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Messages - AdeV

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Lister Based Generators / Re: Automatic Remote Control Generating Sets
« on: February 20, 2020, 05:41:04 PM »
My guess, looking at is, is that originally it was a hand-start engine. It's got at least one of the manual fuel shut-off levers; and the manual decompressors. The SOM units (I assume the twins - although I've not seen one of those) would have a shaft which engaged the decompression lifters, mechanically coupled to the fuel rack actuator; so when the solenoid was released, spring pressure would push the rack shut & engage the decompression. When starting, the solenoid is powered up, pulling the whole system out of engagement.

I can't see - but I assume it's there somewhere - any kind of linkage between the two fuel pumps? If there's nowt there, then the engine will presumably not shut down automatically, you'd have to go and switch the fuel pump off by hand. And apply decompression should you so desire.

General Discussion / Re: New member
« on: February 05, 2020, 09:43:01 PM »
Is the rack behind the cover that's above the oil filler? Or is it over by the side of the engine? I think we'll need a few close-up pics to figure it out; I've looked at as many HA2 pics as I can quickly find, and none of them offer any clues as to exactly where it is.... I think I've spotted the lever you're referring to, but it looks like that rotates a shaft under one of the cylinders, so I'm not really any the wiser.

If you can/already have exposed the rack, then (because the engine is not running), the governor should be pushing it - quite hard - to the fully open position, so if you're not able to push fuel to that point, then it suggests the feed line to the rack is blocked. If you can get fuel at the bottom of the injector pipes, but not the top; then (at a total guess) the HP pump is faulty. Or maybe your injector lines are blocked, but it seems unlikely they'd both be blocked, unless someone's run coal through it in a previous life.

Lister Based Generators / Re: Lister TS2 slow to shut off.
« on: January 30, 2020, 11:18:03 PM »
Is the fuel rack being fully closed when the engine is shutting down? If it's open just a hair, it could explain the desire to run on...

Listeroid Engines / Re: EPA Regulations
« on: January 29, 2020, 01:07:35 PM »
From the way I'm reading it, some coastal areas seem to get less radiation than inland.

Coastal areas tend to have more cloud cover than non-coastal; especially if there's hilly/mountainous land close to the coast (e.g. North Wales). So whilst the solar flux (is that the right word?) is just as strong as anywhere else on that lattitude, it mostly bounces off the top of the clouds...

General Discussion / Re: Car engine ignition conversion
« on: January 29, 2020, 01:01:02 PM »
I'll have to read up on Lindburgh - you're probably right about that. IIRC the P38 had an Allison engine to begin with, I don't know if it was a NA or boosted engine; but it was underpowered for the plane. Putting the Merlin, and later the Griffon (the tank engine variant was the Meteor, and was unboosted as far as I know - tanks never really got my juices flowing the same way as WW2 aircraft), turned it, as you say, into the legend that it became.

Hmm, I have a few Jag V12s lying about the shed, it'd be interesting to stick a 2-stage supercharger on one, just to see what it could do...

General Discussion / Re: Car engine ignition conversion
« on: January 28, 2020, 07:38:38 PM »
Charles lindberg was responsible for discovering how to DOUBLE the range of wwii aircraft.  By running high boost and low rpm fuel economy was doubled which enabled allied aircraft  in the pacific to be able to strike places far further than the enemy could anticipate and was a big factor in the overthrow of the japs.

I believe ALL WW2 fighter aircraft were boosted. e.g. the Spitfire & Hurricane aircraft used a 2-stage supercharged Merlin engine. It wasn't just about fuel economy - the air is getting plenty thin at the altitudes they were flying, so boost allowed the engines to get a decent amount of air for the fuel they were burning. And they were 2-stage so you could switch from low boost (low altitude) to high boost as required. Not sure if they also used high boost to enhance top speed whilst in a low-level dogfight, but I can't imagine they didn't try it...

