Allis-Chalmers

The Allis-Chalmers Model B, introduced in 1937, was the first modern tractor available for under 500 dollars. The Model B was designed to pull a single-bottom plow, replacing the horse. Its appearance, with its rounded lines, differed significantly from earlier A-C tractors. The tractor's frame was very narrow in construction. It was designed for rubber tires, but during the war, many were equipped with steel wheels. The engine was A-C's 1.9-liter four-cylinder gasoline engine. Power from the belt pulley was 16 horsepower. There were three forward gears. Optional equipment included a hydraulic lift, electric start, and from 1945 onward, an adjustable front axle track width. The Model B did not have the traditional belt pulley on the side of the tractor as standard; instead, it was attached to the power take-off shaft at the rear when needed. The early B models featured steering brakes operated by hand levers.

A combine harvester, the All-Crop Model 40, was customized for the Model B and also became popular.

The Model B was also assembled in Britain from 1947 to 1949. In total, about 120,000 units were sold.

In 1941, the Model C was introduced, which was very similar to the B but sized for a two-bottom plow.

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Tractors

Allis-Chalmers B, C

The Allis-Chalmers WD replaced the preceding WC model in 1948. It looked almost the same, but there were many improvements. The engine's compression ratio and RPM were increased. The power was rated at 36 hp in the USA, but only 27.5 hp in Europe. Alongside the gasoline version, versions running on kerosene and liquefied petroleum gas were offered. The dual clutch was quite advanced technology at this stage and made operation easier since the power take-off and hydraulics operated independently of the driving clutch. The power take-off clutch was oil-bath type and was operated by a hand lever. The brakes were now pedal-operated. The hydraulic lift was equipped with draft sensing. A special feature was the Power-shift rims, where the track width could be adjusted without lifting the tractor or turning the center disc, using curved rails welded to the rim. In 1952, a new constant mesh gearbox was introduced.

145,000 WD units were produced in six years. About twenty of these ended up in Finland. In 1953, a redesigned model, the WD45, was introduced. The displacement of the gasoline engine increased to 3.7 liters by lengthening the stroke. Power was also increased by raising the compression ratio from 4.5 to 6.45. A quick-attachment device, which became standard equipment, allowed the implement to be connected while sitting on the tractor seat.

In the early 1950s, Allis began looking for a diesel engine for its tractors. It ended up purchasing the Buda engine manufacturer in 1953. The WD45 Diesel was brought to market in the fall of 1954. The engine was a 3.8-liter 6-cylinder. The electrical system was 6 volts, but the diesel model had two batteries. The diesel model cost 40% more, and only 8% of WD45 buyers chose it. In 1956, power steering became an optional extra on the WD45. Over 90,000 WD45 units were sold.

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Allis-Chalmers WD

Allis-Chalmers started manufacturing tractors in England in 1947. Gradually, most of the parts were also of British origin, including the electrical equipment made by Lucas. The manufacturing mainly involved model B. In the very early phase, a small batch of model WC was also assembled. From 1950 onwards, the English B model featured a straight front axle different from the American version. The lifting device was modified to a three-point hitch, but it was not on par with European tractors. British Allis tractors were also exported to Australia and Canada.

In 1954, the model D-270, a further development of the B for the European market, was introduced. Despite the model designation, it was most often equipped with a petrol or gasoline engine. The diesel version had a 2.36-liter Perkins engine. The diesel model had a 9" clutch instead of an 8" one. Unlike the American models, the electrical system was 12 volts. A new feature in the D-270 was a separate power take-off (PTO) clutch operated by a hand lever. The differential lock and weight transfer system were still missing. Alongside the standard models, there were also versions in production such as a smaller version in every direction and a version equipped with higher ground clearance.

In 1957, the updated D-272 replaced the D-270. The basic technology remained the same, with slightly more power from the diesel engine. The appearance was modernized and some parts were reinforced. Compared to its competitors, however, this successor of the B model was already beginning to appear outdated.

There is unusually wide variation in the technical specifications of these models as reported in different countries.

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Allis-Chalmers D-270 – D-272

The Allis-Chalmers 7000 series was introduced in 1973 and was very successful. In designing the successor, the basic structure was kept the same, and the focus was on improving the features that had been requested. The main wishes were for a more modern cab and a four-wheel-drive model. The 8000 series came onto the market in 1981. The power of the smallest model, the 8010, remained the same and it had a 4.9-liter turbocharged six-cylinder engine. The second smallest model switched to a 7.0-liter engine. The largest model, the 8070, had 10 horsepower less than the previous 7080, so that a Power Shift transmission with 6-speed quick shift could be installed. The basic transmission, the Power Director, was equipped with a 2-speed quick shift, but most tractors were purchased with the Power Shift.

