil fills the space
between the teeth of gears (9) and (16). Gear (9) is turned by drive shaft (10). Gear (16) is turned by
gear (9). The oil is pushed from body (5) by gears (9) and (16). The oil goes through a passage in
manifold (4) to an oil line. The oil goes through the oil line to the lubrication manifold on the
transmission case and then to the brake bands.
Magnetic Screen

LOCATION OF MAGNETIC SCREEN
The magnetic screen is in the line between the reservoir in the steering clutch and bevel gear case and
the inlet of the oil pump. The location is at the side of the engine and in front of and below the
location of the hydraulic oil pump.
Oil comes in at the bottom of the magnetic screen. The oil flow is to the upper part of the screen
through the center of the tube assembly (8). The oil flow is through the openings between the magnets
(6). The magnets are installed on the tube assembly with the same magnetic ends next to each other.
As the oil goes over the magnets, metal particles will be stopped and be held by the magnets. This
will prevent metal particles from going with the oil through the hydraulic system. The metal particles
can cause damage to other components of the system.
Other debris that may be in the oil will be stopped as the oil goes through screen (7) and on to the
inlet part of the hydraulic oil pump through outlet (5).

MAGNETIC SCREEN CONSTRUCTION
1. O-ring seal. 2. Cover. 3. Wave washer. 4. Housing. 5. Outlet. 6. Magnets. 7. Screen. 8. Tube assembly. 9. O-ring seal.
Oil Filter
Pressure oil from the hydraulic oil pump goes in filter housing (11) through an inlet passage in the
filter housing. Oil fills the space between the element and the inside of the filter housing. Normally,
oil goes through the element and goes through the outlet tube in the bottom of the filter housing. The
oil then goes to the hydraulic system. The filter element stops debris that is in the oil from going on to
the system.

LOCATION OF OIL FILTER
If the filter element becomes full of debris, then the oil can not go through the element. At this time,
bypass valve (4) will open and let the oil go from the filter housing, with no restriction, to the
hydraulic oil system. If the oil goes through bypass valve (4), it will not be clean and the debris in the
oil can do damage to other components of the hydraulic system.
Correct maintenance should be used to make certain that filter element (7) does not become full of
debris and stop the flow of clean oil to the hydraulic oil system.

OIL FILTER CONSTRUCTION
1. Cover assembly. 2. Bolts. 3. O-ring seal. 4. Bypass valve. 5. Spring. 6. Washer. 7. Filter element. 8. Retainer. 9. Seal.
10. Spring. 11. Filter housing. 12. Plug.
Transmission Oil Cooler

LOCATION OF TRANSMISSION OIL COOLER
Coolant from the engine comes in at the front end. The coolant goes through the many long tubes that
are in the cooler. After the coolant goes through the tubes, it goes out through the other end of the
cooler and returns to the engine cylinder block.
Transmission and hydraulic system oil with a high temperature comes in to the rear of the cooler. The
flow of oil is around and along the many tubes inside the cooler. In this procedure, heat is removed
from the oil and is given to the coolant of the engine. The engine coolant is going through the tubes
inside the cooler and takes the heat from the oil. The coolant is then cooled by the cooling system of
the engine.
After the oil goes along the tubes in the cooler, it goes out through a passage at the front and has a
lower temperature. The colder oil then goes to the flywheel clutch housing.

TRANSMISSION OIL COOLER (SCHEMATIC)
1. Oil cooler.
Flywheel Clutch
The flywheel clutch is operated manually and is an oil-type. The flywheel clutch sends the torque
from the engine through the universal joint to the transmission.
Three driven discs (12) and drive plates (4) sent torque through the flywheel clutch. The action of a
cam link and roller assembly against a plate keeps the flywheel clutch engaged. A brake on the clutch
shaft is activated when the clutch is released. When the flywheel clutch is fully released, the rotation
of the clutch shaft and the upper shaft of the transmission is stopped.
D7G TRACTOR / DIRECT DRIVE / 35N00001-UP (MACHINE) POWERED BY 33... Page 10 of 41

