D17 repower?

The diesel clutch shaft will be shorter, so that is good. The biggest problem will be the power steering. The PS ram on the right side will (I imagine) not fit because of the width of the RF corner of the engine. I could be wrong, but that area will be a challenge.

Series 3 and 4 D-17 final drives are stronger with a ratio of 5.43 to 1 virtually the same as the old finals of 5.45 to 1.    175-180-185's are much wider gears and 5.85 to 1.  These drives all use the combination band/disc brake. The S3 and S4 I think have a keyway for the older brake drums while the 175-180-185 do not. The transmission was changed in the S3 and S4 and has stronger teeth in 2nd (plow gear) and 3rd (disc gear) over the early D-17's.

The G-226 and D-262 engine blocks stopped at the crankshaft centerline. The more modern 2000 series (265/301) engine blocks extend far below the crankshaft centerline for strength, but this unfortunately is where the D-17 engineers placed that hyd steer cylinder. The 5.9 Cummins block would be similar to the 2000 series Allis block.

I know this is out there but thats how my brain works so bear with me. If the cummins had a power sterring pump pump like ive seen on some in trucks and if a 175 front bolster could be grafted into the D17 frame you could change the steering to hydrostatic by grafting a orbitrol on the steering shaft. With the later front axle that the steering cylinder would be on the axle and of course not on the bolster. It would be a heck of a project but with what you want to do you know that already. There are probaly a lot of reasons thatwould not work so feel free to list them

In this incidence P/S is not needed nor is it wanted. I'm looking into what anyone else may have done in the clutch/flywheel area and if they have done this, would they do anything different. The 5.9  6B is going to be used not looking for any other possible engines.