The CD and CE engines were introduced in the 1930's to fill a need for an industrial engine. The 5/1 and 9/1 engines were already successful when the CD/CE were introduced, but they had a range of options that were not available on the other engines at the time, such as gearboxes and power take-offs, plus a marine engine version of the CE was produced. (The 9/1 went on to become the eventual replacement for the CD/CE and was further developed into the JK and JS engines, available up to 6 cylinders)
The CD was a single cylinder, the CE was a twin cylinder. Other than that, most rotating and reciprocating parts such as gears, pushrods, rockers etc., were common, the crankcases and crankshafts obviously being different. The CE engine had five bearings, two each side and a centre bearing. The CD, unusually, had the two-a-side main bearings, making for a very stiff crankshaft.
Cylinders heads were different, the CE having a double head (the 5/1 and 10/2 used the same barrels and heads) and the injection pump was a BPF2A double unit on the CE while the CD had a standard BPF1. Injectors were the same specification between the engines, making servicing easier.
A wide range of flywheels, radiator or tank cooling and other options were available, most engines found today are from Post Office standby sets or similar applications. A number of variations of the decompression valve are found on these engines, the gen set versions have solenoid operated compression changeover/decompression, while manual start versions have lever operated valves. The block castings are physically different. The engines are heavy and not particularly popular amongst preservationists, but they deserve their place on the rally field, as they went out of production after a relatively short production span.
Some CE twins were assembled and then actually manufactured by Nordberg in the USA during WW2, so a few engines are found in the USA and Canada.
Brief Spec:- Single and twin cylinder water-cooled indirect injection diesel engines, with compression change-over for cold starting. Cast iron block with removable liners, thin wall big end bearings, white metal over brass main bearings. Totally enclosed OHV valve gear, pressure lubrication by gear oil pump located under the from of the engine. Dry sump lubrication was available for marine applications. Tank or radiator cooling was available with a crankshaft driven cooling fan. No water pump was fitted as standard although one was available for special applications.
Bore & Stroke: 4-1/2" X 4-3/8" (both engines)
Listard chromed bores on all engines except the very early types.
Standard flywheels: solid disc type 23" diameter X 3-1/2" face, generating set flywheels available up to 6" face.
Weight (CD) 980lbs without cooling tank.
Weight (CE) 1372 lbs without cooling tank.
Oil capacity 1½ gallons approximately for the CD, 2 gallons approximately for the CE.
Valve clearances 0.005" HOT or 0.008" COLD
Piston ring gap 0.012" to 0.016" at bottom of the bore and square to it.
Injection Pump CD CAV BPF1B70BS61, Element CAV 7009-43, Delivery Valve CAV 7010-188, D/Valve Spring CAV 7032-7
Injection Pump CD CAV BPF2B70B, Element CAV 7009-43, Delivery Valve CAV 7010-188, D/Valve Spring CAV 7032-7
Injector CAV BKB50S507B, Nozzle CAVBDL30S46
Injector setting pressure both engines --- 90 atmospheres or 1325 lbs per square inch