941 engine mystery is it a d330 or 3304

DMiller said:

Check the sleeve seal ring lands and edges of the grooves for those Tin worm signs, double check the counterbore depths before you install those sleeves for consistency.

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I will post some pics when i get things cleaned up. Got it all sorted out today and figured out im missing an oil pan as well as all the push rods and one rod bolt. The head bolts are in such bad shape im not sure id trust them either. Still impressed with tje condition of whats there. I think first job is to clean up the block head and crank. Without that i got nothing. The crank beari gs show tje crank was turned .040 at rods and .010 at mains. I think that pretty well means that crank is at its end if it wont polish and be within tolerance at the rod journals!

workshoprat, the outer face of the cylinder liners could well be damaged with the Tin Worm on the thrust side so don't worry to much about how good the inner bore looks, the Cylinder Head on the 330C is NOT the same as the 3304 although they look similar, the big change is at the front of the head were the water connection is, the 330 A and B Series engines look nothing even remotely like the 330C and 3304 and cannot be confused as they have side windows in the block and CATERPILLAR cast into the block side with a cylinder head about 5" thick. tctractors

Tony my dad always taught me it was ok to turn the liners and reinstall for a second life as the damage was always only on one side.

What is your take on that ?

Still not sure what your calling tin worm. Im telling you these liners have zero pitting on them in any spot of the outer face. I cannot find even as much of a trace of a pit anywhere. I really do think these are very low time liners before it got water down the exshaust and stuck the rings to the liner. Now im a licenced aircraft mechanic as well as 25 years experince turning wrenches on everything from lawn mowers to heavy equipment and aircraft with everything in between and im pretty sure I know how to inspect a part to determine if it has pits or corrosion that makes it beyond a serviceable part. But you dont want to belive me and thats ok cause im pretty sure you have had your fair share of novice beginers who dont know which end of a wrench to hold on here so its somewhat understandable.

Anyhow thats good info on the head. Im gona have to take a real good look at that for my understanding and carefully compare the parts.

I really think the 3304 out of my 955l will fit the same spot on the mounts and has the same rubber puck flywheel mounting. I have no doubt that it will fit in the machine and bolt in. From there its just will the hoses and hydraulic cooling lines and all hook up.

At this point im gona take a shot at it even if I have to do some custom fab work of lines and such to make it work. Im to far into it to give up and I just dont know how to give up. I have a lathe, mill, torch and a welder. When you have those it can be anything you want it to be!

workshoprat, that is some pedigree you have working on Aircraft and stuff, I never get to touch Aircraft as I am stuck working on CAT and other make equipment for the last 48 years, the 3304 out of your 955 will fit with a few modifications, I would say you need to measure the width of the drive pucks as I think you will find they are wider in the 955, anyhow on the liner think if they look perfect on the outer face around the lower top seal ring and above you are good to go, I have posted pictures of the Tin Worm eating through the outer cylinder wall many times in Shop Talk in the past with this damage showing after only 6 months on some engines without the correct coolant, in 1 year (personal Record) I managed to swap out 128 piston and liner packs so I have seen a few innards, the Lanchester style balance shafts and bushings need to be in top order as they rotate at X 2 Crank speed and need careful setting in Time, they cannot be fitted incorrectly as the gear cut angle is handed, best of luck. tctractors. p.s. The 955 has piston cooling and a Turbo I tend to think.

tctractors said:

workshoprat, that is some pedigree you have working on Aircraft and stuff, I never get to touch Aircraft as I am stuck working on CAT and other make equipment for the last 48 years, the 3304 out of your 955 will fit with a few modifications, I would say you need to measure the width of the drive pucks as I think you will find they are wider in the 955, anyhow on the liner think if they look perfect on the outer face around the lower top seal ring and above you are good to go, I have posted pictures of the Tin Worm eating through the outer cylinder wall many times in Shop Talk in the past with this damage showing after only 6 months on some engines without the correct coolant, in 1 year (personal Record) I managed to swap out 128 piston and liner packs so I have seen a few innards, the Lanchester style balance shafts and bushings need to be in top order as they rotate at X 2 Crank speed and need careful setting in Time, they cannot be fitted incorrectly as the gear cut angle is handed, best of luck. tctractors. p.s. The 955 has piston cooling and a Turbo I tend to think.

