‘ST range eT ValSAFETY PRECAUTIONS GENERAL ® Ensure the engine is securely mounted, Ensure that a generous supply of fresh air is available to the engine house @ Ensure that the engine is clean. © Ensure that all necessary safety guards are fitted © Never place the hands or any other part of the body near rotating parts of the engine such as fan impeller or flywheel @ Never allow any unprotected skin to come into contact with high pressure fuel oll, for example when testing fuel injection equipment. @ Thoroughly clean any diese! fuel oil from the skin as soon as practicable after contact. @ Always rectify any fuel oil or lubricating oil leaks as soan as practicable, @ Always clean up any fuel or lubricating oil or lubricating oil spillage lying near the engine © Never smoke or use naked lights in the proximity of electric batteries. @ The lifting plates and eyes supplied by RAL are designed to carry the engine plus RAL supplied accessories. They must not be used to lift complete assemblies such as a complete power plant STARTING ®@ Always ensure that oil levels {including gear boxes}, coolant levels and fuel oil levels are correct prior to starting. Ensure that the engine is free to turn without obstruction, Use the CORRECT Lister handle. Ensure there are no burrs on starting shaft and lightly oil before fitting handle. Do not attempt to start an engine if the starting handle is damaged and always check the arrow on the handle boss for direction of rotation @ ON ST, HL and HR/W engines, a clutch pin (paw!) on the starting handle engages with a keyway on the starting shaft, After fitting handle, turn in opposite direction ta that required to start the engine in order to check that the clutch pin will disengage from the keyway, and doe: on the starting shaft, before attempting to start the engine not bind @ Do not allow the starting handle to rotate on the running shaft when the engine is firing Hand starting any diesel engine can be dangerous in the hands of inexperienced people. Engine operators must be instructed in correct procedures before attempting to start an engine, if these conditions cannot be met electric starting should be used.ST & STW Diesel Engines FOR INDUSTRIAL MARINE AUXILIARY AND MARINE PROPULSION APPLICATIONS AND MOISTURE EXTRACTION UNITS.A Sectione d Lister ST2 Diesel EnginePUBLI CATION 2001 - SIXTH EDITION ister COPYRIGHT 19 84 DIESELS ST & STW Diesel Engines Workshop ManualPublications for ST and STW Engines Workshop Manual Industrial, Marine and Moisture Extraction Units Book 2001 Operators Handbooks Industrial Engines Book 2010 Marine Engines Book 2011 Parts List industrial Book 1705PL Marine—ST Book 1704PL(ST) Marine Propulsion—STW Book 1704PL(STW) Operators Handbook & Parts List Moisture Extraction Unit Book 1207 Generating Sets A list of books containing information and parts list for generating sets which may be fitted to ST engines can be found in Section Eight. Note: Every engine supplied by R. A. Lister is consigned with the appropriate Handbook and Parts List. ENQUIRIES Industrial Engines R.A. Lister and Co. Ltd. DURSLEY, GLOUCESTERSHIRE, GL11 4HS, ENGLAND Telephone: DURSLEY (0453) 4141 Telex: 43261 Telegrams & Cables: Machinery, Dursley. Marine Auxiliary and Marine Propulsion Hawker Siddeley Marine Ltd. GOODRIDGE AVENUE, BRISTOL ROAD, GLOUCESTER, GL2 6XX, ENGLAND Telephone: GLOUCESTER (0452) 21401 Telex: 43330 Generating Sets supplied by Lister Hawker Siddeley Power Plant Ltd. THRUPP, GLOUCESTERSHIRE, GL5 28W, ENGLAND Telephone: BRIMSCOMBE (0453-88) 5166 Telex: 43559 OR YOUR NEAREST LISTER DISTRIBUTORFOREWORD This Manual covers the operation and servicing of Lister ST Engines used in Industrial and Marine applications, Mois- ture Extraction Units, and STW Engines used in Marine appli cations. ‘The Manual is divided into sections as listed in the Index which are arranged to show the complete strip and assembly sequence for each component part of the engine and its accessories. Section Four, which deals with the basic engine, s in two parts, Part 1 covers the servicing of the air cooled ines (ST) and Part 2 the servicing of water cooled engines (STW). All the salient external features of the basic engine can be identified by reference to the photographs on pages 46/48 ST and page 66 STW. ST engines are now manufactured in a range of standard Builds, each incorporating certain features to allow engines to be adapted for various applications by the addition of a range of easily fitted accessories. An Appendix at the end of the book gives a briet description, speed setting etc. for each Build and compatibility charts showing which accessories may be fitted to each Build. The use of genuine Lister replacement parts will assure the correct material, dimension and high standard of quality associated with the original engine components. When order ing replacement parts, always quote the engine serial number which will be found on the plate on the fuel pump housing door. On Moisture Extraction Units, the unit number—which can be found on a plate attached to the main frame—should also be quoted. The information, sp ations and illustrations in. this publication are correct at the time of going to print. Our policy is one of continued development and we therefore reserve the right to amend any of the information contained in this book without prior notice. IMPORTANT When purchasing parts or giving instructions ior repairs, customers should in their own interest, always specify GENUINE LISTER PARTS Parts that have not been supplied by the Lister organisation cannot be relied upon for cor rect material, dimensions or finish. R. A. LISTER & CO. LTD. cannot therefore be respon- sible for any damage arising from the use of such parts and the guarantee will be invalidated. In your own interest, therefore, specify GENUINE LISTER PARTSINDEX Page No. Page No. SECTION ONE—GENERAL INFORMATION Lubrication on Assembly 49 Technical Data 4 Air Cleaner 49 Installation Information 9 Air Cowling 82 Installation Information—Marine 13 Air Deflector Plates and Side Shields 54 Installation Information (M.E.U.} 18 Breather 50 Operating Instructions 20 Camshaft 56 Routine Maintenance 22 To Remove 87 Changing Camshaft Bushes 58 SECTION TWO—LUBRICATING SYSTEM Timing 58 Specification 24 To Refit 58 Operation 24 Cold Start Device 51 Dipsticks and Capacities 25 Connecting Rod 54 Ol Filter 26 Big End Bearings 54 Oil Pipes 28 Cooling Fins—Cleaning 63 Strainers 26 Crankshaft and Main Bearings 60 Oil Seais 30 To Remove 60 Lubricating Oil Pump 27 Main Bearings 60 To Refit 62 SECTION THREE—FUEL SYSTEM Checking End Float 62 Specification 33 Cylinder Barrel 54 Description 33 Cylinder Head 51 Servicing 33 To Remove 52 Fuel Tank 34 To Refit 53 Fuel System (M.E.U.} 35 Checking Clearance 53. Fuel Filter 36 Cylinder Head Cover 49. Changing Element 36 Decarbonising 62 Priming System 36 Decompressor—Adjustment 50 Fuel Pump 37 End Cover 57 Fuel Pump and Governor Setting 38 Fan Rotor and Flywheel (M.E.U.} 59 Fuel Pump Timing 40 Fan Shroud 89 Injector a Flywheel and Fan 58 Testing 42 Gudgeon Pin 54 Governor 42 Jointing Compounds 64 Manufacturers Speed Setting 44 Laying Up Procedure 83 Main Bearing Housing 60 Changing Governor Weights & Manifolds Speeder Spring 44 ain és Piston 54 Schedule of Gov. Weights & Springs 45 Piston Rings 84 Silencer 49 SECTION FOUR, PART 1—ST ENGINES Torque Spanner Settings 63 Main Features 46 Valve Clearance 50 Features of an M.E.U. 47 Valves and Valve Guides 52 Features of a Marine Propulsion Engine 48 Valve Rocker Lever 52 OVERSIZE /UNDERSIZE ITEMS Page 128 Page 2INDEX—(Cont Page No. Page No. SECTION FOUR, PART 2—STW ENGINES Gauges 88 Features of an STW2M 68 Geared Hand Start 83 Lubrication on Assembly 67 Guards 85 Air Cleaner/Silencer 67 Hourmet a7 Breather 67 Hydraulic Pump Mountin: 86 Camshaft 56 Protection Devices % Connecting Rod 73 ulley Big End Bearings 73 Reduction ear Indust 8 Cooling System—Description 68 lection Gear! i Crankshaft and. Main Bosrings 60 Remote Mounted Lubricating Oil Filter 88 Cylinder Barrel 3 Reverse Gear—Marine Cylinder Head 70 Manual—LM100 96 ‘To Remove an Hydraulic—LH160 100 To Relit 40 Reduction Gear 99 Checking Clearance 72 Saline ne ee iq Plate 9 Cylinder Head Cover 7 Silencers and Flexible Exhaust 88 Decarbonising 63 ee eimant &S SECTION SIX—FAULT DIAGNOSIS 104 nd Cover Flywheel Housing 59 SECTION SEVEN—SERVICE TOOLS Flywheel 58 Crankshaft Pinion Withdrawal Tool 114 Gudgeon Pin 73 End Cover Oil Seal Assembly Tool 114 Jabsco Pump 69 Flywheel Withdrawal Tool 114 Jointing Compounds 64 Main Bearing and Camshaft Bush Laying Up Procedure 63 Assembly and Withdrawal Too! Main Bearing Housing 60 Removing Main Bearings 108 Manifolds 67 Removing Camshaft Bushes 110 Piston 3 Injoctor Sleeve 115 Piston Rings 73 | Raised Hord Start 35 SECTION EIGHT_ELECTRICAL EQUIPMENT rst 08 eatn af Conpones " {artes Spanner Settings 63 Dynamo Servicing 17 Salve, Cleara 68 Generating Sets—Reterence Books 119 Valves and Valve Guides n Instructions for Making Connections 17 Valve Rocker Lever n Wiring Diagrams 120 Water Outlet Manifold 69 Key Switch 124a Cold Cranking Capacities 118a SECTION FIVE—ACCESSORIES Agglomerator /Filter 95 TABLE OF CLEARANCES & Air Cleaners 76 DIMENSIONS OF WEARING Air Outlet Duct 82 PARTS 125 Clutch 80 Controls 90 APPENDIX—BUILDS & ACCESSORIES Coupled Decompressors 82 AST 129 Dry Sump 81 B—st2 134 Duplex Fuel Filters 89 c—sT3 143 Flexible Couplings 78 D—ST1 Marine Accessories 152 Flywheel Shaft Extension 71 E—ST2/3 Marine Accessories 155 Fuel Lift Pump 84 —STW2/3 Builds 158 Fuel Tanks 94 G—STW2/3 Accessories 159 Page 3Section One GENERAL INFORMATION TECHNICAL DATA—ST1 ENGINE Engine Type Four stroke, vertical single cylinder with direct injection Diesel engine. Bore and Stroke 95.25 mm, x 88.9 mm. (3.75 x 3.5 in.) Cylinder Capacity 0.63 litres (38.7 in.) “BHP /kW (to BS649 or 10.5/7.8 at 3000 rev/min BS55141) 10.0/7.5 at 2600 rev/min. continuous 8.1/6.0 at 2000 rev/min. 7.3/5.4 at 1800 rev/min. 6.0/4.5 at 1500 rev/min. 4.7/3.5 at 1200 rev/min. B.M.EP. 5.73 bar (83.1 Ibt./in.2) at 1800 rev/min Weight (Basic engine) 107 kag. (236 Ib.) approx. 4B$5514 is the equivalent of ISO 3046 Lubricating System Oil Pressure 1.0/1.4 bar (15/20 Ibf/in.2) at 1500 rev/min 0.34 bar (5 Ibf/in.2) at 750 rev/min. Oil Pump Self regulating plunger pump. Oil Filter Screw on, cartridge type. Gil Consumption Less than 0.75% of full load fuel consumption. Sump Capacity (engine level) 2 litre (3.5 pint) Fuel System Fuel Pump Bryce Berger Fuel Filter A.C. Delco Injector Bryce Berger Injector Pressure 190 Atmospheres Fuel Consumption Ib/bhp/h—g/bhp/h 0.474—215 at 3000 rev/min {at full load subject to 5% B.S. 0.445—202 at 2600 rev/min. tolerance) 0.410—186 at 2000 rev/min. 0.405—184 at 1800 and 1200 rev/min. 0.400—181 at 1500 rev/min. “Rating This is the bhp which the engine is capable of delivering continuously at _a stated crankshaft speed in accordance with the conditions specified in British Standard 649:1958. The engine shall be capable of satisfactorily providing an output 10% in excess of the BS rating at the same speed for one hour in any period of twelve hours consecutive running unless driving centrifugal water pumps, fans and other similar equipment. +Fuel Consumption The fuel consumption figures apply to fully run-in, non-derated, bare engines without power absorb ing optional accessories, transmissions or marine gearboxes, ete Rotation either clockwise or anti-clockwise looking on flywheel Page 4SECTION 1 GENERAL INFORMATION TECHNICAL DATA ST2—AIR COOLED ENGINE ‘STW2—WATER COOLED ENGINE (see also page 7) Engine Type Four stroke, vertical two cylinder with direct injection Diesel engine. Bore and Stroke 95.25 mm. x 88.9 mm. (3.75 in. x 3.5 in.) Cylinder Capacity (2 eyls.) 4.27 litres (77.3 ins) “BHP/KkW (to BS649 or 21.0 (15.7) at 3000 rev/min. (not STW) BS55144) 20.0/14,9 at 2600 rev/min. continuous, 16.2/12.1 at 2000 rev/min. 14.6/10.9 at 1800 rev/min. 12.0/8.9 at 1500 rev/min. 9.4/7.0 at 1200 rev/min. B.M.E.P. 5.73 bar (83.1 Ibf/in.2) at 1800 rev/min. Weight (Basic engine) ST 170 kg. (375 Ib.) approx sTWw 220 kg. {485 Ib.) approx. No. 1 Cylinder is at opposite end to Flywheel. 485514 is the equivalent of ISO 3046 Lubricating System Oil Pressure 1.0/1.4 bar (15/20 Ibf/in.2) at 1500 rev/min. 0.34 bar (5 Ibf/in.2) at 750 rev/min. Oil Pump Self regulating plunger pump. Oil Filter Screw on cartridge type. Oil Consumption Less than 0.75% of full load fuel consumption. Sump Capacity (engine level} 5.4 litre (9.5 pints). Fuel System Fuel Pumps. Bryce Berger (2) Fuel Filter A.C. Delco Injectors Bryce Berger (2) Injector Pressure 190 Atmospheres Fuel Consumption (approx.) 0.474215 at 3000 rev/min Ib/bhp/h—g/bhp/h 0.445—202 at 2600 rev/min {at full load subject to 5% B.S. 0.410—186 at 2000 rev/min. tolerance) 0.405—184 at 1800 and 1200 rev/min. 0.400—181 at 1500 rev/min. “Rating This is the bhp which the engine is capable of delivering continuously at a stated crankshaft speed in accordance with the conditions specified in British Standard 649:1958. The engine shall be capable of satisfactorily providing an output 10% in excess of the BS rating at the same speed for one hour in any period of twelve hours consecutive running unless driving centrifugal water pumps, fans and other similar equipment. Fuel Consumption The fuel consumption figures apply to fully run-in, non-derated, bare engines without power absorbing optional accessories, transmissions or marine gearboxes, etc. Rotation either clockwise or anti-clockwise looking on flywheel Page 5SECTION 1 GENERAL INFORMATION TECHNICAL DATA ST3—AIR COOLED ENGINE ‘STW3—WATER COOLED ENGINE (see also page 8) Engine Type Four stroke, vertical three cylinder with direct injection Diesel engine. Bore and Stroke 95.25 mm. x 88.9 mm. (3.75 in. x 3.5 in.) Cylinder Capacity (3 oyls.) 1,90 litres (116.0 in.) *BHP/KW (to BS649 or 31.5/23.5 at 3000 rev/min. (not STW) 8855144) 30.0/22.4 at 2600 rev/min. continuous 24.3/18.1 at 2000 rev/min. 21.9/16.3 at 1800 rev/min. 18.0/13.4 at 1500 rev/min 14.1/10.5 at 1200 rev/min. BM.EP, 5.73 bar (83.1 Ibf/in.2) at 1800 rev/min. Weight (Basic engine) ST 215 kg. (474 Ib.) approx. sTW 260 ka. (573 Ib.) approx. Firing Order 132 clockwise. 1—2—3 anti-clockwise. No. 1 Cylinder is at opposite end to Flywheel. $BS5514 is the equivalent of ISO 3046 Lubricating System Oil Pressure 1.0/1.4 bar (15/20 Ibf/in.2} at 1500 rev/min 0.34 bar (5 Ibf/in.2) at 750 rev/min. Oil Pump Self regulating plunger pump. Oil Filter Screw on cartridge type. Oil Consumption Less than 0.75% of full load fuel consumption ‘Sump Capacity (engine level) 9.1 litre (18.0 pint.) See also page 25. Fuel System Fuel Pumps Bryce Berger (3) Fuel Filter CAN. Injectors Bryce Berger (3) Injector Pressure 190 Atmospheres +Fusl Consumption ib/bhp/h—¢/bhp/h 0.487212 at 3000 rev/min (at full load subject to 5% B.S. 0.438—199 at 2600 rev/min tolerance} 0.400—181 at 2000 rev/min 0.396—180 at 1800 rev/min. 0.398—180 at 1500 rev/min. 0.405—184 at 1200 rev/min. Rating This is the bhp which the engine is capable of delivering continuously at a stated crankshaft speed in accordance with the conditions specified in British Standard 649:1958. The engine shall be capable of satisfactorily providing an output 10% in excess of the BS rating at the same speed for one hour in any period of twelve hours consecutive running unless driving centrifugal water pumps, fans and other similar equipment. ‘Fuel Consumption The fuel consumption figures apply to fully run-in, non-derated, bare engines without po: optional accessories, transmissions or marine gearboxes, etc bsorbing Rotation either clockwise or anti-clockwise looking on flywheelSECTION 1 GENERAL INFORMATION TECHNICAL DATA STW2M—WATER COOLED ENGINE—MARINE PROPULSION Engine Type Four stroke, vertical two cylinder with direct injection Diesel engine, Bore and Stroke 95.25 mm x 88.9 mm (3.75 in. x 3.5 int Cylinder Capacity (2 cyls.) 1.27 litres (77.3 in.) *BHP/kWW (to BS649 oF 20.0/14.9 at 2300 rev/mur BS55144) 17.8/13.3 at 2000 rev/min. continuous 16.0/11.9 at 1800 rev/min. 13.0/9.7 at 1500 rev/min 10.0/7.5 at 1200 rev/min. B.M.EP. 6.28 bar (91.06 Ibf./in.2) at 1800 rev/min. Weight (Engine and 278 kg. (613 Ib.) approx. LM100 Gearbox} No. 1 Cylinder is at opposite end to Flywheel 4B85514 is the equivalent of ISO 3046 Lubricating System Oil Pressure 1.0/1.4 bar (15/20 Ibf./in.2) at 1500 rev/min. 0.34 bar (6 Ibf./in.2) at 750 rev/min. Oil Pump Self regulating plunger pump. Oil Filter Screw on cartridge type. Oil Consumption Less than 0.75% of full load fuel consumption. Sump Capacity {engine level) 5.4 litre (9.5 pints) Fuel System Fuel Pumps Bryce Berger (2) Fuel Filter A.C. Deloo Injectors Bryce Berger (2) Injector Pressure 190 Atmospheres tFuel Consumption (approx.} Ib/bhp/h—g/bhp/h 0.441200 at 2300 rev/min. {at full load subject to 0.436 —198 at 2000 and 1800 rev/min. 5% B.S. tolerance) 0.445—202 at 1500 rev/min. 0.467—212 at 1200 rev/min. “Rating This is the bhp which the engine is capable of delivering continuously at a stated crankshaft speed in accordance with the conditions specified in British Standard 649:1958. The engine shall be capable of satisfactorily providing an output 10% in excess of the BS rating at the same speed for one hour in any poriod of twelve haurs consecutive running unless driving centrifugal water pumps, fans and other similar equipment tFuel Consumption The fuel consumption figures apply to fully run-in, non-derated, bare engines without power absorbing optional accessories, transmissions, marine gearboxes etc. Rotation is clockwise looking on flywheel Page 7SECTION 1 GENERAL INFORMATION TECHNICAL DATA STW3M—WATER COOLED ENGINE—MARINE PROPULSION Engine Type Four stroke, vertical three cylinder with direct injection Di engine. Bore and Stroke 95,25 mm x 88.9 mm (3.75 in. x3.5 in.) Cylinder Capacity (3 cyls.} 1.9 litres (116.0 in.2) “BHP/kW (to BS649 or 30.0/22.4 at 2300 rev/min BS55144) 26.7/19.9 at 2000 rev/min continuous 24.0/17.9 at 1800 rev/min. 19.5/14.5 at 1500 rev/min. 15.0/11.2 at 1200 rev/min. B.M.EP. 6.28 bar (91.06 Ibf./in.2} at 1800 rev/min. Weight (Engine and 323 kg. (712 Ib.) M100 Gearbox) Firing Order 32 No. 1 Cylinder is at opposite end to Flywheel ¥BS5514 is the equivalent of ISO 3046 Lubricating System Oil Pressure 1.0/1.4 bar (15/20 Ibf/in.?) at 1500 rev/min. 0.34 bar (5 Ibf./in.2) at 750 rev/min. Oil Pump, Self regulating plunger pump. Oil Filter Screw on cartridge type. Oil Consumption Less than 0.75% of full load fuel consumption. Sump Capacity (engine level) 6.6 litre (11.6 pints), See also page 25. Fuel System Fuel Pumps Bryce Berger (3) Fuel Filter CAN. Injectors Bryce Berger (3) Injector Pressure 190 Atmospheres +Fuel Consumption (approx.) Ib/bhp/h—g/bhp/h 0.441—200 at 2300 rev/min. (at full load subject to 0.436—198 at 2000 and 1800 rev/min. 5% B.S. tolerance} 0.445—202 at 1500 rev/min. 0.467—212 at 1200 rev/min. “Rating This is the bhp which the engine is capable of delivering continuously at a stated crankshaft speed in accordance with the conditions specified in British Standard 649:1958. The engine shall be capable of satisfactorily providing an output 10% in excess of the BS rating at the same speed for one hour in any period of twelve hours consecutive running unless driving centrifugal water pumps, fans and other similar equipment. +Fuel Consumption The fuel consumption figures apply to fully run-in, non-derated, bare engines without power absorbing optional accessories, transmissions, marine gearboxes etc. Rotation is clockwise looking on flywheel Page 8SECTION 1 INSTALLATION INFORMATION—INDUSTRIAL ENGINES The engine should be bolted down to a rigid bed to ensure there is no excessive vibration and installed where a generous supply of fresh air is assured. (see COOLING AIR CONSIDERA- TIONS) DISTORTION Customers installing engines in their own equipment must ensure that no strain is imposed on the engine feet either by distortion during installation (feet not correctly shimmed) or by deflection of the structure during operation. COOLING ‘The engine is cooled by air, A fan impeller is secured to the flywheel. Air is drawn into the impeller and discharged through trunking and shrouding to the fins of the cylinder and cylinder head Arrangements must be made to ensure the cooling air is not re-circulated or restricted HAND STARTING Normally the engine will be hand started from the camshaft, but in cases where the final drive is from the camshaft, starting can be effected from the flywheel end through geared-up starting BELT DRIVE Driving belts must be run as close to the engine as possible to avoid undue strain on the bearings. EXHAUST SYSTEM In general the exhaust pipe run should be kept as short and straight as possible. A silencer, or expansion chamber, should be fitted near the engine. The tail pipe beyond the silencer should be about 30 times the pipe diameter in length. When long tail pipes have to be fitted the bore of the pipe must be increased as shown in the accompanying table. When the larger diameter Pipes are fitted they should be fitted trom the silencer onward, A back pressure of about 14 Ibf/in.2 (40 water gauge) (3” mercury) at the point where the exhaust pipe joins the exhaust manifold must not be exceeded. Bends should have a radius of not less than GENERAL INFORMATION 4 diameters at the centre line of the pipe. When reckoning the total effective length of the pipe an allowance of 1 foot to the total centre line length must be made for each bend in the sys- tem. If the bends are sharper than 4 diameters then the allowance must be increased to 2 fect per bend. Where pipes must be led upwards from the engine a suitable drain cock, or drain trap with cock, should be fitted at the lowest point to provent the condensate running into the engine. T | Maximum total length of |oxreus pipe in metres (feet) Normal Pipe |——_____ bore-ins. | STI—2 sT3 1 45 (15) 14 9.5 (31) 45 (15) 2 | 30.0 (99) | 14.6 (48) 24 72.8 (240) | 36.8 (121) 3 |_72.8 (240) Example:—in an exhaust system which measures 28 feet, 14” pipe would be required for ST2 but, if there were five simple bends in the system then the total effective length would be 28+-5=83 feet and the pipe size would have to be increased to 2". ‘TEMPERATURES From the aspect of engine performance, the temperature of the air entering the engine is the only criterion of ambient temperature. The power developed by the engine depends on the temperature of the combustion air, measured at the air manifold inlet (or the air cleaner), and the temperature of the cooling air as measured at the fan inlet. The higher of these two