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Fields 
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Joined: 25 Apr 2011
Location: Reedsburg, Wi
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 Posted: 26 Nov 2014 at 10:19pm |
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My allis 262 cam gear was able to use a gear puller. And install the cockshutt plate . Then put the gear back on. That way I didn't have to pull the camshaft. Or the oil pan.
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Ngrant
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Location: Ontario
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Posted: 27 Nov 2014 at 8:47am |
 Fields wrote:
My allis 262 cam gear was able to use a gear puller. And install the cockshutt plate . Then put the gear back on. That way I didn't have to pull the camshaft. Or the oil pan. |
Great tip. I will be trying that for sure. Thanks. How did your Gleaner engine work out in the end? Any pictures? I joined and Allis group on Facebook last night to see what all I can learn there. Thanks. Neil
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Ngrant
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Posted: 28 Nov 2014 at 9:25pm |
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Progress on the gleaner engine. I took the valve cover off and put PB Blaster on the valve stems and tapped the valves down with a hammer and now have 120 or better across the 6 cylinders compression. On the water pump, mine seems to make the fan sit really high, not like the water pumps I see on Ebay for the G 262. Was there a high and a low model and are they interchangable? I am thinking this will put the fan too high up compared tot he B273. Next moves are to get the fuel pump to work, get an oil pressure gauge on it and then get it running on my trailer at an idle to see oil pressure, smoke, etc.
Fields, when you pulled the cam gear off, was it difficult to get back on?
Neil
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Fields
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Posted: 28 Nov 2014 at 10:41pm |
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I was able to get a fan to work. It was a smaller 6 blade one that I had to enlarge the mounting holes. The gear went back on with a small taping and the bolt. Make sure the timing marks are lined up before you use a gear puller. And the still line up when you put it back on. I believe the govenor gear has to be used from the cockshutt engine.
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MACK
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Posted: 29 Nov 2014 at 8:22am |
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Gears should all be the same. MACK
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Ngrant
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Posted: 29 Nov 2014 at 8:39am |
Fields wrote:
I was able to get a fan to work. It was a smaller 6 blade one that I had to enlarge the mounting holes. The gear went back on with a small taping and the bolt. Make sure the timing marks are lined up before you use a gear puller. And the still line up when you put it back on. I believe the govenor gear has to be used from the cockshutt engine. |
Did you heat the gear to get it back on? How did you support the camshaft to when you were driving the gear on or did it go on easy enough that was not a problem? the gleaner oil pan work ok as is? I do notice the drain is at the side, but I guess that would be ok too. Thanks. Neil
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Calvin Schmidt
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Posted: 29 Nov 2014 at 10:43am |
You may need to get a water pump for a D-17 diesel. The fan will be a lot lower.
Been there done that.
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Nothing is impossible if it is properly financed
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Ngrant
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Posted: 29 Nov 2014 at 1:32pm |
Calvin Schmidt wrote:
You may need to get a water pump for a D-17 diesel. The fan will be a lot lower.
Been there done that. |
Would that be the late D17 Diesel? The early one was in the head same as the cockshutt one which there in no provision for on this engine. I am still wondering if there are any distinguishing features other than the big carburetor which determines this is a 262 and not a 230? Regards Neil
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Ngrant
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Posted: 29 Nov 2014 at 1:50pm |
Ngrant wrote:
Calvin Schmidt wrote:
You may need to get a water pump for a D-17 diesel. The fan will be a lot lower.
Been there done that. |
Would that be the late D17 Diesel? The early one was in the head same as the cockshutt one which there in no provision for on this engine. I am still wondering if there are any distinguishing features other than the big carburetor which determines this is a 262 and not a 230?
Regards
Neil
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I think I may be understanding the water pump now. Looks like I need the first water pump and the second one I what I have now? 
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Fields
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Posted: 29 Nov 2014 at 10:10pm |
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It went on easy. No heat.
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Calvin Schmidt
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Posted: 30 Nov 2014 at 7:09am |
Yes the water pump you likely need is for a late D-17 diesel (Series III or IV) with the waterpump in the block. My mechanic just finished installing a late engine into a series I D-17D. We used a Gleaner 262 block and ran into the high fan water pump problem with the combine water pump. Years ago I had the wrong water pump sent for my D-17 IV diesel resulting in the same problem.
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Nothing is impossible if it is properly financed
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Ngrant
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Posted: 30 Nov 2014 at 9:53am |
Fields wrote:
It went on easy. No heat. |
Very encouraging! no issues with using the Allis oil pan at all? Thanks Neil
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Fields
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Posted: 30 Nov 2014 at 9:25pm |
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Nope. None.
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Ngrant
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Posted: 01 Dec 2014 at 3:13pm |
Fields wrote:
Nope. None. |
Great to hear! Thanks again. Did you use the big combine carburetor or the Cockshutt one on the engine? I am thinking I will use the Cockshutt one as I have bought the Kit for cockshutt carbureto to AC manifold from Cockshutt parts guy par excellence Phil Heisey. I do look at that big carb and think it would really fee that engine all it wanted!! I will likely be just driving it around the backyard though... Regards Neil
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Ngrant
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Posted: 03 Dec 2014 at 2:22pm |
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A general question on B to G series engines.
If I understand well the B series all had
A water pump in the head a la Cockshutt 30 40 and 40 and WD 45 Diesel, first gen d17 diesel as well as the combustion chamber in the head like these models except maybe for the D17 diesel??
All had bypass oil filtration
G series - change was made to have the combustion chamber in the piston a la AC Power Crater design and the water pump was in the head except for the early D17 diesel which maybe are B series engines??? All G series had full flow oil filtration with a spin on filter?
Am I right on these assumptions?
