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Topics - mcreeferson

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Listeroid Engines / Injector Cam Timing
« on: March 08, 2017, 03:38:23 PM »
I didn't want to clutter up 38ac's WOK camshaft thread with too much more of my malarkey, so figured I'd start a new topic here with a question I have...

I am about to put all of the pieces together for my roller-cam build, and have come upon a stumbling block I had not considered in all of my thinking about valve timing. I have inspected the OEM camshaft and have found it to be straight and true, and it does not sound as if the injection cam lobe is normally considered a problematic item. 38ac's awesome write-up pretty much opened the door to me making this happen with his in depth explanation of what happens when, which events are most critical, and why, but the actual injector cam timing is never really detailed fully. I can see why of course, unless you are fabbing up an entirely new assembly, which is entirely unnecessary and frivolous, there is really no need to get into such menial details.

However, let's say some buffoon comes along who is foolish enough to waste his time engineering and building such a Rube Goldberg solution to a simple problem, he would probably at some point realize he is missing a piece of the puzzle. How would the in and ex valve timing be clocked in relation to the injector lobe on the camshaft? I can draw out a nice graph of the valve lift and timing curves, but can't seem to find any info on the same for the injector. Does such data exist out there, or do I need to essentially assemble the whole rig to the point of testing injector timing physically before I can properly locate my valve lobes in their ideal location?

What am I missing, and how much am I overthinking this? Should I just ballpark it, and rely on plunger adjustment?

Listeroid Engines / Indian Valve Guides
« on: June 28, 2016, 05:11:12 PM »
7/16 is not 11MM Grrr >:(

Original valve stems were 7/16" Indian valves are 11MM. Some of the guides are correctly sized for 7/16 valves, some for 11MM . I have seen brand new heads with 7/16 guides and 11MM valves. Leaving almost .004 of extra clearance. Check this out and correct if needed. 7/16 guides can be knurled and reamed for 11MM valves.

Okay, so the above described valve to guide mismatch applies to my engine. Being the over-thinker that I am, and the fact that I am a sucker for making a project more complicated than it needs to be at every opportunity, I was thinking about sleeving the guides. My thought was to bore the existing guides to 5/8 ID, then press in and bore and brush some bronze sleeves. My thought process behind this is to minimize blow-by, which could offer some small (perhaps very small) increase in efficiency, decrease oil consumption/smoke output, and potentially increase lifespan/TBO. The plan is to go towards the lower end of the range on clearance (.0015-.0025) given bronze's higher COE and greater resistance to galling. It seems from my reading that a closer fit is normally permissible when bronze guides are used.

Info is scarce on the specific alloy that might be the best fit, but from what I can find, and some reading on the alloys themselves, I am leaning towards 544 (phosphorus-bronze) which seems more common in the application, or 954 (aluminum-bronze) which seems like it might be a bit tougher/longer wearing.

Another option I suppose is to replace the guides entirely by machining new bronze versions as well...

Do any of the experts have any input for me on this?

Listeroid Engines / Valve Seat Material?
« on: June 24, 2016, 05:57:27 PM »
If I were to decide to put hard-seats in my 18/1, what material would be suggested? Are there any particular seats you have used and prefer? I'm sure what is best for a dragster is not necessarily the best choice for a 750 RPM single cylinder diesel...

Listeroid Engines / 18/1 Bump
« on: June 21, 2016, 06:54:32 PM »
Hey all,

I'm slowly moving things along on the 18/1 project, and am heavily leaning on 38ac's excellent step-by-step on the WOK for these indian engines to try an get things right.

I've come to a bit of an impasse regarding setting bump clearance though...

If you happen to have a D.!. head and aluminum  piston with the chamber built into it then all bets are off. You will get a different answer as to the proper bump from whomever you ask. We set the bump in the with a compression gauge and every one of them is different, our experience here is not large enough to say that bump "x" works best in them.

I am hoping you guys may be able to shed a little light on this subject for me, as to be honest, I don't even know where to start. Bump clearance and it's effects on an engine are a total mystery to me, perhaps I could get a little lesson on theory there so I at least know what I am looking to accomplish (other that avoiding having it tear itself apart by allowing any interference of course)...

Is it just a question of achieving the proper compression ratio?