FLYWHEEL CLUTCH
1. Clutch shaft brake drum. 2. Oil pump drive gear. 3. Sliding collar assembly. 4. Drive plates. 5. Plate. 6. Clutch hub. 7.
Cam link and roller assemblies (four). 8. Oil pump. 9. Clutch shaft. 10. Oil pump gear. 11. Yoke assembly. 12. Driven
discs.
Drive plates (4) have teeth on the outer edge. The teeth are engaged with teeth on the inside of the
engine flywheel. Driven discs (12) have teeth on the inside edge. The teeth are engaged with teeth on
the outside of hub (6). Splines connect hub (6) to clutch shaft (9). One end of clutch shaft (9) is a
drive flange. The drive flange is connected to the universal joint. The universal joint is connected to
the upper shaft of the transmission. Dirt is kept out of the clutch housing by a lip-type seal in the
clutch housing. The seal also keeps oil in the clutch housing. The drive flange end of the clutch shaft
is held by a bearing. Hub (6) is held in the center of the engine flywheel by a bearing.
Operation
When the flywheel clutch lever is moved to the ENGAGED position, yoke assembly (11) moves
collar assembly (3) to the right. Collar assembly (3) is connected to cam link and roller assemblies
(7). Cam link and roller assemblies (7) push against plate (5). Plate (5) pushes against driven discs
(12) and drive plates (4). The friction between drive plates (4) and driven discs (12) causes the driven
discs to turn. The driven discs turn hub (6). Hub (6) turns clutch shaft (9). Clutch shaft (9) turns the
universal joint. The clutch is held ENGAGED by the action of cam link and roller assemblies (7).
When the flywheel clutch lever is moved to the NOT ENGAGED position, yoke assembly (11) pulls
collar assembly (3) to the left. The movement of collar assembly (3) releases the action of cam link
and roller assemblies (7). Plate (5) no longer pushes against drive discs (12) and drive plates (4).
Springs move plate (5) to the left. The driven discs are no longer in contact with the drive plates. The
drive plates do not turn the driven discs. Power can not go through the flywheel clutch to the
transmission.
After the flywheel clutch is NOT ENGAGED, the clutch shaft can be stopped by further movement of
the clutch lever. At this time, the brake lining on the control lever makes contact with brake drum (1)
on the clutch shaft. The movement of clutch shaft (9) is stopped.
Lubrication
Oil pump (8) is fastened to the clutch housing. When the engine is in operation, the flywheel turns
plate (5). Plate (5) turns gear (2). Gear (2) turns gear (10). Gear (10) turns oil pump (8).
Oil pump (8) pulls oil from the reservoir in the bottom of the engine flywheel housing through a
passage and screen. The oil is then sent to the lubrication manifold on the transmission.
Oil, from the transmission oil cooler, goes in a passage in the flywheel clutch housing. The oil goes
through the passage to the output bearing and the clutch shaft. The oil goes through passages in the
clutch shaft for lubrication of the inside components. The driven discs and drive plates get lubrication
from oil thrown by the clutch shaft and the clutch hub. Passages in clutch hub (6) let oil go to the pilot
bearing in the flywheel.
Gearshift And Interlock Mechanism

GEARSHIFT AND INTERLOCK MECHANISM
1. Flywheel clutch lever.
2. Direction interlock plunger.
3. Direction interlock cam.
4. Speed interlock plunger.
5. Speed interlock cam.
6. Speed selection lever.
7. Direction selection lever.
8. Interlock control rod.
9. Plunger.
10. Bellcrank.
11. Arm.
12. Shaft.
13. Lever.
14. Bellcrank arm.
15. Gate.
16. Bellcrank arm.
17. Gate.
18. Direction shift fork.
19. Shift fork for third and fourth speeds.
20. Shift shaft (right side).
21. Shift shaft (left side).
22. Shift fork for fifth and sixth speeds.
23. Shift fork for first and second speeds.
The speed of the transmission is controlled by lever (6). The direction of the transmission is
controlled by lever (7). Lever (1) controls the flywheel clutch and the interlock mechanism.
When speed selection lever (6) is moved either forward, backward, left or right, the movement is sent
to bellcrank (10). The bellcrank can turn or slide on shaft (12). The length of travel to the side by the
bellcrank is controlled by plunger (9). The amount the bellcrank can turn is controlled by plunger (4).
Plunger (4) engages one of three grooves in bellcrank (10). A spring keeps the plunger engaged in the
groove.
When speed selection lever (6) is moved forward or backward, it turns bellcrank (10) on shaft (12).
Bellcrank arms (14) and (16) move lock gates (15) and (17). The lock gates prevent shifts into more
than one speed at a time. This is done by letting only one shift fork get the movement of bellcrank
arms (14) and (16).
When speed selection lever (6) is moved to the left or right, it slides bellcrank (10) on shaft (12).
Bellcrank arms (14) and (16) slide one of shift forks (19), (22) or (23) forward or backward on shift
shafts (20) or (21). This engages the speed gear in the transmission.
Fifth and sixth speed shift fork (22) can engage the fifth and sixth speed gears only when direction
selection lever (7) is in NEUTRAL or FORWARD position.
When direction selection lever (7) is moved, arm (11) is turned. Arm (11) turns lever (13). Lever (13)
moves shift fork (18). Shift fork (18) slides forward and backward on shift shaft (21). Shift fork (18)
is kept in position by plunger (2). Plunger (2) engages one of three grooves on lever (13). A spring
keeps the plunger engaged in the groove. This keeps the shift fork in either FORWARD, NEUTRAL
or REVERSE directions.
When flywheel clutch lever (1) is moved to the ENGAGED position, interlock control rod (8) turns
cams (3) and (5). Cams (3) and (5) push on plungers (2) and (4). This holds plungers (2) and (4) in
their respective grooves. Bellcrank (10) and lever (13) are kept in their correct positions for a specific
speed and direction. This prevents a shift when the flywheel clutch is engaged.
When flywheel clutch lever (1) is moved to the NOT ENGAGED position, interlock control rod (8)
turns cams (3) and (5). Cams (3) and (5) no longer push on plungers (2) and (4). The plungers are not
held in their grooves by cams (3) and (5). Now, the transmission can make a shift with only the
resistance of the plunger springs to prevent the shift.
Transmission