The wheelbase of the four-wheel-drive model was remarkably short, and with its 10-meter turning radius, it was more maneuverable than its competitors. The four-wheel drive was engaged electrically. A limited-slip differential lock was available as an option for the front axle. The load-sensing hydraulics remained the same. In addition to the previous 3-ton lifting capacity, a 3.7-ton lifting device was available. The cab was 38% more spacious than before. More powerful models were also in development, but Allis-Chalmers ran out of money before they could be completed.

KHD purchased the Allis-Chalmers Agricultural Equipment Company in May 1985. The tractor brand changed to Deutz-Allis. However, Deutz had no intention of manufacturing tractors in the USA, and the last tractors at the Allis plant were produced in December 1985. After that, the Deutz-Allis brand appeared on pale green tractors imported from Germany.

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Allis-Chalmers 8010-8070

The frame-steered Allis-Chalmers models 7580 and 8550 were succeeded at the beginning of 1982 by models 4W-220 and 4W-305. The design was modernized and the cab was new. Technical changes were minimal. The engine speed was reduced to 2400 rpm. The 4W-305’s engine was 12.0 liters. The transmission was still 20+4 Power Director with a 2-speed hi-lo gear. The hydraulics were load-sensing. The cab was more spacious than before, and the mechanical noise-conducting linkages were removed. The doors were really large, and the capacity of the air conditioning was increased. The fuel tanks were larger than previously. After the 8000-series four-wheel-drive models came to the market, sales of frame-steer tractors declined, and in total only about 600 units of the 4W models were produced over four years.

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Allis-Chalmers 4W-220 – 4W-305

Allis-Chalmers bought 440 Landhandlers from Steiger, but at the same time was developing its own articulated four-wheel-drive tractor. The 7580 was completed in 1976. Of its parts, 73% were shared with the 7000 series two-wheel-drive tractors. The engine was a version of the 7080’s engine boosted by 10 horsepower. For the first time, Allis announced an increase in torque: 29.9%. The transmission was a 20+4 Power Director with a 2-speed quick shift. The total output of the hydraulic pumps was 284 l/min, of which 87 l/min served the load-sensing system for the external hydraulics—the largest share went to the articulated steering. There were three hydraulic blocks as standard, and flow control could be adjusted from the cab. The lift had draft sensing and lifting power was the same 3 tons as in the smaller 7000 series models. The Acousta Cab II was similar to that of the smaller models, with a noise level of 79 dB. There were no steering brakes.

In the summer of 1977, the 300-horsepower 8550 was introduced alongside it, marking the switch to a black frame. The engine was Allis’s own 12.0-liter 6-cylinder with two turbochargers and four-valve technology. The lift was considerably more robustly built, and the lifting power was 4.4 tons.

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Allis-Chalmers 7580-8550

Allis-Chalmers had already found a partner in Fiat with the 5050 model. However, for successors to the older 175 and 185 models, they wanted tractors of their own design. They decided to purchase the rear assembly, including the transmission, from Fiat. On the 6060 this came from Fiat’s 780 series, and on the 6080 from the 980 series. The engines were Allis-Chalmers’ own 3.3-liter turbocharged units. The 6060 boasted a 35 % increase in torque. Its gearbox was a partly synchronized 8+2, while the 6080 had a fully synchronized 12+3. The clutch disc was ceramic.

Both models were also offered in a four-wheel-drive version with Fiat’s front axle, and about one third of buyers chose four-wheel drive. The optional cab was similar to that introduced at the same time on the 8000 series, but smaller. Noise levels were 79–81 dB, making it one of the quietest in its class.

In 1984 the 6060 was replaced by the slightly more powerful 6070, which also featured a 12+3 gearbox.

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Allis-Chalmers 6060-6080

More from this manufacturer

The Allis-Chalmers WC was a mid-sized tractor in the lineup, equipped with a 3.3-liter gasoline engine. It had 4+1 gears and a 10-inch clutch. The brakes functioned as steering brakes and were operated by hand levers. This required both hands to be removed from the steering wheel during braking. As an optional accessory, a mechanical lift was available, which took its power from the transmission shaft.