tem- peratures is taken as being the “Ambient Tem- perature” as far as engine ratings are concerned. The engines are able to run satisfactorily at Ambient temperatures up to 29.4°C (85°F) with- out derating. Above this temperature the rated brake horsepower must be reduced by 1% for ry 2.78°C (5°F}. The maximum temperature is 52°C (125°F}, and if it is desired to run at higher temperatures, R. A. Lister & Co, Ltd., ar their Distributors must be consulted Page 9SECTION 1 COOLING AIR CONSIDERATIONS GENERAL INFORMATION Diag. 1 Method of leading out the hot cooling air in small enclosed compartments. A. It is absolutely essential that the hot cooling air discharge does not find its way to the cooling inlet and become recirculated. B Flexible trunking of canvas, rubberized canvas or heat resisting rubber. C One of these alternative methods must be used if engine is flexibly mounted. D_ Ducting as shown can be supplied if ordered, Ducting is fully detachable for servicing and priming fuel pump and the trunking must be attached so that it does not impair the quick removal of the ducting. The extension of the ducting, the trunking and the cowl are to be supplied by the customer For lengths up to 1.5 m, (5 ft.) the minimum inside area to be:— 195 cm.? (30 in.2) for ST1 390 cm.? (60 in.?) for ST2 580 cm.? (90 in.) for ST3 For 1.525 m. to 3.05 m, (5-10 ft.) multiply by 14. For 3.05 m. to 7.625 m. (10-25 ft.) multiply by 2.25. For 7.625 m. to 18.25 m. (25-50 ft.) multiply by 35. Page 10 Diag. 2. Notes on Air Intakes One of the cooling air intake holes must be near the bottom of engine room to bring cool air in and also to strike the engine sump to assist cooling the lubricating oil. Another intake hole must be opposite the air filter to ensure a good supply of cool com- bustion air. One or two cooling air holes must be near the top of the engine room to prevent an accumulation of hot air above the engine. Generally it is not desirable to place an air hole opposite the engine cooling fan, because the rest of the engine room will not be ventilated (except where the ambient temperature exceeds 49°C (120°F) when it is essential for the engine to be as cool as possible under these conditions)SECTION 1 Diag. 3 Installation in moderate size engine house, 3.05 m. x 1.83 m. (10 ft. x 6 ft.) A. Engine ducting, trunking and cowl to be used in tropical climates and in other clim- ates when a cool engine house is required. B Window 62 x 62 em, (2 ft. x 2 ft.) near the roof and opposite the main window capable of being fully opened. C Large window opposite the engine air outlet, capable of being fully opened (or if louvred, slots to be 102 mm. (4) apart). D Window 62 x 62 em. {2 ft. x 2 11.) near the floor and opposite main window or in the wall nearest the engine fuel filter, capable of being fully opened. GENERAL INFORMATION Diag. 4 Installation in confined space where air intake holes have to be as small as possible A. Area of trunk and cowl to be as given in Diag. 1 B Air intake holes to be in positions shown and all the same size to ensure even air distribution, For area of intakes consult with RAL WARNING: THE EXHAUST SYSTEM MUST ALWAYS BE TAKEN TO THE OUTSIDE OF THE ENGINE ROOM NOTE: The air supply to the engine room must be at least 30% greater than the air required for cooling to allow for combustion air consumption Page 14SECTION 1 Diag. 5 Engine installed in a housing which itself is in the open with unobstructed air all round. (2 and 3 cylinder engines only). A 381 mm. (15 in.) minimum diameter hole opposite flywheel air intake. 8 533.4 mm. (21 in.) for two cylinder engine: 660.4 mm. (26 in.) for three cylinder engine. C Combustion air intake brought outside. D_ At least 6 ventilating holes each end 25.4 mm. (1 in.) dia E Open mesh grille opposite hot air side of engine. Free area through grille, 450 cm? (70. in2) (minimum) for two cylinder engine; 970 cm.? (105 in.2) (minimum) for three cylinder engine. F Flywheel air intake to be against this end Page 12 GENERAL INFORMATION Diag. 6 Engine close coupled to a driven machine Typical air intake areas in the adaptors are as follows 291 cm. (45 in2) for ST1 396 cm.2 (61 in.2) for ST2/3. Larger areas are preferred. The coupling or clutch driving member at the flywheel end must not obstruct the air flow to the fan, and the areas above must be maintained at this point and through to the fan. Note: Information on alignment and air flow through louvres or grille can be found on pages 15 and 16.SECTION 1 GENERAL INFORMATION INSTALLATION INFORMATION—MARINE ENGINES GENERAL Before arranging your installation it is impera- tive that careful consideration be given to the general leyout of the machinery, and to the cool: ing of the engine; the guidance notes on the arrangement drawings must be followed. Careful consideration should be given to ensure accessibility and ease of maintenance, any housing must be constructed so that the sides and forward portion can be dismantled for ser- vicing without disturbing the controls or instru- ments. The housing should not be connected directly to the engine bearers but fastened to a coaming on the deck or cockpit floor COOLING Unless an adequate supply of air is allowed to circulate around the engine and means are taken to prevent the same air re-circulating, the engine will lose power due to overheating Provision is made on the engine to take the customer's air outlet ducting. Sizes of air inlets and outlets as specified are minimum and must not be obstructed in any way. If wooden slats, or wire mesh having not less than 4” x 2” mesh between the wires, are fitted as protective measures over openings, the area of the openings must be increased to compensate for same thus maintaining the net specified area. It is recommended that the portion of ducting Which attaches to the outlet port on the engine should be made of fire resistant material and be made readily detachable. When engines ere flexibly mounted due allowance must be made in the length of ducting between engine and fixed ducting, An unrestricted flow of cold air to the engine fan must be maintained, inlets for cooling air should be designed to give not less, and prefer- ably more, than the sectional area specified, To ensure efficient engine operation the com- bustion air filter must receive an adequate supply of cold air. To ensure this the filter may, if found necessary, be removed from the engine and fitted in a protected position on deck or at engine bearer level, the connection between engine and filter being by flexible pipe. Where hot air is led away by trunking, this hot air can be utilised to heat accommodation and ventilate cupboards, etc., but the recirculation of this air back to the engine compartment must be prevented and, further shutters or similar fittings used to control the air to the accommodation must operate in the heating trunk—not in the engine discharge trunking Heat radiated from the engine must be ex pelled from the engine case or compartment Where an engine is installed in a case, a series of one inch diameter holes near the top will give adequate top ventilation. When fitted in 2 com- partment, cowl ventilators opening just below the top of the compartment, will dispel the heat; extractor fans installed in the ventilators will obviously improve this arrangement. On STWM engines, the standard cooling sys- tem is of the raw water type. A Jabsco pump. mounted on the fuel pump side at the flywheel end and driven by a worm gear from the cam- shaft, supplies water to the blocks, cylinder heads and exhaust manifold. The system is con- trolled by a thermostat, EXHAUST SYSTEM Pipes should slope gradually away from the engine down to the outlet on ship's side or tran- som and be kept as straight and short as possible, the minimum radius in any bend being not less than 4 times the pipe bore. Adjacent wood struc- ture must be protected from exhaust heat by adequate clearance and lagging If it is found necessary to fit a swan neck in the exhaust pipe to prevent the ingress of water, a small (1/32" diameter) hole must be drilled in the top of same to break the vacuum and a Grain plug or cock should be fitted at the lowest point in the pipe. CASINGS OR COMPARTMENTS These can be constructed of }"” bonded marine plywood to BSS 1080 on substantial framing and have portable panels secured by cuphead screws for ease of servicing. The noise level can be effectively reduced by lining the box or compart- ment with resin impregnated glass fibre type 425 secured in position by 25 gauge perforated zinc plate having 51-3/32” dia. holes per square inch. Glass fibre can be obtained in varying thick- nesses but for pleasure craft or vessels operating Page 13SECTION 1 confined waters a thickness of 2” is recom- mended. Where large openings in the casing cannot be avoided, the noise level can be further reduced, by fitting plywood baffle plates faced with glass fibre and perforated zinc but it is essential that the area between the casing and the baffle is not below the specified requirement. ENGINE MOUNTING (Diag. 7) To provide a rigid bed tree from alignment troubles it is essential in the case of wooden hulls to ensure that the engine bearers extend as far forward and aft as possible, and are made of well seasoned wood of liberal size so arranged, that they are an integral part of the ship's hull In addition a steel plate should be placed along the top of the bearer the length of the engine base to prevent the engine feet biting into the bearers. Bearers must be adequately supported by athwartship members secured to the hull structure, See also page 17. Since NO PROVISION is made in the engine design to take END THRUST, a thrust block must be provided for all propulsion installations LISTER reverse and reverse/reduction gears are provided with thrust bearings. On propulsion units when a flexible coupling is fitted, a plummer block must be fitted to the tailshaft if the stern tube forward bearing is mere than 9" from the edge of the tailshaft coupling. Propellers must run in adequate apertures and never behind heavy square ended body posts. These should be tapered off to an inclusive angle of about 40°. The distance between the outboard gland and the propeller boss should not be greater than the diameter of the shaft. FLEXIBLE MOUNTINGS Allowance must be made for the engine to clear bearers by at least 4", and to clear any casing, including air ducts or deflectors which might be fitted, by 1”” to allow for engine move- ‘ment. INCLINATION The maximum angle of inclination at which engines may be run is 15° flywheel up or down. See page 25 GENERAL INFORMATION A—Engine Bearers. B—Soleplate. Chocks. D—Holding Down Bolt. E-—Nut welded to steel plate. Diag. 7 Installation in a wooden vessel ROTATION Engine rotation is clockwise when looking on flywheel end of engine. When reverse/reduction gear is fitted rotation of the output coupling is anti-clockwise. TEMPERATURES From the aspect of engine performance, the tomperature of the air entering the engine is the only criterion of ambient temperature. The power developed by the engine depends on the tem- perature of the combustion air, measured at the air manifold inlet (or the air cleaner), and the temperature of the cooling air measured at the fan inlet. The higher of these two temperatures is taken as being the “Ambient Temperature” as far as engine ratings are concerned. The engines are able to run satisfactorily at Ambient temperatures {as defined above) up to 29.4°C (85°F) without derating. Above this tem- perature, the rated brake horsepower must be reduced by 1 per cent for every 2.78°C (5°F} The maximum temperature is 52°C (125°F), and if it is desired to run at higher temperature Hawker Siddeley Marine or their Distributors must be consulted. Page 14SECTION 1 STERNGEAR (Diag. 8) Packing glands should allow free rotation of the tailshaft. Stern tubes should be filled with grease before inserting shaft. Before launching, Tun engine to ensure that packing glands do not overheat. If necessary slacken back gland. Long lengths of unsupported shafting must be avoided by the use of plummer blocks. KEY A—Tail Housing B—Stern Tube. C—For'd Bracket D—For'd Gland E—Water and Sand Seal F—Spring Ring G—Att Bearing H-—Locating Screw. J—Packing. K—Stauffer Grease Cup. L—Annular Grease Space. M—Grease Gun Height: Empty 12”, Full 193” O—Grease Gun—} pt. cap—optional. Diag. 8. Stern Gear IMPORTANT The sterntube MUST be filled with a suitable grease, such as Vickers “’NEOX DT” immediately after installation. To ensure complete filling of the tube it is imperative that a grease gun be used for the initial filling. For service, regular attention to the grease cup provided should be sufficient to make up any loss incurred. GENERAL INFORMATION ALIGNMENT It is often thought that little attention need be paid to accurate alignment when a “flexible coupling” is fitted between the engine and driven unit but such optimism is seldom justified in practice. Irrespective of the type of coupling used, the coupling life will be longer, the chance of coupling or shaft failure will be greatly re- duced, and vibration of the combined set will be minimised if proper attention is paid to the align ment problem. Two principal types of misalignment can occur—parallel_ misalignment and conical mis- alignment, or there. can be a combination of these two. Diag. 9. Misalignment (a) Parallel Misalignment—when the shaft of the driven unit is parallel to, but not in line with, the engine output shaft. (b) Conical Misalignment—when the axes of the two shafts meet at the correct point, but the shafts are not parallel to each other. Page 15SECTION 1 CHECKING FOR MISALIGNMENT (Diag. 10) Each type of misalignment is checked indi vidually by having a bracket or clock gauge rigidly bolted to the flange of the driven unit, when suitable, and rotating through 360° to check the clearance to {a) the inside (or outside) of the flywheel rim for parallel misalignment, and (b) the clearance to the flywheel face for conical misalignment. Readings should not vary by more than 0.005” throughout one revolution. Diag. 10. Checking Alignment AIR FLOW Grilles, wire mesh or louvres placed in the air stream are obstructions and allowance must be made for thom. The free flow area of these must be calculated to ensure that it is at least 25 per cent greater than that specified for the inlet and outlet passages. GENERAL INFORMATION CORRECT— Area through louvres or grille is at least 25 per cent greater than area of ducting. Diag. 11. Cowl 4 2 Ah A 4 po t— c | WRONG— Louvres or grille obstructs air flow. Arca through louvres is smaller than area of ducting Diag. 12. Cowl Page 16SECTION 1 GENERAL INFORMATION Diag. 13. Installation below deck COOLING AIR INLET AND OUTLET DUCTS Engine Hot Cooling Air Type Outlet Duct Inlet Duct sq.cm. sq.ins. sq.cm. sq.ins. stim 194 30 © 252,39 sT2M 390 60 503 78 sT3M 580 90 780 120 The above are the minimum areas required for trunking up to 1.8 m. (6' 0") in length and tree from any obstruction such as protective wooden, slats or wire mesh. If either of these protective measures are used then the area of trunking must be increased to allow the free area to comply with the table above. Where the trunking is more than 1.8 m. (6’ 0”) long the above areas must be increased as follows:— 1.8 to 3.05 metres { 6" to 10) multiply by 14 3.05 to 7.625 metres (10° to 25°) multiply by 2.25 7.625 to 15.25 metres (25° to 50") multiply by 3.50 Page Key to Diag. 13 Cockpit. 2—Cabin, 5—Outlet. 8—Inlot & Ourlet Trunks lined Internally with 1" thick fibre glass faced with perforated zinc. 7—In bad weather shutters may be fitted to outboard Jnlets and inboard inlets used, P & S. Bnet. 9—Portable Ducting of plywood or heavy canvas ex panding from engine duct size to area of duct givon in table 10—Hot air to be vented from top of engine ta atmo- sphere, Diag. 14. Installation in open boat Key to Diag, 14 1 2—Hot air outlet duct of sheet steol lined with 1” fibre lass, Minimum area of duct to he as given in tablo, 3—Outlet duct to be a close fit but not securad to engine box. 4—Combustion Air Inlet dia, holes near top to expel radiated heat. 5-—Combustion Air Inlet covered with wire mesh. Air Inlet each side giving a total unobstructed arva as shown in table. B—To further reduce the noise, plywood baffles facad with fibro glass may bo fitted in way of inlets, but inlet area betwoen baffle and box must not be lose than that specified Note—Engine Box may be constructed of "resin bonded marine plywood to BSS 1088 on substantial framing. To reduce the noise level, the inside of the box can be lined with resin impregnated fibre-glass of 8 minimum thicknass of 1" (2" thick preferred).SECTION 1 MOISTURE EXTRACTION UNIT TRANSPORTATION The Lister MEU must not be towed on a public road as it is not equipped to comply with The Road Traffic Acts and Regulations made there under (UK only) When towing ensure that the jack is clamped in its highest position. Tyre pressure on mobile units 2.07 bar (30 Ibf./in2). NOISE PREVENTION Point the unit away from inhabited buildings. If it is necessary to build a baffle of bales to re- duce noise, site the baffle so that the distance from the bafile to the MEU is 0.6 m (2 ft.) more than the height of the baffle. FOUNDATIONS The unit must stand on firm level ground, or on a vibration free rigid platform or foundation, LISTATEX ANTI-VIBRATION MOUNTING The adjusting nut must NOT be secured dead tight. A 1.00 mm. (0.040 in.) gap is left between the adjusting nut and top washer. Diag. 15. Anti-Vibration Mounting GENERAL INFORMATION ENGINE COOLING The engine is air cooled. Air is drawn into the flywheel cowling inlets by the centrifugal fan mounted between the flywheel and the engine. The cooling air is then blown along the engine cowling to the fins of the cylinder and oylinder head. Warm air discharged from the engine joins the air flow through the axial flow fan to the crop, MEU INSTALLED IN A BUILDING Air flow to the MEU must not be restricted by placing it in a building with insufficient ventila tion. A minimum air intake hole of 0.93m? (10 ft?) must be provided. The air intake hole should be placed centrally in front of the engine to ensure a good supply of combustion air to the air filtor and flow of air past the sump to assist cooling the lubricating oil. ENGINE EXHAUST A15 m. (5 ft.) exhaust extension pipe is pro- vided to prevent exhaust fumes contaminating the drying air, the securing nuts must always be kept fully tightened. When the unit is operated in a building and a longer exhaust pipe is required, a larger bore pipe must be used to prevent excessive back pressure. Up to 5.5 m. (18 ft.) of 51 mm. (2 in.) diameter exhaust extension may be fitted in place of the standard exhaust extension pipe. (Exhaust exten- sions are available from R. A. Lister, Farm Equip- ‘ment Ltd.) Extensions should be kept as short and straight as possible. Ensure that rain water cannot enter the exhaust outlet. To avoid recirculation of damp air, the MEU must be housed in a building separate from the crop store. Air flow to the MEU must not be restricted, the building must be provided with a minimum air intake hole of 0,93m? (10 ft2) Page 18SECTION 1 FLEXIBLE CONNECTING DUCT (Diag. 16) To avoid wasteful loss of air from the fan, and engyre more even air distribution through the crop, connect the MEU to the main air duct with a floxible connecting duct. Do not back the MEU straight into the crop. GENERAL INFORMATION MANOMETER The level of the fluid in the gauge tube should read 'O" when the unit is stopped. If it is below this level top up the manometer reservoir with coloured water. Static pressure in the air ducting is measured in inches water gauge, by the level of fluid in the manometer gauge tube. STATIC PRESSURE AND HUMIDITY The air pressure {static pressure} attained in the air ducting is measured with the manometer. The humidity of this air is measured with a hygro- meter. These measurements are normally taken from the main air duct. Static pressure will vary, depending on the following factors: — 1. Total floor area of crop being ventilated. The smaller the floor area, the higher the static pressure. 