D-17 XT

The Dr's.  Look Ma', careful planning means you don't butcher sheetmetal.

And lose the turbo whistle ?? No way !!

Like it.      MACK

Char-Lynn orbit motor connected directly to the steering worm gear in front. A regular A-C 100 series orbitrol under the fuel tank to send the signal to the orbit motor. This was a big deal and just barely enough room for the orbit motor.  It is a gas chassis with the shorter hoods and side frames. There is clearance to remove the crank pulley without pulling the front end out from under it. The diesel engine is about 3 inches shorter than the gas engine overall. I thought I was going to be forced into using a wide front axle and somehow mounting an external steer cylinder crossways on the tie rods. This way either front end will work. Go to:  D17 project-Google photos      to see an album my son created.  I still have some 1/2" thick rub plates to make for the 3-point lower arms and remote outlets and fender repairs, but it's getting close.  Sad to think the 190XT engine existed in 1965 and this engine didn't get used on the Ag side until 1978 in the F-2 combine. It is a 433-I that the intercooler has been removed to fit under the hood.

Edited by DrAllis - 12 Apr 2020 at 5:50am

I'm looking forward to see it in person one of these day when the kido take me off being grounded. (I thought it was supposed to be the other way a round) Stay safe and Happy Easter  

What is the reasoning behind the external lift cylinders? More lift power than the internal cylinder offers?

Original internal lift cylinder operates at 3700 psi and 4.5 GPM's. The new "live" hydraulic system (with the pump on the engine) operates at 2200 psi and 12 GPM's, so it takes more cubic inches of cylinders to lift that 4-bottom plow or anything else that is heavy.

He has both systems intact and fully functional

I love what you did. I’m more of a parts changer than a mechanic. My Dad is a mechanic but sees no reason to change things. So projects like this I get no help on. If you could send detailed instructions I’d love to do this to my D-17. If too involved I understand. Thanks, Keith from Kentucky

The rear plate mounting and flywheel/clutch were almost as much of a challenge as the power steering. The chassis was a gasser, so that means the clutch shaft is an 1 1/4" or so LONGER than a diesel chassis. Spacing the engine forward that much wasn't an option because of the power steering design. I cut off the nose of the clutch shaft where the pilot bearing goes. I found a metric bearing that would slide onto the splined part of the now shortened clutch shaft. I used a 7000 tractor clutch disc, a 180-200 pressure plate, a D17 diesel throwout bearing shifter, and some machining of the flywheel to get that 100 HP clutch assembly in the 55 HP bellhousing. When complete, the wheelbase of the tractor was 1/8" longer, so sheet metal wasn't any problem. If the chassis had been a diesel to begin with, this part of the project would have been much easier.  The only Sheetmetal change made was the air cleaner stack hole in the hood was opened up about 1/4" to make room for the larger diameter tube.

Like it. Looks like a lot of thinking to put her together.

1960 Farmall pickup. It runs and drives 40K miles.

Very good engineering. Looks like a stock d 17. Both hydraulic systems are still fully functional?

Both hydraulic systems are fully functional, YES.  The new "live" hyd system auxiliary external lift cylinders simply plug into the OEM high pressure coupler outlet, so all three cylinders work together. When I go to plow with the 4-bottom snap-coupler fully mounted plow, I will unplug that connection and use the internal pump and ram for lift/lower and Traction Booster. I intend to eventually connect the position control lever to the new hydraulic system console to be able to control 3-point hitch depth, but doubt that I will go so far as to fabricate Traction Booster linkage. We'll see.

Edited by DrAllis - 15 Apr 2020 at 9:16am