TRANSMISSION
1. Counter shaft.
2. Upper shaft.
3. Bevel pinion shaft.
A. First speed gear.
B. Collar.
C. Second speed gear.
D. Third speed gear.
E. Collar.
F. Fourth speed gear.
G. Forward drive gear.
H. Reverse drive gear.
I. First speed drive gear.
J. Second speed drive gear.
K. Third and fifth speeds drive gear.
L. Idler gear.
M. Fourth and sixth speeds drive gear.
N. Idler gear.
O. Fifth speed gear.
P. Collar.
Q. Sixth speed gear.
R. Forward gear.
S. Collar.
T. Reverse gear.
The transmission has six speeds FORWARD and four speeds REVERSE. The selection of the
direction is done by the direction lever. The direction lever is connected through a shift fork to collar
(R). The selection of the speed is done by the speed lever. The speed lever is connect through three
shift forks to collars (B), (E) and (P).
Countershaft (1) is located on the right side of the transmission between upper shaft (2) and bevel
pinion shaft (3) as shown in the illustration, LOCATIONS OF SHAFTS (FRONT VIEW). With this
arrangement, gears (A) and (I), (C) and (J), (D) and (K), (F) and (M), (G) and (N), (H) and (T), (K)
and (O), (M) and (Q), and (L) and (R) are engaged all the time.
Gears (A), (C), (D) and (F) on countershaft (1) are used for both FORWARD and REVERSE speeds.
First speed gear (A) and second speed gear (C) are engaged by collar (B). Third speed gear (D) and
fourth speed gear (F) are engaged by collar (E). Fifth speed gear (O) and sixth speed gear (Q) are
engaged by collar (P). Collar (S) engages gear (R) for all FORWARD speeds except fifth and sixth
speeds. Collar (S) engages gear (T) for all REVERSE speeds.

LOCATIONS OF SHAFTS (FRONT VIEW)
1. Countershaft. 2. Upper shaft. 3. Bevel pinion shaft.
The chart that follows gives the power flow through the transmission for each speed.
Transmission Lubrication
The oil for the lubrication of the transmission comes from the oil pump fastened to the bottom of the
flywheel clutch housing and from one section of the oil pump fastened to the engine flywheel
housing. The oil from the pumps is sent to lubrication manifold (2) on the transmission case.

TRANSMISSION LUBRICATION (SCHEMATIC)
1. Oil manifolds. 2. Lubrication manifold. 3. Passages.
At the lubrication manifold, the flow of oil divides. Some of the oil goes from the manifold to the
relief valve for brake cooling and lubrication in the left steering clutch compartment. The remainder
of the oil goes to passages (3) and manifolds (1) in the transmission case.
Part of the oil goes through passages (3) in the transmission front cover to the forward bearings on
upper shaft, pinion shaft and countershaft. Oil goes through a passage in the pinion shaft, through a
passage in the uppershaft and through a passage in the countershaft. The oil in the passages goes
through holes in the shafts. The oil then goes to the bearings of the gears on the shafts. The bearings
on the rear of the shafts get lubrication from oil thrown from the bottom of the transmission case.
The remainder of the oil goes through manifolds (1). Manifolds (1) are hollow shift shafts that go
through the transmission. Holes in the manifolds let the oil go on the teeth of the gears on the
uppershaft, countershaft and pinion shaft.
Steering Clutches, Brakes And Final Drives

Steering Clutches And Final Drives

STEERING CLUTCH
1. Bearing cage. 2. Bevel gear. 3. Bevel gear shaft. 4. Disc assemblies. 5. Pressure plate. 6. Inner springs. 7. Bearing cage.
8. Hub. 9. Piston. 10. Steering clutch inner drum. 11. Steel discs. 12. Outer springs.
The main components of the steering clutches and final drives are: bevel gear (2), bevel gear shaft (3),
steering clutch inner drum (10), disc assemblies (4), steel discs (11), steering clutch outer drum (13)
[also the brake drum], final drive pinion (15), idler pinion (16), final drive gear (21), sprocket shaft
(20) and sprocket (18).
The bevel gear and steering cluthes are in the bevel gear and steering clutch case. The bevel gear case
is the reservoir for the transmission and steering hydraulic systems. As the bevel gear turns, lubricant
is thrown on the bevel gear, bevel pinion and steering clutches for lubrication. The bearings for the
bevel gear shaft get lubrication from the control valve for the steering clutches.
The final drive cases are fastened to the bevel gear and steering clutch case. The final drive cases are
reservoirs for oil for the final drives.
With a steering clutch engaged, the force of springs (6) and (12) keeps pressure plate (5), steel discs
(11) and disc assemblies (4) against inner drum (10). Power goes from the inner drum, thru the discs,
to the outer drum. The steering clutches are normally engaged.
With a steering clutch released, pressure oil from the hydraulic controls for the steering clutches
moves piston (9) toward the outside of the machine. The piston pushes on the spring retainer. The
spring retainer pushes on springs (6) and (12) and puts them in compression. At the same time, the
spring retainer pushes pressure plate (5) toward the outside of the machine. The pressure plate is now
not in contact with steel discs (11) and disc assemblies (4). The disc and disc assemblies are not held
together. Power can not go from the inner drum to the outer drum.