2. Depth of Crop. The greater the depth of crap, the greater the static pressure, 3. Number of bins or venta floors. In multi bin or multi venta floor installations it will vary with the number of bins or venta floors being ventilated at any time. The greater the num: ber of bins or venta floors being ventilated, the smaller will be the static pressure, 4. If long air ducts of too small cross section ‘area are used the static pressure will in- crease. A further increase in static pressure will occur if the openings between the air duct and venta floor are too small Connecting Duct Manometer Manometer Tube Hygrometer Diag. 16. goep Flexible Connecting Duct MANOMETER PROBE The manometer probe is connected to the manometer by a 3 mm. (10 ft.) length of plastic tubing. Insert the probe into the main duct, con- necting duct or area under the venta floor at a point as far as possible from the fan, so the read- ings will not be affected by turbulence. When the unit is connected directly to a venta floor via a flexible connecting duct, insert the probe at an angle into the blanked off section of the venta floor. Holes drilled to receive the manometer probe should be made with the smal- lest possible clearance around the probe, so there is minimum escape of air. Page 19SECTION 1 OPERATING INSTRUCTIONS To Start Engine (Fi fa) {b) (ce) (a) fe} (n (a) (hy (i) 1) Hand Starting Check fuel and lubricating oil levels Ensure the fuel and lubricating oil systems are primed If the engine is fitted with a fuel lift pump, prime the fuel filter by using the priming level on the lift pump. Move the decompressor lever(s} over to: wards the flywhec Pull the control lever outwards and allow it to rotate anticlockwise so that it abuts against the top stop and is in a vertical position. See Fig. 2. Note: On engines fitted with speed contro! the control lever should be set at “Fast” Important—Lightly oil the end of the cam- shaft extension or raised hand starting shaft and fit the correct and fully serviceable starting handle. Check the arrow on the handle for correct rotation and turn the handle in the opposite direction to that required to start the engine, in order to check that the clutch pin will disengage from the keyway, and does not bind on the starting shaft. Ensure there are no burrs on shaft. Important—Turn the engine slowly from 3 to 20 turns on the camshaft according to the temperature and period of standing un. used, in order to prime the combustion chamber(s} and the lubricating oil system. Turn the engine in the correct rotation and when maximum cranking speed is reached operate decompressors. Retain grip on starting handle until the engine is firing and remove handle from shaft. Waming IT IS DANGEROUS TO ALLOW THE HANDLE TO ROTATE ON THE RUN- NING SHAFT. As soon as the engine reaches normal speed, turn the control lever clockwise to the horizontal position so that it abuts against the horizontal stop—THIS IS MOST, IMPORTANT. When speed control as required. fitted reduce speed GENERAL INFORMATION To Start Engine (Electric Starting) Carry out items (a) to (c} as Hand Starting. (d) Pull the control lever outwards and allow it to rotate anticlockwise so that it abuts against the top stop and is in a vertical position. See Fig. 2. Note: On engines fitted with speed control the control lever should be set at FAST, (e) Press starter button and release immedi- ately the engine fires. Do not motor the engine continuously for more than 10 conds. (See page 124a for information on key switch} (f) As soon as the engine reaches normal speed, turn the control lever clockwise to the horizontal position so that it abuts against the horizontal stop—THIS IS MOST IMPORTANT. When speed control is fitted reduce speed as required Note: Further information and wiring diagrams for electric starting systems can be found in Section 8. COLD STARTING (Below-10°C) ‘A cup and plunger is fitted on the combustion air intake port of each cylinder o engines, To operate, withdraw plungers and fill one third dit Fig. 1 Starting Engine Page 20SECTION 1 of the cups with the same type of lubricating oil as used in the engine. Replace plungers and inject the oil just before starting, The device must not be used more than three times in suc- cession, When hand starting, turn the engine 20 revolutions with the fuel on after injecting the oil, before attempting to start TO STOP ENGINE Tur the stopping lever clockwise and fix in clip. When remote control is fitted, move lever to STOP position START Fig. 2, Stopping Control VARIABLE SPEED CONTROL On all engines, in place of the standard fixed speed control, a variable speed control can be fitted with a range of 750 to maximum rev/min. This arrangement is detailed in Section 5. CARE OF YOUR NEW ENGINE Before leaving the makers’ works, each engine is carefully tested and inspected; this includes full load running, followed by detailed examin- ation and tightening of all nuts and unioi When the engine is put into service, further setting of some joints will ocour and the valve gear beds down. For these reasons, if the best results are to be obtained from the engine, it is, important that it should receive regular attention, particularly during the first 500 hours of its life. The same applies to an engine which has been completely overhauled. GENERAL INFORMATION INITIAL ATTENTION To ensure that the top cups of the push rods are full of oil and that the valve springs are lubricated, pour 300cm? (4 pt.) of lubricating oil per cylinder over the valve gear. It is recommended that the following are attended to after the engine has run 25 hours and again after the engine has run 250 hours. 1. Adjust tappet clearances (see pages 50 or 68) 2. Check, and tighten, the nuts on the following joints: end cover, cylinder head covers, fuel pipes, fuel pump housing door, lubricating and fuel oil pipe joints In addition to the above the following should also be carried out. a. Change the lubricating oil for the first time after 100 hours. Thereafter every 250 hours Clean the engine and keep clean. Observe the exhaust at the normal full load The exhaust must be free from soot. A black exhaust means that the engine is overloaded or that the injection equipment is out of order. Do not allow the engine to run with a dirty exhaust without investigating the cause as this may well result in an expensive breakdown ROUTINE MAINTENANCE Following the initial attention, the normal routine maintenance must be carried out as laid down on next page. LUBRICATING OIL, Always use oils of the correct viscosity and type Heavy Duty diesel engine detergent lubrica- tion oil. (See Section 2.) This will ensure easy starting, lowest fuel consumption, minimum wear and longest periods between overhauls. Page 21SECTION 1 GENERAL INFORMATION ROUTINE MAINTENANCE Page No. or Sw bai | Check supply of fuel oil. 33 33 Check the level and condition of lubricating oil (also in gearbox if fitted). 25 25 Clean the air cleaner under very dusty conditions. 49 67 { Drain the moisture trap in the exhaust pipe if fitted. 9 9 Every 125 Hours Clean the air cleaner under moderately dusty conditions. 49 67 (Renew the element if necessary). Check for oil and fuel leaks—tighten nuts and fittings if necessary. — — Change the lubricating oil if it is thick and black. 24 24 | Check electrolyte level in batteries. Every 250 Hours i Drain the lubricating oil and refill with the correct grade and type 24 24 Renew the lubricating oil filter element (if fitted). 26 26 Cloan the fuel injector nozzle if the exhaust is dirty. at a Clean the fan blades and examine for damage (M.E.U.) 59 59 | Renew the fuel filter element if the fuel used is not perfectly clean. 36 36 Check belt tension 116 116 Every 500 Hours Renew the fuel filter element. 36 36 Every 1000 Hours Decarbonise if the engine shows loss of compression, or blow-by past the piston. Do not disturb otherwise. 62 62 Adjust valve clearances. 50, 68 Every 2000 Hours Decarbonise. 62 62 Clean the inlet manifold and exhaust system 49 67 Examine the fan blades and clean 59 59 Check for free working of the governor linkage. 42 a2 Drain and clean the fuel tank 34 3a Renew the air cleaner element, 49 67 Clean or replace the fuel injector nozzle and check the pressure settings. a4 a Check the fuel pump timing and balancing. 40 40 Check lubricating oil pressure. 23 23 Clean the cylinder, cylinder head and injector finning under normal conditions. (ST). 63 — Check the lubricating oil pump valve assemblies. 27 27 Check water space in cylinder blocks for sludge ete. Remove doors and = — 73 clean if necessary (STW). Every 6000 Hours Give the engine a major overhaul if necessary. 60 60 A reasonable amount of time spent in checking over the details as described above is the user's best insurance against loss of valuable time and costly repairs. Page 22i 2. 3 LUBRICATING SYSTEM Oil Fitler Cap Dipstick Strainer 3A. Strainer (3 cyl. engines) 4. 5. Oil Pump Lubricating Oil Filter Section Two Tapping for Oil Pressure Gauge o 7. Oil Pipe to Main Bearings 8. Oil Pipe to Valve Gear 9. Oil Seals 10. Drain Plug Fig. 3. Lubricating Oil System Page 23SECTION 2 SPECIFICATION 1 The Temperatures mentioned in the table are the ambient temperatures at the time when the engine is started. However if the running ambient temperatures are much higher thar the starting temperatures, a compromise must be struck and a higher viscosity oil used, provided starting is satisfactory; multigrade: oils overcome the problems provided they have a suitable specification. See note 5 ST and STW diesel engines must be run on H.D. Diesel lubricating oils to specifications ‘equal to or better than DEF2101D or MIL-L- 21048 or MIL-L-461524/B or API CC Straight mineral oils are not suitable, neither are ils of less detergency than specified MIL-L-2104C or MIL-L-2104D or API CD or Series Il oils are recommended for engine: running at a high load factor, particularly in conjunction with high ambient temperatures. They must also be used if the sulphur con- tent of the fuel exceeds 0.5% The use of MIL-L-2104C/D, API CD or Series Il oils in new, or reconditioned naturally aspirated engines can inhibit running-in, and ive rise to cylinder bore glazing in engines operating on low duty cyoles. They should therefore not be used for the first “fill” in new or reconditioned naturally aspirated engines, but may be used to advantage after the first 250 hours when an engine is operating under the conditions specified in para 3. Multigrade oils must meet the specifications listed in Para 2 The oil should be suitable for oil changes every 250 hours without undue oxidisation, with sump temperatures reaching 150°C in tropical climates under extremely severe applications, and 120°C under normal appli- cations. Marine gearboxes of Lister manufacture with separate lubrication from the engine, and all marine reduction gears of Lister manufac ture, must use “Mild type EP gear lubricants’* or “Multi-purpose gear lubricants” (as used in the majority of motor car differentials) LUBRICATING SYSTEM viscosity For starting temperatures:- Monagrade — Multigrade Below —15°C SAE SW BW /20 Between —15°C and 4°C SAE 10W 10Ww/30 Between 4°C and 30°C SAE 20/20W 15W/40 Above 30°C SAE 30 iswy/40 201/40 OPERATION (Fig. 3) Oil is supplied under pressure trom a plunger pump to all crankshaft bearings and to the valve rockers. The oil is drawn through a wire gauze strainer and ball suction valve. The suction valve assem bly is screwed into the base of the orankcas: The delivery valve is carried in the bottom of a hollow plunger, the oil passing into the hollow tappet and out to the cartridge type filter mounted on the crankcase door. From the filter the oil passes to the main bearing pipes on single cylin- der engines, and on two and three oylinder engines, to a manifold which supplies the centre bearing(s) and the end main bearings. On all engines, small pipes supply oil to the rocker shaft bearings On earlier model engines, the relief valve is carried in the plug securing the oil pipes for the main bearings and incorporates a reservoir which maintains oil pressure on the bearing during the suction stroke of the pump. The relief valve is set to open at 3.4 bar (50 Ibf.in.2) and is not adjustable, On engines fitted with a lubricating oil pressure gauge, a recorded pressure of 1.0/ 1.4 bar (15/20 Ibf./in2) as 1500 rev/min. is adequate and 0.34 bar (5 Ibt./in.2) at 750 rev/min, Later model engines using the self regulating oil pump have no relief valve but maintain the oil pressure quoted above. The oil system is filled through the oil filler cap on the cylinder head cover or through the filler cap on the crankcase door, depending on installation. The oil is drained through the drain plug fitted in the crankcase on the manifold side of the engine. ‘A dipstick is fitted in the crankease door. Page 24SECTION 2 LUBRICATING SYSTEM i: PP ar Fig. 4, Dipstick Oil Filler and Adaptor Fig. 5. Crankease Door with Dipstick and Plate—STW Filler Cap—ST Tndustrial ] Dipstick | Max. angle of and Marine | {denti- finclination at which) Approx. oil capacity | Dipstick Engine | Marine Propulsion| fication |the engine may be | with engine level type Auxiliary | No run | | Flywheel | Flywheel | down | up st . "7 10° 10° | 2 titres (34 pints} Solid st2 . 19 15° 15° | 5.4 litres (93 pints) Solid sT3 . 19 15° 10° | 9.1 litres (16 pints) | Solid stw2 : 19 15° 15° | 6.4 litres (94 pints) | Solid stw3 : 19 15° 10° | 9.1 litres (16 pints) | Solid sm) | ; + | 3 10° 10° 2 litres {3} pints) | Flexible st2 . 8 15° 15° | 5.4 litres (94 pints) | Flexible sT3 “4B a2 6° [66 litres (11.6 pints}| Flexible to i L _ stw2 . 13 | 15° | 15° | 5.4 litres (94 pints) | Flexible sTw3 . 13 12° 6° [6.6 litres (11.6 pints) | Flexible Note: Maximum side tilt, manifold up 15°, down 8° continuous operation. Page 25SECTION 2 LUBRICATING SYSTEM BEFORE STARTING OF AFTER OVERHAUL Fill the engine crankcase through the oil filler to the mark “‘max”’ on the dipstick. Top up when. the engine has been stopped after the initial run. OIL FILTER (Fig. 6) The standard oil filter is a screw on cartridge type located on the crankcase door. A by-pass valve is incorporated in the filter to prevent oil starvation in the unlikely event of the element clogging, A special band gripping tool is re- quired to remove the filter from the engine. When fitting a new filter, the face of the rubber joint must be lightly greased to facilitate assembly and removal. The filter must be screwed until the rubber joint just makes contact with the crankcase door facing and then screwed on clockwise $ to $ of a turn. Fig. 6 Changing Oil Filter The element should be renewed every 250 hours. (See ROUTINE MAINTENANCE) Marine Propulsion Engines In place of the oil filter described above, on marine propulsion engines an adaptor plate is fitted to blank off the filter position. Note. Remote mounted oil filters are available for all engines; details can be found in Section 5. WIRE GAUZE STRAINERS (Fig. 7) Access to the strainer is gained by removing the crankcase door. On one and two cylinder engines a tubular strainer is fitted (A). The open end of the strainer locates into the oil pump (or suction valve} housing, the other being spring loaded against the crankcase wall. When refitting, ensure spring loaded pin is in positive contact with recess in crankcase wall. On three cylinder engines (B) the strainer assembly is held in position by a bracket bolted to the dividing wall in the crankcase and a metal pipe located in the oil pump (or suction valve} . housing. ST25 7 Oil Strainers Page 26SECTION 2 OIL PUMP AND SUCTION VALVE (Fig. 8) Access to the oil pump plunger is through the crankcase door; the suction valve is screwed into the base of the crankcase. To Remove:— (2) Drain oil—the oil drain plug is located on the manifold side of the crankcase. {b) Compress pump return spring to relieve pressure on the circlip: remove circlip and release pump spring. (c) Gain access to the underside of the crank- case; loosen and remove suction valve assembly, [d) Slide out pump plunger and tappet; remove return spring and circlip from the inside of the crankcase. SERVICING Clean assembly and examine for damage or wear; change ‘O’ rings on tappet and suction valve if necessary. Ensure copper washer on suction valve is serviceable. Under no circum- stances dismantle valve assemblies. To Refit:— (a) Compress pump return spring and tie with fine string. (This will enable circlip to be inserted more easily) (b) Fit tappet with hollow end and oil seal nearest the pump plunger. (c) Fit tappet and pump plunger through bottom of crankcase; locate return spring and circlip around pump plunger from in- side the crankcase. (d) Screw suction valve in position (with copper washer). (e) Fit circlip to the top of pump plunger: release tension on spring. (Remove string if used) (f) Replace drain plug after coating threads with Hylomar PL32M. (g) Fill sump with correct grade and quantity of oil. Page 27 LUBRICATING SYSTEM A. Suction Valve B. Oil Pump Plunger C. Tappet Fig. 8. Oil PumpSECTION 2 LUBRICATING OIL PUMPS (Fig. 8A) The illustration shows the two types of oil pumps which may be fitted to ST and STW engines, The self regulating pump illustrated on the left was introduced in ST1 engines from May 1978. By the end of 1978 all multi-cylinder engines were fitted with the self regulating pump. Instructions for removing and refitting the old type pump and suction valve can be found on page 27 SELF REGULATING PUMP To Remove : (a) Drain oil — the oil drain plug is located on the manifold side of the crankcase. (b) Remove crankcase door and run engine until oil pump push rod is at its highest point (cam lobe not operating pump). (c) Gain access to the underside of the crank- case; loosen and remove oil pump plug. Note: The pump assembly is under spring tension and care should be taken to prevent components of the pump being misplaced or damaged. SERVICING — MAJOR OVERHAUL Clean assembly and examine for damage or wear; change ‘0’ ring on plug. Fit new plug joint washer and coat with Hylomar PL 32M. To Refit Note: It will greatly ease assembly if engine is placed on its side. (a) Insert push rod A. (b) Assemble plunger cap B with ball valve C into plunger D; place spring £ over shank of plunger and insert complete assembly into crankcase. (c] Place ball valve F into plug J and place retaining plate G centrally over end of plug (ensure serviceable jointing washer H is fitted). OIL PIPES The variations in the oil system layout for all engines can be seen in Figs. 10, 11 and 12. Please note, a blanking plug is fitted in place of the relief valve on engines fitted with a self regulating oil pump. > o ° ( os Rp a Fig. 8A. Lubricating Oil Pumps The oil pipe into the flywheel end main bear- ing housing and the crankcase at the gear end main bearing must be a very close sliding fit. When refitting, Hylomar PL32M should be ap- plied to the last 16mm (£") of pipe taking care not to coat the very end of the pipe, otherwise jointing compound will be fed into the oil stream. Page 28SECTION 2 Fig. 9. Oil Pipes to Cylinder Head Oil Feed Pipes to Rockers The oil feed to cylinder head rocker levers is reduced by restricting the bore of the vertical oil feed pipe by means of a wire inserted inside the pipe. This reduces splash in the rocker box. imstances should these restrictor wires be removed. When refitting the rubber tee pieces on the Fig. 11. ST1—Oil pipes (Self regulating Page LUBRICATING SYSTEM Fig. 10. ST1—Oil Pipes {Old type oil pump) rocker feed pipes, ensure that the pipes are not pushed in beyond the internal counterbores. If they are forced beyond the counterbores the oil feed can be blocked (Fig. 9). When fitting rocker feed pipe into relief valve adaptor, ensure pipe is pushed firmly into packing seal before tighten- ing gland nut. (See item A Fig. 10). Fig. 12. ST/STW3—Oil Pipes (Old type oil pump)SECTION 2 OIL SEALS (Fig. 13) ‘The crankcase is sealed at the crankshaft by a screw type oil seal (A) and a felt ring (B) The screw seal must be concentric with the shaft, the maximum permissible variation of gap being 0.075 mm. (0,003"}. A ring type oil thrower {C) is fitted over the crankshaft at the flywheel end and must be fitted before the main bearing hous- ing. ‘When an oil seal is replaced, the outside dia- meter of the seal should have a little Hylomar PL23M applied. When fitting a new crankshaft felt seal, coat the inside of the grooves with Wellseal before inserting felt. Ensure the felt is not distorted during fitting, and lightly oil before fitting assembly to the crankshaft. Ensure that the correct seal assembly is fitted for the direction of the engine rotation. An arrow marked on the seal shows the direction or rotation A Gits seal and oil thrower ring in the end cover seals the camshaft extension (Fig. 13A). A service tool should be used when fitting the end cover to prevent damage to this seal. See Sec- tion 7. When fitting a new end cover seal, fit oil thrower ring before inserting Gits seal assembly. Seal assembly should be pushed in until outside edge of assembly is flush with outside of end cover: Fig. 13A. Camshaft Oil Seal LUBRICATING SYSTEM sT213 Fig. 13. Crankshaft Oil Seals NOTE: The camshaft oil seal should be installed without applying a jointing compound in order to eliminate the possibility of jointing com: pound getting on the sealing lip of the seal. Page 30SECTION 2 OIL FEED TO JABSCO PUMP (Fig. 14) On STW engines, an oil feed pick up is fitted in the tuel pump housing and feeds oil—via a rubber hose—to the pump drive housing Fig. 14. Oil Feed to Jabsco Pump Nozzle Leak Back (See Page 42 ‘Fuel System’) Calibration fluid Back leakage time ‘temperature (secs) 170 to 140 ley Atms pressure drop 6 75 — 34 8 7 33 10 7 31 12 65 — 29 14 65 — 28 15.5 6 27 18 5.5 — 25.5 20 5.5 — 24 22 5 23 24, 4.5 — 22 26 45— 21 28 4 20 30 4 19.5 LUBRICATING SYSTEM LUBRICATING OIL PRESSURE GAUGE See Section Five — Accessories. DIRECT DRIVE CLUTCH The Lister clutch housing is filled to the level of the side plug with light engine oil (SAE 10}. The capacity is approximately 0.36 litre (3 imp, pint]. An even Tighter grade of oil may be used in cold weather to reduce oil drag of driven shaft. (See Section Five.) REDUCTION GEAR Where reduction gears are fitted, fill the gear case to the maximum mark on the dipstick with a mild type EP gear lubricant. REVERSE GEAR Lubricating instructions for marine reverse gear fitted to STM and STWM engines can be found in Section 5. Page 31Section Three FUEL SYSTEM 1, Fuel Supply 2. Fuel Filter—ST1/ST/W/2 3. Pump(s) 4. Injector(s) 5. Leak-off Pipe 6. Return to Tank A. Fuel Lift Pump — Optional ST1/ST2 Standard ST3, STWM, M.E.U, B. Fuel Filter—ST3/STW3 Fuel System (See page 35 for M.E.U. fuel system) Fig. 15. Page 32SECTION 3 SPECIFICATION It has not been found practicable to recom- mend any particular fuel for universal use, but the fuel must be a distillate and not a residual oil or a blend thereof, It should have a Specification conforming to British Standard No. 2869: 1970, Class A1 or AD Fuels to USA Specifications ASTM D-975-77 Grades No. 1-D and No. 2-D are also acceptable. SPECIFICATION LIMITS Item Class A1 | Class A2 Viscosity, Kinematic at 378°C | centistokes, Min, 16 16 centistokes, Max. | 6.0 60 Cetane number, min. 50 45, Carbon residue, Conrad son on 10% residue, % by weight, max. 0.2 02 Distillation, recovery at 387°C% by volume, min. (90 90 Flash point, closed, Pen- | | sky-Martens, min. | 55°C | 56°C Water content, % by volume, max. 0.05 | 0.05 Sediment % by weight, | max. 0.01 | 0.01 ‘Ash% by weight, max. 0.01 0.01 Sulphur Content % by weight, max. 05 | 1.0 Copper corrosion test, | max 1 1 Cloud point °C, maximum Summer| 0 0 Winter 7 In some cases Summer grade oll is unsuitable for use in Winter because it becomes cloudy and rapidly clogs the fuel filters on the engine In general the fuel must be free from foreign matter and water otherwise excessive wear may take place, particularly in the fuel injection sys- tom. Certain fuels are unsuitable owing to the excessive temperatures, pressures, deposits and corrosion resulting from their use. Page FUEL SYSTEM The user is cautioned that although the engine may run satisfactorily for a short time on some fuel, excessive wear and damage will ultimately be suffered by the engine and its life materially shortened. For these reasons we can accept no responsibility for such damage or wear caused by the use of unsuitable or dirty fuels. When in doubt as to the suitability of a fuel oil, the local dealer should be consulted. Clean fuel is of the utmost importance in ensuring reliable performan Vaporising oils are unsuitable as fuel for Lister diesel engines. “DESCRIPTION (Fig. 15) The fuel system comprises a fuel tank, filter and a fuel pump and injector for each cylinder. A pressed steo! fuel tank is mounted on the gear end of the engine and feeds fuel by gravity through a Delco or C.A.V. filter. The top casting of the filter