Lister 5/1 Diesel

Ruston-Hornsby 1ZHR

Rebuilding the Ruston - Page 12


Waiting for parts for a couple of days, but two lots turned up today: Tensioner rollers for the V-belts; these are commercial items, bought to save time as much as anything.

Tensioner support brackets; these were made to my drawing out of 5mm steel plate, and being laser-cut they have a nicely finished edge and radiused corners. They have a dog-leg or offset in them to bring the tensioner back in line with the edge of the frame.

One was a bit too long, so we took 15mm out of it. We cut the end off about 20mm from the end, then took another 15mm out, then welded the end back on with the MIG welder. Cleaned up well and won't be noticeable once the thing has been powder coated.

We drilled the chassis frame and fitted M10 inserts, then did a trial assembly which looked good. The second one went straight on with no problem, both look OK and it's another job out of the way.

I'm going to try and grind off the rubber on the filler cap that we have, to make it fior the tank. Bought a pack of 5 grinding tips for 2.50 (!) the cylindrical one will be used, held in an electric drill on the toolpost of the lathe, while the rubber insert is rotated the other way.

Might have a bash at that later this evening when dinner is out of the way. Also have to provide a breather path as mentioned by Dan Howden on the Forum, these are sealed caps.

The flywheel key for the original flywheel arrived also, so we will have a run at the weekend.

I did go back up to the workshop after dinner, and had a play with the rubber insert for the Cummins oil cap. It was too soft to turn in the lathe, but after some experimentation with the grinding wheel set that i bought this morning, I found that rotating the rubber on a mandrel in the lathe, going in reverse, and applying the conical stone which was running fairly fast in an electrical drill that was clamped to the toolpost, a regular amount of rubber could be ground away.

Eventually the fastest removal rate was with the first half of the cone grinding wheel engaged against the rubber, and I was able to get it down to 45mm diameter in about 6 passes. The mandrel was a piece of Tufset which was about 1mm larger than the bore of the rubber insert, enough to give a friction fit.

A quick check fit in the tank showed that it was OK.

The cap is a sealed one, so there had to be a vent provided for our fuel to be able to run out of the tank, so the centre bolt was drilled 3.3mm up by about 50mm, just into the shank where there was no thread, then a single 2.5mm side hole was drilled through into the central hole. A small hole in the cap itself finished the job.

I took a couple of pictures of the process on the lathe, and a couple of the finished cap on the tank.



We got some diesel, oiled up all round, third try and away it went. VERY satisfying!

Everything was shaking and rattling about as we had tools and stuff underneath, but once it started the exhaust was completely clear, only the remains of a few starters got caught in the silencer holes!

Exhaust is quiet enough, better than a Lister CS up close, will have the shaft down from Mark McGrath soon for balancing the flywheels, that should improve things. The frame and trolley were no bother, it gently bounced up and down on the tyres.

I'll get the undertray cleared off in the morning and get some water into it and see how it is then. Spots of oil everywhere from the crankshaft etc as we haven't got the cover on yet.



Today's work consisted mainly of getting the undertray removed and cut into smaller pieces, with foam behind them to stop them rattling when the engine is running. We also took the opportunity to revise the mounting of the frame, taking the channels straight to the trolley chassis, taking out the chequer plate that was between the two.

That took most of the day, taking it all to bits was a bit of a pain, but fortunately we were able to leave the engine and everything else in place, just the cooling/fuel tank frame had to be unbolted and moved sideways, just so that we could get the drill in to drill more holes for tapping M6 for the chequer plate bolts. Now that we can run the engine almost at will, it is adding impetus to the work left to do.

The fuel system works fine, just a weep on the fuel banjo at the pump, and we would like to have a fuel tap in there somewhere. Cooling system still waiting for the preformed hoses, hopefully they will be with us on Monday.

We had to do a pinion seal on the rear axle on the Discovery as well, that took a few hours out of 'Ruston time'. Also awaiting the poly-V groove belt from the USA, that's in the system, but probably caught in the air traffic backlog (Because of the Iceland volcano eruption)



Dug out the rev counter and the digicam, but it's p*ssing cats and dogs outside! Typical!

The hand-held Smith Industries instrument is very much an industry-standard mechanical tacho, made from the mid 1950's up to the 1980's, and sold under the 'Ventura' brand name** when Smiths got out of the market. ** I think that's the right spelling.

Ours is ex-MOD and in nearly new condition, it doesn't get used a lot these days, this will be its first outing for some years.

The other one I'll be using is much older, possibly late 1910's onwards, and quite a collectable little unit, we have about 11 or 12 of them in various conditions. They were made by Elliott Brothers, sold under their own name and a couple of others, they are single, two or three-speed range, each speed being connected by a separate drive dog on the side of the casing, but the others also turn so you have to watch your fingers!

They come with a variety of drive devices like the Smiths unit. Will be interesting to see how closely they record the speed of the Ruston later today.

Pictures are from the stills function of the digicam, that's why they are wide-screen format.

History of Elliott Brothers here:



Working in Luton today and tomorrow, we are fitting a new charger and two new batteries to a sub-station for EDF Energy, so away for most of the day.

Popped in to our old factory estate and had a chat with Vince, our friendly diesel guy, also picked up a couple of 3/4" BSP blanking plugs to play with for the glow plug mounting on the Ruston.

Soon had something cobbled together to try, the glow plug takes about 15 seconds to get to red hot that you can see in sunlight, but despite our efforts, it did not want to start at all. Going to make something up to put it deeper into the combustion chamber and in the way of the injector spray.

The other little job was to make up a shield to catch oil drips from the camshaft eccentric for the oil pump. The oil drips onto the drive belts immediately below, which is not a good thing, so we cut a piece of ali angle and made a little shelf that we fixed to the main frame, and then just bent it up by a few degrees to let the oil run back towards the chassis and down.

While doing the undertray revisions on Saturday, we drilled new holes and tapped M6 for the chequer plate bolts to screw into, but one hole was different:

This hole went into an old bit of bolt, and as soon as we started to tap the thread, it promptly started to wind itself down to the chassis! We pulled it out with the tang of a file in the hole, tapped it in the vice and then fitted it back again using a long M6 bolt locked in place with a locknut.



Not a huge amount done this week, still waiting for the water hoses, we ordered another pair to try and ensure getting some before the weekend as the replacements that were promised still haven't shown up.

We have just fitted a new 110V 20A charger and twin 110V battery sets to a sub-station in Luton for EDF Energy, so have been down there 3 days this week. First two days I was fitting the new battery trays and batteries, then yesterday we took the new charger down and wired it all in. The meters are DIN96 size, and the fuse carrier just on the right of the picture is a 100A size with 50mm welding cable running in and out. We do a lot of these conversions, where the existing cabinets and 110V DC distribution equipment is retained, we basically put new guts inside.

The old charger and batteries are going to Internal Fire Museum for their Proteus gas Turbine rig, Martin Perman is going to take them down when we next visits the museum.

Last evening I cut the oil drain tube for the Ruston and re-threaded the end to make a shorter pipe. Had to clean up the cut in the lathe and give it a bit of a chamfer for the die to start on, but it looks OK and I'll take a picture later today of the fitted pipe.

It drains the oil that collects in the bottom of the crankcase from the big end bearing and the piston/cylinder.


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