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Messages - broncodriver99

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1
Engines / Re: Lister CD8 Diesel
« on: January 18, 2023, 06:48:29 PM »
Nicely done! Another one saved. Congrats!

2
Engines / Re: Lister CD8 Diesel
« on: January 17, 2023, 01:44:45 PM »
Got the popcorn ready. Looking forward to seeing it go again.

3
Nice looking set up. Good luck with the sale.

4
General Discussion / Re: Electric car question
« on: January 10, 2023, 07:20:38 AM »
you bet it will.

As well as a tax and an administrative fee.

5
Engines / Re: Lister CD8 Diesel
« on: January 09, 2023, 12:35:56 PM »
Coming along nicely.

6
Engines / Re: Lister CD8 Diesel
« on: January 03, 2023, 07:22:00 AM »
Is it a copper sheet gasket or a multi layer gasket? If it is a copper sheet you may be able to just anneal it and reuse it worst case. I'm not sure if a multi layer gasket can be annealed for resue. Hopefully someone with more knowledge can make a suggestion about that.

7
Engines / Re: Lister CD8 Diesel
« on: December 30, 2022, 06:12:14 PM »
I believe gaskets to go is out of Thailand. He is from the US but lives there. He is who makes the modern composite gaskets for the CS.

https://gasketstogo.com/

May be worth having a look.

8
General Discussion / Re: Electric car question
« on: December 28, 2022, 09:05:16 PM »
Why not just put a Changfa in it  ?

I like it.

9
Engines / Re: Lister CD8 Diesel
« on: December 28, 2022, 12:36:49 AM »
I too saw the 0.003" max clearance in the manual and thought that a little tight. I am guessing Lister is stating what it should be new or reconditioned. I remember hearing an old rule of thumb that ideal clearance is 0.001" for every inch diameter of the crank pin.

Here is the info I have on the big end:

Crank Pin Diameter: 2.5" Nominal for CS and 3" Nominal for JP/JK/JS engines
Manufacturing Limits(New):
Crank Pin Diameter: -0.002"/-0.0025" For all engines
Big End Bearing: +0.0005"/-0.0005" for CS and +0.001"/+0.0015" for JP/JK/JS Engines
Allowable Wear on the Big End Bearing: 0.007" for the CS and 0.005" for the JP/JK/JS Engines

So, it looks to me like you have a little more than 0.003" of clearance on the big end to play with. If I am reading right the absolute max would be somewhere around 0.008" which seems a little high. I am guessing the numbers Lister is providing are for measuring the crank pin and big end each directly and then calculating the clearance as these were the days before plastigauge. Nowadays you just bolt it all together and get a much more precise reading with a piece of plastigauge. I wouldn't be worried if you are in the 0.003-0.005" range, much past that and it is probably time to consider grinding the crankpin if necessary or maybe just fitting a new bearing if the crank pin measures within range.

10
General Discussion / Re: Electric car question
« on: December 27, 2022, 07:37:54 PM »
You only need to fudge some additional losses over the standard 35% battery/charger losses for additional ST head losses. 

I disagree. AC generators, consumer level heads anyway are in the 70-80% efficiency range. And that is assuming that an ST head is on par with a western produced high quality gen head.

11
General Discussion / Re: Electric car question
« on: December 27, 2022, 07:29:32 PM »
Yes, 8-10 gallons would be my best guess. It's one of those if you already have the facilities and fuel source to produce the electricity and don't mind some maintenece costs and time then why not. Once you factor in the added wear as you said due to the WMO as well as normal wear and tear and oil changes then you have an expense that really may offset any feasibility of the situation.

Another thing I would look at is charge rate. Many of the EVs that come with little 120v chargers are meant to be charged say overnight. So 8-10 hours up to 20 hours on some vehicles at a low rate. You have to step up to one of the higher output chargers to get anything in the 2-4 hour range and I am not sure what the current requirements are for those, they may exceed what you can produce with a CS twin. So, another concern would be run times on your charging setup.

I am not sure if short charging EVs has the detrimental battery effects that it does on most other batteries. If it is something you can do a few hours a week here and there then I would consider that nonproblematic. But if it is something that you need to do for 8-20? hours at a time then I would start to look at that as a chore.