FINAL DRIVE
13. Steering clutch outer drum (also brake drum). 14. Hub. 15. Final drive pinion. 16. Idler pinion. 17. Duo-Cone seals.
18. Sprocket. 19. Duo-Cone seals. 20. Sprocket shaft. 21. Final drive gear. 22. Support. 23. Bearing cage.
Splines connect both ends of bevel gear shaft (3) to a drive hub (8). The drive hubs are fastened to
inner drums (10) of the steering clutches. Teeth connect steel discs (11) to the inner drums. Teeth
connect disc assemblies (4) to outer drum (13). The outer drum is fastened to drive hub (14) of pinion
(15). Pinion (15) is engaged with idler gear (16). The idler gear is engaged with final drive gear (21).
Splines connect sprocket (18) to the final drive gear. The teeth of the sprocket are engaged with the
track pins.
When a steering clutch is engaged, the flow of power is: From the bevel gear (2) through bevel gear
shaft to inner drum (10). The inner drum turns steel discs (11). The steel discs turn disc assemblies
(4). The disc assemblies turn outer drum (13). The outer drum turns final drive pinion (15). The final
drive pinion turns idler gear (16). The idler gear turns gear (21). The gear turns sprocket (18). The
sprocket turns the track.
When a steering clutch is not engaged, the connection between bevel gear (2) and final drive pinion
(15) is broken. Power does not go through the final drive to the track.
Hydraulic Control Valve For The Steering Clutches

Pressure oil is sent to the hydraulic control valve by the transmission oil pump. When the steering
control levers are pulled, levers (8) and (22) move plungers (7) to the left. The plungers move valve
spools (6). The movement of the valve spools lets oil go to the steering clutch pistons. The oil pushes
against the pistons. The pistons push against the springs and move the pressure plates away from the
disc assemblies. This releases the steering clutches.

HYDRAULIC CONTROL VALVE FOR STEERING CLUTCHES AND BRAKES
1. Chamber. 2. Chamber. 3. Housing. 4. Chamber. 5. Passage. 6. Valve spools. 7. Plungers. 8. Lever. 9. Tube. 10.
Housing. 11. Spring. 12. Slug. 13. Chamber. 14. Passage. 15. Hole. 16. Slot. 17. Washer. 18. Spring. 19. Spring. 20.
Bushing. 21. Retainer. 22. Lever.
Flow of Oil
Pressure oil comes through housing (3) and goes in chamber (1). When the steering clutches are
engaged, the position of valve spools (6) keeps the oil in chamber (1).
Passages (5) and (14) are connected to oil lines. The oil lines go to the steering clutch pistons. The
steering clutches are released by the movement of the control levers. The steering clutches are
released when the control levers are pulled until a resistance is felt.
When the right control lever is pulled PART WAY, plunger (7) moves against spring (19). The force
of spring (19) moves valve spool (6) against spring (11). The movement of valve spool (6) opens
chamber (1) to chamber (2). Pressure oil goes from chamber (2) to passage (14). The oil goes from
passage (14) and through an oil line to the piston for the right steering clutch. As the pressure behind
the steering clutch piston increases, the pressure increase is felt in chamber (13) through hole (15) in
the valve spool. The pressure in chamber (13) against slug (12) adds with the force of spring (11) and
moves valve spool (6) to the right. The movement of valve spool (6) stops the oil to the steering
clutch piston. Now the valve spool is in a balance position. The balance position is modulation. The
pressure against the steering clutch piston is kept constant. The amount of pressure against the
steering clutch piston is a result of the position of plunger (7). The amount of force of spring (19)
against valve spool (6) is also a result of the position of plunger (7). The amount of pressure that is
needed to release a steering clutch is a result of the load on the machine during operation.

RIGHT STEERING CLUTCH RELEASED
1. Chamber. 2. Chamber. 6. Valve spool. 7. Plunger. 11. Spring. 12. Slug. 13. Chamber. 14. Passage. 15. Hole. 19. Spring.
20. Bushing. 21. Retainer.
If a control lever is pulled until a resistance is felt, a steering clutch is fully released. There is no
modulation of valve spool (6). When a steering clutch is fully released, retainer (21) is against
bushing (20). If the control lever is pulled beyond the point of resistance, the steering clutch is still
fully released and brake action starts.
When the right steering control lever is pulled ALL THE WAY, plunger (7) pushes against spring
(19). Spring (19) moves valve spool (6) to the left until retainer (21) makes contact with bushing (20).
Then plunger (7), spool (6) and bushing (20) move to the left against springs (11), (18) and (19) until
bushing makes contact with washer (17). Maximum pressure oil goes from chamber (1) to chamber
(2). The oil goes from chamber (2) to passage (14). The oil goes from passage (14) and through an oil
line to the piston for the right steering clutch. At this time, maximum pressure oil is against the piston
and the steering clutch is fully released. In this position there is no modulation of valve spool (6). At
this time, there is also an action of the brakes. See the subject, BRAKES.

RIGHT STEERING CLUTCH FULLY RELEASED AND RIGHT BRAKE FULLY ENGAGED
1. Chamber. 6. Valve spool. 7. Plunger. 11. Spring. 14. Passage. 17. Washer. 18. Spring. 19. Spring. 20. Bushing. 21.
Retainer.
When the right control lever is released, the pressure oil in chamber (13) together with the force of
springs (11), (18) and (19) moves valve spool (6) and plunger (7) all the way to the right. The oil
behind the steering clutch piston comes back through the oil line to passage (14). The oil goes through
passage (14) to chamber (2). The oil goes from chamber (2) through slots (16) and an oil passage to
housing (10). This oil is for lubrication of the mechanical linkage. The oil level in housing (10) is
controlled by tube (9). The extra oil goes from the housing through tube (9). This oil is for lubrication
of the bevel gear and pinion and the bevel gear shaft bearings.