In 1938, the design was updated to a rounder style following model B. Electric starting and headlights were introduced. The rear wheels grew to 28 inches.

The WC became a success: a total of 178,000 units were produced. In some European countries, the WC was marketed under the name W.

Alongside the WC, a shorter, narrower, and lower WF was introduced in 1937. Its design was updated in 1940.

In 1938, the poorly performing RC model was introduced, which equipped the WC with the B's 2.1-liter engine. The gear ratios were slowed down compared to the WC. The RC was only available with wide front wheels. The RC was replaced by the Model C in 1941.

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Allis-Chalmers WC, WF, RC

Allis-Chalmers, together with the United tractor company, introduced a completely new tractor, model U, in 1929. It was designed for tractor buyers who already owned a Fordson. Initially, the engine was a 4.6-liter Continental, later replaced by a 4.9-liter Waukesha. Based on this, Allis-Chalmers developed its own 5.2-liter engine in 1936. This overhead valve engine was rated in Finland at 37 horsepower at 1200 rpm. It could run on both gasoline and kerosene. The U model initially had 3+1 gears, and from 1935 onward 4+1. A road speed of 17.8 kilometers per hour was made possible by pneumatic tires, which came on the U as the first tractor in the world in 1932. Steel wheels remained alongside for a long time as a cheaper option. The pulling power of the rubber-tired version was a quarter higher. The clutch had a diameter of 12 inches.

Alongside the U, from 1930 to 1941, the All-Crop model UC was offered, which had front wheels side by side under the front end.

In 1936, alongside the U, a larger model A was introduced, which replaced the earlier model E. The A had a 7.6-liter gasoline engine. The main purpose of this large, belt-driven tractor was to operate threshing machines. As combine harvesters became more common, the market disappeared, and the next time All-Crop offered such a large tractor was in 1953.

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Allis-Chalmers U, A

The successor to Model C was the CA, introduced in 1950. It adopted features from the WD model, such as quick-adjustable track width and a separate power take-off clutch. The engine was the predecessor's 2.0-liter gasoline engine, but the compression ratio and revolutions were increased, resulting in a power output of 26.6 hp. The transmission was now a 4+1 constant mesh gearbox. Electric start and lights were standard. The wheelbase was 12 cm longer than the previous model. About half of the CAs were sold with dual front wheels and half with a wide front axle.

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Allis-Chalmers CA

In 1957, the first models of Allis-Chalmers' D series were introduced to the market: the D14 and D17. The design was started almost from scratch, and the styling was modern for its time. The driver now sat in front of the rear axle. The front axle track width could be adjusted without a jack. For attaching implements, Allis still offered its own Snap-Coupler quick hitch, but later a standard three-point hitch also became available, allowing the use of the same implements with other brands. Advanced technology included an oil-bath Power-Director hand clutch, which was used to shift ranges, and the neutral position allowed the hydraulics and power take-off to operate while the transmission was in neutral.

The D14 matched the power and size of the previous WD45 model, but instead of the predecessor’s 3.7-liter engine, it had only a 2.4-liter engine. The D17 was equipped with either a 3.7-liter gasoline engine or a 6-cylinder 4.3-liter diesel. Thanks to the high-low gear, it had 8+2 gears.

In 1960, the D15 replaced the D14, with increased engine power achieved through higher RPM and compression ratio. A diesel version was also introduced. At the same time, Allis’s traditional orange color was changed, and a cream color was added alongside it. The model range was broad: gasoline, gas, and diesel versions were available, as well as narrow orchard models, high ground clearance versions, etc.

At the end of 1961, the first turbocharged tractor was introduced: the D19 Diesel. The power increase was modest, but the 38-inch wheels also made the tractor feel larger than the D17.

In 1964, a new hydraulic system was introduced, with relatively low pressures but significantly higher pump output than before.

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Allis-Chalmers D14-D19

The long-running followers of model B and CA in the Allis-Chalmers D series were the smallest models in the lineup, the D10 and D12. The only difference between these models was the wider front axle on the D12. Parallel front wheels or a three-wheel version were completely abandoned, and the front axles were European-style with adjustable track width. The engine was a new 2.3-liter gasoline engine, which was a downsized version of the one introduced earlier in the D14. The transmission was similar to the CA, with 4 forward gears and 1 reverse, and the clutch was 9 inches in diameter. The hydraulic pressure was only 103 bar.