assembly contains two vent screws for bleeding the air. From the filter, fuel flows via @ metal pipe and banjo unions to each of the fuel pumps which are located in a housing on the side of the engine: each pump is secured in position by a clamp bolted to the crankcase. The pump(s) feed fuel to the injector{s) which are located in the cylinder head(s). A leak-off pipe from the injector(s) carries surplus fuel back to the tank. *(See page 36 for M.E.U. fuel system) SERVICING—GENERAL When priming or checking the fuel pump timing, care must be taken to wipe spilled fuel from the outside of the engine. Always fit a NEW joint when a joint has been, broken Special care must be taken to see that there is no leakage from the joints of the fuel pipe connection to the pump. When tightening or loosening the fuel pump delivery connections, use two spanners to pre: vent the pump from twisting on its seating and causing misalignment and possibly jamming o the fuel pump rack,SECTION 3 When refitting the fuel pipe from pump to injector the connection to the injector must be tightened before the connection to the fuel pump. This procedure will ensure that there is no leak- age from these joints. It is most important that all fuel joints are tight and leakproof. Always fill the fuel tank through a fine strainer, preferably at the end of a run. If any sediment is stirred up during the process this has time to settle before the engine is used again, If cans are used, avoid tipping out the last few drops Funnels are very difficult to keep clean in dusty conditions, Wash them before and after use and wrap them up when not required, or fill service tank direct from a small mouthed screw capped can such as a 2 gallon fuel can. Fuel Tank Capacities (not M.E.U.) The basic engine mounted fuel tank offered for all ST engines is 11.4 litres (24 gal.). Larger capacity tanks are also available, see Section 5, Fuel tanks for STW engines can be found in Section 5 Fig. 16. Removing Fuel Tank Only — FUEL SYSTEM FUEL TANK (Fig. 17) The engine mounted tank is held in position by two straps secured to the casting of the end cover. The tank would normally be removed with the end cover. Should it be necessary to remove the tank only, proceed as follows:— (a) Drain fuel. (b) Disconnect tank support strap to cylinder head cover; remove leak-off pipe from top, of tank. [c) Disconnect main fuel pipe from the base of tank. (d) Unscrew fuel tank straps and remove tank; note position of pads at base of tank for refitting, Refitting the tank is carried out in the reverse order. After filling tank with the correct grade of fuel the system should be primed. See page 36. Fig. 17. Removing Tank and End Cover 34SECTION 3 FUEL TANK—MOISTURE EXTRACTION UNIT Fuel may be stored in 180 litre (40 gallon) drums or bulk fuel tanks. Fuel is drawn fram the fuel drum through the fuel probe. The probe supplied with the unit is suitable for drums with an end opening, drums with a side opening re- quire a shorter fuel probe. To prevent air entering the fuel system keep the end of the probe submerged in fuel; stop the engine before changing the probe to another fuel drum. A NEW DRUM SHOULD STAND IN POSI- TION FOR 12 HOURS BEFORE USE. A freshly transported drum of fuel may contain s in suspension and by doing this small particles have time to settle to the bottom. Tilt drums with FUEL SYSTEM. BULK FUEL TANK If the tank is situated to gravity feed fuel to the unit (the bottom of the tank should not be more than 2.3 m (7 ft. 6 in.} above the engine crankshaft) the fuel suction probe and flexible fuel pipes can be removed from the unit. The supply pipe from the gravity fuel tank must be connected to the right hand connection on the fuel connection block. The fuel leak-off pipe is taken from the left hand connection to the top of the tank. ‘The fuel outlet from the gravity tank should be at least 51 mm (2 in.) above the bottom of the tank and a suitable plug fitted at the lowest point for draining. iment end opening so that rainwater cannot enter the drum. = A. Probe: B. Fuel Supply C. Fuel Connection Block D. Purolator Filter E. Fuel Lift Pump F. CAN. Filter G. Fuel Pumps H. Injectors J. Fuel Leak-off Fig. 18. Mi oe ae, & " » & & SDs) 8 x Y ¥ » » » 6 . : pb ture Extraction Unit—Fuel System Page 35SECTION 3 FUEL FILTER (Fig. 19) The fuel filter is an essential part of a diesel engine. It must not be removed from the engine or used without a filter element. The element should be renewed every 1000 hours, more fre quently if for any reason the fuel is known to be dirty. The filter is located on a bracket at the gear end of the engine, a larger capacity CAV. filter being fitted to 3 cylinder engines. On. STW3 engines the filter is located by the fuel pump housing door. To remove, drain fuel tank and unscrew bolt in the base of the filter assembly. Clean the inside of the filter bowl before fitting a new element and renewing any joints or seals. When the filter assembly has been refitted to the engine, fill fuel tank and prime system, On Moisture Extraction Units, an additional fuel filter is fitted to the main frame and is connected between the fuel supply and the lift pump, see Fig. 18. It is serviced similarly to the main filter PRIMING FUEL SYSTEM (Fig. 20) (a) Fill fuel tank {b) Slacken each bleed screw on top of the filter body and in the outlet banjo union. Tighten each bleed screw when a full air FUEL SYSTEM Fig. 19. Changing Fuel Filter free flow of fuel is obtained working from the fuel tank {co} Slacken bleed screw on fuel pump(s) nearest the tank first; tighten when all air has been displaced from fuel at each pump Fig. 20. Priming Fuel System Page 36SECTION 3 FUEL PUMP. A separate Bryce Berger fuel pump is fitted for each cylinder. The pump(s) are located in a housing which is bolted to the top of the erank- case. All servicing operations can be carried out without removing the housing, Removing Fuel Pump (a) Drain fuel (b) Remove fuel pump housing door and spring clip for stopping control [c)_ Disconnect fuel feed pipe at fuel pump(s) (Fig. 21). Note: A copper washer is fitted each side of the banjo union to the filter and a Dowty washer with a hard rubber insert each side of the connections to the pumps. A rubber bush locates the pipe in a recess in the fuel pump housing {d) Disconnect fuel pipe to injector(s}. {e} Disconnect governor link; unhook governor speeder spring, (1) Remove gear case end cover; this is to check governor setting if required. If an engine mounted fuel tank is fitted, remove leak-off pipe to top of tank, disconnect strap cylinder head cover and remove fuel feed pipe at base of tank. With keyway on. camshaft extension at the bottom position, remove tank, filter and end lete (Fig. 17). (g) Disconnect the linkage between pumps on multi cylinder engines, slide spring clip away from pump and push fulerum pin out of the fuel pump shackle—do not let pin fall into su Note: Every effort should be made not to disturb the fuel pump setting when dis connecting the linkage. The amount of linkage disconnected is left to the oper ator’s discretion depending on the reason for removing the pump(s). On a two cylin- der engine it is possible to lift out pumps with the linkage undisturbed. {h) Remove fuel pump clamp setscrew and clamp (Fig. 22}. Lift out pump(s} taking care to retain adjusting shims with their respective pumps to avoid affecting the {Spill timing must be checked when refitting pumps.) cover com- Page FUEL SYSTEM 21 Fuel Connection to Pump Servicing It is recommended that all servicing on the fuel pumps is carried out by accredited Service Depots. For operators wishing to carry out their own maintenance, see Bryce Berger Publication F158, 37SECTION 3 Refitting Fuel Pump Refitting the fuel pump is carried out in the reverse order to removal. When tightening the fuel delivery connection, use two spanners to prevent the pump being twisted on its seat. The fuel injector pipe nuts should be torque loaded to 28.48 Nm (21 Ibf.tt). Ensure the pump rack{s} move freely otherwise erratic running or hunting will occur. Check fuel pump and governor setting and fuel pump timing; refit fuel pump housing door after coating jointing face with Hylomar PL32M and fitting a new joint. A special tapered sleeve should be used when re- fitting end cover ta prevent damage to the oil seal, See Section 7, Service Tools. A new end cover joint should be used and Wellseal applied to the joint face and to the joint. FUEL PUMP AND GOVERNOR SETTING (Fig, 23) {a} Set the engine control ta RUN position {b} Adjust linkage so that all the calibration marks A coincide with the sides of the fuel pumps within 0.13 mm (0.005"}, The fuel pump racks must move freely after this adjustment, {c) Adjust the governor lever fulcrum B_ so that when the calibration mark(s} A are against the autside of the pump(s) the distance C between the inside of the governor sleeve and the outside of the governor weight carrier is 12.7 mm (4") {d) “Set the clearance G to the correct figure for the application and speed of engine. See table “Values of G”, Maintain the correct clearance and rotate the locating plate until the calibration mark(s} A coincide with the sides of the fuel pump|s). The full width of each calibration mark must be visible When mark(s) coincide and clearance is correct, secure locating plate with screw. (e) After making adjustments, check that fuel pump racks and linkage move freely. “On automatic control engines, this clearance is established by the distance between a mark on the left hand side of the pump and the fuel pump body, See Table G, third column: FUEL SYSTEM. VALUES OF G Movement of | Rack Engine Clearance _ | corresponding Speed mm. to clearance rev/min, (inches) | mm. {inches} +40.38 1.22 (0.015) (0.048) 2200—2699 069 | 2.18 (0.027) (0.086) 2700—3000 0.91 2.92 (0.036) (0.115) “For engines driving fans, centrifu: and marine engines other than STW 2/3 marine propulsion engines, set as follows:— 1200—2199 10.076 0.254 (0.003) (0.010) 2200—2699 0.127 0.406 (0.005) (0.016) 27003000 | 0.279 «| (0.89 (0.011) (0.035) “For STW2/S marine propulsion engines only, set as fallows T200—2300- 03 0.66 Continuous duty (0.008) (0.026) 1200—260 0.264 | (0.813 Light duty (0.010) (0.032) TAIL Moisture Extraction Units should be set to this clearance. in the stopping of exhaust smoke from engines used in variable speed applications where the engine could be stalled, the following “G’ setting may be used— General applications ++0.38 (0.015) Fans, centrifugal pumps and marine auxiliary applications +0.076 (0.003) Page 38SECTION 3 FUEL SYSTEM aCe ST 323, Fig. 23. Fuel Pump and Governor Setting Page 39SECTION 3 FUEL PUMP TIMING (Fig. 24) (a) Set the control lever to START. (b] Turn the flywheel to the firing position ST1 Engines. (Fig. 258) (and M.E.U. Set the mark Z on the flywheel opposite the timing mark on the fan shroud with both valves closed. Multi Cylinder Engines (Fig. 258) Set the mark Z opposite the arrow at the back of the fan shroud with both valves closed, (c) Remove the fuel pipe from the pump to the injector. (d) Remove the delivery valve holder A, de- livery valve B and spring C. If fuel flows from the pump, turn the crankshaft in the direction of rotation until the flow ceases. {e) Replace the delivery valve holder without the valve and spring. Note: A spill pipe, fitted to the top of the delivery valve holder will give a more accurate indication of fuel flow cut off (8) Turn the crankshaft backwards until fuel commences to flow and turn in direction of rotation until flow ceases. Blow fuel from the top of the holder—or spill pipe—to make sure flow has ceased. At this position the firing mark on the rim of the flywheel should be opposite the centre mark on the fan shroud. If it is not, the shims below the pump body must be adjusted Remove shims to advance. Add shims to retard. Shims 0.13 mm. and 0.25 mm, (0,005” and 0.010") thick to a total of approximately 0.89 mm. (0.035") are normally inserted below the fuel pump. One shim 0.13 mm. (0.005") thick is equivalent to a timing adjustment of 4.76 mm (3/16’) measured round the rim of a flywheel 35.56 cm. (14") diameter, or 5.16 mm. (13/64""} for a flywheel 38 em. (15") dia meter. When timing is corre: and spring. | replace delivery valve FUEL SYSTEM Fig. 24. Fuel Pump Timing A thoroughly cleaned container holding a supply of clean, fresh fuel oil should be available for washing dismantled parts. Components, should be assembled wet although it is permiss- ible to use non-fluffing paper during cleaning processes. Never use paraffin and never use woven cloths. The components of each individual pump should be kept together during dismant- ling. Fig. 25 Timing Marks Page 40SECTION 3 Fuel Pump Timing (cont.) FUEL SYSTEM The speed ranges below are the 100% load setting revs/min. The measurements B.T.D.C. on fly- wheel rims are given for guidance only. speed Ranges | Deg. |_™ finches) BTDC on flywheel rims rev/min. — BTDC| 324 343 | 366 381 208 (123) | i3e) a") (15%) (16) Engines [Upto 2000 79 «(53.59.5690 58.98 | 63.25 © 67.31 st /w/1/2/3 (211) | (224) | (2.32) | (2.49) | (2.65) |2001 to 2600 22 | 62.23 65.79 | 68.33 73.15 77.98 (2.45) (2.59) | (2.69) | (2.88) | (3.07) Over 2600 | 25 70.61 74.68 77a7 | 83.06 88.85 | (2.78) | (294) | (3.05) | (3.27) | (3.49) FUEL INJECTOR SERVICING The injection equipment, and the pipes and unions between the fuel filter and the fuel pump, and between the fuel pump and the injector must be absolutely clean; one particle of dirt can easily block one hole in the nozzle and produce a dirty exhaust. Every care is taken before the engine leaves the Works to ensure that this equipment is scrupulously clean, and after the engine is run in on test these injectors are checked and replaced if necessary, as sometimes particles of dirt get dislodged from the system Wwhen all the equipment is new. Therefore it is recommended that great care be taken not to introduce dirt into the system in any subsequent dismantling after the engine leaves the Works. This applies to the fuel pump, the fuel injector and all the pipes and unions between the fuel filter and the fuel pump and between the fuel pump and the injector. REMOVING INJECTOR (Fig. 26) (a) Remove cylinder head cover. (b) Disconnect leak-off pipe to tank and fuel feed pipe from pump. (c) Remove injector clamp. (d) Remove injector complete with oil seal ring and injector joint. The injector is set to 200 atmospheres; full in- structions for testing injector can be found on next page. Examine oil seal ring for damage or cuts, re- place if necessary. Ensure the seatings in the cylinder head and the injector finned nut are clean and smooth. Fit new copper joint. Check that the finning is clean. Check that the injector nozzle cap nut and outer cap are dead tight 88.16 Nm (65 Ibf.ft.) A rubber plug in the nozzle cap nut gives access to the adjuster. Fig. 26. Removing Injector Page 41SECTION 3 Refitting is carried out in the reverse order to removal. The clamp nuts must be tightened evenly to 20.34 Nm (15 Ibf.ft.) ST and 43.40 Nm (32 Ibf.ft.) STW torque ensuring that the clamp is level and bears evenly on the injector The pipe from the pump to the injector must not be tightened until the clamp is correctly secured. FUEL INJECTOR—TESTING INSTRUCTIONS, The injector nozzle has four spray holes each 0.25 mm. diameter. The setting pressure of the injector spring is 200 atmospheres; this allows for settling to the normal pressure of 190 atmo spheres. To ascertain if the injector spray is in good condition, the injector is removed from the engine and reconnected to the fuel injection pump externally, so that the spray can be ob- served. This requires removing the injection pipe and using a spare one (the standard injection pipe must never be bent for this purpose other- wise it will be impossible to refit). The engine is turned at about 60 rev/min and after a few turns the nozzle will begin to function and the sprays can be observed. Ensure sprays are directed away from the operator. These should be in the form of a very fine mist, not streaky or dribbly All sprays should have the same appearance and the same length of penetration in the air. If one spray is shorter or weaker than the others this means that the corresponding hole is parti- ally blocked and best results will not be obtained If one hole is totally blocked or the nozzle dribbles it must be replaced or sent to be cleaned and reclaimed by an accredited Service Depot. If the nozzle only is replaced, the injector spring pressure must be reset and this cannot be done without a special test rig consisting of a hand operated fuel pump and a pressure gauge. This rig is normally carried by Service Engineers but if it is not available it becomes necessary to replace the complete injector by a new or a serviced one which has a clean nozzle and has been properly set to the correct pressure: in this case the complete faulty injector should be sent to the Service Depot or returned to the Lister Works or Agents for reconditioning FUEL SYSTEM. The back leakage measured with a hand pump and gauge must be such that the time for the setting pressure to drop from 170 to 140 atmos: pheres must be within 6 to 27 seconds at 15.5°C calibration fluid temperature. See Page 32 for comprehensive table. GOVERNOR The engine governor is carried within the crankshaft pinion at the gear case end of the engine; access is gained by removing the end cover, The governor lever (Fig. 27) operating the fuel pump(s) is carried on a fulcrum bearing secured to the crankcase above the pinion (Fig. 28). This bearing is fitted so that the centre line of the bearing is approximately 19.05 mm. (0.75") from the facing on the crankcase and is adjusted in accordance with the instructions given on page 38. The lever is curved to pass over the camshaft gearwheel and is joined to the fuel pump by a link arm. A pad on the bottom of the lever makes con: tact with a thrust sleeve (Fig. 29) carried in the centre of the crankshaft pinion. The thrust sleeve movement is controlled by two governor weights secured by pins to a carrier (Fig. 30), which is bolted in the recess of the crankshaft pinion: oeeerer Governor Lever Fig. 27 Page 42SECTION 3 FUEL SYSTEM A. 3 Cylinder Engines. B. 1 & 2 Cylinder Engines. Fig. 28. Governor Lever Fulcrums Fig. 29. Governor Sleeve A. Constant Speed B. Variable Speed Fig. 30 Governor Weights Page 43SECTION 3 FUEL SYSTEM NOTE:- The side mounted speed control lever and associated parts are replaced by an end cover speeder spring adjusting screw on generating set builds. MANUFACTURERS SPEED SETTING Each engine is tested and the speed control lever of those Builds not shown in brackets, and the speeder spring adjusting screw of those Builds shown in brackets, are set at R. A. Lister to the fol lowing figure:- R7min 100% load | ST1 Builds ST2 Builds ST3 Builds 1200 | - - 7 | 28 | 1500 “(6).(7).(8).(22)———«(4),(5).(6),27.(31) (3).(4),(21),(27) 1800 1 (9).(10).(15), 247,31) | (7).(8).(12).(29) (5), (6), (9), (24) 2000 7,4,5.11,14,25,2630 | 1,9,11,23,3233 | 1.8,29 - 2360 cS | 25 “28 - [2600~*~*~*~*~S:«D.N.21, 23.29 -2,3,10,21,22,24,28,94, | 2,7,22,23 | 35 ~ | 20,27,28 [20,30 - ix for governor range for each build To Change Governor Weights Remove split pins and washers from the governor lever fulcrum and from the con- Note. See table on next page for the weights nection to the governor link assembly. and springs required for various engine speeds. (b) Remove the governor lever. (c) Pull out governor sleeve. (d) Remove the two set screws securing the governor weight carrier; remove carrier and weights. Remove governor weight fulcrum pins, fit CHANGING GOVERNOR WEIGHTS SPEEDER SPRING AND GOVERNOR (a) WEIGHT SPRINGS To Obtain Access (a) Drain fuel. (b) Remove fuel pump housing door; nect speeder spring. {c) Disconnect fuel pipe from filter to pump —_—(e) iscon- at fuel filter. (d) Remove strap, tank to cylinder head cover. {e) Remove end cover complete with tank and filter. To Change Governor Weight Springs Unhook governor weight springs, fit new springs (consult table) To Change Speeder Spring Disconnect speeder spring from governor link assembly and wire link; remove and fit new spring ENGINE CONTROLS new weights and refit pins—check pins for wear. (f) Refit carrier complete with weights and pins and secure with the two setscrews. (g) Ensure governor sleeve is clean and re- place (h) Fit correct governor weight springs (con- stant speed only). (i) Replace governor lever with washers and split pins. (k) Check fuel pump and governor setting, see page 38. Information on engine controls including variable speed, two speed, remote stopping etc., can be found in Section Five. Page 44FUEL SYSTEM. SECTION 3 - - = 0092-0022 - oxtes-toz | vzeot-eoz ZMud S | Z (u08i5) 7288 ~ = = (061¢-0061 OT: 0% Zuo 8 ] tioainy ‘ose-0se | oo1z-oozt | oosz-oo1z | — onto: = Az Lt ju08s) = = = (0681-0081 — z39 1h ~ — — oseroost | “2H % Loviz-voe vagut-zes ose-ose | oorz-oozt | oosz-oorz | — (meII0A) - (hy Az Lb = =~ | eozt-o02t | 0021-0081 — Lzeor-10z e Zao @ 9015 /B9u | 4s ose-osz | ootz-oozt | o0sz-o01z | 092 — a 429 Lb (088-082 | oopz-00z1 | cooe-oore | — ~ Az9 St (006-008 | 002-0011 | o00F-000z | oo0e-oose - ofsge.toz | 79 St = = ‘ootz-00st | ooizoo: | 102 zu tt — = oozz-ooet | oozz-osvt | — zH9 @ swe uaa | se URI 9g 206 | buy ory peor ting] peor ring | soquon wee bunds s z BONVU_NIW/A3E Suypl | speeds sousonoy suoljeulquiog Burids pur yYyBia~q 40Us9A0D jo ajnpaydsS Page 45Section Four - Part One ST ENGINES Lifting Eye Cylinder Hoad Cover Oil Filler Cap Leak-Off Pipe Cylinder Head *Mounting for Air Temp Gauge Probe Cylinder Barcel Fuel Pump Housing Fuel Pump Housing Doo Engine Contro! Engine Number Plate “Variable Speed Control — Dipstick “Mounting for Fue! Lift Pump. “Connecting point for —— il Press. Gauge Alternative position for Oil Filler Cap Crankease Door Ol Filter. —— ST431 Fig. 31. Features of an ST3 Engine—Fuel Pump Side Decompressor Lever(s) Position for Engine Mounted Fuel Tank Air Shiold = ‘Position for Air Cleaner Inlet Manifold Exhaust Manifold “Connection for Silencer Air Cow! Fuel Filter Camshaft Extension Fan Shroud End Cover Flywhee! + *Mounting position for Electric Starter Moto: Crankease Ol Drain Plug sT432 Fig. 32. Features of an ST3 Engine—Manifold Side ormation on accessories that may be fitted in these positions, can be found in Sections fand Eight Section Three, Page 46SECTION 4 ST ENGINES Lifting Eye Fuel Leak Off Pipe Engine Control — Fuel Lift Pump Dipstick Oi Filter Oil Filler Cap Manometer Fuel Filter (No. 1) Fuel Supply Fig. 33. Features