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TC trust me when i say the aircraft thing isnt all its cracked up to be! Its fun on a hobby level and a nightmare on a professional level! I will never ever do it again for a living! I enjoyed my time as a diesel and support vehicle mechanic for a large transit company in denver far more than the aircraft job because the people you deal with are so much better! I have never seen such odd and abrasive personalities as I have had seen working aircraft. Out of all my schooling the one that has served me best in life and I have enjoyed the most has been my deisel power tech schooling I recieved in high school vocational tech program through a community college diesel tech program. I know alot of people dont put alot of stock in ase certs but I even have ase master certs in heavy truck and master cert in automotive. I took all the test at the same time and passed them all. Like i say i know some guys don't put much stock in it but its still an achievement im proud of as I have seen guys struggle just to pass even a few tests. I am no stranger to turning wrenches. I cannot say i know alot about any one thing but i know a little bit about a great many things. I do appreciate and value the vast familiarity and experience guys like you have on this machinery! Sorry if I seemed kind of uppity or arrogant! One thing I have learned in all my years is you never know everything, you never stop learning and you can learn something from everyone and anyone! I guess i just get a little frustrated when i feel im not getting the respect of my years of effort and feel I'm being treated as a newbie. Like I say its understandable though as you have no idea of my experience and training level! Thank everyone here so much for your knowledge!

Also I will check those pucks. Hope they have the same bolt spacing. Not sure on the piston coolung but yes my 955 engine is turbocharged. Not sure what it would hurt to run it non turbocharged or if i would have to change fuel setting to run it non turbo. I dont know that it would hurt to run it turbocharged but it is about 40 hp more than that machine would be used to so i suppose there would be greater risk of breaking drive parts? Thats all assuming you can get enough purchase with the track to ground as that machine does not weigh all that much. Your thoughts on that?

I should also say I think my thought process at the moment is to try and put my 955l engine in this machine. Two reasons on that. First i want to get this machine up and running for my brother as soon as possible. Secondly if I dont get this 955 engine in something soon it has a great possibility of ending up like my basket case engine. Here in the humidity belt what ya dont use ya lose! With that being said I really would also like to build this d330c engine on the side because it just seems whats there is to good to let go and i hate to see such beutiful yellow iron die! Plus I just want the challenge! So thats my thoughts at the moment lol!

Workshoprat and tctractors. Please take this in the humor it is intended. As I don't think either of you are bragging but we all know some out there that this song could be really aimed at!

kshansen said:

Workshoprat and tctractors. Please take this in the humor it is intended. As I don't think either of you are bragging but we all know some out there that this song could be really aimed at!

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Thats a good one from when country was good lol!!!

The 955 engine has piston cooling and is best left alone to run a Turbo, as for the power increase it's going to make the transmission oil temp fly up as the 941 is struggling to cool its oil with 70 bhp running up against it, the oil is cooled via a Heat Exchanger with water from the engine as the only method, the 941B and 951C used a fan blown oil cooler plus a water cooler to help things remain at a handy level, so you might need to watch things, the tooth count on the bevel gear and pinion also in the f/drive changed in the 941 B when the engine power was turned up to 80 bhp. tctractors

TC I haddent considered the trans temp but uea I can see that being an issue. Honestly all this machine will do for my brother is be a maintenance machine to load and unload other projects on and off trailers at his shop and do some driveway and property maintenace on his 10 acres. He is never gona take it out and work it hard for money. If he keeps from being ham fisted on the throttle it will serve him well the rest of his life for no more than it will get used. Also I think if I can get the original engine built we can swap it out latter and then have the 955l engine for the next project! There is always the next project lol!

Here's an idea just hook up a temp switch to the trans an use it to power an ignition coil with wire in the seat. That way if he gets to working it to hard and it over heats he gets a kick in the but from the coil!