RIGHT STEERING CLUTCH ENGAGED
6. Valve spool. 7. Plunger. 9. Tube. 10. Housing. 11. Spring. 13. Chamber. 14. Passage. 16. Slots. 18. Spring. 19. Spring.
Brakes
Two band-type brakes, one on each steering clutch drum, stop the movement of the machine. The
brakes also give assistance to the steering clutches to turn the machine. The operation of each brake
gets assistance from a hydraulic control mechanism. The operation of each brake is separate from the
other. Both brakes can be held in the ON position by pawl (7) on the brake linkage.

BRAKE LINKAGE
1. Link. 2. Shaft. 3. Piston. 4. Bellcrank. 5. Spring. 6. Rod. 7. Pawl. 8. Pin. 9. Pin. 10. Lever. 11. Lever. 12. Shaft. 13.
Strut. 14. Pin. 15. Strut. 16. Shaft.
The operation of both brakes is the same. When a brake pedal is pushed toward the front of the
machine, mechanical linkage moves piston (3) in the hydraulic control mechanism. Piston (3) pushes
against the roller on bellcrank (4). The bellcrank turns on shaft (2) and moves link (1) toward the top.
This moves pin (14) toward the top and pins (8) and (9) away from each other. Levers (10) and (11)
then turn on shafts (12) and (16). Levers (10) and (11) move struts (13) and (15) toward each other.
As the struts move toward each other, they push on the ends of the brake band. This causes the brake
band to make contact with the steering clutch drum. Now, the movement of the machine stops or
becomes slower.
When the brake pedal is released, spring (5) and springs inside the hydraulic control mechanism move
the mechanical linkage and brake pedal. The struts move away from each other. The brake band is not
in contact with the steering clutch drum. Now, the brakes are in the OFF position.
Both brakes can be held in the ON position. Push both brake pedals toward the front of the machine.
At the same time, push the parking brake lever forward and down. The parking brake lever is at the
right side of the seat. The movement of the lever moves rod (6) and engages the teeth of the pawl (7)
with the teeth of the ratchet. The brakes are held in the ON position by the link. The links push against
bellcrank (4). To release the brakes push on the brake pedals and pull the parking brake lever up and
backwards.
An oil line sends pressure oil to each brake band. This oil is for lubrication and cooling of the brake
bands.
Hydraulic Control Mechanism

Pressure oil is sent to each hydraulic control mechanism. This oil comes from a relief valve on the
control valve for the steering clutches. The oil goes in the housing and fills chamber (5).
When the brakes are in the OFF position, the oil is kept in chamber (5).
When a brake pedal is pushed forward, lever (12) pushes plunger (2) and valve (6) to the right against
piston (9). This closes passage (7) in the piston. The movement of plunger (2) and valve (6) opens
passages (10), (14) and (15). The oil goes from chamber (5) through passage (10). The oil goes
through plunger (2) to the center of valve (6). The oil goes through holes in valve (6) and out passage
(15). The oil goes through passages (15) and (14) and starts to fill the chamber. When the pressure of
the oil in chamber (16) increases, piston (9) will move to the right. The piston pushes against the
bellcrank of the brake linkage. The bellcrank moves the mechanical linkage and the brake band makes
contact with the steering clutch drum.

HYDRAULIC CONTROL MECHANISM
1. Stop. 2. Plunger. 3. Spring. 4. Spring. 5. Chamber. 6. Valve. 7. Passage. 8. Passage. 9. Piston. 10. Passage. 11.
Chamber. 12. Lever. 13. Spring. 14. Passage. 15. Passage. 16. Chamber.
When a brake pedal is released, lever (12) moves until it is against stop (1). The force of springs (3)
and (4) move plunger (2) and valve (6) away from piston (9). The movement of valve (6) and plunger
(2) closes passages (10), (14) and (15) and opens passage (7). The pressure of the oil in chamber (16)
decreases. Piston (9) moves away from the bellcrank. The oil that was in chamber (16) goes through
passages (7) and (8) to an oil line. The oil goes through the oil line to the control valve for the steering
clutches. The oil then goes through a drain tube to the bevel gear case.
Common Steering Clutch and Brake Hydraulics

When a control lever for a steering clutch is pulled all the way back, a steering clutch is released. At
the same time, pressure oil is sent to a valve which engages a brake. This is done without the use of a
brake pedal. In the control valve for the steering clutches, bushing (22) is against washer (21).
Pressure oil comes through chamber (18) and goes to chambers (17) and (19). From chamber (19)
pressure oil goes to the steering clutch piston and releases a steering clutch. From chamber (17),
pressure oil goes through an oil line to passage (8) in the hydraulic control mechanism for the brake.
This oil goes through passage (8) to chamber (11) in piston (9). The oil then goes through passage (7)
and starts to fill chamber (16). The positions of plunger (2) and valve (6) let the pressure of the oil in
chamber (16) increase. As the pressure increases, piston (9) moves to the right against the bellcrank.
The piston pushes the bellcrank. The bellcrank moves the mechanical linkage and a brake band makes
contact with the steering clutch drum. At this time, the machine makes a turn.