Regards
Neil
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Brian Jasper co. Ia
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Posted: 03 Dec 2014 at 4:39pm |
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My series 1 D17D does not have a bypass style oiling system. It does use a canister style oil filter where the later models have a spin on. I'm 98 44/100% sure the bypass oiling system on the diesels ended with WD45D production. My 17 is an early 58 model. Diesel combustion chamber in the head is known as a "Lanova" design or "Energy Cell". The 262 is the last engine to use the Lanova design. Starting with the 426 in the D21 and 301 in the One Ninety, direct injection was used.
Edited by Brian Jasper co. Ia - 03 Dec 2014 at 4:43pm
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"Any man who thinks he can be happy and prosperous by letting the government take care of him better take a closer look at the American Indian." Henry Ford
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DrAllis
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Posted: 03 Dec 2014 at 8:31pm |
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Pretty sure all Buda designated engines were a bored block. All Allis engines had wet sleeves, hence the beginning of blowing head gaskets when sleeves sank below flush.
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Ngrant
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Posted: 03 Dec 2014 at 8:51pm |
Brian Jasper co. Ia wrote:
My series 1 D17D does not have a bypass style oiling system. It does use a canister style oil filter where the later models have a spin on. I'm 98 44/100% sure the bypass oiling system on the diesels ended with WD45D production. My 17 is an early 58 model. Diesel combustion chamber in the head is known as a "Lanova" design or "Energy Cell". The 262 is the last engine to use the Lanova design. Starting with the 426 in the D21 and 301 in the One Ninety, direct injection was used. |
Yes that makes sense for the diesel. I think the gas G series has the combustion chamber in the piston top, but only be what I have read. Neil
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Ngrant
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Posted: 04 Dec 2014 at 8:52am |
DrAllis wrote:
Pretty sure all Buda designated engines were a bored block. All Allis engines had wet sleeves, hence the beginning of blowing head gaskets when sleeves sank below flush. |
The B series were all wet sleeved except for the 273 six and the big 4 cylinder - 173 I think. The 230 in my 40 Cockshutt has wet sleeves. Neil
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Ngrant
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Posted: 30 Mar 2015 at 9:35am |
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A little update on the progress. The 262 is in the tractor now with the clutch and bell housing all buttoned up. I need to start it before I go much further. When I had the oil pan off and the cam out, I checked a rod and main bearing and they looked very good. I also check the lifters for any broken ones and they seemed good also. The Cockshutt front and rear are in place as well as the new older style D19 water pump which puts the fan a bit lower. It seems the bypass tube is a different size on the new pump - like one size larger than the old one. So I am wondering what model of tractor or combine would be the same and if I got a used bypass and thermostat housing from that model for the bigger line would it all marry up and fit? Any ideas?
Thanks
Neil
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Ngrant
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Posted: 30 May 2015 at 6:14pm |
After getting it running well a month ago, today I took the AC manifold off and put the AC Gleaner A manifold on that I bought from Don Bradley in Misssouri. It is the same as the Cockshutt one. I also put the thermostat housing on that I bought from Tom Lunn. Thanks Tom and Don There is a little AC orange and Gleaner grey on this red Cockshutt, which can't be a bad thing. I just need some fine thread 1/2" nuts as I need to use some of the Cockshutt studs as the bolts that came out of the old thermostat housing were too short. Good to get working at it again after a while away. 
Edited by Ngrant - 30 May 2015 at 6:16pm
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Don(MO)
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Posted: 31 May 2015 at 11:34am |
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Happy to help, let me know if you need more gas parts. I will ship the next one I'm hoping
next week, I will PM you the day she go's out. Post some shots of both sides next time.
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3 WD45's with power steering,G,D15 fork lift,D19, W-Speed Patrol, "A" Gleaner with a 330 corn head,"66" combine,roto-baler, and lots of Snap Coupler implements to make them work for their keep.
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Ngrant
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Posted: 31 May 2015 at 8:18pm |
Don(MO) wrote:
Happy to help, let me know if you need more gas parts. I will ship the next one I'm hoping
next week, I will PM you the day she go's out. Post some shots of both sides next time.
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Hi Don. I posted a video on facebook of it idling in mid April. Running very well other than a leak at one of the exhaust ports on the D19 style manifold. I will post a link to it and hopefully it works. https://www.facebook.com/neil.grant.549/videos/vb.563709913/10153237115249914/?type=3&theater I took the D71 Series III diesel water pump to a machine shop and had the hub pressed of an reversed to the same offset as the Cockshutt pump. I then cut the hub and shaft off that was sticking out and would hit the radiator. The Gleaner pump is away bigger than the Cockshutt one. Should keep it cool with the 6 blade Cockshutt fan. https://www.facebook.com/neil.grant.549/videos/vb.563709913/10153237115249914/?type=3&theaterThanks again Don and everyone have a good evening. Neil
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Ngrant
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Posted: 26 Jul 2015 at 6:51pm |
The 50 is all in one big assy now. I set the valves per a D19 gas at 17 and 22 cold and then put on the sheet metal. I changed the part under the gas tanks to the less rusted one I got from Molly Bradley and it now has the Allis B series manifold I got from Don Bradely and the thermostat housing and bypass I got from Tom Lunn - Don and Tom two good Allis people and Molly is a good Cockshutt person! Parts from Minneapolis, Missiourri and Southern Ont all working together with a Gleaner engine from Lonnie Wiggins from Quebec. Feels great to see it all come together. I should have it ready for paint very soon. It is running very well except for a little noise around the governor. Hopefully as the Cockshutt Buda governor gear wears in to the Gleaner Allis engine, it subsides. Power steering works well. It is the 4th Cockshutt to have power steering ever. Have a good one to you all. Neil    
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