6080 comp ratio and inj

I'm sure mine is 14.1 yet...it starts real hard even when it is 70 degrees out, little blowby, doesn't use oil and has plenty of power....

ACs claims about comp. ratios are only numbers figured on combustion chamber size & cylinder bore & stroke, the actual compression of any engine has to do with when the intake valve closes on the compression stroke, the cylinder leakage at the rings & cranking rpms. Take can be check with A compression gauge. The 301 AC engine has when through A number of changes over the years. The early production engine started very well in cool weather, but as time went on the camshaft timing was changed to widen the torque range, that also increase the piston temp. so the piston to sleeve clears was increased, two ways by deceasing the piston size by .002 & increasing the sleeve id. by .002 , that open the piston ring endgap. Plus as the HP increased, the head of the piston, above the top ring was decreased, to prevent piston & sleeve scoring at that area. All of these changes, intern have changed the engines cranking compression to the point, they won't start very well at all in cool weather. I worked at A Allis chalmers dealer, as all of the changes went down, AC didn't tell the service people anything about most of the changes. 

So what ae the aftermarket piston sleeve kits?(clevite for example) Are they made with the old style pistons or the 30 thou less

Most aftermarket sleeves are the .002 oversize, late oem. spec. the ring endgap spec. is .025+. Hastings ring co. sales A ringset that will close the endgap to less than .020. Some aftermarket co. sale kits for 180 engines, they are not cut at the top above the top ring area.

Mr. Big "O" your ignorance is still with us !! A-C actually made, produced and sold THREE different compression ratios for the 2000 series engines.......16 to 1, 15 to 1 and 14 to 1. You running your mouth doesn't change that one bit. Cranking compression pressures are affected by camshaft grind and timing and ring gaps, yes, but none of those have anything to do with calculated compression ratios. Some of us know when an engine is already at 16 to 1 it doesn't take very much to lower it one full point, but anyway carry on doofus.

I have a 'blueprint' on the cam of the first 180 soft gear cam and the last 8010 published thanks to Mr. Prible out at the AZ proving grounds. They are exact. The same goes the first 3400 then 3500 and 670I,
Turbo or not all the same. Timing, gears, soft hard all match up only difference is the machining tolerances and oil pump gears on some. The first cams had different drive and retainers. As told by an engineer at Harvey the d262 cam was changed for the D19 and was a mistake - they never changed a cam design from then on on any AC engine. Quite a shame as the cam is the heart of any engine - look at the grinds for the 350 chevy....

in a court of law I would be thrown out - I can't find the old prints.
In boxes upstairs somewhere with 7000 tranny stuff - I hope.
Will look more later.
However in notes
the cam on the 301 - lift at cam ex .246 intake .277 intake opens 20 deg BTDC and closes 48 deg ABDC 248 duration ex opens 56 deg BBDC and closes 16 deg ATDC 252 deg duration.
gas cams lift .250 on both in and exh

the 426 3400/3500 cam has a lift of exh .285 and in .318 with the same open and close deg of crank rotation/as the 301. These are from the earliest info and latest I can find.

We at the dealership I worked for, sold one of the very first XTs. I remember, because I got to demonstrate it to the farmer. I was impressed, with the power, anyway that was the first one that we sold. It started good in cold weather,It ran in the lower green of temp. gauge on hot summer days, pulling A 6 bottom plow.As time went on more XTs were sold. Something had changed about the engines, most ran hot sometimes. I was the head mechanic in the shop, so I called the AC service rep. about the problem, as I saw it, he told me the hp was to high, turn them down a little. At that time the dealer didn't have A dyno. ,so we got one. The hp was A little high on some of them, but turning them down didn't help them or me, because the farmer came down on me, because the power went down, so turned hp backup. The newest XTs that were sold didn't start very in cool weather. Meanwhile that first old XT came to shop for repair, the rear end was broke bad, the co. had update kit for the rear end, so I check the hp on it when I got rear end fixed. Wow to my amazement, it had 120 hp.So I called farmer and told him it was ready to go, in more  than one way as I told him the hp. He said leave it there at 120 hp & don't tell the boss or the co. As I new him will, I asked him if I could check A few things on the engine, he said yes if I can be there when it's done, ok I said if you bring the beer, & be welling to help. That evening after work we checked the pump  timing it was right, we pulled the injectors, checked the pop pressure & the tip #, they checked out ok to, we removed the valve cover, checked the clearances, they were  all close , to spec., so we checked the valve timing & lift on the intake side, it checked like the book showed, so we went to to ex. side, the lift was right but the timing didn't come up right, it was late or slow about 3 or 4 degrees,by our check. So that had to be the reason it ran so good & cool, at 120 hp. I tried to pass this info. back the service department, but they didn't want to listen as they more problems to deal with,like piston scoring, which I think had to do with the valve timing change in the later XTs. It got worse as time went on. So I left the the dealer to do my own thing, like building raceings engines & tractor pulling engines.