12
General Discussion / Re: Electric car question
« on: December 27, 2022, 06:41:32 PM »
On the average week I drive the car about a 100 miles.

Once more plenty of assumption and guess required but if I had lets say a Chevy Volt and used a 16/2 Listeroid and ST head to power the charger would anyone like to take a stab at gallons of fuel per week?  Believe me I know I am way out in left field with  theoreticals here but I'm surely not smart enough to do anything but pure guess.

My best guess would be to find the fuel efficiency of a similar vehicle with an IC engine and double it at a minimum. That would probably get you in the ballpark of the fuel required to charge an EV. And that is being very generous to the home built charging setup.

13
General Discussion / Re: Electric car question
« on: December 27, 2022, 06:37:37 PM »
Let's look at it this way.

Lets say 1 gallon of fuel = 10 miles of energy conent.

Burning one gallon of fuel in an IC engine vehicle would net 3-3.5 miles of travel.

Burning one gallon in a listeroid would net 3-3.5 miles worth of mechanical energy, then that 3-3.5 miles of mechanical energy is converted into electricity at 70% input effeciency netting 2.1-2.45 miles worth of electricity, then that 2.1-2.45 miles of electrical energy is converted by a charger which has losses as does the process of battery absortion (65% efficiency) so you end up with 1.365-1.5925 miles of travel from that same gallon of fuel. So, 13.5-16% efficiency.

That's a pretty grim reality. Even if everything about the scenario were free, engines, gen head, charger, waste oil, time , maintnance, etc. it is still an extremely poor return for something that has better than double the efficiency when used directly in an IC engine. Like I said that is why the big push for EV charging is solar(and wind) as the perception is that it is free/green. Really though those have capital costs as well as environmental costs and a payback period that is really much longer than anyone wants to admit.

I'm not knocking EVs I just dont think they are the Rainbows and Unicorns that many want to make them out to be. I think that continued investment in IC development as well as alternatives could net just as good or higher gains when EVERYTHING is factored into the equation.

14
Engines / Re: Lister CD8 Diesel
« on: December 27, 2022, 04:45:30 PM »
I went through the wear limit data I have and below is what I have on other engines of similar design with a 4.5" bore. The CS 8/1, JP, and JK are pretty much identical. I would think the JP/JK numbers are what would have been used on a CD/CE engine. I used the 8/1 numbers as it has an aluminum piston like your CD. The 6/1 with it's iron piston has different specifications.

Nominal size 4.500"
Manufacturing limits(New):
-Cylinder: -0.000/+.0.002"
-Piston Top Land: -0.023/-0.025"
-Piston Skirt: -0.007/-0.008 for CS and -0.006/-0.007 for JP/JK
Max Difference(New):
-Piston Top Land: 0.027"
-Piston Skirt: 0.010" for CS and 0.009" for JP/JK
Allowable Wear:
Cylinder: 0.004"
Piston: 0.005"

15
General Discussion / Re: Electric car question
« on: December 27, 2022, 04:02:42 PM »
Would it be a logical thought to think that a gallon of oil generating power to charge the car would roughly equate to a miles per gallon if used as engine fuel?

I am sure it is calculable but you would need quite a bit of information to do so.

Is it going to be efficient, I highly doubt it. The most realistic numbers I have seen from power grid operators is that about 35% of the energy in the fuel used to generate electricity actually makes it to one's home with transmission/conversion losses. Their plants operate at close to 100% efficiency.

A listeroid is going to be somewhere around 30-35% efficient at converting fuel energy into mechanical energy, a cheap gen head will be somewhere in the realm of 70% efficient at converting mechanical energy into electrical energy, depending on your battery charger it will be somewhere around 60% efficient at taking said electricity and converting it and charging the batteries with charging losses as I don't believe batteries accept anywhere near 100% of the energy provided during charging.

If you could figure out how much waste oil it takes for you to generate 1kwh of electricity then you may be able to pull the charging data on a specific vehicle and extrapolate an average charging cost and divide that by the average mileage you would get from a charge.

That is one of the reasons the big push on EV charging is for solar, it is about the only way that makes any economical sense. If you were to find an old diesel VW Rabbit or pickup or an old Mecedes diesel and run it on waste oil that would get you orders of magnitude further with less effort.

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