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Messages - oliver90owner

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Tom seems to be right on the nail here.  The engine is a compression ignition - not enough compression, no ignition.  Simple as that. 

One can remove the valve spring with the piston at TDC and give it a twist to try to seat it (WD-40, or similar, sprayed down if appropriate).  Otherwise a head removal job.  Just depends on what is the problem - with the seat contact or the valve not quite closing due to interferce between guide and stem.

Regards, RAB

Bio-diesel Fuel / Re: old methanol - any good?
« on: April 16, 2010, 08:20:57 AM »
Err, thanks for the update but it has prolly been used a long time ago.......


General Discussion / Re: Lister CS 18/2 . . . serious help needed
« on: April 15, 2010, 01:50:15 PM »
This engine has decompession levers?  Use them to make sure there is no hydraulic lock!

You don't actually say whether the engine is free, has compession, was running at the time (oops, difficult and could it have got in the inlet?), or what.  Without any decent info I would neither go with your friendly marine engineer nor the posters here.  We are just guessing too much.  Without any further useful information I would be safe, and lean towards the engineer's recommendation as I suspect he has a little more background to work on than we do.

BTW, when I saw your user name, I thought you musrt be female; then second sentence threw me!  Back to more normal when down to your signature. I am suspecting the boat is the 'Edith B'?

Regards, RAB

Listeroid Engines / Re: injectors
« on: April 15, 2010, 01:16:58 PM »
In addition to Ronmar, there may be other issues as well.  Pump timing, injector pop pressure (and so the spray pattern may be different), compression ratios (bump clearance/valve seat condition) may all be awry - one can never tell.  They may each have a small effect but they can accumulate into a significant difference between the cylinders.  An IR thermometer on the exhausts, when under load, may well give a good indication of balance between the cylinders.

Regards, RAB

Listeroid Engines / Re: listeroid fuel pumps
« on: April 11, 2010, 07:31:51 AM »
That might depend on whether the 16HP was a single or a twin.

Regards, RAB

Original Lister Cs Engines / Re: Stuck governor?
« on: April 08, 2010, 10:57:21 PM »
Do you mean the engine is over-speeding?  If spoked flywheels, in particular (but not exclusively), beware of the dangers of flywheel disintegration.  Presumably your flywheels are solid on a SOM.

The engine should govern at design operating speed whether loaded or not.  Check the alternator output frequency value(Hertz) with a meter or whatever if you are not sure.

Regards, RAB

General Discussion / Re: Silencer idea
« on: March 19, 2010, 08:59:38 PM »
And when the water utility find you are the origin of the oil in the system?

Regards, RAB

Original Lister Cs Engines / Re: Dating a CS
« on: March 07, 2010, 08:26:35 PM »
Am I correct?
Certainly not.  Didn't make 8/1s until much, much later.  Not even sure if they had uprated the 5/1 designation to 6/1 by then.

Regards, RAB

Original Lister Cs Engines / Re: lister cs diesel
« on: February 28, 2010, 10:39:41 PM »
R.A.S.E.   Royal Agricultural Society of England.

Ran the 'Royal' show up until last year. Olde spelling of Gloucestershire as well.

Regards, RAB

Changfa Engines / Re: Changfa saves the day
« on: February 28, 2010, 10:15:49 AM »
Thats the nice thing about diesel no CO.

Don't believe that!  Just that when you do get CO, you will choke on the black smoke before the CO gets you!

Regards, RAB

Original Lister Cs Engines / Re: lister cs diesel
« on: February 28, 2010, 10:12:45 AM »
Another problem with easystart can be a broken arm or wrist, or worse.  The engine 'detonating' before it will go over TDC can send the starting handle round the wrong way PDQ.

Regarding the cracks in the water jacket:  get them repaired, or repair them, if the Listard cylinder lining is good.  Many running listers have been frost damaged and repaired.

Find the ends of the cracks (crack test methods) and drill a small holes to prevent propagation and weld it, taking all the due care that welding cast iron requires.  Some simply gouge it out along the crack, with an angle grinder, and repair with a suitable filler. On some egines cracks are sealed by the addition of a multi-screwed, gasketed plate to cover the damage.

Of course, they don't get frost damage in Canada - they know it is going to freeze hard and always use antifreeze!

Apart from that, as the others have posted.

Regards, RAB

Engines / Re: Injection Pump
« on: February 26, 2010, 10:51:19 PM »
With the spring an valve top removed and all other parts in place, it seemed to pump OK.

How do you mean it seemed to pump OK  when the delivery valve was removed?  That is how you time the pump; by finding the point where the fuel stops running straight through the pumphead?   So it will give a large continuous gravity output if left at the free flow position, with no actual pumping.

Regards, RAB

General Discussion / Re: lister engineer in Devon?
« on: February 26, 2010, 06:32:33 PM »
It will depend on the type of motor on those tools.  Induction or slip-ring motors will be hertz dependent and armature wound commutator motors will be voltage dependent.

Regards, RAB

Engines / Re: Slowing down
« on: February 25, 2010, 10:18:12 PM »

There is only one way to go.  If you are expecting 5kW you will need all, or nearly all, those 10 horses!  General rule of thumb is 2HP per kW generation.

Regards, RAB

Engines / Re: Injection Pump
« on: February 25, 2010, 10:14:06 PM »

I must be missing something.  Seems to pump OK until I install the metering valve and spring.

Do you mean the delivery valve?  The symptoms you describe might simply be a faulty delivery valve.

How do you know it pumps OK without the delivery valve fitted?  Half the time it will be spilling, not pumping!

Regards, RAB

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