Here is the start of the repair and restoration of my John Deere 317. Here is what I know thus far.
Model: John Deere 317L
Year: 1982
Engine: Non-OEM, Briggs & Stratton 16HP Opposed Twin
Options: Front and Rear Hydraulics w/3-Point Hitch.
History: Here is a little history compliments of Weekend Freedom Machines.
 In 1979 John Deere began manufacturing models 314 and 317, respectively. Very much the same as previous hydrostatic models, the 314 and 317 represented the “basic” and “deluxe” versions of the 300 series hydrostatic tractors from 1979 until the 1983-1984 time period. One design change that is readily apparent was relocating much of the steering gear to the left side of the chassis. The 314 was an upgraded version of the 312 that reintroduced engine side panels on the “basic” tractor, increased horsepower to a 14HP Kohler engine, and standard installation of the wider 23×10.50×12 rear tires.
The 317 was John Deere’s first attempt at introducing a twin-cylinder engine into the 300 series tractor. A horizontally opposed Kohler KT17QS engine producing 17 horsepower was mated to a 300 series frame, resulting in the model 317. Offered as standard equipment on the 317 were headlights & taillights, ammeter, dual-spool hydraulics and individual rear wheel brakes.
It is no secret that the 317 has had its share of engine problems. Many of the model 317 tractors suffered catastrophic engine failure as a result of poor lubrication to the connecting rod journals of the crankshaft. The engine utilized a “Pressure spray” lubrication system, which operated at approximately 5 PSI and did not provide pressurized oil to the connecting rod journals. Instead, the connecting rod journals were lubricated with oil sprayed down from the camshaft. This resulted in inadequate lubrication, particularly if the tractor was operated on a side-hill incline. Kohler did not offer an immediate solution to this problem, and as an interim solution John Deere engineered a retrofit kit that would allow an Onan p218G to be installed into the 317 chassis.
Eventually Kohler did rectify the problematic KT17 engine by redesigning the engine with a full pressure lubrication system. Known as the KT17 Series II, the engine operated at a significantly higher oil pressure of 25-50 PSI. Kohler also cross-drilled the crankshaft, which allowed oil to be supplied under pressure to the connecting rod journals. The result was a much more durable engine with significantly longer life. A KT17 Series II engine can be identified by a specification (Spec.) number of 24300 or higher. Well into its last year of production, 1982, the 317 came equipped with a Kohler KT17 Series II engine as standard equipment from the factory. Unfortunately the reputation of the 317 and the original KT17 engine was well established by this point.
Follow the complete repair and restoration in my projects page.
