Lister 5/1 Diesel

Lister Restoration & Rebuild

Obtaining & Restoring Your First Engine


Chapter 4 -

Parts commonality & engine differences for Cold Start CS Engines.


CAMSHAFT
The cams are pinned to the camshaft, and are identical as far as the inlet and exhaust valve cams go on the 5/1 and 10/2 engines, but the oil pump cam is different on the 10/2, as the 5/1 uses the fuel cam to drive the oil pump as well. Governor weights and drive sleeves are the same on both 5/1 and 10/2 engines.

GENERAL
Other parts are interchangeable, such as most of the fuel system parts, injectors, injector pressure pipes and pumps etc. Where detail differences exist, they are normally related to mechanical differences between the single and twin cylinder engines, where different dimensions exist through the crankcase being different.

IDLER GEARS
Camshaft idler gears are common to all three variants, but the governor housings of the 10/2 will not fit the single cylinder engines. Main bearings, housings, throwers, seals, gaskets etc. are common, as are cylinder blocks and heads between the 5/1 and 10/2.

CAMSHAFT BEARING COVER
The non-governor end camshaft bearing cover is pressed steel rather than cast on single cylinder engines, but the gasket is the same as the twins. Because the twin has the extra fuel pump to drive, the housing is a special on the twin. The other housing is also different, as the 3/1, 5/1, 6/1 etc. have to drive the oil pump externally from the governor end housing, and thus has the hole and oil seal for the pump drive pin in the housing.

FLYWHEELS
Two types of flywheel were listed for later engines; Standard and Heavy. Flywheels on the Start-O-Matic single cylinder engines are a lot heavier than the standard engine flywheels for smoother running, and the disc type of flywheel eventually became standard fitting on the later production models, replacing the spoked type.

START-O-MATIC THROTTLE LINKAGE
Governor fittings are again different on Start-O-Matic units, to allow for the electrical activation of the valve lifter, throttle and stop functions. Without these extra fittings, the basic engine can be used as a hand-start unit, but you will not have any stop lever or valve lifter.

Most of the linkage parts are the same, except for the cross-engine link between the two pumps on the twin, where obviously the singles would not need it.

EXHAUST PORT FLANGES
Some later engines had a 2" BSP exhaust port flange instead of the 1 1/2" on earlier engines. My 6/1 on the Start-O-Matic genset had this fitting. The larger exhaust size is to reduce back pressure on fixed engines with long exhausts.

LUBRICATING SYSTEM Nearly all of the oil pump and fittings are different on the 10/2 when compared with the 3/1, 5/1, 6/1 etc., but the oil strainer is the same on all engines.

CYLINDER HEADS
As already mentioned in the text, 5/1 and 6/1 heads are the same as the 10/2. 3/1 heads, cylinders and pistons are peculiar to that engine, but the rocker cover is the same. Rockers are identical, but the mounting blocks are not, and the axial thrust springs on the larger engines are not used on the 3/1 rocker shaft.

Generally, you should now have a stripped engine and a fair idea what you have to do to get it going again. The following chapter details work and processes to get the engine repaired, painted and reassembled.

You should now start to look out for:-
1) Gasket paper (Various thicknesses and types) OR-
2) Proprietary gaskets for the engine (David Harris et al)
3) Spares that are required for any repairs (ditto plus advertise in S.E.)
4) Money to pay for it all (rob the piggy bank, sell your mother in law etc.)
5) Spare time to do it all in (give up golf, going to the pub etc. etc.)
6) Somewhere to work on the engine
7) Any tools that are required over and above your current set
8) Paint etc. if you are going to do your own hand painting
9) Gasket jointing compound (Hylomar is recommended)

The next chapter discusses various reconditioning processes in brief detail, and gives some indication of likely costs and availability. Don't expect them to be fixed for every job, and don't forget you can usually get better prices by taking more than one small part in to be painted/shotblasted/repaired.

All of these processes I have used over the years, including a 1922 Silver Ghost engine rebuild where I used Bedford 330 Diesel liners to sleeve the six engine bores back to standard. That engine was nice to work on, but you were always very aware of the age and value of the machine, which tended to be quite an inhibiting factor when discussing some of the repairs that had to be done, with the owner.

The rest of the engines I worked with were mainly truck and generator. Scania, Leyland, Cummins, Perkins and Bedford being a representative selection of makes. They all had their quirks, but my favourite engine was the 14 litre Scania V-8 diesel, which had just been introduced to the market in 1971 when I did my factory training in Sweden.

It is also a thought that the Silver Ghost (actually it should be called the 20/50hp) car engine was already over 7 litres in 1922, with dual magneto/coil ignition, removable cylinder blocks, engine suspension etc., very modern for its day, and full of very nice engineering detail (which would be costed out by the 'bean counters' that run our industries today)

© Peter & Rita Forbes 2000 - 2003
Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7

Appendices Index Main