Big end wear or damage

[Yellownev]

Hi,

I’ve not forgotten you…. But been poorly had the Covid and some other med changes meant I wasn’t in the right place to be at the boat.

Couple of weeks ago I did get over and got the cap off and old bearings out. Some superficial scratches to the journal that I’ve just about polished out. Now the bugger…. I ordered standard size  shells in ignorance and on inspecting what came out they were already over size no doubt to compensate for some turning of the crankshaft before the engine was marinised. So I’m now waiting for a set of the same ( as they were the largest I can fit ) my hope is as they were shimmed so I can reduce or remove the shims to get the required fit and clearance. I think this point was made earlier in the thread.

One question would you normally lube the new bearings with engine assembly lube or just the same oil that goes in the engine ?

As and when the new shells arrive and I am able I’ll update again. Thanks for all the advice so far.

As a ps rightly or wrongly I used my torque wrench to undo the nuts and it needed to be at 90nm to get them off ?

Take care and thanks again

[38ac]

The India engines as shipped usually have one shim each side. The shims are usually .003" Your situation is different as the crank has been ground since it left India and could have been sized with or without shims.
 There are sticky assembly lubes around and any of them do a good job but they are not necessary on a CS.  A bit of oil works while you are asssembling and prior to starting you simply remove the crankcase door and give the rods and mains a squirt of oil.  A problem with India twins, and singles is miss marked dip sticks. Be sure to confirm proper oil level on the rod dippers and remark the dip stick if needed.

[Yellownev]

The India engines as shipped usually have one shim each side. The shims are usually .003" Your situation is different as the crank has been ground since it left India and could have been sized with or without shims.
 There are sticky assembly lubes around and any of them do a good job but they are not necessary on a CS.  A bit of oil works while you are asssembling and prior to starting you simply remove the crankcase door and give the rods and mains a squirt of oil.  A problem with India twins, and singles is miss marked dip sticks. Be sure to confirm proper oil level on the rod dippers and remark the dip stick if needed.

Hi thanks for the reply and further advice. When I removed the cap it had .003 shims on the crankcase door side and .00145 on the other side? I suspect as you say the dipstick was marked very conservatively. When I refill it I'll re mark it - what level should i fill to with respect to the rod dippers?

Kind regards

 

[Powdermonkey]

The Lister manuals show a picture.  Not any "measurements" associated.  Basically, you want the oil level NO HIGHER than the bottom of the connecting rod end cap.  The dipper can be fully submerged. 

[Hugh Conway]

Re: oil level dipstick..
I think the dipstick is not relevant. Oil level in a Lister and most listeroids is determined by the top reservoir being full, as it is automatically via the oil pump. The oil quantity in the lower sump should be about 1/2' below the removable cover in the lower sump.
I have never used the dipstick in my Listeroid. A real Dursley does not have a dipstick.....not necessary. Oil can never touch the con rod end cap, as that level is determined by the weir of the upper sump.
Dipper should be installed as a blade, not sideways, and needs to clear the bottom of the upper sump.
Cheers
Hugh

[38ac]

Hugh, while you are correct for a single with two sumps the India twins have one sump. The mains get oil from the pump and the rods, and cam are oiled via splash from the dippers. Thus the  sump level is critical for proper oiling. The India twins suffer for thus when used in a portable application as a small amount of tilt means one rod cap is submerged and the other dipper is out of the oil. The crankcase webbing prevents much crossover oiling from side to side. I suspect that the OPs crank bearing woes could be traced back to this. I have seen it twice in engines through my shop.

[Yellownev]

Hugh, while you are correct for a single with two sumps the India twins have one sump. The mains get oil from the pump and the rods, and cam are oiled via splash from the dippers. Thus the  sump level is critical for proper oiling. The India twins suffer for thus when used in a portable application as a small amount of tilt means one rod cap is submerged and the other dipper is out of the oil. The crankcase webbing prevents much crossover oiling from side to side. I suspect that the OPs crank bearing woes could be traced back to this. I have seen it twice in engines through my shop.

My engine is in a canal boat so subject to the risks cited above of a portable install. I’ll certainly be more aware of the oil level as I’ll be able to precisely see what amount is needed and to what level on the dip stick when I refill. I’m not clear on why it’s a bad thing for the rod cap itself ( and therefore the bearing) to be in the oil…. Thanks again for your advice and experience it is very valuable to me

[Hugh Conway]

Yellonev & 38AC
Thanks for that clarification, I'm only familiar with the singles, and had no idea of the internal layout of the twins.
Always something new to learn, even on these old-time machines!
Cheers
Hugh