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Messages - Oilengines

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1
Original Lister Cs Engines / Re: New Member Questions
« on: October 03, 2009, 12:23:26 PM »
Diesel in the sump is usually the lift pump diaphragm leaking, or one of the fuel pipes fractured.

That would also affect the running.

The engine numbers are slightly different, you need to check the TSXX part, if they are TS2 engines, then they will be basically the same mechanically, just the build may be different.


2
Other Slow Speed Diesels / Re: A 226 cubic inch (3700cc) 1 cylinder Chinese Diesel!!!!
« on: July 08, 2009, 09:27:33 AM »
Our Ruston is 261 cu in, but is only running at 375rpm for 11bhp.

1100rpm for a 10" stroke sounds a bit scary!

Peter

3
Waste Vegetable Oil / Re: Injector Pressure
« on: April 16, 2009, 04:05:00 PM »
The 8/1 pressure should be the higher figure, NOT the lower one for the 5/1 etc.

There was some confusion in the injector manufacturer's data for the 8/1 engine, which a lot of injection company listings just carried over from the 6/1, but in fact there is a higher pressure setting, part of the process which allowed the cold start change-over device to be done away with.

Pare

4
Original Lister Cs Engines / Re: CS 10/2 Crankpin roundness spec
« on: April 06, 2009, 03:30:52 PM »
I did get an email, but no means of replying that I could see, not without going back onto the forum which was out of order most of this morning.

I'll have a look at the spec's tonight and see what the book says, I don't think there's anything special on sizes, but I will check.

Pare

5
Listeroid Engines / Re: OLD STYLE LISTER ENGINES
« on: March 28, 2009, 12:18:49 PM »
One of the reasons that Lister engines lasted so long was the basic quality of the parts, the machining and the assembly. I remain very sceptical about Taper Roller Bearings (TRB) in diesel engines, especially given the pre-load required for a decent bearing life, plus maintaining that preload over an operating cycle.

I doubt that there are any genuine Listers with 100000 hours on their clocks in original condition, and if you look at the recomnmended oil change periods for a 5/1 or derivative, you'd be using up a LOT of oil on that time.

Where Lister was satisfied with 6hp or 8hp out of their singles, we are now up to 15hp (?) from a single Listeroid, albeit a larger capacity engine. I think that the original Lister design objective was simplicity and reliability before horsepower, giving relatively lightly loaded bearings and parts that just lasted, even with minimum maintenance.

Pare

6
Engines / Re: Lister SR3 fuel lift pump
« on: March 26, 2009, 09:29:00 PM »
Looks like a regular AC Delco lift pump was the original equipment on the engine, Lister # 351-12150.

Check your Delphi parts store and see if they can cross-reference to the Lister SR3.

Pare

7
Original Lister Cs Engines / Re: Mystery Lister diesel on eBay
« on: March 21, 2009, 06:10:40 AM »
LD or SL by the look of the flywheel and shroud.

Pare

8
Original Lister Cs Engines / Re: Got it!!!!!!
« on: March 18, 2009, 07:20:18 PM »
Might be worth looking for another block from a scrap engine, you have everything there to make it work.

If we all keep our eyes and ears open, something is bound to crop up.

Pare

9
Original Lister Cs Engines / Re: Model Designations??
« on: March 18, 2009, 07:17:21 PM »
Quote from: AdeV on March 18, 2009, 09:35:31 AM
Fair comment - it wasn't meant as a dig...

I didn't think it was, I understood what you meant  ;)

Pare

10
Original Lister Cs Engines / Re: Got it!!!!!!
« on: March 18, 2009, 09:05:54 AM »
Just bumping this up to the top again, what was the final outcome?

Pare

11
Original Lister Cs Engines / Re: Really, really nice Lister CD!
« on: March 18, 2009, 09:04:21 AM »
Interesting engine speed and HP, probably a special order job, the usual speed was 1000rpm and 7/8hp.

Single heavy flywheel suggests generator but may have been something else.

Pare

12
Original Lister Cs Engines / Re: Model Designations??
« on: March 18, 2009, 06:49:28 AM »
There's a huge amount missing, but the later air-cooled engines aren't really what people are looking at on here, it's the eariler water-cooled engines which is what I listed.

