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Messages - mcreeferson

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Listeroid Engines / Re: Oversized "Listeroid" interest?
« on: October 28, 2018, 01:16:16 PM »
laying waste to the neighborhood.

Got a good chuckle out of that one. Had a good mental image of a giant green chunk of metal bouncing around the neighbor’s yard.

Listeroid Engines / Re: Oversized "Listeroid" interest?
« on: October 05, 2018, 06:19:52 AM »
I might have interest in a ste-roid if you caught me on the right day and the price was right...

Listeroid Engines / Re: Injector Cam Timing
« on: March 17, 2017, 11:54:39 AM »
Thanks guys for the input. I think I was overthinking this a bit (once again). I was able to establish proper clocking using the old cam lobes to verify, and using 38ac's idler gear install method. That makes it sort of foolproof, but I am a pretty ingeneous fool...

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?

Generators / Re: Voltage Sensing Connections
« on: July 20, 2016, 12:03:38 PM »
Well, I feel a bit foolish. After a bit of time off on other projects I came back to this this morning and put in a solid hour of working the problem before I realized there never was a problem to begin with. All I need to do is connect my voltage sensing leads to U6 and U1 and be done with it. Regardless of my switch position, series delta or double delta, the sensing connections remain unchanged. I was so busy focusing on how my switch's auxiliary contacts were arranged and how to use them for voltage sensing, I failed to note that they were completely unnecessary for the task.  ::)

Listeroid Engines / Re: Indian Valve Guides
« on: July 07, 2016, 11:34:07 AM »
"Actually that comment wasn't pointed toward you at all, sorry that it appeared that way. "

No need for apologies, I just wanted to be sure that you (and you guys in general on here) understood my appreciation of your contributions to the community. I tend to go off the reservation with overdoing things, it's just the way my head works, but let's be clear, I wouldn't even know where to start without the info shared here on this board.

Listeroid Engines / Re: Indian Valve Guides
« on: July 01, 2016, 02:13:18 PM »
Bronze on the exhaust side will cool the valve temperature .

Hmm, I had kind of glazed right over the cooling aspect. Much of what you read on these topics is for high performance racing engines, I kind of just shrug most of that off as unimportant to my application. Your specific mention of that particular aspect makes me stop and think though, is better heat transfer irrelevant for the most part, a good thing, or potentially a negative with these engines? My limited knowledge does include knowing you don't want to run your engine too cool... What are peoples thoughts on that?

Listeroid Engines / Re: Indian Valve Guides
« on: July 01, 2016, 02:06:06 PM »
The process gets bashed by people who repeat what they read but I have been knurling valve guides for going on 43 years now,,, but then again I understand the want to modify and improve things.

I am operating under the assumption that you certainly know a hell of a lot more than I do about these things, so please don't take my tangent as me thinking I know better, I most assuredly do not. However, I don't have any tooling or experience with internal knurling, but pressing in a sleeve is no big deal, and boring holes with diameter, location, and perpendicularity tolerances of a tenth or less are squarely in my wheelhouse. I figure it's best to stick with what I am comfortable with so long as you guys see no major flaws in my intended path.

Listeroid Engines / Re: Indian Valve Guides
« on: June 28, 2016, 08:00:42 PM »
Keep us informed as I plan to do similar.

Will do.

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 / Re: 18/1 Bump
« on: June 22, 2016, 03:40:13 PM »
Alright, that's pretty simple, I think I can manage that easy enough.

Thanks for the rundown everyone.

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 / Re: Voltage Sensing Connections
« on: June 21, 2016, 01:36:35 PM »
I was able to get the schematic for the main part of the switch, not including the aux contacts, and it certainly helps clear up their spreadsheet version.

Generators / Re: Voltage Sensing Connections
« on: June 16, 2016, 02:39:10 PM »
Yes, it is a 12-lead 3-phase head.

I will see what I can do about sorting the diagram out, maybe I can squeeze a line diagram out of the manufacturer.

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