of an ST2 Moisture Extraction Unit—Fuel Pump Side Decompressors Air Cleaner Inlet Manifold Exhaust Manifold Fuel Filter (No. 2) Fan Gear End Cover Crankease Starting Handle Exhaust Silencer sT460 Fig. 34. Features of an ST2 Moisture Extraction Unit—Manifold Side The illustrations show a mobile unit. Although the engine and fan assembly are basically the same, on a static unit anti-vibration mountings are fitted. Page 47SECTION 4 ST ENGINES sar Control Lever Decompressor Levers Air Inlet Cover Fuel Filter Inlet Manifold Flexible Dipstick “Oil Pressure Gauge Exhaust Manifold Air Cowl “Alternator “Reverse Gear (Manual) *Reducton Gear Starter Motor Guard Oil Drain Plug sTM430 Fig. 35. Features of en ST2M with LM100 Reverse Gear—Manifold Side il Filler Cap Raised Hand Start Lifting Eye Cylinder Head Cover Leak-off Pipe Cylinder Head Air Outlet Duct Cylinder Barrel Fuel Pump Housing Door *Variable Speed Control Fan Shroud “Fuel Lift Pump 1Crankease Door sTma3i Fig. 36. Features of an ST2M—Fuel Pump Side “Alternative fittings and further information on these items can be found in Sections Five and Eight. The crankcase door may be fitted with dipstick, filler cap and oll filter. See Section Two, Fig. 5. Note, On later model engines, the lubricating oll dipstick is fitted in the crankcase door, see Seotion 2. The air Intake Cover may be replaced by the Lister dry air cleaner, see next page. Page 48SECTION 4 INTRODUCTION Every effort must be made to maintain the engine in a clean condition and oil leaks must be dealt with as soon as they occur. With a new or overhauled engine the joints settle during the first few hours running and their tightness must be subsequently checked. A table showing re- commended jointing compounds and how to use them is given on page 64. LUBRICATION ON ASSEMBLY When assembling the engine, use a mixture of 2.5% colloidal molybdenum disulphide (Ache son’s Hi Load additive or equivalent) and normal engine lubricating oil All bearing surfaces must be well lubricated including the valve stems and the cups of the push rods. New camshaft bushes should be immersed in clean engine lubricating oil for four hours before fitting AIR CLEANER, MANIFOLD AND SILENCER Air Cleaner ‘Three types of air cleaner may be fitted to ST engines:— (a) A Lister dry air cleaner fitted directly on to the inlet manifold. (b) A Lister foam element air cleaner (ST1) (c) A Cyclopac heavy duty air cleaner. Details of air cleaners can be found in Sec tion 5. Note: On ST3 engines, two dry air cleaners are used. On ST3M Marine Propulsion engines an air cleaner/silencer is fitted (see page 67, Fig, 65). Manifolds and Silencer The cast iron manifolds with asbestos joints are located on studs in the side of the cylinder head. On single and two cylinder engines the silencer is screwed into the end of the exhaust manifold; on three cylinder engines the silencer is screwed via a socket to the side of the mani. fold. Remote mounted silencers and air cleaners must be connected by means of flexible pipe or ‘ST ENGINES hose with no solid extensions between the mani- folds and the flexible element. See Installation Information in Section 1. The various silencers and exhaust pipes that may be fitted are detailed in Section Five. A cold start oil injector device is mounted on the inlet manifold to assist starting under frosty conditions. CYLINDER HEAD COVER (Fig. 37) The cylinder head cover carries the decom: pressor lever, oil filler cap* and on some cylin- ders, an engine lifting eye “On some engines the oil filler cap is in the crankcase door. Fig. 37. Cylinder Head Cover Removing Cover (a) Remove decompressor coupling rod(s)—if fitted. (b) Remove cover holding down nuts. (c}__ If fitted: Remove support strap to fuel tank; remove lifting eye. Note: Where a support strap and lifting eye are connected to the same cylinder, a distance piece is fitted under the lifting eye on the stud nearest the tank to com- pensate for the support strap. (d) Lift off cover—mark cover with cylinder number. Page 49SECTION 4 Breather A crankcase breather pipe is screwed into the top of each cylinder head and connects with the inlet port. Vapour is drawn into the inlet mani: fold and a partial vacuum is thus maintained in the crankcase preventing oil leakage through joints and bearings. Valve Clearance The valve clearance for both inlet and exhaust set with the engine cold is:— 0.15 mm. (0.006) GO 0.20 mm. (0.008) NOT GO To Adjust (Fig. 38) (a) Turn the engine until the piston is on the T.D.C. position firing stroke (both valves closed) (b) Slacken the locknut on the adjusting screw and turn the screw until the correct clear: ance has been obtained. (c) Tighten the locknut whilst restraining the adjusting screw and re-check to ensure that clearance is correct. Repeat the procedure for all valves. ST ENGINES Refitting Cylinder Head Cover (a) Apply Hylomar PL32M to cover jointing face and stick joint to it. (b) Replace cover and fit fuel tank support strap and lifting eye (if applicable). (c) Refit decompressor coupling rod(s) if re. moved. Decompressor Adjustment (Fig. 39) For engines provided with an oil hole filler in each cylinder head cover, access to the decom pressors is through these holes. (a) Turn the engine until the piston is on T.D.C. firing stroke (both valves closed) (b) Move the decompressor lever towards the flywheel {c) Slacken the locknut and turn the decom pressor screw down (clockwise) until the exhaust valve touches the piston. (d) Turn the screw back half turn and tighten the locknut. When no oil filler hole is provided in the cylinder head cover, the decompressor should be adjusted so that when the cover is tightened down in position the adjusting screw just touches the valve rocker when operated. The adjusting screw should then be screwed down (clockwise) 2 turn and locked in position. Repeat the pro- cedure for all cylinders. Fig. 38, Adjusting Valve Clearance Fig. 39. Adjusting the Decompressor Page 50SECTION 4 CYLINDER HEAD (Fig. 40) The cylinder head consists of two parts. The top half (top plate) is cast iron and contains the valve gear and breather tube. The lower half (cylinder head) is aluminium alloy in which are fitted the valve seat inserts. The valve guides 1. Top plate. 2. Cylinder head. Injector oil seal ring, Injector joint. Inlet valve. Inlet valve guide. Negee Valve guide seal ring. Fig. 40. ST ENGINES which are a press fit, hold the two halves together. Provision is made for a cold start device which is screwed into the machined face above the inlet port. 8. Seal ring retaining plate. 9. Leak-off pipe. 10. Breather. 11. Decompressor. 12. Fuel injector clamp. 13. Fuel injector. “X"" 12.60-13.00 mm. (0.495-0.515 in.) Cylinder Head Page 51SECTION 4 Removing the Cylinder Head (Fig. 41) Remove: (a) Cylinder head cover. See page 49. {b) Fuel pump housing door. (c) Lubricating oil pipe to rockers. (Do not re- move restrictor wire from pipes.) (d) Fuel leak-off pipe—injector to tank. On engines fitted with a self-venting system, disconnect pipe from base of pump(s) (e) Fuel pipe—fuel pump to injector. (f) Fuel injector. See Fuel System, Section 3. (g) Inlet and exhaust manifolds. (h) Unscrew and remove cold starting device. {j) Cowling assembly on manifold side. (k) Four holding down nuts. Two are located on the centre of the rocker brackets and two on the manifold side. (I) Lift of cylinder head—mark with cylinder number. (m)_ Lift out push rods. To Remove Valves (Fig. 42) Depress valve spring and remove collets; re lease spring and lift off valve spring carrier and spring. If it is necessary to change rocker lever bush, remove setscrew and spring washer securing valve rocker bracket to head, lift off assembly Fig. 42. Removing Valves ST ENGINES Fig. 41 Removing the Cylinder Head When removed, release circlip and slide off rocker lever. Use new joint when refitting assem bly (Fig. 43). To prevent damage to the breather tube it is advisable to remove it when servicing the valve gear. Valve Guides The valve guides are a press fit and hold the two parts of the cylinder head together, they are not interchangeable. A rubber sealing ring is fitted to the inlet guide and held in place by a retaining plate. See Fig. 40. Fitting New Guides (a) Fit rubber ring into recess (inlet) (b) With lettering IN or EX uppermost, press guides into place. (Inlet valve is nearest breather tube). The guides should project 12.60-13.00 mm. (0.495"-0.515") above the surface of the casting. See X on Fig. 40. (c) Place retaining plate in position (inlet) Note: A gauge 8.70712 mm (0.3428”) dia meter must pass through the exhaust valve guide after it is assembled in the head. If it does not go, the guide must be reamed square 8.707/8.727 mm (0.3428"/ 0.3436") diameter. Page 52SECTION 4 4 i | svaad Fig. 43, Valve Rocker Bracket Valve Seats The inlet valve is 0.96-1.27 mm. (0.038° 0,050") and the exhaust valve is 0.84-1.14 mm, (0.033"-0.045") below the combustion surface of the head. Width of valve seats: Inlet 1.65- 2.29 mm. (0.065"-0.090"); Exhaust 1.35-1.78 mm. (0.053"-0.070") Servicing INFORMATION ON WEAR LIMITS CAN BE FOUND ON PAGE 125. TABLE OF CLEARANCES Remove carbon from combustion area; thoroughly clean and inspect for cracks. Clean valve guides and check for wear; examine oil seal ring on inlet guide, replace if damaged or worn. Check valve seats and inspect for nicks cracks or pitting. Reface or change cylinder heads if not within Check valve springs for free length. Examine rocker arms for cracks, damage and wear. Inspect push rods for bends and examine ball and cup ends for wear or cracks, Refitting the Cylinder Head Examine the gasket, renew if necessary. Fit the necessary shims—see Checking Cylinder Head Clearance—nearest the head followed by the gasket; these are retained in position with High Melting Point grease (see page 65). The ST ENGINES sequence for fitting the head is the reverse to removal. The cylinder head nuts and top threads of the studs should have Wellseal applied. On multi cylinder engines the inlet and ex haust flanges of all cylinder heads must be lined up with a straight edge, or alternatively fit a manifold before finally tightening down head. Ensure holding down nuts are pulled down evenly and torque loaded to 67.82 Nm (50 Ibf.ft.). It is essential that these nuts be tightened before securing the injector. After fitting head(s), reset valve clearance and check decompressor adjust- ment Checking Cylinder Head Clearance (Fig. 44) Place two pieces of lead wire 1.2. mm. (0.048") thick on the cylinder head, clear of valve recesses and the combustion chamber in the top of the piston; retain in position with grease. Space widely and as near as possible in line with the gudgeon pin. Tighten down the cylinder head to the correct torque loading (see previous paragraph) and turn the piston twice past T.D.C. Remove the cylinder head and measure the thickness of the lead. This should be between 0.89 and 0.97 mm. (0.035 and 0.038"). The clearance is adjusted by 0.076 mm (0.003) and 0.254 mm (0.010") thick shims. The gasket must be placed next to the Ove Fig. 44, Checking Cylinder Head Clearance Page 53SECTION 4 cylinder; a minimum number of 0.076 thick shims must be used, and placed between the gasket and the 0.254 shims. Great care must be taken not to trap the thin shims on the spigot. If necessary the shims and gaskets may be smeared with a thin film of clean high melting point grease and stuck to the head recess, plac- ing the gasket last PISTON, PISTON RINGS AND CONNECTING ROD (Fig. 45) Piston and Gudgeon Pin The piston is made of low expansion alloy with a machine recessed combustion chamber in the crown. The gudgeon pin is a clearance fit in the piston and is retained by two circlips. It runs in a copper faced steel backed bush in the small end of the connecting rod. Piston Rings Five piston rings are fitted:— Firing Ring A barrel lapped chrome ring is situated at the top of the piston and is tapered on the sides to prevent sticking in the groove. Fig. 46. Side Shield—Gear End ST ENGINES Fig. 45. Piston and Connecting Rod Compression Rings Two compression rings are fitted. Each has a tapered face in contact with the barrel. One sur- face on each is marked TOP and the rings must be fitted the correct way up. Scraper Rings One conformable type—with spring expander —is fitted above and a slotted scraper ring fitted below the gudgeon pit Connecting Rod and Big End Bearing The forged steel connecting rod is connected to the crankpin by a conventional big end bear- ing, the cap held in position by two bolts and nuts. The two halves of the big end bearing are steel backed copper lead. They are precision finished and should not be scraped or touched up in any way. To Remove Piston, Connecting Rod and Barrel Note: On multi cylinder engines mark the cylinder number on each assembly removed. No. 1 cylinder is the opposite end to the flywheel, (a) Remove cylinder head. See page 52. Page 54SECTION 4 ST ENGINES (b) Remove side shield assembly at the gear end; (Fig. 46) remove air deflector plates between cylinders (on multi cylinder engines) Note: The side shield on the cylinder barrel at the flywheel end can only be removed with the barrel. Mark positions for refit ting, (c) Remove crankcase door complete with oil filter or adaptor plate. (d) Remove lubricating oil pipes, distributor block and relief valve. (This will vary ac- cording to the number of cylinders; see Section 2). (e) Remove connecting rod nuts and cap—fit thread protectors (Fig. 47) (1) Rotate piston to T.D.C. (g) Mark position of barrel for refitting and remove piston, connecting rod and barrel as a complete unit (Fig. 48) (h) Withdraw piston from barrel (i) Gudgeon pin may be removed by releasing one spring clip and pushing out pin. (k) Using a standard ring expander, remove piston rings. Servicing (see page 125, Table of Clearances) Thoroughly clean the barrel and check for scoring and wear Clean the piston, remove all carbon from both upper and underside of head, ring grooves and oil holes. Check all piston rings in the cylinder barrel for correct gap clearance. Clean connecting rod and examine for bend- ing and twisting—examine small end bush for wear. Check the connecting rod bearings and crank pin for signs of wear If the big end has been dismantled because of metal failure, the oil passages in the crank- shaft must also be examined for obstruction Fig. 48. Removing Cylinder Barrel and fragments of metal. Page 55SECTION 4 Refitting Piston, Connecting Rod and Barrel: (a) Fit piston to connecting rod with the word- ing CAMSHAFT SIDE on piston to the same side as machining numbers on con- necting rod. Insert gudgeon pin and cir- clips. (b) Fit piston rings as detailed on page 54. (Fig. 49.) (c) Stagger piston ring gaps and fit piston into barrel (a) Ensure bearing shells are correctly located in connecting rod and cap. {e) Fit joint to bottom of the cylinder using Hylomar PL32M. (1) Position crankshaft with crankpin to T..C. (a) With the flat sided cylinder fins facing the flywheel and gearwheel ends and the word- ing CAMSHAFT SIDE on the piston cor- rectly positioned, lower the cylinder, piston and connecting rod assembly into position. Ensure side shield is fitted with barrel on cylinder nearest flywheel. (h) Push down on piston and turn crankshaft until access is gained to connecting rod bolts; fit cap with bearing shell and torque nuts to 43.40 Nm (32 Ibf. ft.). (k) Refit lubricating oil pipes, distributor block and relief valve (see Section 2) (1) Coat groove in crankcase door with Bostik 772 and stick joint to it; refit crankcase door. (m)_ Replace air deflector plates and side shield, at gear end; refit cylinder head. ‘ST ENGINES sT445 Fig. 49. Fitting Piston Rings CAMSHAFT The steel camshaft is carried in porous bronze bushes, located in the end cover and the crank- case. Cams actuate the tappets for the oil pump, fuel pump(s) and valves. A gearwheel is keyed on to the camshaft and held in position with a locating pin. The camshaft is extended beyond the end cover and is the same diameter as the crankshaft extension providing a second position for power take off at half engine speed. An oil seal and oil thrower ring in the end cover pre- vents oil leaks around the camshaft extension. Engines driving a hydraulic pump from the gear end have a camshaft fitted with two gear- wheels, the pump drive being driven by the second gearwheel. See Section Five. Information on removing and servicing camshafts is on the following pages. Page 56SECTION 4 To Remove Camshaft fa) (b) (d) (e) () (a) h) Drain fuel Remove cylinder head cover and cylinder head. See pages 49 and 52 Remove fuel pump housing door and crank case door; disconnect speeder spring Turn camshaft keyway to bottom and re. move end cover. If an engine mounted fuel tank is fitted, disconnect fuel feed from filter to pump(s), remove leak-off pipe to top of tank, lift off end cover, tank and filter complete (Fig. 50) Remove fuel pump(s). See page 37 Remove fuel pump tappet(s); remove tap: pet guide locating pin and remove guide(s) (Fig. 51) Note: On variable speed engines the guide locating pin on No. 1 cylinder secures the variable speed control bracket. Ensures it is refitted in the same position. Remove Jabsco pump (STW only) Set oil pump to the bottom of its travel and depress the lubricating oil pump return spring until pump tappet is below the level of camshaft bearing (Fig. 52) For engines fitted with a self regulating pump see page 28. Hold up valve tappets and remove cam- shaft; collect tappets. Ensure hands are protected from the edges of keyway on. aft extension when removing camshaft. ST ENGINES Fig. 50. Removing End Cover and Fuel Tank Inspecticn (see page 125. Table of Clearances) Examine camshaft bushes for scars or wear. Check the camshaft gearwheel and crankshaft pinion teeth for chipping or wear cams are not chipped or damaged Check the tappets for scars or damage to the contact face. Examine oil seal in end cover for damage or Ensure ae ates Fig. 52. Depressing Lubricating Oil Pump SpringSECTION 4 Changing Camshaft Bushes New bushes should be immersed in engine lubricating oil for four hours before fitting. They should be fitted with the thinnest part of the bearing wall towards the top {marked ‘O’) A plain bush is fitted at the flywheel end and on multi cylinder engines, plain bushes are fitted in the crankcase dividing walls. A flanged bush is fitted in the end cover and in the crankcase at the gear end. A service tool is required for fitting and re- moving the bushes. Full instructions for this operation can be found in Section 7, Service Tools. Refitting Camshaft and Timing Refitting the camshaft is carried out in the reverse order to removal. When fitting camshaft ensure ‘O’ mark on gearwheel coincides with *O' on crankshaft pinion (Fig. 53} Fuel pumps are timed in accordance with in- structions on page 40. When fitting end cover, use a new joint with Wellseal jointing com- pound; a tapered sleeve should be fitted to the end cover to prevent damage to the oil seal. See Section 7. Fig. 53 Camshaft Timing ST ENGINES FLYWHEEL AND FANSHROUD The type and size of flywheel, and the type of fanshroud—either sheet metal or cast iron—is dependent on the engine build and application. Part numbers, with ordering instructions, for alll flywheels and fanshrouds can be found in the appropriate engine Parts List. Should it be necessary to change the application of the engine, R. A. Lister or their Distributors should be consulted, Flywheel The cast iron flywheel is mounted on a tapered shaft and secured with a 3” UNF setscrew. ST1 Engines. An etched line on the rim of the flywheel indicates the T.D.C. position and a Z mark gives the firing position when lined up with the timing mark on the fan shroud, Multi Cylinder Engines. An etched line for T.D.C. and a Z mark for the firing position are etched on the rear face of the flywheel. They show the respective positions when lined up with an arrow viewed on the rear face of the fan shroud adjacent to the fuel pumps. (Timing in- formation can-be found in Section 3.) To Remove Flywheel (2) Remove any accessories that may be fitted. (b) Slacken flywheel retaining ser than two turns, not more (c) Using service tool—see Section 7—with- draw flywheel. Refitting is carried out in reverse order. The ered shaft and the coned bore of the flywheel must be perfectly clean and should be smeared with clean lubricating oil before assembly. After fitting lockwasher, tighten flywheel re- ‘aining screw to a final torque of 406.89 Nm. (300 Ibf.ft.); secure screw with lock washer.SECTION 4 ST ENGINES Fan Shroud/Flywheel Housing (Fig. 56) The fan shroud is removed by disconnecting air cowlings and retaining straps from the rear of shroud and removing bolts securing shroud to crankcase. On engines fitted with electric start- ing, remove starter motor. Refit in reverse order. FAN ROTOR AND FLYWHEEL ASSEMBLY— MOISTURE EXTRACTION UNIT (Figs. 54 & 55) Fan rotor blades of similar weight are selected for each rotor assembly. The complete fan rotor and flywheel assembly is then carefully balanced before being fitted to the unit. If a fan rotor blade is damaged the complete fan rotor and flywheel assembly must be replaced—NOT individual fan blades. ‘To Remove the Fan Rotor and Flywheel Assembly {a) Disconnect the fan guard. {b) Remove the fan casing complete with the stator assembly. (c) Slacken flywheel retaining screw not more than two tums. Using service tool—see Section Seven—remove flywheel. Refitting Fan Rotor and Flywheel Assembly (a) Fit the flywheel assembly and torque load Fig. 54. Casing and Stator (M.E.U.) Sheet Metal—Clockwise Cast lron—Clockwise Cast Iron—Anti-clockwise Fig. 56. Fan Shrouds retaining screw to 406.89 Nm. (300 Ibf-tt.); secure tab washer. (b) Fit the fan casing dowel with the fan (ce) Page 59 casing. Check the distance between the tips of the blades and the inside of the casing—this is adjusted by shims placed under the engine between the crankcase and the main frame. A rod of 2.5 mm. (0.1 in.) diameter must pass between the tip of any blade and the casing. Fig. 55. Fan Rotor and Flywheel (M.E.U.)SECTION 4 CRANKSHAFT AND MAIN BEARINGS The steel crankshaft is carried in two steel backed copper lead lined split bush main bear- ings which are located in the crankcase at the gear end and in a housing at the flywheel end. Intermediate main bearings are fitted in multi cylinder engines, one in ST/STW2 and two in the ST/STW3 engine. The intermediate main bear- ing(s) comprise copper lead lined steel backed shells contained in a housing, which is located in the crankcase by a plain hollow dowel tapped at one end. End thrust is taken on steel backed copper based split thrust washers fitted inside the crank- case at the gear and flywheel ends. A pinion is keyed on to the end of the crankshaft and en- gages with the camshaft gearwheel. Shims are fitted between the main bearing housing and the crankcase to provide crankshaft end float adjust ment. An oil thrower ring which fits over the crankshaft is held in position by the main bearing and a screw type oil seal and a felt ring seal the crankcase at the flywheel end. Key to Fig. 57 A. Screw type oil seal. B. Felt ring C. Oil thrower ring $7213 Fig. 57. Main Bearing Housing ST ENGINES To Remove Crankshaft fa) (b) {c) (a) (e) i) (9) (h) 0 Page 60 Drain fuel tank and lubricating oil sump, Remove: Cylinder Head (page 52—page 71 STW) Piston and Barrel (page 54—page 73 sTW) Camshaft (page 57) Flywheel and Fanshroud (page 58). Remove governor lever; unscrew governor lever fulcrum; remove governor assembly complete from inside crankshaft pinion. Remove crankshaft pinion—keyed—using withdrawal tool. See Section 7. On ST1 engines fitted with heavy balance woights: remove capscrews and weights (See Engine Parts List.) Remove main bearing housing taking care to retain any shims which may be fitted; remove split thrust washer; slide off oil thrower ring Multi cylinder engines. Insert a 4” UNF bolt into the end of the centre bearing(s) locating dowel and remove {| 58). Withdraw crankshaft through the housing bore; remove split thrust washer (gear end). Note the position of intermediate bearings for refitting. Unscrew and remove the two capscrews; separate the two halves of the bearing-housing (dowelled). ($7454 |. 