Pare

13
Original Lister Cs Engines / Re: Replacing Cam Taper pins with bolts/nuts
« on: March 17, 2009, 08:26:02 PM »
The thing to be careful of is that the bolt won't hold the cam tight on the shaft, as the bolt cannot squeeze the cam to grip the camshaft tightly, therefore unless you have a reamed hole and fitted bolt, it is going to work loose.

I'd be inclined to get a taper reamer for the next size up in Metric taper pins and fit a Metric pin. I have seen bolted cams work loose and destroy the camshaft through fretting and rattling once they come loose.

The other option is to drill and tap right through the cam and shaft and Loctite a machine bolt through the lot.

I'll dig the camshaft out later, there's a twin camshaft in there as well, don't know if that's a petrol (TL) or a CS diesel.

Pare

14
Original Lister Cs Engines / Re: Model Designations??
« on: March 17, 2009, 08:21:01 PM »
If you are talking about Lister engines, then it isn't too complex:

First diesel - 9/1 which is also known as the JP or Joint Product engine (after a deal that Lister did with Ruston & Hornsby) Made in 1 to 6 cylinders, went on to the JK and JM versions, most famously known for the searchlight generators in WWII. Block and crankcase in one piece, separate heads.

Second diesel - 5/1 which became known as the 'CS' to many. Produced as the 3/1, 5-1, 6/1, 8/1, 10/2, 12/2, 16/2. There was also a 3-1/2 /1, neither of the smallest HP versions were made into twins, all of the twins were developed from and used the cylinders and heads from the singles.
5/1 and 6/1 are the same engine, 5/1 is 600rpm, 6/1 is 650rpm. 8/1 and 16/2 are much modified versions with no compression change-over, higher speed and ali piston. Block separate from crankcase, exposed pushrods. 3-1 and 3-1/2/1 have unique block, head and piston.

Third diesel - CD and CE, much more modern than the 5/1 but didn't last beyond the late 1940's. 8hp and 16hp at 1000 rpm. Block and cylinder combined, separate head. All enclosed. Gear pump lubrication, double main bearings each side.

Fourth Diesel - FR series, 1 to 6 cylinders, all enclosed, single flywheel, very complex. Block and crankcase combined, totally enclosed. 1200rpm.

Fifth diesel - VA - developed from the 8/1, basically an air-cooled vserion. Same as 5/1 etc., block, head and parts are unique to this engine.

The 8/1, 16/2 and VA do not have the compression change-over valve which all the others have.

All are water-cooled except the VA.

All are plain bearings on the crankshafts with various types of lubrication systems.

The CS and variants have many different flywheel types, from spoked to solid with cut-out, to the Start-O-Matic types. Only the CD and CE have as many variants but they are all solid with cut-outs. The VA has plain or belt grooved flywheels, both types are solid with cut-outs.

Injection equipment is generally CAV, injector nozzles and pumps can be interchanged to a degree on the CS singles and twins, but from the 8/1, 16/2 and the VA have different injectors altogether, but the pump is virtually the same.

That's most of the relevant points.

Pare

15
Original Lister Cs Engines / Re: Why did Lister do it this way ?
« on: March 05, 2009, 10:41:35 AM »
The Lister CS 5/1 was developed from the Lister L petrol engine, and was not a new engine in its own right like the 9/1 or JP engine.

Thus, as has already been mentioned, the original engine was side valve so the CS became a conversion of that basic bottom end.

Early 5/1 engines had 1-3/4" cranks and even a wet injector. When the L engine went to 2" crank, they went the same with the CS, although it may be that the CS needed the modification first and it carried back to the L engine.

The intention was  to give L engine users a diesel option that was a direct bolt-on replacement, so the dimensions of the fixings and crankshaft height were the same on the petrol and diesel engines.

This policy continued with the Lister D petrol and the LD & SL diesels.

The oil pump and big end lubrication was a carry over from the L engine and was never changed in the lifetime of the CS. The 10/2 twins used a similar system but different pump.

There was also a much rarer petrol twin, the X engine, which was OHV, there are about 8-10 known examples, it has a lot of the 9/1 or JP about it.

Pare

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