Generators / Voltage Sensing Connections
« on: June 14, 2016, 05:03:19 PM »
Hi all,

I am scratching my head on the final connections for my gen head. The main winding connections took me a minute, but I figured them out easy enough. It is the AS440 I am having trouble making heads or tails of, specifically leads 7 and 8. I am sure I am missing the obvious here, maybe I just need more sleep...

Here is a link to the datasheet for the as440 (, and I will attach the connection diagrams for the voltage switch to this post. There is precious little explanation in the AS440 datasheet, so am not 100%, what am I missing?

Generators / New GenHead Pre-Service Service?
« on: February 25, 2016, 02:11:19 PM »
I have a SLG184G (dual bearing 30kw brushless) unit on it's way to me now from CGG. I am curious what standard practice is with these heads. Should I be pulling it apart on arrival to inspect, repack/replace bearings, etc, etc? What's the conventional wisdom there?

Listeroid Engines / 18/1 Gaskets?
« on: February 10, 2016, 06:56:43 PM »
Hey all,

During disassembly I tossed all the old gaskets, and while I wait for replacements to come in, I figured I could go ahead and do some dry fitting with shim stock to represent the missing gaskets. I am specifically working on checking crankshaft straightness as 38ac outlined in his thread. I am curious if any of you folks with the 18/1's can give me any idea of what sort of thickness (ballpark) the TRB gaskets have on these machines? I am seeing just shy of an 1/8" of total gasket build up will be required to achieve zero end play on the crank, does this sound right to you?

I do have a couple TRB gaskets from one of the smaller listeroids due to a small mix-up, and these are somewhere around .010" in thickness. That works out to a hell of a lot of gaskets, maybe 6 or 8 per side after torquing. Just seems excessive to me, so I am checking to see what the "norm" might be? Perhaps the 18/1's use a thicker sort of gasket, and I am comparing apples to orangutans?

Thanks in advance!

Generators / Gen Head Sourcing
« on: February 06, 2016, 01:49:02 AM »
I am looking at picking up a head, and think I will be going brushless. It seems that Central Georgia Generator is fairly popular here, any other recommendations? Powerhouse Diesel Generators? Are they just the same units in different paint? Marathon heads seem to have a good rep, but they are more than double the cost from what I have been able to find for published pricing. Is there a middle ground out there?

To open another whole can of worms for discussion, I have actually been toying with the idea of getting myself two heads, a single, and a 3-phase. My thought was I could power some 3-phase gear I have currently have running in the shop on a phase converter with that head, and just leave the single phase unit spinning free. As long as I'm not drawing power, it is just more flywheel weight right? When I need backup power, all I need to do is plug it in. I know I can power some single phase gear with a 3-phase head, but from what I have researched so far, that is less than ideal due to imbalance issues. I also don't want to be out rewiring the thing every time I want to make the switch between modes of operation (shop or backup). I probably won't come anywhere near taxing the unit with my 3-phase requirements, not much to run there, but I want to be able to pull every kW this rig will give me when it comes time to run as a backup.

I know there are a lot of variables here, but I'd be interested in hearing what the crew has to say on this stuff if you don't mind chiming in.

Thanks boys.

Waste Vegetable Oil / Contamination with hydraulic oil?
« on: December 04, 2015, 12:43:28 PM »
I may potentially have access to a large and steady supply of WVO. The only real hitch I see is that there is likely to be some contamination with hydraulic oil. The amount of hydraulic relative to WVO is relatively small, but variable. Some of the WVO may have none, and if a leak has occurred recently, there may be a small percentage of hydraulic oil mixed in.

The questions I am hoping you guys can help me with are these...

Is there a percentage of hydraulic oil that is acceptable when burning WVO in one of our simple diesels?

Is there a means by which we can determine easily what level of contamination there is? (The hydraulic oil does contain dye to alert operators of a leak)

Is there a method by which I can separate the two oils easily?

Is there anything else that jumps to mind as potential concerns that I haven't mentioned here?

Thank you in advance!

Listeroid Engines / All In
« on: March 15, 2015, 02:44:30 PM »
I took delivery of my 18/1 "parts" from Gary, and everything looks to be in order. Here are the pieces roughly stacked, as of course the first thing you want to do when you open that box is to see what she looks like...

Of course this is just for reference, I just wanted to see what it would look like if I were to assemble it, which of course I would never do...  ::)

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