I imported 3 GTC engines. 2 are up and running, and the one I kept (the worst one) is still a basket case (I got the bad parts from all 3 engines). I spent all day (and I mean ALL DAY)  yesterday removing casting sand from the block. 1 1/2 cups worth! This stuff was painted over, but was easy to spot. In almost every corner or web, the casting sand was not removed. In some spots it was 3/4 of and inch thick!

Previously, I also discovered a crack in the block on the lower most edge, located on the access cover side. It had been welded in India and then filled with putty. The weld is cracked, but the block seems OK. I added an angle iron strap with Hysol structural epoxy and many structural aircraft screws. It should be strong!

 What was once a viable design has been improved upon by India and now suffers in nearly every way to the original. I have serious regrets with my engine and with Listeroids in general.

Here are some of the major points.

1) Cracked Block
2) Large casting voids in flywheels
3) Casting Sand, in large quantities
4) Corrosion in cyl bore.
5) Scoring in other cyl bore
6) Crankshaft finish beyond unacceptable. Ruined bearings
7) Crankshaft counterweight casting flaws resulting in 1000g less weight on one bob weight
8 ) Connecting rod bushing had 1mm clearance to rod! It was peened to fit (you would not believe it even if you saw it!)
9) Other connecting rod mismatch on big end bearing halfs. (un-usable)
10) etc!

I have said enough.

Chris

Not so sure on that IGN situation you describe, Guy. I have some limited experience (4 years) with a Westinghouse Knock engine. It had a variable compression ratio and could achieve about 13 to 1 in original form. We did some minor mods to achieve 20 to 1 to test various fuels. The original IGN system was capable of lighting it off at all times. And that was a points and condensor system. By the way, this engine was shut off by an ignition switch! It is true that it takes more voltage to jump a gap as the pressure increases. However it is OK to make that gap smaller!

I also have plenty of high compression race car engne expereince. The typical NA maximum is about 14.5 to 1 on race gas. However there are plenty of turbocharged race engines operated at very high boost levels. Manifold pressures as high as 75 PSI are possible. I currently run a 9.5 to 1 turbo engine on 23PSI boost with near 100% VE. That equates to well more than a 20 to 1 effective compression ratio. And I am using OEM Mazda coil packs with an aftermarket ECU driving them.

Chris

I machined mine on a lathe. Here are the tricks I used to get it right and end up with good surface finish.

1) Low lathe RPM (90)
2) Very high tool post grinder RPM (25K)
3) Silicon Carbide fine grit stone produces the best finish (available at Sears)
4) Polish normally on a Scotch Brite wheel.

Any deviation from this and I was not able to get a decent surface finish.

I have also heard that a surface grinder will do a great job.



Some have used an "O" ring or rubber band between the tappets to transfer the rotation of one tappet to the other. I have seen this work!

Chris

Some engines have a removable liner. Some have the cylinder cast into the cylinder block. I wonder which is best. Certainly the liner quality can be controlled better. 1500 Hours with noticable wear is absurd. These engines turn so slow that the number of cycles can be easily calculated and understood.

1500 hours = 58 million cycles at 650RPM contrast that with the expected lifespan of better than 3 billion cycles for a modern diesel engine. Your engine lifespan is looking like roughly 3% of modern engines.



The original Lister CS had specially chrome plated liners. This was part of the reason for long life.

Chris

5PSI is about right. The piston type pump actuates at camshaft RPM, so one squirt per 2 revolutions of the crankshaft is all you get. Peak squirt pressure (measured with a fast reacting gauge) may be 15PSI. Also, you could rig up a check valve on the gauge to only read the peak. You will need a bleed valve to bleed off the pressure after taking a reading.

Chris

I saw the engine run. It sure seemed to me like the number one cylinder was low on compression. However, it may be something else. I was thinking about all sorts of things. Maybe the valve is being held open a bit too long? Maybe CC volume? Maybe injector? Just guessing.

Chris

Now, that was a great post Gerry!

Chris

How about converting these engines to run on liquid Propane? Couple that with EGR and the standards may be easier to meet. LP can work in a diesel with something to light it off.

Chris