Hi,
You'll find all the info you need here : http://www.oldengine.org/members/diesel/CAV-Injection/fuel1.htm
Cheers,
Jim

Hi,
The cast iron bushes were fitted without the hole & were retained using Loctite 638.
The holes were then drilled and tapped 3/8" BSP through to the bore.

Now the Fuel Tappets are an easy, but good, sliding fit !

Cheers,
Jim

This is a bit of an odd one !
During the strip down of my 1952 Lister CS 12/2 I discovered that the bores in the Camshaft Covers for the Fuel Tappets were very badly worn.
Along with this there was wear on the camshaft ends as well.

So to do the job properly the camshaft ends have been skimmed to first clean cut & new undersize bronze bushes made to suit.
For the bores for the Fuel Tappets I'd get a new cast iron bushes made with the correct bore, which is 1" reamed.

Now while boring out for these new cast iron bushes this is where the oddity has been discovered.
See photo attached that shows the setup on a milling machine.
Initially the mounting face & bore for the fuel pump was set up true & square. I thought this would be the true datum & would be in accurate alignment with the camshaft centre line, but no, it isn't !
The governor end camshaft cover was out by a good 0.030" & the other end out by 0.010".
I couldn't think how that could have occurred, but perhaps this alignment didn't actually matter ?
I decided to minimise this error so the new bore will be much better aligned to the camshaft centre line & still be perpendicular to the mounting face for the fuel pump.
See second photo that shows a witness cut where you can see the offset to the original bore.
In practical terms this now means the fuel tappets are not acting on the centre of the fuel pump.

I suppose this is not something that has been observed before but it'd be interesting to hear any comments.

Cheers,
Jim

Hi Ade,

Sorry about the photos being too big - I'll resize them before posting.
Tried deleting them so I could post resized ones, but I can't do that. As you say opening in a new window works fine.

Attached is photo of the compression COVs, the one on the right being the type fitted to my 12/2.
Pt No on the standard Main Plug is 8-1/C3 & the other is 10-5/259.

Interestingly the 1970 CS booklet 103/171 for the 6/1, 8/1, 12/2 & 16/2 engines shows the engines fitted with blanking plugs as standard. The compression COVs are an optional extra.
There is no mention of the different Main Plug.
I wonder if this was a short lived variant, that was fitted to gen sets ?

Cheers,
Jim

Hi Ade,
Apologies for seemingly hijacking this thread but it's topic is certainly common to Malcolm's & my engine !

This set is completely original and hasn't been messed about with at all. It was installed in 1952 exactly as we see it today.
So the lack of a decompression actuator solenoid is really quite a surprise.
The compression C/O valves with their convex shape was maybe the first step in going to the plugs that we see on Malcolm's 18/2 engine. I've seen reference to these C/O valves on another post on this forum.
Perhaps the 7.5kVA generator was capable of turning over the engine with full compression ? Of course I'm nowhere near trying that yet !

In answer to your question - yes the 2 fuel pump racks are linked together & are controlled by the governor in exactly the same way as with Malcolm's.
So there is the FCS (Fuel Control Solenoid) & the microswitch which senses when the engine is up to speed.
I'm not quite sure how this FCS works but it's spring loaded to the stop position & by solenoid action must allow the racks to open to full throttle position.
I have no toggle on the fuel rack to limit the full throttle position - I see Malcolm's does !

The 585/1260 manual that Malcolm has will, I'm sure, explain everything !
Hope he can copy it for me.

Cheers,
Jim

I know this is an old post, but I just found it today while searching for info on my gen set.
What a great find !
I have recently acquired a Lister CS 12/2 Gen set with a 7.5kVA (6kW) head. It Dates from 1952 where it was installed in a farm in East Lothian. Serial no 2861022.
It is a remote start unit very similar to this one I think. But the really odd thing is it's only fitted with a Fuel Control Solenoid & an Engine Speed Sensor (microswitch), so there is nothing to operate the Changeover valves & nothing to operate the de-compression levers !
The Changeover valves are different to the normal 3/1 & 5/1 types which are concave - mine are most definately convex.

I'm hoping that Malcolm could sent me a copy of the manual shown in his first photo - 585/1260. This is what I've been searching for !
I've sent you a PM.

For interest attached are photos of my CS 12/2 in it's original position.
Farmer needed space to garage a very nice Testa P100D car - who says there's no money in farming ?

Cheers,
Jim

Hi Sirpedrosa,

In post #179 you had a couple of photos of the fretting damage caused by slightly loose flywheels, but there were no replies !
Were the sizes ok so that you could just refit the flywheels with a well tightened gib key ?
Or did you have the shafts built up & remachined ?

I've just removed one of my heavy SOM flywheels from my Lister 12-2 & have the same sort of damage.
Not measured actual sizes yet.

What do folk think about using Loctite to address this problem ?
I know that Listerdiesel used Loctite on one of the flywheels on his Ruston 1ZHR.

Cheers,
Jim