Hi

The over temperature shut off could be controlled with one of these, with a solenoid pushing onto the fuel cut off lever

This is a cheaper method compared to the murphy gauge and switch

http://www.ebay.com.au/itm/400560604489?ssPageName=STRK%3AMEBIDX%3AIT&fromMakeTrack=true

Hi

I am wondering if it is suitable or beneficial to have a stand alone 240 Volt wiring system for the ST-3 head . I prefer not to have the ST-3 wired into the shed 240 V mains wiring with change over  relays , but instead, I will install wiring for the St-3 as its own wiring distribution  , mainly to power workshop gear like lathes through a VFD , a single to 3 phase converter .

Is it OK just to use the active and neutral feeds from the ST-3 head  ( 2 wires ) , without a earth system ?   

Mike

My Listeroid 6/1  does not have the compression change over valve, screwed into the head.

Does the valve effect the fuel consumption ?   

Mike

Hi

I am pretty much a newbie with a JKson 6/1  . Would it be worthwhile taking both of the flywheels to a professional balancer eg maybe a truck tyre / wheel fitting business that has wheel balancing equipment ?
 I know that there is more to balancing than just the flywheels but at least it would be a good starting point having the flywheels balanced ?
Mike in Australia

Hi

I see that 250 amp , 12 Volt automotive alternators are now commonplace . That's over 3Kw. These alternators produce max power at 1200rpm and will generate over 100 amps at idle speeds !

I'm wondering if these are suitable to run from a 6/1 Listeroid ?

Mike

I was thinking ( dangerous  )

One way of overcoming the slow governors on these engines . Would be to arrange the load so that it is applied slower than normal. A load of 10 lights could be switched into line gradually one or two at a time . Or, a AC motor could be started by a VFD programmed to ramp up the speed slowly .

Any thoughts ..MIKE

Hi from Gippsland in Australia

I am about to take delivery of a new Jkson  6/1  . I have been reading this forum with much interest .

I found this on WIKI :

Mike

Engine damage

Diesel engines can suffer damage as a result of misapplication or misuse - namely internal glazing (occasionally referred to as bore glazing or piling) and carbon buildup. Ideally, diesel engines should be run at least 60-75% of their maximum rated load. Short periods of low load running are permissible providing the set is brought up to full load, or close to full load on a regular basis.

Internal glazing and carbon buildup is due to prolonged periods of running at low speeds or low loads. Such conditions may occur when an engine is left idling as a 'standby' generating unit, ready to run up when needed, (misuse); if the engine powering the set is over-powered (misapplication) for the load applied to it, causing the diesel unit to be under-loaded, or as is very often the case, when sets are started and run off load as a test (misuse).

Running an engine under low loads causes low cylinder pressures and consequent poor piston ring sealing since this relies on the gas pressure to force them against the oil film on the bores to form the seal. Low cylinder pressures causes poor combustion and resultant low combustion pressures and temperatures.

This poor combustion leads to soot formation and unburnt fuel residues which clogs and gums piston rings, which causes a further drop in sealing efficiency and exacerbates the initial low pressure. Glazing occurs when hot combustion gases blow past the now poorly-sealing piston rings, causing the lubricating oil on the cylinder walls to 'flash burn', creating an enamel-like glaze which smooths the bore and removes the effect of the intricate pattern of honing marks machined into the bore surface which are there to hold oil and return it to the crankcase via the scraper ring.

Hard carbon also forms from poor combustion and this is highly abrasive and scrapes the honing marks on the bores leading to bore polishing, which then leads to increased oil consumption (blue smoking) and yet further loss of pressure, since the oil film trapped in the honing marks is intended to maintain the piston seal and pressures.

Unburnt fuel then leaks past the piston rings and contaminates the lubricating oil. Poor combustion causes the injectors to become clogged with soot, causing further deterioration in combustion and black smoking.

The problem is increased further with the formation of acids in the engine oil caused by condensed water and combustion by-products which would normally boil off at higher temperatures. This acidic build-up in the lubricating oil causes slow but ultimately damaging wear to bearing surfaces.

This cycle of degradation means that the engine soon becomes irreversibly damaged and may not start at all and will no longer be able to reach full power when required.

Under-loaded running inevitably causes not only white smoke from unburnt fuel but over time will be joined by blue smoke of burnt lubricating oil leaking past the damaged piston rings, and black smoke caused by damaged injectors. This pollution is unacceptable to the authorities and neighbors.

Once glazing or carbon build up has occurred, it can only be cured by stripping down the engine and re-boring the cylinder bores, machining new honing marks and stripping, cleaning and de-coking combustion chambers, fuel injector nozzles and valves. If detected in the early stages, running an engine at maximum load to raise the internal pressures and temperatures allows the piston rings to scrape glaze off the bores and allows carbon buildup to be burnt off. However, if glazing has progressed to the stage where the piston rings have seized into their grooves, this will not have any effect.

The situation can be prevented by carefully selecting the generator set in accordance with manufacturers printed guidelines.

For emergency only sets, it may be impractical to use the supported load for testing. A temporary or permanent load bank can be used testing. Sometimes the switchgear can be designed to allow the set to feed power into the grid for load testing. [18][19][20]