Question about engine

I have an allis engine. On the left side of the engine on the lower part near the back are stamped the the numbers 45-60815-GH. A little
higher on the engine are these letters and number D-6-F. Can some one tell me what this engine is out of and what the letters and numbers
stand for. Thanks!!

Just guessing, 45 is WD-45 engine, from a Gleaner H, and D-6-F is april 6 55.

...Definitely a model W-226 made for a WD45 engine block anyway. Hard to tell what's inside of it without tearing it apart. Usually a gasoline engine has FG on the end of the serial number. I don't know if GH meant higher compression for an LPgas tractor or not ?? because I know the Gas/LPgas engines were higher compression compared to a regular gasoline engine. Nothing to do with Gleaner just yet, as a WD45 engine was never used in a Gleaner combine.

I did not know what the H stood for (learned something new ---again) but that number puts it right in the middle of 1955.

I want to thanks everyone for their replies. All the information is very helpful.

So what engine was used in the EIII combine. I was always told it was the same engine as a WD 45

(quoted from post at 18:03:07 03/24/19) So what engine was used in the EIII combine. I was always told it was the same engine as a WD 45

Click to expand...

You were told wrong. The W-226 was used in the WD45 tractor and the SP-100 or Super SP-100 Allis combine. The G-226 was used in the D-17 tractor and model E and E3 combines. The G-226 was also in the 170 and 175 tractor but configured a little different than the D-17. The W-226 evolved into the G-226 but THEY ARE NOT THE SAME ENGINE. The blocks and crankshafts are different. Many of the other parts interchange but the fact remains you cannot install a D-17 crankshaft in a WD45 block or vice versa.

Correct, the Mains were enlarged, but remained essentially the same engine..

Compression and RPM were increased....but I believe the same Camshaft...

Block was cast with more/heavier reinforcement ribs and 3 inch diameter main brgs. The three small head bolts were enlarged to 7/16" instead of 3/8". Water pump was larger and stuck forward about 3 inches farther. Crankshaft pulley was stuck forward also, was a dbl groove many times and larger in diameter. Timing cover retained by 1/2" bolts on the lower two locations. Cylinder head decks were thicker and got 3/4" long spark plugs after 1960 or so. Connecting rod bearings were 100% pressure lubed instead of 33% lube on a W-226. Oiling system went to full-flow after 1960 and oil pump was changed too.. Camshaft driving gear for the full-flow oil pump was changed at this time also. Manifold studs were always 7/16" instead of 3/8". Piston bowls were redesigned and more compression. Governor spring was changed to 2,000 RPM hi idle and 1650 RPM rated speed instead of 1700 and 1400. In a tractor, the flywheel was larger diameter to accommodate an 11" clutch disc. By the time the Series 4 D-17 came out, the crankshaft journals was nitride for more wear resistance. Usually on the first overhaul the crankshaft didn't need to be reground undersize as there was no wear as long as the oil changes were regular. I think that's it.

I again want to thank everyone who responded. Very helpful information