RIGHT BRAKE FULLY ENGAGED
17. Chamber. 18. Chamber. 19. Chamber. 21. Washer. 22. Bushing.
If the operator pulls a clutch control lever PART WAY to release a steering clutch and makes some
application of a brake, a resistance is felt in the lever when retainer (24) makes contact with bushing
(22). At this time, the action of the brake begins. Spool (31) moves to the left. The resistance in the
lever lets the operator know the start of the action of the brake.
As spool (31) moves to the left, pressure oil from chamber (18) starts to fill chamber (17). The oil
goes from chamber (17) to a line. Oil goes through the line and in passage (8) of the hydraulic control
mechanism for the brake. As chamber (16) is filled with pressure oil, piston (9) moves to the right and
starts the application of the brake. As the pressure behind piston (9) increases, the pressure increase is
felt in chamber (27) through hole (28). The pressure in chamber (27) becomes the same as the
pressure behind piston (9). The pressure in chamber (27) against slug (26) adds with the force of
springs (29) and (30) and moves spool (31) to the right. The oil from chamber (17) to the hydraulic
control mechanism for the brake is stopped by valve spool (31). Now valve spool (31) is in a balance
position. The balance position is modulation. The pressure against piston (9) is kept constant. The
amount of pressure against piston (9) is a result of the position of plunger (32). The amount of force
of springs (29) and (30) against valve spool (31) is also a result of the position of plunger (32). The
amount of force needed for some application of the brake is controlled by the operator.

RIGHT BRAKE ENGAGED PART WAY
17. Chamber. 18. Chamber. 22. Bushing. 23. Tube. 24. Retainer. 25. Spring. 26. Slug. 27. Chamber. 28. Hole. 29. Spring.
30. Spring. 31. Valve spool. 32. Plunger.
When the control lever for the steering clutch is released, valve spool (31) moves to a neutral position.
Oil in chamber (16) goes through a line to chamber (17). Oil then goes from chamber (17) through
drain tube (23) to the reservoir in the bevel gear case. At this time, the hydraulic controls are in a
neutral position. The steering clutches are engaged and the brakes are released.

RIGHT BRAKE FULLY RELEASED
17. Chamber. 23. Tube. 31. Valve spool.
Relief Valve For Brake Cooling And Lubrication

The relief valve for brake cooling and lubrication is in the compartment for the left steering clutch. It
lets oil at a specific pressure go to the brake bands. Cool oil goes in the valve through opening (2) and
fills chamber (6). The oil comes from the lubrication manifold on the transmission case. Chamber (6)
has two openings. A hose is connected to each of the openings. One hose goes to the right brake band
and the other hose goes to the left brake band. The oil goes from chamber (6) through the two hoses to
the brake bands. The oil pressure to the brake bands is controlled by spring (5) and valve (4). When
the pressure of the oil in chamber (6) goes above 345 ± 35 kPa (50 ± 5 psi), valve (4) moves and lets
the extra oil go to the compartment for the left steering clutch.

RELIEF VALVE FOR BRAKE COOLING AND LUBRICATION
1. Washer. 2. Oil inlet opening. 3. Nut. 4. Valve. 5. Spring. 6. Chamber. 7. Valve body.
Relief Valve For Hydraulic Controls For Steering Clutches And

Brakes
The relief valve is on top of the hydraulic control valve for the steering clutches and brakes. The relief
valve controls and pressure of the oil that goes in the hydraulic control valve and the hydraulic control
mechanisms for the brakes. The extra oil is sent to the oil cooler on the engine.
Oil, from the oil filter, goes in valve body (7) through opening (3). Oil fills chamber (13). When
chamber (13) is filled, oil goes through passage (4) and opens plunger (15). Oil now fills chamber
(17). When the pressure of the oil in chamber (13) is approximately 2855 kPa (415 psi), pressure oil
in chamber (17) moves valve spool (10) to the left against cover (9). The movement of valve spool
(10) puts spring (1) in compression. This lets the extra oil go by valve spool (10) to chamber (16).
From chamber (16) the oil goes to opening (6). The oil then goes to the oil cooler. Oil, in the spring
bore of valve spool (9), goes through passages (2) to chamber (11). A passage (not shown) in valve
body (7) lets oil out of chamber (11).

RELIEF VALVE FOR HYDRAULIC CONTROLS FOR STEERING CLUTCHES AND BRAKES
1. Spring. 2. Passage. 3. Inlet opening. 4. Passage. 5. Orifice. 6. Outlet opening. 7. Valve body. 8. Chamber. 9. Cover. 10.
Valve spool. 11. Chamber. 12. Passage. 13. Chamber. 14. Spacer. 15. Plunger. 16. Chamber. 17. Chamber.
When a brake is engaged or a steering clutch is released, the pressure of the oil in chambers (13) and
(17) decreases. The force of spring (1) moves valve spool (10) to the right. The movement of valve
spool (10) stops the flow of oil to chamber (16) and opening (6). Plunger (15) closes and oil in
chamber (17) goes out orifice (5). This slows the movement of the valve spool.
Spacers (14) are used to adjust the pressure of the valve.
Passages (not shown) in valve body (7) at each end of valve spool (10) let leakage oil go from the
valve body. This prevents the movement of the valve spool from stopping.
From chamber (13), oil is sent to the hydraulic control mechanisms for the brakes and to the hydraulic
control valve for the steering clutches and brakes.
Undercarriage
The undercarriage connects to the case and frame and the final drives. Two track assemblies are kept
in parallel alignment by the diagonal braces of the track roller frames. Each track assembly can move
up and down by itself.
The components of the undercarriage are: equalizer bar, track rollers, track carrier rollers, tracks, front
idlers, track roller frames, track adjusters and recoil springs.
The front idlers, track rollers and track carrier rollers use Duo-Cone seals to prevent the loss of
lubricant and to keep out foreign material.
Track Roller Frames