In 1961, the engine was increased to 2.4 liters. At the same time, a power take-off system was introduced. In the 1964 Series III models, an optional range extender, i.e., an 8+2 transmission, became available. A diesel version of these models was never produced, which limited their success, especially in the later years.

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Allis-Chalmers D10-D12

The British branch of Allis-Chalmers continued developing the prewar B model in the ED-40, introduced in 1960. Its appearance was redesigned to resemble the American D series. The engine was replaced by a Standard 2.3-liter, 37-horsepower unit previously used in the Ferguson 35. It featured an 8-forward, 2-reverse gearbox. In 1963 power was increased to 41 horsepower and the weight transfer system was improved.

The ED-40 was built in three versions. The Regular model came with 10-28 tyres and the same type of weight transfer device as American Allis tractors. The De-Luxe added a differential lock and a separate PTO clutch. The Super De-Luxe had 11-28 wheels and a three-point hitch frame. De-Luxe models with 11-28 wheels were imported to Finland.

In many respects the ED-40 was not competitive, and only 4,000 units were produced. Allis-Chalmers ended production in England in 1968.

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Allis-Chalmers ED-40

Allis-Chalmers bought the Vendeuvre tractor factory in France in 1960. A new tractor series was developed by combining the technology of the American Allis D-series and Vendeuvre. The FD3 was equipped with Vendeuvre's air-cooled 1.6-liter 2-cylinder diesel engine for the French and Belgian markets. For other export markets, a 4-cylinder Perkins engine was used. The FD4 and FD5 featured 2.7- and 4.1-liter air-cooled Vendeuvre engines. Later, the FD4 and FD5 were also available with a 3-cylinder Perkins engine (40 hp and 59 hp). All models had 8+4-speed gearboxes manufactured by ZF. Technical problems hindered the popularity of the series, and after these models, Allis-Chalmers closed the factory in France.

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Allis-Chalmers FD3 – FD5

In the early 1960s, Allis-Chalmers decided to develop a challenger to the John Deere 5010 model. The D21, introduced for sale in 1963, was significantly larger than the brand’s previous models, so both the transmission and the engine were completely new. Likewise, the angular design differed from the rest of the lineup. There were no headlights at the front; instead, they were placed on the rear fenders. The engine was a 7.0-liter inline six, Allis's first direct-injection diesel. It had a power output of 117 hp. The transmission had a total of 8+2 gears across two ranges, and the clutch was 14 inches in diameter. The hydraulics featured draft sensing, but unlike many other large American tractors, it used a gear pump. The steering was hydrostatic; in this respect as well, the D21 was Allis's first. The steering wheel was height-adjustable, with the dashboard adjusting accordingly. There was no differential lock. The 200-liter fuel tank was mounted at the rear of the tractor.

In 1965, the Series II model was introduced, featuring a turbocharged engine with 140 horsepower. Approximately 3,500 D21s were produced, almost all of which remained in the USA.

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Allis-Chalmers D21

The first representative of the Allis-Chalmers 100 series was the One-Ninety, introduced in 1964. The model carried forward the blockier styling first seen on the D21 the previous year. Its flat-floor cab was said to be the roomiest on the market, and the instrument panel adjusted together with the steering column. The 182-liter rear-mounted fuel tank was enormous for its time. The model number retained the “19” as a nod to its predecessor, the successful D19. The engines were new six-cylinder versions from the 2000 series. In the early years there were also gasoline and LP-gas versions, but from 1968 onward only diesel was offered. The transmission remained an 8×2 power shift with a neutral position, as before. The hydraulic system was an open circuit with a low-pressure pump rated at 45 l/min. In addition to the standard three-point hitch, a Snap-Coupler quick-attach hitch was available in the first production years.

There was a clear gap in the lineup between the One-Ninety and the D21. This was filled in 1965 by the turbocharged One-Ninety XT (the gasoline version achieved higher displacement rather than turbocharging).

Power take-off was offered in either 540 rpm or 1,000 rpm versions as required. In 1970 an optional reversible PTO shaft became available, allowing both speeds without the need to drain the oil.

From 1965 on, the factory-installed cab became an option, and air suspension was available from the outset. The cream-white cab styling complemented the tractor’s angular lines. In autumn 1967 the grille lost its horizontal crossbars.

In 1972 the One-Ninety was replaced by the Model 200, which despite its new turbocharger produced the same power as the previous XT model. Its appearance was updated to match the smaller tractors in the range. The hydraulics were noticeably more powerful, and the lift capacity was said to be 50 percent greater—just over two tonnes. The brand-new cab, named QCS (Quiet, Comfortable and Safe), made its debut on the 200.