58. Removing Bearing Locating DowelSECTION 4 ST ENGINES Servicing. See Table of Clearances, page 125 Inspect main bearings for scoring or wear, replace bearings if necessary. See Section 7. Check clearance between crankshaft journals and main bearings and crankpin and connect- ing rod bearing(s) Examine crankshaft for scoring or wear. If a standard set of bearings will not fit with the required clearance, regrind and fit undersize Fig. 59. Intermediate Bearing bearings. Replace split thrust washers if damaged or worn. ST456, Fig. 60. Crankshaft ST/STW3 Page 61SECTION 4 ST ENGINES To Refit Crankshaft. Note: Intermediate bearings are marked on one side FLYWHEEL END and should be fitted cor- rectly. On three cylinder engines the bearings are in matched pairs and can be identified by the machining numbers stamped on the side. fa) If required, fit new bearings in crankcase and main bearing housing with grooved shell to the top and oil holes lined up. (b) Fit split thrust washer at gear end with tabbed piece to the top, copper face to wards crankshaft, Grease may be used to retain thrust washer in position while offering up crankshaft. (c}_ Multi cylinder engines. Fit two halves of intermediate bearing on correct crankshaft journal. Note, when crankshaft is refitted, the locating dowel must line up with hole oe as on fuel pump side of crankcase Fig. 62. Checking Crankshaft End Float {d) Insert crankshaft. On multi cylinder engines, locate intermediate bearing(s) ST/STW2 &3 Fit dowel(s) with the threaded portion to 0.228.0.308 mm. (0.009".0.012" the outside. This can be adjusted by 0.08, 0.13 or 0.26 mm. (0.003"",0.005", 0.010") metal shims, fitted behind main bearing housing. See page 64 for use of jointing compound. (j) Heat crankshaft pinion and refit; ensure timing mark ‘0’ faces outwards. (k) Refit governor weights, sleeve, fulcrum and (e) Fit split thrust washers—flywheel end— position oil thrower ring on crankshaft. (f) Fit main bearing housing and shims after coating one side of each jointing face with Wellseal. Ensure housing is fitted with oil drain hole to the bottom. (g) On ST1 engines with heavy balance lever. See Section 3. weights—refit weights using new cap- (Ij Refit camshaft, piston, cylinder head, ete. screws. Torque load to 43.40 Nm (32 as previously described Ibf.ft.); lock capscrews in position. (h) Check crankshaft end float (Fig. 62) NOTE. After a complete overhaul, the Initial Attention instructions on page 21 should be (i) Set a dial test indicator so that the observed. actuating plunger makes contact with the flywheel end face of the crank- DECARBONISING shaft. Decarbonising should be carried out after 2000 hours running or if the engine shows loss ‘of compression or blow-by past the piston. To gain access, remove the cylinder barrel, piston and rings. See page 54 Thoroughly clean and examine for damage or (ii) Push crankshaft firmly towards gear end of engine and zero indicator. (iil) Push crankshaft firmly towards the flywheel end of engine and note read ing, wear:— End float should be:— 1. Piston. 2. Piston rings and grooves. sv1 3. Combustion chamber in the top of the 0.179-0.254 mm. (0.007"-0.010"" piston. Page 62ST ENGINES SECTION 4 4. Valve ports, valves and valve seats. 5. Exhaust manifold, piping and silencer. 6. Fins on cylinder, cylinder head and in- jector (ST) 7. Check cylinder blocks and heads for sludge deposits (STW) 8. Regrind the valves Renew any defective parts as necessary, re- assemble as detailed on previous pages CLEANING COOLING FINS (ST only) The cylinder, cylinder head and injector cool- ing fins must be kept reasonably clean if the engine runs at high loads and speeds, otherwise seizure of various components can occur due to overheating. Cleaning frequency depends on the nature and concentration of the substances contained in the cooling air. For example, fluff, hair, vege- table fibre, etc., have a greater clogging effect than dry dust. The fins should always be cleaned when the engine is decarbonised but can also be cleaned by removing the manifold and air cowl and raking the dust off the fins with a hooked piece of wire. LAYING-UP PROCEDURE The following routine should be carried out When it is known that the engine will not be required for some months:— 1. Replace fuel in tank with a small supply of calibration fluid or equivalent. 2. Drain lubricating oil from sump and refill with Shell Ensis 20 or equivalent. 3. Run the engine for a period to circulate the Ensis oil through the system and to ensure the calibration fluid is passed through the fuel pumps and injectors. 4. Stop the engine and drain off the Ensis lubricating oil from the sump, after which the crankshaft should NOT be turned until the engine is again required for service. The calibration fluid should be left in the fuel system. Drain water from engine (STW) Seal all openings on the engine with tape. Remove batteries, when applicable, and store fully charged with the terminals coated with Vaseline (petroleum jelly) 8. Grease all external bright parts and con- trol linkage, etc. 8. Tie labels on the engine clearly stating what steps have been taken to inhibit the engine during storage, as above If the above is not carried out then the engine should be run about 15 minutes once a month —preferably on load. soe SPANNER TORQUES ‘Torque’ Nm. (Ib. ft.) Location 11.53 (8.5) | 2034 (15) Injector clamp nuts (ST). Rocker adjusting screws. 54.25 (40) Balance weight setscrews. 43.40 {32) Injector clamp screw {STW) Connecting rod nuts. 10.85 (8) Flexible couplings. 39.38 (29) C40 Dynamo and 11 AC Alternator 67.82 (50) Cylinder head holding down nuts. 92.23 (68) 406.89 (300) Flywheel retaining screw. 28.48 (21) Fuel injector pipe nuts. | 88.16 (65) Injector cap nut and lock nut. 54.25 (40) Fuel pump delivery valve holder. 44.76 (33) 15 ACR and 17 ACR Alternator. 135.63 {100) 54.25 {40) ACS Alternator. a UNF 203.44 (1503 Page 63SECTION 4 ST ENGINES JOINTING COMPOUNDS - JOINTING INSTRUCTION FOR JOINT DESCRIPTION COMPOUND To BE USED APPLYING COMPOUND Valve gear cover Hylomar PL82M | Coat valve gear cover jointing face | and stick joint to it. Fuel pump housing door and crank- | Hylomar PL32M | Coat door jointing face and stick case door joint to it Fuel pump housing to crankcase, Bostik 772 Coat housing groove and stick joint rubber joint to it Fuel pump housing to crankcase, flat | Hylomar PL32M | Coat housing on jointing face, stick joint joint to it and coat joint Fuel pump housing top rubber joint | Bostik 772 | Coat housing groove and stick joint ring to it Crankcase door (pressed steel) Bostik 772 Coat door groove and stick joint to it Gear case cover x ~ Wellseal | Coat gear case on joint face, stick joint to it and coat joint. Crankshaft bearing housing shims Wellseal Coat all joint surfaces on one side— tighten bolts and re-tighten after about 10 mins. Bottom of cylinders Hylomar PL32M_ | Coat cylinder on jointing face, stick joint to it and coat joint. Camshaft cover in crankcase Hylomar PL32M_ | Apply a little compound to ring recess in cover, Oil seals — Crankshaft Hylomar PL32M_ | Apply a little compound to outside diameter of seal Oil pump suction plug Hylomar PL32M | Coat plug threads and both sides of joint. Leak off connection at leak off | Hylomar PL32M | Coat threads lightly before screwing | manifold | connection. Cylinder head nuts and top thread of Wellseal Dip nuts and coat stud threads and cylinder studs | area of cylinder head or rocker bracket in contact with nuts. Page 64SECTION 4 ST ENGINES JOINTING COMPOUNDS—cont. JOINT DESCRIPTION Crankshaft felts Internal lubricating oil pipes pushed into holes in the crankcase and end bearing housing Water cooled cylinder holding down stud tubes Cylinder shims and gasket cooled engines (STW) ‘water shims and gasl cooled engines (ST) Sump drain plug unions Taper sump pump drain Fuel lift pump pipes with solderless JOINTING COMPOUND TO BE USED Wellseal Hylomar PL32M Hylomar PL32M Wellseal High Melting Point Grease Hylomar PL32M Wellseal Lightly coat the recess on the head | Coat threads INSTRUCTION FOR APPLYING COMPOUND. Coat inside of groove for felt before inserting felt Ensure felt is not distorted during fitting. Coat the last 15 mm (&") of pipe, taking care not to coat the very end of the pipe as otherwise jointing compound will be fed into the oil stream. Lightly smear the inside of the hole and the outside of the tube at the press fit end. Do not use any com- pound at the “O° ring end—the ring may be kept in position with a little Shell Alvania 2 greas where the joints seat and the side of the counter bore. Place each shim in ‘the recess and coat it in turn and fin- ally place the thick gasket and coat it. The top of the cylinder is not coated. Use very little compound or grease. Place the nut on the pipe; coat the end of the pipe and assemble the olive to the pipe. Keep the jointing compound from the inside of the pipe. Coat threads. Page 65Section Four — Part Two STW ENGINES “— Decompressor Levers Raised Hand Starter ll Filler Cap, Engine Lubricating Oi Dipstick Reverse Gearbox — (LM 100) = Jabsco Pump Engine Control: Fuel Lift Pump: Oil Fitter eduction Gear fovhen required) Reducti stTwat Fig. 63. Features of an STW2M—Fuel Pump Side Air Cleaner Silencer Exhaust Manifold Water Drain Taps Gearbox Dipstick. Reduction Gear Dipstick Position for Starter Motor Oil Drain Plug stTwa2 Fig. 64. Features of an STW2M—Manifold Side Page 66SECTION 4 INTRODUCTION Every effort must be made to maintain the engine in a clean condition and oil leaks must be dealt with as soon as they occur. With a new or overhauled engine, the joints settle during the first fow hours running and their tightness must be subsequently checked. A table showing re- ‘commended jointing compounds and how to use them is given on page 64. LUBRICATION ON ASSEMBLY When assembling the engine, use a mixture of 2.5% colloidal molybdenum disulphide (Ache- son's Hi Load additive or equivalent) and normal engine lubricating oil Alll bearing surfaces must be well lubricated inoluding the valve stems and the cups of the push rods New camshaft bushes should be immersed in clean engine lubricating oil for four hours before fitting my Fig. 66. sTWwaa Manifolds and Fittings STW ENGINES AIR CLEANER/SILENCER AND MANIFOLDS. An air cleaner/silencer (Fig. 65} ured by clips to the inlet manifold and the cast iron manifolds with asbestos joints are secured by brass nuts to studs on the side of the cylinder heads. Before removing manifolds, drain water and remove pipe between thermostat and ex- haust manifold. On marine propulsion engines a flexible exhaust system is fitted and considera- tion should be given to the Installation Informa- tion on pages 9 and 13. sTwWa3 Air Cleaner /Silencer Fig. 65, CYLINDER HEAD COVER The oylinder head cover is retained in position by three screws, the longer being fitted on the manifold side; Hylomar PL32M is used between cover and cover joint. The lifting eye is secured to two of the water outlet manifold studs—with distance picces—and to two studs on the fuel pump side of the cylinder head cover. Breather A crankcase breather pipe is screwed into the top of each cylinder head and connects with the inlet port. Vapour is drawn into the inlet mani- fold and a partial vacuum is thus maintained in the crankcase preventing oil leakage through joints and bearings Page 67SECTION 4 Valve Clearance The valve clearance for both inlet and exhaust set with the engine cold is:~ 0.56 mm (0.022) GO 0.61 mm (0.024) NOT GO To Adjust (Fig. 67) {a} Turn the engine until the piston is at the T:D.C. position firing stroke {both valves closed). (b} Slacken the tocknut on the adjusting screw and turn the screw until the correct clear ance has been obtained. {co} Tighten the lacknut whilst restraining the adjusting screw and re-check to ensure that clearance is correct Repeat the procedure for all valves, DECOMPRESSORS The decompressors are fitted in the cylinder heads and act on the push rod end of the exhaust rocker lever, To Adjust Turn the engine until the piston of the cylin- der being adjusted is at T.D.C. firing stroke and turn the decompressor screw until it just begins. to lift the valve when the decompressor lever is operated; the screw should then be given one, turn clockwise and locked, Repeat the procedure for all cylinders. STW ENGINES Fig. 67. Adjusting Valve Ciearance COOLING SYSTEM The cooling system consists of a Jabsco pump, driven by a helical gear from the camshaft, which supplies water through a copper pipe to the cylinder blocks. The water is. circulated through the blocks and cylinder heads and from the heads is returned via a water outlet manifold to the thermostat. From the thermostat, the water is passed through an external pipe to the exhaust manifold and then discharged through an outlet pipe. When the engine is cold, the water from the Jabsco pump goes directly through the thermostat to be discharged through the ex\ manifold. Thermostat (Fig. 69) To change the thermostat unit: fa) Drain water (b) Remove pipe from thermostat to exhaust manifold. (c) Remove screws and lift off thermostat cover. (d}_ Fit new unit; refit cover and pipe and check for leaks. Page 68SECTION 4 STW ENGINES sTwaz7| Fig. 68. Water Outlet Manifold with Thermostat Water Outlet Manifold (Fig. 68) To remove:- {a) Drain water. (b) Disconnect all pipes to thermostat (c) Remove inlet and exhaust manifolds. (d) Remove nuts securing water outlet mani- fold to cylinder heads and remove lifting eye: lift off manifold and thermostat com: plete. Note: A metal restrictor plate is fitted between two rubber joints between the outlet on each cylinder head and the manifold. Ensure the rubber joints are in good con dition—replace if necessary. . 68. Thermostat JABSCO PUMP (Fig. 70) To remove the impeller:- (a) Drain water. (b) Remove pump end cover (6 screws) and joint. (c) Using thin nose pliers, pull out impeller. To refit:- (a) Fit impeller screw into impeller (b) Apply a coating of soft grease to impeller bore. (c) Start impeller into bore of pump using a rotary motion until the screw engages in the slot in the shaft. (4) _ Fit new joint and refit end cover (two when, engine is keel cooled) (2) Reconnect water pipes and check for leaks. To remove pump complete: (a) Drain water. (b) Disconnect water supply to pump and pipe from pump to engine. (c) Remove the two bolts securing pump to flange, rotate pump anti-clockwise and lift out. (This is to prevent damage to the heli- cal gear with the camshaft, see inset Fig. 70), Fitting is carried out in the reverse procedure; ensure paper joint is renewed, check helical gear for wear, and fill water pump gearbox with engine oil to overflowing through the breather pipe Fig. 70. Jabsco Pump Page 69SECTION 4 STW ENGINES CYLINDER HEAD (Fig. 71) The cast iron cylinder head is made in one piece and contains the valve gear, injector and breather tube. The valve guides are a press fit into the head and are not interchangeable A. Breather B. Inlet Valve C. Rocker Lever Bracket Fig. 71. Cylinder Head Page 70 D. Exhaust Valve E. Rocker Lever F. Injector Clamp G. _ DecompressorSECTION 4 STW ENGINES Removing a Cylinder Head (a) Drain water. {b) Remove oylinder head cover and lifting eye. {c) Remove fuel pump housing door. (d)_ Disconnect lubricating oil pipe to rockers Do not remove restrictor wire from pipe. (ec) Disconnect fuel leak-off pipe from injectors and fuel filter. (4) Disconnect fuel pipe from pump to injector. (a) Remove injector clamp and lift out injector. (h) Remove inlet and exhaust manifolds and water outlet manifold with thermostat—see page 69. (j) Remove circlips retaining valve rocker levers and move rocker levers to enable a socket to be fitted on cylinder head holding down nuts. (Fig. 72.) (k} Remove the four holding down nuts; lift off Fig. 72, Removing Cylinder Head Nuts head (Fig. 73). Mark cylinder number for refitting and keep shims and gasket with head. To Remove Valves (Fig. 74) (1) Lift out push rods. Depress valve spring and remove collets; re- lease spring and lift off valve spring carrier and, spring The rocker lever may be removed by releasing circlip and sliding lever off shaft. Fig. 73. Removing a Cylinder Head Fig. 74. Removing Valves Page 71SECTION 4 Fitting New Guides With lettering IN or EX uppermost, press guides into place. (Inlet valve is nearest breather tube.) The guides should project 12.60-13.00 mm. (0.340-0.360) above the surface of the casting A gauge 8.70712 mm (0.3428") diameter must pass through the exhaust valve guide after it is assembled in the head. If it does not go, the guide must be reamed square 8.707/8.727 mm (0.3428""/0.3436") diameter. Valve Seats The inlet valve is 1.02-1.27 mm (0.040"- 0.050") and the exhaust valve is 0.89-1.14 mm (0.035"-0.045") below the combustion surface of the head. Width of valve seats: Inlet 1.65-2.29 mm (0.065’'-0.090"); Exhaust 1.35-1.78 mm (0.053’"-0.070") Servicing INFORMATION ON WEAR LIMITS CAN BE FOUND ON PAGE 125, TABLE OF CLEARANCES, Remove carbon from combustion area; thor- oughly clean and inspect for cracks. Clean valve guides and check for wear. Check valve seats and inspect for nicks, cracks or pitting. Reface or change cylinder heads if not within limits. Check valve springs for free length. Examine rocker arms for cracks, damage and, wear. Inspect push rods for bends and examine ball and cup ends for wear or cracks. Ensure a serviceable ferrule joint ring is lo- cated in each of the four holes to the water jacket in the cylinder block (Fig. 784) Refitting the Cylinder Head Examine the gasket, renew if necessary. Fit the necessary shims—see Checking Cylinder Head Clearance—nearest the head followed by the gasket; these are retained in position with Wellseal (see page 65). The sequence for fitting the head is the reverse to removal. The cylinder head nuts and top threads of the studs should have Wellseal applied. The inlet and exhaust flanges of all cylinder heads must be lined up with a straight edge, or alternatively fit a manifold before finally tighten- ing down head. Ensure holding down nuts are pulled down evenly and torque loaded to 67.82 Nm (50 Ibf.ft.). It is essential that these nuts STW ENGINES be tightened before securing the injector. Refit circlips securing rocker levers. After fitting head(s), reset valve clearance and check de- compressor adjustment. Checking Cylinder Head Clearance (Fig. 75) Place two pieces of lead wire 1.2 mm (0.048") thick on the cylinder head, clear of valve recesses and the combustion chamber in the top of the piston; retain in position with grease. Space widely and as near as possible in line with the gudgeon pin. Tighten down the cylinder head to the correct torque loading (see previous paragraph) and turn the piston twice past T.D.C. Remove the cylinder head and measure the thickness of the lead. This should be between 0.89 and 0.97 mm (0.035" and 0.038"). The clearance is adjusted by 0.076 mm (0.003"} and 0.254 mm (0.010") thick shims. The gasket must be placed next to the cylinder; a minimum number of 0.076 thick shims must be used, and placed between the gasket and the 0.254 shims. Great care must be taken not to trap the thin shims on the spigot. Hf necessary the shims and gaskets may be smeared with a thin film of clean high melting point grease and stuck to the head recess, placing the gasket last. sTwais Checking Cylinder Head Clearance Fig. 75. Page 72SECTION 4 PISTON, PISTON RINGS AND CONNECTING ROD (Fig. 76) Piston and Gudgeon The piston is made of low expansion alloy with a machine recessed combustion chamber in the crown. The gudgeon pin is a clearance fit in the piston and is retained by two circlips. It runs in a copper faced steel backed bush in the small end of the connecting rod. Piston Rings Five piston rings are fitted:- 9 Ring A barrel lapped chrome ring is situated at the top of the piston and is tapered on the sides to prevent sticking in the groove. Compression Rings Two compression rings are fitted, Each has a tapered face in contact with the barrel. One sur- face on each is marked TOP and the rings must be fitted the correct way up. Scraper Rings One conformable type—with spring expander —is fitted above and a slotted scraper ring fitted below the gudigeon pin. Piston and Connecting Rod Fig. 76. Page STW ENGINES Connecting Rod and Big End Bearing The forged steel connecting rod is connected to the crankpin by a conventional big end bear- ing, the cap held in position by two bolts and nuts. The two halves of the big end bearing are steel backed copper lead. They are precision finished and should not be scraped or touched up in any way. To Remove ion, Connecting Rod and Barrel Note: Mark the cylinder number on each assem- bly removed. No. 1 cylinder is the opposite end to the flywheel. {a) Drain water; remove cylinder head, See page 71 (b) Disconnect water supply pipe from Jabsco pump at