small block chevy into a WD45 loader tractor

 I envy the work the custom guys do on cars, trucks, and tractors. My old brain has a hard time just getting them back to stock condition. I don't think I have the artsy vision some guys do, or the mechanical skills to machine my own basic parts needed for a custom build. Oh I can cobble some stuff together and slap some paint on it occasionally but that's about my extent. Maybe someday a hot rod custom tractor? I think the lowered B would be really neat, for shows. Good luck in your endeavors. Sounds like you have the skills and most of the things you need. 

Regards,

 Chris

 Thanks for the kick!

Regards,

 Chris

Find a Chevy 292 inline 6. Better known as the "torque monster".  Takes two men and a boy to carry the crankshaft. LOL!  A buddy of mine as one in his 78-79 Mason Dump with the old "granny" 4 speed Saginaw tranny behind it. Let the clutch out in first gear you can walk along side of that thing. What a pisser that would be. I bet that would work quite well in a Tractor.

Steve@B&B

 Hey Sploke,,,,don't give up, Guy,,,even tho this subject seems to be the BEST KEPT SECRET with A/C tractors,There have been a large number of them already "modified" due to pretty much necessity reasons as yours and even those like Steve in NJ and myself that just cannot or do not want to give up on the Hot Rodding aspect of it.

 When I bought my D14 without a complete engine I also looked far and wide and bothered lots of A/C people for details on an adapter,,,,never mind that there have already been many A/C's with Chevy engines in existance,,,BUT,,,,

."".well get 'them' to show you how it's done !!!!""

 unfortunately Jay's comment is not as easy to accomplish as it sounds because like I said,,,IT IS THE BEST KEPT SECRET in A/C world,,,!!! Those that have already done this modification, seem to just NOT want to share. One would think that some enterprising fellar would engineer an adapter plate(S) and start marketing them and he would not be able to keep with the demand. I know I would buy one just to have it here should I get a line on another A/C.

 I know one fellar up in Nebraska that has a WD that has a Chevy 6 cylinder that I find very interesting but travel circumstances with my wife's health issues prevent me from going up to get it and,,,,and,,,he won't deliver,,,,!!!!! PFFFFtttttt

The diaspora of mentions about power:

A V-8 engine, by geometry, is most practical when using larger bore, and shorter stroke.  It's advantage, is to have twice the displacement, in a short, lightweight crankshaft and short rods that will spin nicely over a wide powerband.  Because of low piston speed and low reciprocating mass, they are excellent for accellerating passenger cars and light trucks.

An inline ALWAYS requires a longer crankshaft... and to keep it short, bore must be smaller.  To increase displacement, the result is a longer stroke, thus longer rods, more reciprocating mass.

Longer stroke, with smaller bore creates a vacuum profile totally unlike a large bore/short stroke engine.  They develop very high runner velocities at much lower speeds, so the torque curve is much fatter at the bottom end.

Your Allis inline four is capable of some incredible torque numbers...  If the puller guys are willing to open their chops just a little, I'd bet you'd find 300 ft-lbs not unusual for a WD-45... and it DOESN'T need to spin fast to do it.

That V8 engine, when placed in continuous duty at 1200rpm, will be good for only about 50hp.  When set up for marine duty (freshwater cooling, 140 degree thermostat, 9:1 compression and 92 RON marine fuel) you'll see them around 100hp at 1200rpm.  The power curve comes up substantially around 2200rpm, and torque starts falling off around 4600rpm.  By 4800, they're usually done, as most marine drives will not tolerate running over 5000rpm for very long.

The Allis engine will, from a tractible power perspective, tromp the V8 right and left, because it's well-up in it's torque curve around 100rpm BELOW idle.

The engine that Steve refers to (the 140 Mercruiser) is referred to as a 'chevy', but it's really an inline iron-block GM industrial 181ci... they never put them in cars.  The most volumnous production was sold to MerCruiser division of Mercury Marine, for use in boats.  The 181 was a successor to the 153ci four, commonly found in the Chevy II and a few others, but also in industrial applications like generators, irrigation pumps, forklifts and mobile machinery.  The 153 was related to the Chevy 230 inline six... basically, identical, but shorter by 2 cylinders.  MerCruiser used the 153 in a more-or-less stock form with it's 120hp marinization, but when Chevy bumped up the 230ci six up to 250 by bore enlargement, Mercruiser took the 153 up to 181, and did some redesign of the cylinder head, which GM applied to their 181 industrial as well.  It was a strong motor, but realize... it was NOT in any way limited to 1800rpm, which is one of the reasons why it can be put in a tractor for 'competition purposes'.

Even with the 181's capacity, The WD45 engine will still out-torque it to 1800.  After that, though, the 181 will start taking over the horsepower battle.

I think you'll find that the 350v8 will need gearing down, and you'll have lots of futzing to get a governor on it.

Thanks...love that show!