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Allis-Chalmers 190-200

After the 190 models were introduced in 1964, the smaller models began to look badly outdated. However, the angular One-Seventy and One-Eighty models had to wait until 1967. The grille did not have the crossbars of the bigger brother. The model designation One-Seventy indicated that the model was closely related to its predecessor, the D17. The rear and the 28" wheel size were the same as the predecessor. The One-Eighty's drivetrain was more akin to the larger One-Ninety. It had 8+2 gears with a hydraulic quick-shift that could also be used as a hydraulic clutch. The actual driving clutch was equipped with a ceramic disc. The petrol engine of the One-Seventy was also old, but the RPM had been increased. The One-Eighty's diesel version had a new 6-cylinder 2800 model engine. There was no diesel option in the One-Seventy's own selection, so the choice was the Perkins A4.236. Unlike its predecessors, the steering was hydrostatic. An optional feature was the hydraulic PTO (power take-off) engagement.

In 1970, the models called Crop Hustler 175 and 185 were introduced. These had increased engine power. New exterior features included black striping and an orange grille. The same exterior updates were also applied to models 170 and One-Eighty, whose model designation, for some reason, remained in letter form.

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Allis-Chalmers 170-185

Allis-Chalmers ceased production of their smallest models and in the late 1960s sought a solution for the 40 hp power class together with several European tractor manufacturers. An agreement was reached with Renault, and the One-Sixty was introduced to the market in 1969. The Renault 56 was equipped with a Perkins 3.152 engine instead of the MWM engine used by Renault. The front axle was replaced with Allis’s own, equipped with hydrostatic steering. The hood from model 170 was fitted to the front, and adjustable Allis Power-Shift rear wheels were used. The standard transmission was a 10+2 gearbox with a dual clutch. Later, a Basic model was also offered, which had a 6+1 gearbox, Renault’s front axle without power steering, and the differential lock was removed. In 1972, the appearance was updated in line with the rest of the Allis model range, and the model designation was changed to 160.

In 1973-74, a small number of an updated model, the 6040, were sold. Its appearance followed the newer 7000 series, and many small technical improvements were made.

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Allis-Chalmers 160

In 1969, the D21 was adapted into a new model series with minimal changes. The model name became Two-Twenty Landhandler. The appearance and cabin were similar to the 190 models. The power of the 7.0-liter engine was increased by about 10 horsepower. The rear axle was more robust, which increased the weight by nearly 700 kg compared to its predecessor. The number of gears remained 8+2, and there was no granny gear. In 1970, about 100 units of models equipped with mechanical four-wheel drive were also produced, but there was no demand. In 1972, the model 200 was introduced, featuring the QCS cabin presented for the first time.

In 1970, the second largest in the lineup became the Two-Ten Landhandler. Its engine power was reduced and tire size decreased compared to the Two-Twenty.

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Allis-Chalmers 210-220 Landhandler

In the 1960s, Allis-Chalmers had several plans to enter the market for large four-wheel-drive tractors. The furthest developed was the T16, built from a wheel loader, of which about twenty were sold to sugarcane plantations in Florida. In 1972, an agreement was reached with Steiger to paint the Bearcat in Allis orange. The result was the 440 Landhandler. The engine chosen was a Cummins V8 with a power output of 218 hp. The transmission was a Fuller mechanical 10+2, and the axles were from Dana. The cab was isolated from the chassis, and air conditioning was available as an option. The three-point hitch and external hydraulics were also optional extras. Over a thousand 440s were sold, with many going to Australia.

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Allis-Chalmers 440 Landhandler

By the 1970s, Allis-Chalmers tractors were considered reliable and competitively priced relative to their features, but in some respects, they had fallen behind the times. There were few gears, and the transmissions were unsynchronized. The design did not allow for the addition of oil-immersed brakes or a differential lock. Thus, the design of a new series was started from scratch, except for the engines. Models 7030 and 7050 were introduced in the spring of 1973. The engines were 7.0-liter units introduced the previous decade, but an intercooler had been added to the 7050. There were 20+4 gears, and the powershift was two-speed. The goal had been a powershift transmission, but its design had encountered difficulties.