The track roller frames are fastened to the final drive bearing cage and to the steering clutch and bevel
gear case. The parallel alignment of the track roller frames is kept by diagonal braces. Each roller
frame can move up and down by itself.
The track rollers, track carrier rollers, front idlers, track adjusters and recoil springs are fastened to the
track roller frames.
The alignment of the track roller frames and final drives is controlled by the shim adjustment of the
final drives.
Track Carrier Rollers

The track carrier rollers give support to the track between the sprocket and the front idler. The shaft of
the track carrier roller is fastened to a support bracket by a clamp. The support bracket is fastened to
the track roller frame.

TRACK CARRIER ROLLER
1. Lock. 2. Inner end collar. 3. Bearings. 4. Outer end collar. 5. Shaft. 6. Duo-Cone seals. 7. Track carrier roller.
The track carrier rollers must be in alignment with the sprocket and the front idler. The alignment is
done by the movement of the roller shaft inside the support bracket. The carrier rollers turn on two
tapered roller bearings.
Track Carrier Roller Lubrication

If lubricant is added with the roller removed from the machine, shaft (1) must be in a horizontal
position.

TRACK CARRIER ROLLER
1. Shaft. 2. Duo-Cone seal. 3. Bearings. 4. Passage. 5. End cover. 6. Plug.
Lubricant is sent into the center passage (4) through the 5M2080 Nozzle. The lubricant fills the cavity
between shaft (1) and the roller. When the cavity is full, the pressure of the oil causes the air and extra
lubricant to go out the relief threads in the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install the plug. Tighten the
plug to a torque of 170 ± 20 N·m (125 ± 15 lb. ft.)
Track Rollers
The track rollers are fastened to the track roller frames. The track rollers are in contact with the inside
surfaces of the track links. Flanges on the track rollers prevent the movement of the track from side to
side. The inside surfaces of the track links cause an equal distribution of the weight of the machine
along the track.
Each track roller frame has six track rollers, three single flange and three double flange. The
installation of the track rollers is as follows: 1. Start at the front of the machine and install one double
flange roller. 2. Then install one single flange roller. 3. Then install one double flange roller. 4. Then
install one single flange roller. 5. Then install one double flange roller. 6. Then install one single
flange roller.
The flange at the center of shaft (5) gets the side load on the roller. Bearings (3) also get the side load
on the roller. The amount of side movement or end clearance of the shaft can not be adjusted.
The track rollers have Duo-Cone floating seals (6) at both ends of shaft (5).

TRACK ROLLER
1. Lock. 2. Inner end collar. 3. Bearings. 4. Outer end collar. 5. Shaft. 6. Duo-Cone seals. 7. Track roller.
Track Roller Lubrication

If lubricant is added with the roller removed from the machine, shaft (1) must be in a horizontal
position. The slot, in the end where the 5M2080 Nozzle is installed, must be down.
Lubricant is sent into center passage (5) through the 5M2080 Nozzle. The lubricant fills reservoirs (4)
in the rollers. When the reservoirs are full, the pressure of the oil causes the air and extra lubricant to
go out the relief threads on the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install the plug. Tighten the
plug to a torque of 170 ± 20 N·m (125 ± 15 lb. ft.).

TRACK ROLLER
1. Shaft. 2. Duo-Cone seals. 3. Plug. 4. Reservoirs. 5. Center passage.
Front Idlers
The front idlers put the tracks in position in front of the track rollers. They also keep the tracks in
alignment with the sprockets.
The adjustment of the tracks is done by the movement of the front idlers. The track adjusters move the
front idlers and hold them in position.

FRONT IDLER
1. Fill plug. 2. Duo-Cone seal. 3. Bearings. 4. Bearing. 5. Shims. 6. Plate. 7. Outer plate. 8. Idler. 9. Shaft. 10. Track roller
frame.
The position of the front idlers is controlled by shims. The front idlers must have correct alignment
with the track roller frames.
Front Idler Lubrication

If lubricant is added with the idler on the machine, the idler must be in the LOW position.
If lubricant is added with the idler removed from the machine, the shaft (4) must be in a horizontal
position.
Lubricant is sent through the 5M2080 Nozzle into center passage (3). The lubricant fills reservoirs
around shaft (4). When the reservoirs are full, the pressure of the oil causes the air and extra lubricant
to go out the relief threads in the nozzle.
When the lubricant does not have any bubbles, remove the nozzle and install plug (1). Tighten the
plug to a torque of 170 ± 20 N·m (125 ± 15 lb. ft.).

FRONT IDLER
1. Plug. 2. End bearing. 3. Center passage. 4. Shaft. 5. Duo-Cone seals.
Front Idler Position

The front idler has two positions for operation. A HIGH position for equipment used at the rear of the
machine. The LOW position when equipment is used at the front of the machine.
The method to change the idler from LOW to HIGH is as follows:
1. Remove the idler and note the position of notch (recess) (3) with idler in the LOW position.

