Various 301s

1964 the non-turbo 77 HP One-Ninety. 1967 the 64 HP One-Eighty. 1970 the 74 HP 185 up thru 1981.    1965 the turbo with eng oil cooler 94 HP 190 XT.     1972 the claimed 94 HP 200 with a better turbo, lower compression pistons and dual oil filters with deeper pan and crankshaft driven oil pump.    1975 the 106 HP model 7000 with copper sleeve cylinder head injectors, DM-4 injection pump.   1977 the 123 HP 7020 ( at 2300 RPM) with another upgrade in turbo and larger engine oil cooler and intercooler and bypass engine oil filter and piston cooling. Block was also strengthened in ribbing from main caps thru the upper deck for strength.  1979 the 107 HP 7010 was a toned down 7020 minus intercooler and bypass engine oil filter.  8010 was also at 107 HP and same as 7010 engine until later on when they went to an AmBach fuel system and a different design eng oil cooler. All of these engines are reliable if the cooling system is treated and maintained to prevent cavitation erosion and sleeve Oring failure. Seldom have I ever overhauled one for being worn out. They usually have neglected cooling systems and get coolant in the oil and then have to be repaired which means overhauled. The ones with copper injector sleeves do not like to be overheated, as you will pay for that mistake down the road. Engines that get regular 100 hr oil changes always outlive those that get 150 hr oil changes.

Edited by DrAllis - 03 Nov 2022 at 7:17pm

The extra (top) Oring is a great idea. Sad thing is, back in 1964 & maybe 65 A-C actually used THREE sleeve Orings!! They had piston scoring in some engines (I'd guess XT's turned up to 120 HP) and their fix was to eliminate one Oring so the sleeve wasn't being squeezed too much. So, for the next 20 years we had 301 sleeve Oring problems in far greater numbers than the 426 engines which had three Orings on them.

The Coolants needs the SCA additive in it.

DrAllis wrote: 45 years ago, when I discovered the product "Nalcool 2000", we recommended coolant to be changed every 2 to 3 years. This coolant change consisted of new heavy-duty antifreeze and distilled (or rain) water to mix it 50/50. Tap/well water has always been a bad idea. At the same time, 2 bottles of Nalcool 200 was added. Customer was instructed to add an additional bottle of Nalcool every other engine oil change. From that day on, I have never had to repair any of my customers engines for coolant in the engine oil due to sleeve Oring or cavitation erosion. The only engines I've ran into trouble with were other dealerships customers who I inherited from dealer closings. The system required some maintenance, but even if one missed a coolant change or adding a bottle when recommended, the tractors system still seemed to be protected. The most damage is always done when the engine is under full throttle/full load from the vibrations it creates. Now, in the last 20 or so years, you can purchase heavy-duty coolant already treated and pre-mixed for freeze strength. A much easier way to go and available from Caterpillar and Cummins for sure and I think by now many other places. The proper coolant always has a pinkish red color to it.

Wide Open Throttle!

Sleeve vibration is real. Had a Cat 3406B that timing advance got worn and stuck full advance. Run really good!! Till I'd dumped antifreeze in the crankcase. 1&6 had no sign of an oring left. The closer to the center of the block the better they were.3&4 were pretty good.