Gleaner combines engines/tractor engines
Printed From: Unofficial Allis
Category: Allis Chalmers
Forum Name: Farm Equipment -Knowledge Base
Forum Description: Long term storage of technical article, etc
URL: https://www.allischalmers.com/forum/forum_posts.asp?TID=192239
Printed Date: 30 Oct 2025 at 10:19pm
Software Version: Web Wiz Forums 11.10 - http://www.webwizforums.com
Topic: Gleaner combines engines/tractor engines
Posted By: DrAllis
Subject: Gleaner combines engines/tractor engines
Date Posted: 06 Dec 2022 at 9:44pm
| Seldom, if ever, are there any Gleaner combine DIESEL engines that will drop right in an A-C tractor without changes being made. A good deal of the time the changes are far more complex than most realize. Differences between turbo-charged and non-turbo engines oiling systems is usually the first thing, with oil pan shapes/capacities, and oil pump configurations being of several different types. Then, there are oil coolers and oil passage way plugs and springs. Newer blocks may have piston cooling and some older ones don't. Having a 1973 tractor and a 1973 combine engine does help somewhat, but just because they are the same age doesn't mean they will be the same. The next difference will be the fact that ZERO combine engines have a place for a hydraulic pump drive on the left front corner !! It isn't there because combines NEVER had the need for it. To changeover a combine engine using your tractor engines front plate and front cover components is more work than just overhauling your tractor engine!! Water pump height and connections are sometimes different, so you have to use tractor parts for tractor applications. Injection pump settings and electric or manual shut-offs and throttle lever positions would be next on the list. How the front of the engine is attached to the chassis or side frames has more than one design. The rear plate of the engine has more than one design. The flywheels are usually different. Then, there are starters, alternator brackets and turbo-chargers. I refer back to the first sentence: seldom, if ever, are there any Gleaner DIESEL combine engines that will drop right in an A-C tractor without changes being made. Same theory would go for a gen-set engine !!!!!!!! |
Replies:
Posted By: DaveKamp
Date Posted: 09 Dec 2022 at 9:10am
 Thanks for putting all the notes here.I know I've posted it before elsewhere, but since... There is a significant difference between how governance works on tractors, vs. combines and generators. Tractors are VARIABLE in governance, meaning, you choose what speed you want the prime mover to run, and the governor attempts to hold it at that point. Combines, generators, and USUALLY dedicated power units (like pumps, drill rigs, etc) are FIXED in governance, meaning the speed the unit is set to operate, is NOT variable. The system they're integrated to is designed to run at ONE SPEED, so the governor's entire calibration, is at that point. SOME power units are 'FIXED' but with an "IDLE" position. A combine is an excellent example of this- it has the ability to be idled down while not working, otherwise, it is at governed speed. Drilling rigs and air compressors will, Welding systems frequently do, synchronous generators won't have this. The performance difference is all about sensitivity and load response- a fixed speed governor is mechanically optimized to maintain a critical speed. An adjustable-speed governor, by virtue of simple physics, can NOT be as accurate in it's response. ------------- Ten Amendments, Ten Commandments, and one Golden Rule solve most every problem. Citrus hand-cleaner with Pumice does the rest. |
Posted By: DrAllis
Date Posted: 09 Dec 2022 at 9:40am
| On the Gleaner/Allis diesel engine line-up, all the fuel injection systems have a variable governor. Many modern/current build combines do not. All of Gleaner gasoline powered models (A-C or GM) were all governor controlled at high-idle speed only. |
Posted By: Bijou605
Date Posted: 06 Nov 2023 at 1:13pm
| I just swapped out an M2 engine into a 545B lots of work, I used the 545B injection system pump and injectors but now have compression leaking around the injectors, both engines had the copper injector sleeves in the do I need copper washers under the injector tips both parts books do not show anyu |
Posted By: im4racin
Date Posted: 11 Nov 2023 at 6:55am
| I disagree that combines never needed it. I have yet to see an allis produced combine without a hyd pump. It would have been simpler and cheaper to use common parts and hang the pump on the engine. The belt drive pump wouldn't have made it through my prototype stall! |
Posted By: DrAllis
Date Posted: 11 Nov 2023 at 10:04pm
| Combines from many years ago needed a hydraulic system, yes. They were also offered with gasoline and diesel engines in the same chassis combine. This oft times meant the two different fuel engines weren't even the same brand or the same family. By using a belt driven hydraulic pump there was more commonality between combine chassis (gas vs diesel). It simply made life easier the way they did it. So, yes the diesel engine had no need for a hydraulic pump drive because the combine engineers didn't want there to be a drive on the engine, which raised the cost of each diesel engine. |
Posted By: im4racin
Date Posted: 30 Dec 2024 at 6:14pm
| After a painful lesson we should add that on some 301 engine there is a pressure/check valve in the oil passage in the rear of the block that stops oil flow when feeding from the lh side of engine. It has been an expensive lesson! |
Posted By: DrAllis
Date Posted: 30 Dec 2024 at 6:30pm
| All 301's with factory engine oil cooler (and turbocharger) have that check slug and spring inside the rear cross passage to allow the engine to be assembled with an EXTERNAL oil line to get clean pressurized engine oil around the the engine oil cooler and from there into the main oil galley. Old first generation 426's in D-21/210-220's also have a similar oil blocking slug when equipped with an oil cooler. Remove the oil cooler and don't know where the slug is located, you will have near zero oil pressure at the main and rod bearings. |
Posted By: im4racin
Date Posted: 30 Dec 2024 at 7:16pm
| Not all have it. The early L 301 won't have it along with my 940 payloader(has the same cooler package as the 72 L combine). Probably only the stuff with the external line to the oil cooler. Not sure about the late 301 in an 8010. The filter and cooler are on LH side so that passage needs to be open. |
Posted By: DrAllis
Date Posted: 30 Dec 2024 at 7:32pm
| Maybe more accurate to say if the turbo'd 301 has a right-hand engine oil cooler with an EXTERNAL line, the rear crossover passage is probably plugged. |
Posted By: im4racin
Date Posted: 30 Dec 2024 at 7:52pm
| I think that is the best way to put it! I just checked my 8010. No slug from factory. it has the LH cooler |
Posted By: DrAllis
Date Posted: 30 Dec 2024 at 7:56pm
| Not sure I understand how it can have a right side oil cooler with external oil lines to it and not have the slug in the rear passage of the block. It will work fine, but won't have an oil cooler that is working. |
Posted By: im4racin
Date Posted: 30 Dec 2024 at 8:08pm
|
Sorry i miss typed the 8010 has LH cooler. I will correct it! 8010 doesn't use the external line. Out the lh side through the filter cooler head and right back in the lh side. Same concept as the early L but different parts |
Posted By: DrAllis
Date Posted: 30 Dec 2024 at 8:20pm
| So, you mis-spoke. It doesn't have a right side oil cooler ?? Does this engine have the AmBach injection pump?? |
Posted By: im4racin
Date Posted: 30 Dec 2024 at 9:47pm
| Yes it does have the ambach pump currently and no cooler on rh side. It’s part of the filter head on Lh side. Will have a roosa when engine gets put back together. |