Hmm, interesting topic.  Here's my $0.02.  It would seem to me the best filtration system for a listeroid with an oil pump would be a by-pass, like the first oil filters.  My antique (1946) diesel engine has a by-pass that passively accepts oil under very low (or no)  pressure that drains from the the valve train, into the filter canister, through the filter and back into the sump.  Subsequently developed full flow filters take all of the oil, under pressure, and do require a bypass valve so that if they clogged, the oil flow would bypass the filter altogether on its way to lubricate the engine.  The advantage to a old-style by-pass filter (according to some opinions at least) is that since the filtration is passive and relatively slow, the oil is filtered more throughly.  A clogged by-pass would just stop filtering, and would not affect the oil delivery to any of the bearings.  The full flow filters supposedly have to much coarser filtration since the oil has to move through it under pressure.  All this discussion is purely theoretical in my case, and since I won't have a listeroid to practice it on for another week or so, I'm not yet sure how I will connect a filter.  I do plan to install a by-pass though, once I figure out the best way to do it.  More insightful opinions please!
Ray

Gerry,
That makes sense, making sure there is fuel before mixing in ether.  My Detroit has a hydraulic govenor, which requires a manual overide of the rack before it starts injecting fuel.  I usually crank until it starts pumping white smoke, then give it a little shot of ether.  Initially it barely starts popping, then gradually starts firing well as it warms.  If I had electricity nearby, I'd try a block heater, but that isn't available.  It seems like the glow plug option would be a useful addition for listeroids in really cold areas, but my climate just isn't that cold usually.  Likely I'll rely on a tad of ether if needed.  Incidentially, George B shipped a listeroid for me yesterday, should get it next week, and have a bit more to discuss.
Ray

I believe George B's Lister Longevity CD mentions the microcrack chrome plating on the cylinders.  I think he said the polarity is reversed temporarily which induces the cracks, which enhances oil holding properties.
Ray

Regarding the Detroit Diesels, the forum guys talk endlessly about all the permutations.  GM invented them in the '30's, the first ones (-71 series) came out in ~'38.  The 1-71's were very rare, used for marine gen sets.  The 2-71's were used extensively for gen sets for the railroad reefer cars, many still available as surplus, recently on ebay.  3-71, 4-71, 6-71 used in boats, trucks, standby generators, (I have a '52 GMC 2-1/2 ton where the 3-71 was an option) as well as landing craft, pumps, etc.  The V-8 series started in the '50's, they added turbos to them somewhere in this time.  The -53 series in 3,4 & v-6 cylinder also came out in the '50's.  In the '70's, 80's and '90's there were refinements and different series such as the -92 and -149's which were used in huge earth movers and quarry equipment.  The -71 series was made from '38 to '95 or so, one of the longest production runs for any engine.  Lots of changes, but the basic design wasn't changed much.  My 1946 version really is an antique, but people say they last for a very long time if maintained, and the initial price was reasonable which was the attraction for me.  It is a beast though, I've thought several times if I ever got caught in the spinning shaft, I'd be a broken, bleeding lump and the engine would never notice.  The muffler does seem to tame the exhaust, unless you are right next to it.  Most people who have worked with them love the sound of the exhaust, and it is distinctive, but the tone is much higher pitched than the listeroids, hence my interest in using both of them.  I plan to mount the listeroid on the same frame as the Detroit, it is on a truck frame, mounted on two concrete retaining walls, with some old tire sections between the metal and the concrete.  It will be interesting to see the difference between the two when I get the liseroid assembled.
Ray

Hi,
Don't have a listeroid yet, (likely in a couple weeks) but thought I pass on my experience with another diesel engine.  I have a Detroit Diesel 3-71 (about 1946 model) that came with a straight pipe.  I had heard that running the exhaust into a drum of water quieted diesels down a lot, so put in a 90 degree bend, then a 3 1/2" dia. truck muffler I got off ebay, then another 90 into the cut-out top of an old galvanized water tank (maybe 16" in diameter, 5' tall).  Put a 5' section of heavy pipe and cut lots of holes in it.  First time I started the engine with water in the tank, there was a minor blast and a shower of oily water.  Neglected to calculate that the 2 cycle Detroit engine runs with a blower, and moves about 2x as much air/exhaust as a 4 cycle engine.  I still have the tank in place (empty) and will likely leave it so.  Not sure if it makes it quieter or not, think the muffler does as much as anything.  The Detroits are notoriously (sp?) noisy though, running at 1800 rpm, they have twice the pulses of a 4 cycle.  It is tolerable now, but am placing the Listeroid adjacent to it to generate (quieter)  power when I don't need the Detroit (It's main job will be to turn a sawmill).  I still think running the exhaust through water will quiet it alot, but you need some surface area to disperse the exhaust gasses.  I'll be experimenting more after I get the Listeroid up and running.
Ray