IDLER IN LOW POSITION
1. Collar. 2. Bearing. 3. Notch (recess).
2. Remove the bolts. Lift collars (1) on each side of the idler. Turn bearings (2) on each side of the
idler and the shaft 180°. Notch (3) is now toward the rear of the machine.
3. Turn the idler 180° in the direction as shown by the arrows. The idler is now ready to be installed in
the HIGH position.

FRONT IDLER POSITION
3. Notch.
4. Notch (3) of bearing (2) is now toward the front of the machine. The idler is in the HIGH position.
The bearing that was on the right side of the track roller frame is now on the left side. The bearing that
was on the left side is now on the right side.
5. Install the idler.
6. Do Steps 1 through 5 on the idler for the opposite side.

FRONT IDLER POSITION
3. Notch.
Recoil Springs And Mechanisms For Track Adjustment

The recoil springs are normally in compression. They are held between brackets and stops on the
track roller frames. Normally, the force of the springs is not against the tracks. The force against the
track for the correct setting of track curve (sag) is controlled by the mechanism for track adjustment.

RECOIL SPRING AND MECHANISM FOR TRACK ADJUSTMENT
1. Spring. 2. Cavity. 3. Recoil rod. 4. Nut. 5. Pilot. 6. Sleeve. 7. Bolt. 8. Pilot. 9. Piston. 10. Cylinder.
Track adjustment is made by the hydraulic mechanism for track adjustment. Pressure grease is sent to
cavity (2) through a fill valve. This moves recoil rod (3) and the front idler toward the front of the
machine. The movement of the recoil rod and front idler tightens the track. The tension on the track is
released by a relief valve.
Never visually inspect the vent holes or valves to see if grease or oil is
coming out of them. Make sure the vent holes are clean before the
tension is released on the track. Watch the cylinder to see that it moves.
If rocks or debris get between the track and the rollers, idler or sprocket, recoil rod (3) moves toward
the rear of the machine. The movement of the recoil rod tightens the track. Since the grease in cavity
(2) can not be put in compression, piston (9) and bolt (7) move toward the rear of the machine. Bolt
(7) pushes pilot (8) toward the rear of the machine. Pilot (8) pushes on spring (1). This puts spring (1)
in compression. The movement of pilot (8) and the compression of spring (1) prevent too much
tension on the track.
Nut (4) is used to keep recoil spring in compression when it is installed in the machine.
Track
The machine has Sealed and Lubricated track.
Each track assembly has links, pins, bushings, thrust rings, polyurethane seal assemblies, rubber
stoppers and polyurethane plugs.
Each of the track links (1) and (5) makes a fit over the track links in front of them. Link (1) makes a
fit over link (13). Link (5) makes a fit over link (14). The connection of the track links makes the
track assembly.
Each link has a counterbore in the end which makes a fit with the link in front of it. Seal assemblies
(6) and (7) are installed in the counterbores of the links. Each seal assembly has a load ring and a seal
ring. The load ring pushes the seal ring against the end of bushing (2) and the link counterbore. The
seal ring gives a positive seal between the bushing and the link counterbore. The edge of the seal ring
is against the end of the bushing.
The thrust rings (11) and (12) are installed on pin (10). The thrust rings give a specific amount of
compression to the seal assemblies and control the end play (free movement) of the joint. The
arrangement of the seal assemblies and thrust rings keeps foreign materials out of the joint and oil in
the joint.

TRACK ASSEMBLY (SECTION)
1. Link. 2. Bushing. 3. Hole. 4. Hole. 5. Link. 6. Seal assembly. 7. Seal assembly. 8. Rubber stopper. 9. Polyurethane plug.
10. Pin. 11. Thrust ring. 12. Thrust ring. 13. Link. 14. Link.
Pin (10) has a hole (4) almost the full length of the pin. Hole (3) is drilled radially in the pin near the
center of the pin. Radial hole (3) lets oil go to the surface between pin (10) and bushing (2) and to the
lip of the seal rings. The oil gives lubrication to the pin and bushing and also makes the lip of the seal
ring wet. The lip of the seal ring must be kept wet to prevent wear of the lip of the seal ring. Oil is
kept in the pin by a stopper (8) and a plug (9). The oil is installed in the pin through a hole in the
center of stopper (8). When the chambers in the pin are filled, plug (9) is installed in stopper (8).
Each pin and bushing assembly is sealed and has its own lubrication, the result is no internal wear on
the joint. The interval for the turning of the track pins and bushings is much longer because the only
wear will be on the outside of the bushings and the links.
Two piece master links (17) and master shoe (15) are held together with bolts (16).

MASTER LINK AND MASTER SHOE
15. Master shoe. 16. Bolts. 17. Master link.
Copyright 1993 - 2021 Caterpillar Inc. Tue Mar 23 11:04:21 PDT 2021
All Rights Reserved.
Private Network For SIS Licensees.

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D7G

Pump Section (18)

Pump Section (19)

Transmission Oil Cooler

Gearshift And Interlock Mechanism

Steering Clutches, Brakes And Final Drives

Hydraulic Control Valve For The Steering Clutches

Hydraulic Control Mechanism

Common Steering Clutch and Brake Hydraulics

Relief Valve For Brake Cooling And Lubrication

Relief Valve For Hydraulic Controls For Steering Clutches And

Track Roller Frames

Track Carrier Rollers

Track Carrier Roller Lubrication

Track Roller Lubrication

Front Idler Lubrication

Front Idler Position

Recoil Springs And Mechanisms For Track Adjustment

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