Changeover compression valve

[Stan]

The original Lister manual calls for a teardown every 1000 hrs of run time to clean carbon out of the head/valves etc.  Maybe that was with less than satisfactory fuel, I don't know.
Stan

[kyradawg]

.

[n2toh]

Interesting sounds like an uneducated assumption to me. Seems you like to go around the forum pissing on everybodys parade. On all of my posts I have had to prove you wrong AND provide you with the correct data.

The thought I had was to press in a nikasil liner into the cold start port use a miniture graphite impregnated piston with a pair of compression rings and an oil control ring. Piston lube would be via a oiling port drilled purpendickular to the cold start bore with an attached controled weep hole connected to pressure lube sorce.
Darren

If you can solve all the problems involved more power to you. It will be to the benefit of all of us.

How do you plan to seal your cylinder from leaking exhaust gasses?

What method/s do you plan to use to control this device?

[Loren Johnston]

 A reply to post #4. Quinn, Your post on changeover valves implies that I am Willem. I believe you owe me an apology. I do live about three blocks from Willem but I am not him. You can check on map quest or any other search mode and you will find that I am Loren Johnston and I live at 2206 Sirkka St, Centralia, WA 98531 respectfully Loren.

[Stan]

Morgen....goto  http://www.oldengine.org/members/croft/Lister%20Diesel%20Manual.pdf    and see the paragraph on high altitude running.  Maybe it'll help.  What'll help to read this document is 3 or 4 Tequillas.
Stan

If you can't see what I mean....put your glasses on

[kyradawg]

Peace&Love, Darren

[Mr Lister]

List,

I have four original Lister engines all of which are now over 50 years old.

They were purchased via ebay, and often in a fairly rough condition.  They will be rebuilt using Indian parts wherever necessary.

Not one of them had a compression change over valve that had become siezed with carbon deposits.

The valve is designed to leak in mid position.  That is one way in which you can decompress the engine if it ever started to run away.

The most common fault amongst the CS engines I have encountered, is frost damage.

I have seen cracked cylinders and leaking heads.  I saw one on Friday that was leaking from its swirl chamber into the water jacket.  I saw this when I turned it over and saw a conveniet bit of spider's cob-web blowing in and out of the upper coolant outlet.

Other problems include worn valve stem guides, pitted valve stems and carbon build-up around the exhaust valve.

I have seen engines with worn main bearings and pitted cylinder bores.

There is nothing here that cannot be fixed economically by using spare parts from India.  This is one thing good that has come from Globalisation. Mechanical parts can be imported at a fraction of the cost of the original spares.

Ken

[kyradawg]

Ken, thanks for setting us straight on the carbon "build up" on the cs assembly. Peace&Love,Darren

[Joe]

Ken,
Thanks, your insight on real Listers in most valued.
Also...there is absolutly nothing wrong with being over 50 years old....

Joe

[cujet]

What is really cool is the loud "SNAP SNAP" and the fire that escapes from the compression change over valve holes when moving it.
I have to wonder if the compression is proper or not on my engines for the use of the COV.

Chris

[kpgv]

Hi Ken,
I'm thrilled to see your pix, and get your input and info on the "originals".
Sounds like you have, or will have access to the "roids" soon too.
For me, the question is can I make a "roid" as reliable and long-lived as an "origional"?
I look foreward to your observations!

Kevin

[snail]

      My powerline 12/2 has change over valves. I've read that the original listers had ratios of 15:1 (run) and 19:1(start). Later (plugged) listers had 17.5:1 fixed compression.
      Having had some unburned fuel in the exhaust, I checked the actual ratios in my motor and found 14.9:1 (Close enough) and 16.9 :1 (52 thou head clearance) As a result, I'm running with the valves "in" as it's lower than either than the Indian or Lister specs.
      This also has the advantage of not having my wife run for cover when I use the change over valves!
Any idea of  the lowest compression at which a diesel will run? I was surprised when i found the 14.9 figure. Mr Lister was obviously very worried about the bottom end of his motors.

[kyradawg]

Peace&Love , Darren

[DirtbikePilot]

As said earlier, no modern diesel engines have change over valves. *My* hypothesis as to why these have them is because these engines were originally designed to be gasoline engines. They were adapted to diesel engines, but the bottom end is still the same used in the gasoline version. It was never designed to withstand the higher pressures that occur in a diesel engine and the change over valve was an effort to lower the stress on the bottom end to be closer to what it was in the gasoline version.

I think that now that lubricants have improved, the bottom end is just fine with the higher stress.

All of the IDI listeroid specs I have read list 18:1 as the compression ratio. The DI versions supposedly are 17.5:1. I would rather have compression be in the range of 22:1 because that should improve efficiency and make it easier to start.

[rocketboy]

LEAK at intermediate positions??? Hell, mine shots fire and loud bangs out the vent holes when transitioning from one position to the other. VERY cool and entertaing to demonstrate!

RB