block door. Remove black doors and connecting hose(s} complete. (c)_ Remove dipstick and lift off dipstick tube. {Note condition of oil seal ring on adaptor when refitting.) (d) Disconnect fuel pipes to fuel lift pump and remove crankcase door, {e) Remove lubricating oil pipes, distributor block and relief valve. (This will vary ac- cording to the number of cylinders; see Section 2.) (f} Remove connecting rod nuts and caps—fit thread protectors, (cont.) Fig. 77 Removing Cylinder BlockSECTION 4 STW ENGINES To Remove Piston and Barrel (cont.) (g} Rotate piston to T.D.C. th) Note position of barrel for refitting and remove piston, connecting rod and barrel as a complete unit (Fig. 77). (j) Withdraw piston from barrel (k] Gudgeon pin may be removed by releasing one spring clip and pushing out (1) Using a standard ring expander, remove piston rings. Fig. 78. Top and Bottom of Block Cylinder Block Stud Sleeves When removing the block, should the stud sleeves become attached to the studs and thus remain on the studs when the block is removed, the following procedure should be carried out, (a) Replace studs. (b) Examine block and sleeves and if in good condition carefully clean the bores in the block taking care not to increase the diameters. (c} Coat both ends of sleeves with Hylomar PL32M. (d) Insert the ground outside diameter of the sleeve from the bottom of block and push up until it just enters the top bore. (e) From the top of the block, pull the sleeve into position until the top face is flush with the top face of the block. (f} Fit ‘0’ ring to each sleeve at the bottom of block (Fig. 788) (g) Pressure test water jacket to 1.4 bar (20 Ibf/in.2) if facilities available O) $T445 Fig. 79, Fitting Piston Rings Servicing (see page 125, Table of Clearances} Thoroughly clean the barrel and check for scoring and wear. Clean the piston, remove all carbon from both upper and underside of head, ring grooves and oil holes. Check all piston rings in the cylinder barrel for correct gap clearance. Clean connecting rod and examine for bend- ing and twisting—examine small end bush for wear. Check the connecting rod bearings and orank- pin for signs of wear, If the big end has been dismantled because of metal failure, the oil passages in the erank- shaft must also be examined for obstruction and fragments of metal Page 74SECTION 4 Refitting Piston, Connecting Rod and Barrel (a) Fit piston to connecting rod with the word- ing CAMSHAFT SIDE on piston to the same side as machining numbers on connecting rod. Insert gudgeon pin and circlips. (b]_ Fit piston rings as detailed on page 73 (Fig. 79) (c}_ Stagger piston ring gaps and fit piston into barrel (d) Ensure bearing shells are correctly located in connecting rod and cap. fe} Fit joint to bottom of the cylinder using Hylomar PL32M (f) Ensure that a serviceable ‘0’ ring is fitted on each of the four sleeves at the base of the block (Fig. 78B). A ferrule joint should be located in each of the four holes to the water jacket in the top of the block (Fig 78A) (9) Position crankshaft with crankpin at T.D.C. {h} With the wording CAMSHAFT SIDE on the piston correctly positioned, lower the cylin- der block, piston and connecting rod assembly into position. (i) Push down on piston and turn crankshaft until access is gained to connecting rod bolts; fit cap with bearing shell and torque nuts to 43.4 Nm. (32 Ibf.ft.) {k] Refit lubricating oil pipes, distributor block and relief valve {see Section 2) (I) Coat groove in crankcase door with Bostik 772 and stick joint to it; refit crankcase door and connect fuel pipes to lift pump. {m) Refit cylinder head; ensure all water pipe connections are secure and check for leaks. If sump has been drained, fill with correct quantity and grade of oil—see Section 2 prime fuel system STW ENGINES RAISED HAND STARTING (Fig. 80) The raised hand starting assembly on STW engines is secured to the fan shroud and to a bracket on the gearcase end cover. Before either of these components can be removed it is first necessary to remove the raised hand starting complete—see also Section 5. When refitting this assembly, ensure brackets are correctly aligned and that shaft turns easily Fig. 80. Raised Hand Start—STW Information on CAMSHAFTS, CRANKSHAFTS and FLYWHEELS is the same as air cooled engines and can be found in Section 4, Part 1. Information on DECARBONISING, LAYING-UP PROCEDURES and SPANNER TORQUES can be found at the end of Section 4, Part 1. Page 75Section Five INTRODUCTION This section contains information on some of the accessories which may be fitted to ST and STW engines. An Appendix at the end of the book gives a comprehensive list of all the acce: sories that are currently available with ““Com- patibility Charts” listing which accessory may be fitted to each Build of engine. Part numbers, with ordering instructions, may be obtained from the appropriate engine parts list and each accessory is consigned with a drawing and fitting instructions where applicable. Information on electric starting equipment with wiring diagrams can be found in Section 8. AIR CLEANERS The correct fitting and maintenance of air cleaners cannot be over-emphasised. The air cleaner must be fitted to ensure no possibility of air entering the engine except through the cleaner. Loose or incorrect fittings will leave gaps through which dust will be drawn. Servic- ing periods will vary according to the conditions under which the engine is run, see Routine Maintenance. Lister Dry Air Cleaner (Fig. 81) The Lister dry air cleaner, which may be fitted to all ST engines, is removed by loosening the clip to the manifold and lifting off the assembly, Remove the top half by releasing the centre bolt and lift out the element. Check that the rubber adaptor and clip are in good condition and clean the inside of the assembly. The paper element should be changed if found to be damaged or dirty. When refitting; ensure the two halves of assembly are correctly lined up and that the assembly is securely attached to the engine air intake. Cyclopac Air Cleaner (Fig. 82) The dust cap on the end of the cleaner should be emptied daily. To service cleaner, remove element and clean the outside with a soft brush or by tapping. Hf compressed air is available this can be used by blowing from the inside of the element only. Maximum pressure 100 Ibf.in.2. If air is blown on to the outside of the element it will force the dust through the element leaving holes and it Page ACCESSORIES STSI Fig. 81. Lister Dry Air Cleaner will then be useless. These elements are renew- able but if carefully maintained they can be re- used. To check if the element is still serviceable, clean and then insert an unshaded light inside the element in a darkened room. The light will show through any small holes which may be in the element and this will indicate that the ele: Fig. 82. Cyclopac Air Cleaner—ST3SECTION 5 ment is no longer serviceable. A new element must then be used. Clean the element container thoroughly, refit the element and ensure that all joints are in good condition and well made, Refit the com- plete unit to the engine and again ensure that all the fittings are tight and that there are no gaps through which unfiltered air can be drawn. Oil Bath Air Cleaner On engines still fitted with an oil bath air cleaner, remove the cleaner from the engine by loosening the clip to the manifold and litting off. Keep the unit level to avoid spilling oil from the container. Remove the cleaner top cover, lift out the element and immerse in a container of kerosene. Drain the oil from the container and thoroughly clean out. Agitate the element in the container of kerosene and when clean, remove and allow to drain. If compressed air is available this can be used to blow out the kerosene from the ele- ment. When dry immerse the element in clean engine lubricating oil, allow to drain for a few minutes before replacing in air cleaner container. Fill the container with clean engine oil up to the mark on the container—do not over-fill—replace cover and refit to engine ensuring that all clips and joints are tight and that the rubber adaptor is in good condition. Fig, 83. Flywheel Shaft Extension ACCESSORIES HOURMETER A vibration type hourmeter is available and may be fitted to the top of the cylinder head cover. Note, When this accessory is fitted to a single cylinder engine, the lifting eye must be removed. FOAM ELEMENT AIR CLEANER (ST1) ‘A foam element may be used on the STt engine in place of the Lister dry element, The foam element should be treated before initial fitting and subsequently cleaned as follows: 1. Remove the inner and outer perforated reinforcements. 2. Wash the element in a mixture of fuel oil and 5% lubricating oil and wring dry, 3. Fit the reinforcements back ensuring that approximately 6 mm (4) of foam element protrudes from beyond the reinforcements on both ends for sealing purposes. FLYWHEEL SHAFT EXTENSIONS (Fig. 83) Three hole and six hole type shaft extensions may be fitted to the flywheel. Shaft extensions fitted to ST1 engines are secured by three 4" UNF studs, spring washers and nuts on both three hole and six hole extensions. When fitting a shaft extension ensure all nuts are tightened evenly and there are no burrs on keyway. Nuts should be tightened to 67.82 Nm (50 Ibf.ft.) Page 77SECTION 5 FLEXIBLE HALF COUPLING—ST1 (Fig. 84) Fitting Instructions 1. Fit equally spaced studs (A) with tab wash- ers into flywheel, torque to 67.82 Nm (50 Ibf.ft.}; lock into position with tab washers. 2. Assemble three equally spaced bolts (B): each bolt through a spring disc washer, coupling disc spacer and half coupling: fit locknut, 3. Fit assembly over studs and secure with nuts (C) and dished washers. Note: Spring disc washers should be fitted with concave side against coupling disc. Torque load all nuts to 10.85 Nm (8 Ib.ft). ACCESSORIES Repel A Fig. 84. Flexible Half Coupling—ST1 Note: When fitting flexible couplings ensure that drive shafts are not touching, Fig. 85. FLEXIBLE WHOLE COUPLING (Fig. 85) Fitting Instructions 1. Assemble three equally spaced bolts (A); each bolt through a spring disc washer, coupling disc, spacer, and half coupling; fit focknut 2. Assemble three equally spaced bolts (8) with spring disc washers and spacers to the Flexible Whole Coupling other half of coupling in the same manner. Note. All spring disc washers should have concave face against coupling disc. All nuts should be torque loaded to 10.85 Nm (8 Ibf.ft.) 3. Fit assembly on to shaft using key and grub screw. Page 78SECTION 5 ACCESSORIES FLEXIBLE HALF COUPLING (Fig. 86) Fitting Instructions 1. Fit threo equally spaced studs (A) into fly wheel, Torque to 67.82 Nm (50 Ibf.tt.} 2. Secure coupling plate (B) to studs using washers and locknuts. 3. Fit three studs (C) with tab washers into coupling plates; lock into position with tab washers 4, Assemble three equally spaced bolts (D); each through a spring disc washer, coupling disc, spacer and half coupling; fit locknut. 5. Fit assembly over studs and secure with locknuts. Note: Spring disc washers should be fitted with concave side against coupling disc. Torque load all nuts to 10.85 Nm (8 Ibf.ft.) Fig. 87. Bolt-on Pulley SPLIT BOSS COUPLING (Fig. 86, Item F) PULLEYS (Fig. 87) Split boss couplings are assembled by the If no other component is attached to the fly- same method as described in the previous para- wheel, a bolton pulley as illustrated may be graph. Where reference is made to half coupling, _ fitted. Nuts should be tightened to 67.82 Nm (50 substitute split boss coupling, Ibfft.) Fig. 86. Flexible Half and Split Boss Couplings—ST2/3 Page 79SECTION 5 DIRECT DRIVE CLUTCH (Fig. 88) The clutch, fitted to the crankshaft, is of the multi plate type running in oil. It is toggle oper- ated and is therefore self locking in either the engaged or disengaged position. Tension should be felt throughout the movement of the lever to engage the clutch and it should be released on completion of the movement. The clutch housing is filled to the level of the side plug with light engine oil (SAE10). The capacity is approximately 0.36 litre (3 imp. pint) An even lighter grade of oil may be used in cold weather to reduce oil drag of driven shaft. a ( ANDERTON CLUTCH ACCESSORIES REDUCTION GEAR—INDUSTRIAL ENGINES. A 3:1 reduction gear may be fitted to the flywheel end on ST2 and 3 cylinder engines. The reduction gear assembly is secured to the fan shroud and a splined drive engages with a shaft extension which is bolted to the flywheel. The oil is replenished by removing the breather in the top of the gear box and the level should be maintained to the full mark on the dipstick with a mild type E.P. gear lubricant. When an Anderton clutch is fitted, the manufacturers instructions supplied with each engine should be consulted, for adjusting and servicing Page 80SECTION 5 Clutch Adjustment—see Fig. 89 The clutch plates are held between pressure plates when fully engaged. It is essential there should be no slip when fully engaged. If the full power is not being transmitted, the clutch should be adjusted as follows:— {a} Stop the engine. {b) Remove the inspection cover on top of the clutch casing. (c) With the lever in the “noutral’’ position, revolve the clutch until the adjusting ring locking plate is accessible. {d) Pull plunger C out of engagement and rotate adjusting ring clockwise 1 to 3 holes, re- engage plunger C and then check “feel” of ‘the clutch operating lever. Alter the adjust- ment until the full power is transmitted without sli {2} Do not adjust more tightly than is neces- sary to transmit the full power without slip. (Ensure the clutch runs freely in the “neutral” position Fig. 90. Dry Sump Arrangement—ST1 ACCESSORIES Os Fig. 89. Cluteh Adjustment Lubricating oil return trough Adjusting ring Adjusting plunger Clutch plates Clutch driving member mMoomp DRY SUMP (Fig. 90) A dry sump arrangement is available to allow the engine to be run for long periods without replenishing the oil system.* A large capacity oil tank is connected to a modified suction plug in the base of the engine, the oil being returned to the tank by gravity after circulating through the engine. A breather pipe is fitted between the engine dipstick hole and top of the tank. The tank contains its own dipstick and filter—no oil strainer being used in the engine. The illustration shows a dry sump arrange- ment on an ST1 engine. On multi-cylinder en- gines the tank is connected to the engine from the manifold side. Note: A special crankcase is used for this ar- rangement on multi-cylinder engines and all engines must be mounted with enough clearance below the crankcase to enable the inlet pipe to be connected to the suction plug. The tank must be sited lower than the engine to enable the oil to be returned by gravity. “A number of considerations must be taken into ascount shen installing lang running engines. Consult R. A. Lister Sr the nearest Lister Distributor Page 81SECTION 5 AIR OUTLET DUCT (Fig. 92) This is a standard fitting on STM engines. The outlet duct adaptor is secured by brackets to the fuel pump housing door and the fan shroud. The bottom of the duct is secured to the top of the crankcase door and the top of the assembly is located on felt pads. On ST1 engines, the air outlet duct is secured directly to the fan shroud—see Fig. 91. When ducting or trunking is fitted to the adaptor, COOLING AIR CONSIDERATIONS in Section One should be consulted. Page ACCESSORIES . 92. Air Outlet Duct—ST2 COUPLED DECOMPRESSORS (Fig. 93) Coupled decompressors are available for multi cylinder engines, Adjustment is detailed on pages 50 and G8. When reconnecting coupling rods, coupling rod screws should not be secured dead tight. This is to allow free movement between. pin centres when operating decompressors. Fig. 93. Coupled DecompressorsSECTION 5 GEARED HAND STARTING (Fig. 95) When required, a geared hand start may be fitted at the flywheel end of the engine. It is essential to have the correct assembly for the rotation of the engine. A starting dog plate is bolted to the flywheel and the complete assembly is secured in three positions to the fan shroud with the centre arm of the assembly in the top central position on multi-cylinder engines and in four positions, as shown in Fig. 94 on single engines. The gearbox should contain normal engine oil—to the level of the filler plug—and be checked periodically depending on usage. Fig. 94. ACCESSORIES Geared Hand Starting Fitted to ST1 Fig. 95. Components of Geared Hand Starting (ST2/3) Paae 83SECTION 5 FUEL LIFT PUMP (Fig. 96) Note: The fuel lift pump is a standard fitting on ST3 engines, all Moisture Extraction Units and STWM engines. A fuel lift pump, when required, is fitted to the top left hand side of the crankcase door and operated by a tappet from the camshaft. The inlet side of the lift pump is connected to the fuel supply and the outlet feeds fuel to the main engine fuel filter. All connections to the lift pump are made by solderless (nut and olive) fittings to suit 4" 0.0. pipe. Servicing A fuel pump repair kit is available from R. A. Lister or their Distributors which contains su! cient spare parts to rectify any internal defects that may occur within the pump. The part num- ber, with ordering instructions can be found in the engine parts list, = a Zoe Camshaft Lift Purp Tappet Crankcase Door Lift Pump Joint Fuel Lift Pump moomp Fig. 97. Checking Lift Pump Tappet Setting ACCESSORIES 9. 96. Fuel Lift Pump Checking Tappet Setting (Fig. 97) Note: When fitting the pump tappet bush, ensure oil hale is to the top. (a) Insert lift pump tappet. (b) Fit crankcase door and joint to crank- case—balt door firmly. [c) Turn crankshaft until tappet is at outer- point of travel. (4) Fit lift pump joint to door, (e) Check that clearance at 'X’ is 0.79-1.19 mm (1/32"-3/64"). If necessary an. extra lift pump joint may be fitted. Never fit lift pump without a joint. (1) Tighten nuts to 20.34 Nm (15 Ibf.ft.) Page 84SECTION 5 Camshaft Guard Fig. 98. For basic hand start and electric start engines starting shaft guards are available which ‘in the opinion of R. A. Lister comply with the require- ments of the Health and Safety at work etc, Act 1974 (UK). Additional accessories e.g. gear end hydraulic pump adaptors require special guards which R. A. Lister do not supply and which must be fitted by the purchaser. ‘ST588_ Fig. 99. Alternator Guard ACCESSORIES ADAPTORS (Fig. 100) The following fiywheel housing adaptors may be fitted: — STi:— SAES ST2/3:— SAE 4, SAE 5 and SAE, GUARDS A number of wire mesh guards may be fitted to ST engines. Camshaft Guard (Fig. 98) This is fitted over the camshaft extension at the gear end and secured by three brackets to the end cover. Flywheel Guard (Fig. 95) A guard may be fitted with geared hand start, arrangement on multi cylinder engines. This is a flat mesh screen fitted with the curved edge to the bottom of the engine. It is secured by four bolts, spring washers and distance pieces to the flange on the fan shroud. Dynamo/ Alternator Guard (Fig. 99) A number of configurations of dynamo/alter- nator guards may be used depending on the engine build and application. Note: It is mandatory to guard all pulley take on/take off points on agricultural machinery. (U.K). Fig. 100. An SAE 5 Adaptor Page 85SECTION 5 ACCESSORIES HYDRAULIC PUMP MOUNTINGS ST engines can be supplied to drive a hy- draulic pump from either the flywheel or gear end. R. A. Lister do not supply the pumps. Hydraulic Pump Mounting—Gear End (Fig. 101) ‘A modified camshaft, end cover with pump mounting flange and modified camshaft bush are fitted to the standard engine. The hydraulic pump is secured to the engine on four studs with a joint and adaptor plate. The pump drive gear. which is supplied by R. A. Lister, is keyed on to the drive shaft of the pump and retained in posi- tion by a lockwasher and nut. Servicing It is recommended that the hydraulic pump Is. serviced by the pump manufacturer or an accred- ited Service Depot. The end cover and camshaft are removed and serviced in accordance with the instructions for the standard engine in Section Four. Instructions for fitting a new camshaft bush can be found in Section 7. Ensure correct bush is fitted, S518 101. Hydraulic Pump Mounting — Gear End Page 86SECTION 5 Hydraulic Pump Mounting—Flywheel End (Fi 102) Although the adaptor fitted to the engine and the size of pump and type of drive may vary, the same fitting procedure is used throughout. A driving member is bolted to the centre of the flywheel and engages with a coupling disc. A half coupling, supplied by R. A. Lister, is secured to the pump drive and is driven through the coupling disc. The hydraulic pump is bolted to ‘a mounting plate which is carried on the adaptor attached to the fan shroud. Fig. 102. Page 87 Hydraulic Pump Mou ACCESSORIES Servicing It is recommended that the hydraulic pump. s serviced by the pump manufacturer or an accredited Service Depot. IMPORTANT: When refitting a new or serviced pump, a clearance of 0.8-3.2 mm (1/32' 1/8") must be maintained between the driving member and the coupling disc (item A, Fig. 102). This can be obtained by shims fitted between the adaptor and the mounting plate (item B. Fig. 102)SECTION 5 REMOTE MOUNTING FOR LUBRICATING OIL FILTER (Fig. 103) In place of the standard cartridge fitter, a pipe connector and union connect with an adaptor fitted to the crankcase door. Another adaptor holding a standard cartridge filter is secured whore required by the user. When connecting pipes please note the OUT- LET of the adaptor fitted to the engine connects to the INLET of the adaptor holding the oil filter. Fig. 105. Gil Pressure Gauge—ST1 LUBRICATING OIL PRESSURE GAUGE (Fig 105) A tapped hole, immediately above the oil filter position on the crankcase door, provides a fitting for the pipe to the lubricating oi! pressure gauge The gauge is mounted on the fuel pump door, gauge panel or where required for the particular application of the engine. See Section 2 for oil pressures. On later engines the position of the oil pressure gauge and engine number plate is transposed to enable the number plate to be more easily read. ACCESSORIES Fig. 103. Mounting for Oil Filter EXHAUST PIPE AND SILENCERS Figure 104 shows the configuration of a heavy duty silencer and flexible exhaust pipe that may be fitted to these engines. The ‘insert illustrates a pepperpot silencer which screws directly into the exhaust manifold. Consideration should be given to the Installa- tion Information in Section One if a longer tail pipe is fitted or the exhaust system modified in