I think the Messerschmitts were turbo-charged, but haven't googled to confirm that.

General Discussion / Re: Replacing an engine
« on: January 28, 2020, 06:04:38 PM »
but you go faster....

The speed limit on a UK canal is 4mph.... I guess in that all important sprint from the locks, though, the extra HP might be useful  :laugh: :laugh:

Listeroid Engines / Re: EPA Regulations
« on: January 28, 2020, 07:59:49 AM »
Any tips on where to get panels cheap?

Australian dumpsters, by the sounds of it!  :laugh:

As Ironic as your well meaning sarcasm is Ade, You are dead right!

Wasn't sarcasm - just wry humour :)

The hard to get bits are the inverters. Panels last decades, the early inverters were lucky to last 5 years and here thanks to the wonderfully beneficial ( to me) laws, If an inverter goes belly up you can't replace it.
Well you can, but only with the same inverter.... which being 5+ years old of course are long obsolete and out of production so you have to install an entire new system. This is where pretty much all my panels have come from bar the last lots.

Good effing grief. Just when I think we must have reached peak Government stupidity - along comes something which proves me dead wrong. So basically, the laws in Australia (or your bit of it at least) mean that if a 5-year-old inverter goes pop, you have to rip off panels which would be good for at least another 20 years, because you can't change inverter?!?! No wonder you're finding stacks of good used panels for nuppence. I bet there's a rule the panels can't be re-sold either.

Panels here in the UK are still relatively expensive, and you very very rarely see 2nd hand ones on the market - I think our gov't would rather see existing panels in service as long as possible, and the electrical side being as modern as possible... so no such rule here.

Then again, we get the square root of bugger all in the way of sunshine, compared with most of Oz. We'd be better off with micro hydro systems in our drainpipes I reckon...

Listeroid Engines / Re: EPA Regulations
« on: January 26, 2020, 12:05:38 PM »
Any tips on where to get panels cheap?

Australian dumpsters, by the sounds of it!

Things I want to Buy / Re: 6-1 parts
« on: January 24, 2020, 06:27:47 PM »
You might want to check you lube oil for fuel dilution, 

Is there a way to check without sending a sample and $50 to a lab ?

Generally.... does it look like there's more oil in it than you put in it? :) That's often what kills diesels - the fuel accumulates in the sump until the conrod(s) start flinging it about, when that happens it gets into the intake air via the crank breather & before you know it you've got a runaway.

General Discussion / Re: Car engine ignition conversion
« on: January 24, 2020, 06:16:27 PM »

With the bliss of ignorance Ade, the problems you had sound like a lot could be put down to govenor issues.
govenor and geating the engine to run in a decent spot on the torque curve.

Both valid points, particularly the latter. By running at low RPMs, you're waaay down on the torque curve. I guess the way to look at it is; if you're driving along the flat at 1500rpm (say 60mph), then start climbing a steep hill; the engine will bog down & just hitting the gas will take a long time before you're back to 1500rpm. Do the same thing at 3000rpm, or 4500rpm, and you'll be back to speed almost immediately.

I do think we had 2 problems: The slow speed meant the engine couldn't handle sudden uptakes of power; the overspeed was probably the governer responding too slowly to a speed increase. After all, cut the fuel and the engine will slow down no matter what the load is... The best way to overcome this would have been to have a "hard stop" maximum RPM (so a mechanical governer, perhaps), and running the engine at it's peak torque, i.e. about 4500rpm. Then you're looking for a tiny little engine, because at 4500rpm, an old Scooby 2 litre is going to be giving you maybe 90kW... or 200kW if you use the WRX version  ;D

Listeroid Engines / Re: EPA Regulations
« on: January 22, 2020, 09:46:46 PM »
... completely ignoring the emissions of places like china and india whom emit magnitudes more than we do.

I saw someone argue today - with a straight face, no less - that because the US/UK's "per capita" emissions were higher than China's "per capita" emissions, we needed to put our own house in order first, before humbly begging the Chinese to do something.