The hydraulics were now load-sensing. The flow to external valves could be adjusted from 7 to 64 liters per minute. The cab was a new Acousta Cab, which was the quietest of its time—79.5 dB. Fuel tanks were now located under the cab, as were the batteries (4 pcs), which could be tilted out. On the 7030 model, the PTO at 540/1000 RPM was achieved with a reversible shaft.

By the end of 1974, power was increased by about 6 horsepower, and the drive axles were strengthened accordingly. The model designations became 7040 and 7060. At the top of the range was the 7080, which was then the most powerful two-wheel drive tractor on the market. In addition to the increase in engine power, the drivetrain was reinforced. Along with the update, a transmission resulting from powershift development was introduced, featuring a 6-speed powershift gear. In total, there were 12+2 gears.

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Allis-Chalmers 7030-7080

Allis-Chalmers introduced completely new 7030 and 7050 models in 1973. A smaller model had also been planned for the lineup, but cost calculations showed it would be too expensive. So Allis ended up modernizing the model 200, which became the Allis-Chalmers 7000 in 1975. The engine was the existing 4.9-liter. A third quick-shift gear stage was added to the transmission, bringing the total number of gears to 12+3. The power take-off now had standard speeds of 540 and 1000. The drive shafts were stronger than before. Hydraulic output was increased. Notably, the larger models featured the Acousta Cab cabin, which had a noise level of 79.5 dB. Due to the old basic design, features such as oil-bath brakes and a differential lock were still missing.

In the spring of 1978, in the black-framed version, the cabin was replaced with the improved Acousta Cab II, and the clutch was changed to an oil-bath type.

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Allis-Chalmers 7000

To acquire small tractors for its lineup, Allis-Chalmers turned its attention to Eastern Europe after its previous cooperation with Renault ended due to the price being too high. In the fall of 1975, the 5040, also known as the Universal 445, manufactured by Universal in Romania, was introduced. Like the Universals, it was based on Fiat technology. Mainly only the grille, the shade of orange, and the color of the rims were changed to match Allis-Chalmers. The color of the frame was Universal’s original reddish-brown. The engine was a 2.3-liter 3-cylinder producing 44 hp. Initially, there were 6+2 gears, and later 8+2. Crawling gears were available as an optional extra. Standard equipment included, among other things, power steering, a differential lock, and glow plugs.

After production of the model 170 ended, a tractor with over 50 horsepower was also needed. In the summer of 1976, the 5050 began to be marketed, manufactured by Fiat in Italy. The design and color scheme corresponded to the model produced by Universal. The original equivalent of this model was the Fiat 540, but the engine was a 2.75-liter instead of the original 2.6-liter used in Europe in the 580 model. There was also a four-wheel-drive variant, the 5050 FWA, as well as a more compact 5050 Low-Profile model designed for orchard use.

In 1981, the 5040 was also replaced by the 5045, manufactured in Italy, which corresponded to the 480 model. In total, around 13,000 tractors of this series were imported, half from Romania and half from Italy.

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Allis-Chalmers 5040-5050

In 1977, the Allis-Chalmers 7000 series was updated. The frame color was changed to black, and the cab was replaced with the Acousta Cab II. The gear levers were moved from the floor to a side console, and the noise level dropped by a couple of decibels. The 7040 was replaced by the more powerful 7045. The transmission options still included the Power Director with a 2-speed quick shift and the Power Shift with 6 speeds. The hydraulics were load-sensing.

The smallest model in the series was the 7020, which had the previously used 4.9-liter inline-six engine with an intercooler, now producing 146 hp. The standard equipment on the 7020 was pared down, removing features such as ether starting, foot throttle, and telescopic steering column. One range was left out of the transmission, so it had 16+4 gears. In 1979, the older technology-based 7000 model was replaced by the 7010, which had its power reduced to 118 horsepower. In 1978, high-clearance versions of the 7020, 7045, and 7060 models were introduced.

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Allis-Chalmers 7010-7080

Inspired by the success of Japanese compact tractors, Allis-Chalmers added two models manufactured by Toyosha to its lineup in 1977: the 25-horsepower 5020 and the 31-horsepower 5030. In 1982, the Fiat-made 5045 was also replaced by a Toyosha product. The 6140 was developed according to Allis's wishes, with a design matching the larger 6000-series tractors. The engine was a 2.3-liter, 3-cylinder producing 44 hp. The 10+2-speed transmission was fully synchronized. Both rear-wheel-drive and four-wheel-drive models were available. The hydraulics offered ample output, and the steering pump was separate.

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Allis-Chalmers 6140

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