Never mind that China alone is responsible for something like 30% of ALL "pollution" emissions on the planet. Because there's 1.4bn of them, that makes it OK apparently.

Oh yeah, I read it in the Guardian of course - the UK's official hand-wringing liberal-lefty rag... and annoyingly the only news forum that's both free to use & that I haven't been banned from yet...

Generators / Re: A hypothetical generator application
« on: January 22, 2020, 09:40:09 PM »
Is the efficiency loss of running the 25kW unit for all loads going to be offset by having the big engine running constantly (mostly at idle, one assumes) and the smaller unit running harder more of the time? Diesels are efficient, yes, but not when they're idling.

Are those numbers based on what you have, load wise, or what you're expecting? e.g. would it be worth looking into having a BFO battery bank to provide the peak loads, running just the smaller engine to re-charge and assist the battery bank when load exceeds capacity? A battery bank could also be supplemented by solar/wind generation to help defray the costs of diesel (although whether it would pay back in the lifetime of the system, who knows).

If the 25kW unit is way oversized for your peak load (but your 6.5kW unit isn't big enough), could you gear up the 25kW head so you're running the big diesel slower? e.g. drop it's max output to 12.5kW at 60% of RPMs, for example.

Just wet-finger-in-the-air thinking there.

Listeroid Engines / Re: EPA Regulations
« on: January 22, 2020, 09:24:01 PM »
These engines are not harmless.  They do exhaust rather nasty particulates when operating on diesel.  I appreciate the tempest in the teapot aroma of this stand but just look at the air and water where there is NO or weak Environmental Protection Agency like programs.

If everyone in the US was messing about with an old Lister[oid], then yes - you'd have a fairly major pollution problem.

10,000 of the things in the hands of amateurs isn't worth a fart in space.

I'm sure that, if there was ever a civil servant anywhere on the planet with more than 1 1/2 brain cells to rub together, [s ]he would come to the same conclusion and allow a limited number of annual imports, e.g. on a "not for resale" basis.

Even our godforsaken EU (crafters of some of the most stringent regulations in the solar system) recognised that one could import "an item for personal use" which didn't meet EU standards (for safety, emissions, or whatever). You just couldn't bring in a container full & sell them.

General Discussion / Re: Car engine ignition conversion
« on: January 22, 2020, 09:18:04 PM »
I get what you are saying and i wouldnt be going into this as a serious generator although quite happy to do that if i learn more than i anticipate.

Fair enough: As a project to mess about with & use up some old-but-good engines, I think you'll have a ball. If you ever came to rely on one for electricity, you'll be cursing them...

Im thinking one of these engines should have good power and torque  but im thinking in the 10 to 15 hp range at  maybe 2000 rpm or lower. They could be geared as required for the speed and rpm.

That was pretty much what we were aiming for. a 6KVA gen head should require around 15-18hp to run - call it 20 with parasitic loads such as belts and pumps. Yes, the engine would do it - IF it was up to speed before the load was applied, and if the load was applied fairly slowly. Throw in both rings of the cooker (this was on a giant RV, or a "mid-sized" by US standards  ;D), and the engine would bog down, and couldn't recover fast enough, so it would just stall. If a load was suddenly released (e.g. kettle boiled, cooker turned off), it would over-speed, and the safety routine would cut the engine. This was not something I'd want to risk a laptop on...

On the other hand, if you can give it a fairly even load, with a slow ramp up/ramp down (say... battery charging with an intelligent controller?), it could be quite successful.

Almost wondering with enough advanced timing and water injection if i could run one of these petrols on a 50% veg  petrol mix?

If you skim the heads enough, you could probably run them on diesel! Sure, they wouldn't have the strength to lug a Subaru bodyshell around the forest for 100,000 miles - but as a cheap-ass stationary engine, I don't see why not. Put the injectors where the spark plug is now...

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