any way. ‘A spark arrestor is available if required but can only be fitted with a heavy duty exhaust silencer. Fig, 104. Silencers and Flexible Exhaust Pipe Page 88SECTION 5 AIR TEMPERATURE GAUGE (Fig. 106) A probe is secured through a casting in the fuel pump housing and is connected to an air temperature gauge, mounted where required. Figure 108 shows a multi gauge panel, fitted to the gear end of the engine containing both 2 Lubricating Oi! Pressure and an Air Temperature Gauge. Please note that where an outlet duct is fitted—as illustrated—the connection from the probe to gauge is routed through a drilling in the side of the duct. DUPLEX FUEL FILTER (Fig. 107) The filter body is divided into two separate compartments, each containing a wick filter element. ‘A change-over valve is provided between the compartments, so that either of the filters may be used while the other is being cleaned or replaced. The wick has @ screwed connection at one end, which is attached to the cover. A jacket is provided on the back of the filter body so that hot water (or exhaust gases) may be used to warm the fuel oil under very cold climatic conditions. Special vent screws are arranged in the covers so that all air may escape from the filter body and passages. If both compartments of the filter have been properly vented, it is possible to change over from one filter to the other directly, while engine is running. Otherwise it will be necessary to move the change-over lever to the central posi- tion so that fuel may flow through both filters for venting purposes. A. 8. c. D. Page 83 ACCESSORIES Fig. 106. Air Temperature Gauge Vent screw. Fuel Inlet. Drain Plug. Outlet to Fuel Pump. Fig. 107. Duplex Fuel FiltersSECTION 5 ACCESSORIES VARIABLE SPEED CONTROL Fig. 108. Variable Speed Control (Cable Idling spring Operated) Adjusting sleeve Locknut Shackle pin Connecting rod Fuel pump shackle Fuel pump body Stop screw—hand lever Stop screw locknut Speed control lever Governor tink Speeder spring Internal lever External lever Cable control Pull-off spring (cable control) Stop screw—hand lever Stop screw—engine lever Fig. 109. Variable Speed Control (Rod Operated) Stop screw—engine lever Page 90SECTION 5 VARIABLE SPEED CONTROL ‘A speed control may ibe fitted to all engines, Figure 109 shows an engine mounted rod oper ated control; Figure 108 shows a cable operated control Adjusting Variable Speed Control (Fig. 108) ‘ST1 Engines. With the control lever in SLOW. position adjust screw X until idiing speed is 750 rev/min and tighten locknut. Multi Cylinder Engines. The idling device con- sists of a spring A which is mounted over the left hand shackle F of the flywheel end fuel pump and exerts a force on the fuel pump rack by abutting against the pump body. The fuel pump shackle F is fitted with a link stud E which has a long thread on which is screwed the idling spring adjusting sleeve B. This sleeve when rotated controls the spring force and is locked in position by the lock nut C. To adjust the idling spring A, the main speed- er spring at the gear end of the engine is com- pletely slackened and the adjusting sleeve B is rotated in the desired direction until a steady idling of about one third of the rated engine speed is obtained and then locked by the nut C. Care must be taken to ensure that shackle pin D is at least partially covered by adjusting sleeve B. The speed control on the engine has an idling adjusting screw X which should now be adjusted so that the main speeder spring just begins to increase the engine speed; this will eliminate hunting All Engines. With contro! lever still in SLOW position adjust screw H until it just touches the operating lever and lock the nut. Move the control lever to FAST position, ad just screw Y until full revs are obtained and tighten the locknut. With the lever still in FAST position, adjust screw $ until it just touches the lever and tighten locknut. Note:—Ensure that the ratchet is engaged be- tween two teeth in the FAST position. Adjust the length of the connecting rod or cable to suit A speed difference of 8% is found between engines on full load at maximum speed and engines on no load. ACCESSORIES Fig. 110. Remote Stopping Control ‘A Remote Stopping Control (Fig. 110) and a ‘Two Speed Control (Fig. 111) are available and may be fitted to all ST engines. Contact R. A. Lister or the nearest Distributor for further infor- mation. Fig. 111 Two Speed Control Page 91SECTION 5 SPEED CONTROL LEVER PLATE ((Fig. 112) In engine builds set at 2000 and 2600 rev/ min (100% load), the speed control lever plate is marked on factory test while the engine is hot with three marks, as shown in the illustration, to indicate position of the speed control lever corresponding to the three engine speeds Fig. 112. Speed Control Lever Plate Extended Stop Control A simple rod arrangement may be fitted to the fuel pump housing door operating directly on to a modified stopping lever. ACCESSORIES MARINE PROPULSION ENGINES Single Lever Speed and Stop Control Adjustment (Fig. 113) Engine idling at 750/850 rev/min: Adjust the connecting rod to the hand control so that the hand lever is in the bottom notch of the ratchet in the speed sector. Engine at full speed 2000/2600 rev /mi the hand lever held in the full speed pos load), sot adjustable stop X so that it just touches the hand lever. Tighten the lock nut. Stopping Control: Adjust cable so that the engine stops when the hand lever is at the limit of its travel in the stopping sector. Note: The above settings are made after set ting X and Y, Fig. 108 stop ~ Ye FULL LOA i Se { eel start od AN ST 5301 Fig. 113. Single Lever Speed and Stop Control Morse Single Lever Control A Morse single lever control is available on request for engines fitted with an hydraulic gear- box. As the fitting will depend on the installa- tion, reference should be made to the instruc: tions supplied with each kit. Page 92 : |SECTION 5 ACCESSORIES PROTECTION DEVICES AND SOLENOIDS Spindle 23 Ball Joint Movement Limit Spacer 24 Spring Washer Overload Control Spring 25 Nut—0.19" UNF Adjustment Plate 26 Setacrew—MB x 14mm Locking Disc 27 Spring Washer Screw’ 28° Nut—M6 Spacer Bush 28. Solenoid Link Cam Control Lever 30. Nut-0.19" UNE Cam Bush 3136 Governor Link Plunger Barret ‘Assembly ‘Spring Pin 387. Spring Anchor Bracket Control Plunger Assombly—811/2 Plunger Spring 38. ‘Spring Anchor Bracket Plunger Locating Dowel Assombly—ST3 shim 39 Copper Washer ‘0 Ring 40. Bol" UNE Solenoid Bracket 41 Solenoid Return ‘Assembly Spring Scrow—M6 x 14mm 42. Split Pin Spring Washer Nut—o6 12V Solenoid Connector Fig. 115. 12V Synchro Fuel Control Solenoid© Fig. 116. Combined Air Temperature and Oil Pressure Switch Page 93SECTION 5 ACCESSORIES SEALING PLATE (Fig. 117) FUEL TANKS ‘A sealing plate may be fitted to the fan shroud Engine Mounted on single cylinder engines to blank off the peri An 11 litre (23 gall) engine mounted tank is phory of the flywheel when the engine is not available for most applications. Information on close coupled. fitting and removal can be found in Section 3. = Fig. 118 Wall Mounted Tanks Wall Mounted Tanks (Fig. 118) ‘Two sizes are available:- 32 titre (7 gall) 90 litre (20 gall) Fig. 117. Sealing Plate Fig. 119. Marine Fuel Tanks Marine Fuel Tanks (Fig. 119) ‘Three tanks are available for marine applica- tions: A. 27.3 litre {6 gall) B. 45.5 litre (10 gall) C. 113.5 litre (25 gall) Fig. 119A. Fuel Filter/Agglomerator Page 94SECTION 5 ACCESSORIES: RAISED HAND START The raised hand start assembly is secured to the engine by brackets to the fan shroud and the gear end. The fittings will vary according to the application and type of accessories used on the engine. Figures 121 and 122 show the components of R.H.S. on ST and STW engines respectively. Figure 120 illustrates the complete assembly fitted to an ST engine. ‘A dynamo pulley containing ratchet pawis, a ratchet wheel and bearing assembly, is keyed on to the camshaft extension and secured by 2 socket screw in the bearing collar. A chain connects the raised hand start chain Wheel to the ratchet wheel on the camshaft extension, one side of the chain being fitted inside a chain tensioner. ST526 Fig. 121. Components (ST) FUEL FILTER/ AGGLOMERATOR (Fig. 119A) The fuel filter/agglomerator may be fitted to ST1 or 2 engines provided the engine is fitted with an engine mounted fuel tank. The accessory acts as a primary filter and is in series with the basic engine filter. With the fuel turned off the unit can be drained through drain plug ‘C’ and the element may be removed by unscrewing bolt 8” Page STS26A Fig. 122, Components (STW) Bleeding System 1. Check fuel tank is full 2. Loosen vent screw ‘A’ on agglomerator until the bow! is free of any air bubbles 3. Tighten vent screw. 4. Loosen vent screws at the top of main filter (Fig. 204) until air free fuel is seen to flow. 5. Tighten vent screws. 95SECTION 5 Fa ACCESSORIES LISTER REVERSE GEAR LM100 (Fig. 123) MANUALLY OPERATED. General The reverse gear is mounted on an adaptor Which is attached to the engine fan shroud and two bearers situated at the aft end of the unit. The gear box incorporates an epicyclic gear with a cone clutch for ahead and a brake band for astern operations with thrust bearings built into the unit capable of absorbing the propeller thrust. This box is robust and designed to give a long trouble free life. Abuse and/or lack of mainten- ance will, however, affect this life and the fol lowing points should be watched 1. Before changing gear, reduce engine speed, 2. Move the gear lever firmly and steadily to change gear. 3. Never run with the reverse band or cone clutch slipping. 4. Check oil level in the reverse gear and also in the reduction gear (if fitted) every 24 running hours or weekly. If the gear lever is moved to the port side of gearbox, a locating bolt should be fitted through the hole in the operating shaft to limit travel of lever. Flexible Coupling A flexible coupling capable of taking the full thrust of the propeller is supplied, to accommo- date the movements of resiliently mounted engines. Should any other type of flexible coup- ling be fitted it must be capable of absorbing this thrust: If the stern tube inboard gland is more than 228 mm (9”) from the flexible coupling a bear- ing or plummer block must be fitted and posi- tioned as near the coupling as practicable. If an intermediate shaft is installed, this bearing must be fitted close to the coupling. STM567 Fig. 123. Manually Operated Reverse Gear with Reduction Gear Operation—Ahead When the gear lever is engaged in the ahead position, the operating shaft is partially rotated allowing the forward facing roller to move across the formed face of the clutch operating cam lever. This removes the restraining force on the clutch operating yoke and under the influence of the clutch springs the inner clutch cone assem: bly moves forward and engages with the clutch body. As the inner clutch cone assembly is splined to the clutch shaft, a direct through drive is obtained. Operation—Neutral Drive from the engine is passed initially from the crankshaft spur gear to the short reverse pinions. These in turn drive the two reverse pinions thus driving the clutch shaft spur gear, The latter is situated forward of clutch and is integral with the clutch shaft. When in neutral this gear remains at rest and the two sets of inions revolve round it, carrying with them the clutch body. Page 96SECTION 5 Operation—Astern When the gear lever is put in the astern posi- tion the operating shaft causes the aft facing roller to move the brake band lever. This tightens the brake band on to the clutch body and the latter ceases to revolve. The drive then passes through the short reverse pinions and the spur pinions thus rotating the clutch shaft spur gear and the clutch shaft in the astern direction Adjustment Remove the gear box cover, and the retaining screw at the port side end of the operating shaft. This will enable the shaft to be withdrawn suffi- ciently for the two rollers to clear their respective levers when the reverse lever is selected to the ahead position, Ahead Clutch Adjust the forward facing roller so that there is 25 mm (1 in.) of free movement at the kno! end of the hand lever when it is fully in the ahead position and the forward facing roller is engaged with the clutch operating cam lever This free movement is important and should not be allowed to become less than 12 mm. (4 in.}. Reverse Band The aft facing roller should be adjusted so that the full astern power can be taken without the clutch body or brake band slipping, It is very important, however, that the band is not over adjusted otherwise considerable damage may be caused. The force required to engage the hand lever from the neutral to the astern position, should be about 40.69 Nm (30 Ibf.). When in the OFF position, the band rests on a lug in the bot tom of the gear case, and it should be clear of the clutch body drum, although very light rub- bing is permissible, ACCESSORIES Lubrication—Gear Box and Reduction Gear A mild type EP gear lubricant or a multi pur- pose gear lubricant (as used in most car differen- tials) should be used in the reverse gearbox and reduction gear. Fill the reverse gear and reduction gear {if fitted) to the marks on the respective dipsticks. Do not overfill. Capacities: — Revorse Gear 0.85 litre (1.5 pt.) 0.3 litre (0.5 pt.) Change the oil every 1000 hours and clean magnetic drain plug. Reduction Gear The external ends of the reverse gear operat ing shaft must be oiled frequently to prevent rust, formation which may stiffen the shaft. To lubri- cate the port side of the shaft, the locating screw should be removed and a few drops of oil poured down the hole. MISCELLANEOUS MARINE ACCESSORIES For information on marine accessories not de- scribed in this section, i.e. Propellers, Bilge Pumps, Sump Pumps ete., contact Lister Marine. Notes on fitting and servicing sterngear can be found in the installation information on page 15. Identification of all parts, part numbers and ordering instructions can be found in the engine Parts List, Book 1704PL. Page 97SECTION 5 Dismantling Lister LM100 Reverse Gear (a) Drain the oll through the drain plug and replace drain plug (b) Disconnect reverse gear bearer holding down bolts, (c) Disconnect propeller shaft from half coup ling (d) If required and space is available, remove reduction gear. First drain the oil and then remove one steel nut at the top and two to the rear of the casing, plus four brass dome nuts on the front casing (e} Remove reverse gear case securing nuts leaving the top two until last (on re- assembly it is advisable to start the top two nuts on the studs prior to the gear casing being pushed fully into position) {1} If no other obstacles are apparent the reverse gear can be withdrawn from the engine. (g) Place one gear case bearer in a vice and allow the case to rest on the bench. {h) Remove the inspection cover taking care not to damage the joint. (i) Remove operating shaft by selecting ahead position, removing locating set screw, and lightly tapping operating shaft to clear roller adjusters from brake band and cam lever. tk} Loosen locknuts and remove roller ad- justers from operating shaft. The operating shaft may be removed from the reverse gear casing, and if desired the two ‘0’ rings on the shaft may be changed. (i) Remove clutch operating cam spring, and clutch operating cam bolt and nut, which connects clutch operating cam lever and clutch operating lever. (m} Remove fulcrum shaft retaining plug on side of gear case and screwing a suitable set screw into threaded hole provided, withdraw the fulcrum shaft. In) Remove brake band anchor pin after with- drawing the retaining split pin. (0) Remove split pin, securing nut, half coup- ling and key, or if reduction gear used remove pinion nut, inner race of roller bearing, pinion and key and oil trap. tp) Gently drive out reverse gear by tapping reverse shaft with suitable lead or copper hammer. ACCESSORIES ST 533 Crankshaft spur gear. Short reverse pinion Reverse pinions. Clutch body. Operating shaft. Forward facing roller. Clutch operating cam lever. Clutch operating yoke. Clutch springs. Inner clutch cone assembly. Aft facing roller. Brake band lever. Brake band, Fig. 124. Lister LM100 Reverse Gear Remove brake band assembly from gear casing and if it is necessary to change brake band, remove brake band spring, split pin and brake band pin, brake band lever. four brake band clamping bolts, two brake band end plates and lower anchor plates. Renew brake lining assembly and assemble in reverse order To Remove Cone Clutch (7) (s) Page 98 Remove distance piece, retaining plate, clutch springs and housing, and clutch spring housing sleeve. Note position of clutch spring spacing dises—if fitted. If the casing bearing needs renewing, re- move circlip and drift out oil seal bush from the outside of the gear case. This willSECTION 5 ACCESSORIES take the casing bearing with it and with care the casing oil seal will remain un- damaged. Removing the oil seal bush through the casing will certainly destroy the oil seal. Replace the casing bearing and reassemble, Renew seal if damaged or worn, (t}) Remove clutch cone assembly reverse shaft, and if the thrust race needs renew- ing, remove circlip and distance piece, clutch operating yake and bearing. At this point renew inner clutch cone assembly if necessary. If replacing thrust race ensure that closed or thrust face of bearing is facing towards the clutch cone, lu) Remove locking wire and screws {older boxes) or circlips (newer boxes) from re verse pinion shafts, remove pinion shafts and pinions marking location of pinions. (v} Remove circlip and 2 clutch body retainers, gently drive out reverse shaft taking with it the large clutch body bush, free running small clutch body bush and two thrust washers. Assembly During assembly freely lubricate all parts with a mixture of SAE 80 EP gear oil and 2% concen trated collodial graphite. Cementing of Joints All jointed must be cemented with Hylomar PL32M jointing compound. NOTE: When fitting reduction gear assembly to ‘a reverse gearbox already fitted to the engine. place operating lever in reverse position prior to removing propeller shaft coupling and assembly of reduction gear components. Fig. 125. Assembly (cont.) It is recommended that all joints and seals should be renewed. On reassembly place copper thrust washer next to the reverse shaft gear. Proceed in reverse order until reaching para (0). in order to com press the clutch springs which in turn will permit the fitting of the reduction gear drive pinion, ete. proceed as follow: (a) Prevent the rotation of the epicyclic gears and clutch housing by using hard wood wedges between the gears and the gear box casing. (b} Using the oll trap and reduction gear pinion (less key) as distance pieces use the nut to draw the reverse gear assembly fully into the casing. Should the pinion be tight on the shaft it would be advisable to use a Suitable loose fitting sleeve in place of the pinion {ce} When both roller adjusters are in position against their respective operating levers re move securing nut and reduction gear pinion, The springs will remain compress ed (d}__ Refit oil trap, pinion and key, inner race of roller, nut and split pin in their correct oraer. (e) Continue with assembly remembering to fill to correct level with oil both the reverse gear and reduction gear. sTmsse Components of Reduction Gear Page 99SECTION 5 LISTER REVERSE GEAR LH150 ( HYDRAULIC OPERATED Fig. 126. Hydraulic Reverse Gear with Reduction Gear General Hydraulic pressure is used only to obtain ‘neutral’ and ‘astern’ positions. There is no high oil pressure in the ahead position and therefore the power loss in this position is small. If this hydraulic system fails the clutch remains en. gaged in the ahead position. The propeller shalt remains engaged with the crankshaft until the engine is started when it disengages in 2-3 seconds if the control is in neutral position. If it is decided to free the ahead clutch with the engine stopped, as for example, for lining up the engine coupling during installation, the screw (A} is removed, replaced by screw (B) and screwed carefully until the clutch just disengages and no more. The screws must be replaced betore start ing the engine (see Fig. 126} N.B.—Prior to replacing screw (A) with screw {8) it is necessary to check correct gap of 2.4 mm (0.094"") ACCESSORIES On the forward movement of the selector valve into the ahead position, pressurised oil to the clutch operating piston is vented back into the sump. The resultant action is that the cone clutch travels forward under spring pressure locking the driving gear to the clutch body which prevents the planetary gears rotating, so locking the driving gear to the output shaft causing the whole mass to rotate as one. Operation Neutral On the movement of the selector valve to the central position, oil under pressure will flow to the clutch operating piston moving it forward to draw the cone clutch out of engagement through a pivoted lever. This will allow the planetary years to rotate on their own axis free of the out put shaft, causing an interruption of the drive. Operation Astern The selector valve is moved to the astern posi- tion to allow oil to flow under pressure to the pistons for the cone clutch and brake band. The upward movement of the brake band piston draws the brake band tight around the clutch body and brings it to a stationary position. With the clutch body in the stationary posi- tion and the driving gear rotating. the planetary pinions will start to rotate on their own axis and reverse the direction of rotation to the out- put shaft. Page 100SECTION 5 Fig, 126A, Adjusting Hydraulic Reverse Gear Ahead Adjustment (Fig. 1268) Remove the top cover and adjust screw (H) until the dimension (G) is 2.4 mm (0.094”) with the piston pushed right back. After adjustment place spanner on piston flats whilst tightening locknut, Astern Adjustment (Fig. 126A) Remove the top cover and slacken nut (I) then holding nut with a spanner, turn adjusting sorew (J} anticlockwise until the brake band is {elt to be tight on the drum, then slacken the serew (clockwise) 3 complete turns on the self locking nut. (J) ACCESSORIES Lubrication A mild type EP gear lubricant or a multi pur- pose gear lubricant {as used in most car differ- entials) should be used in the reverse gearbox and reduction gear. Fill the reverse gear and reduction gear (if fitted) to the marks on the respective dipsticks. Do not overfill. Capacities: Reverse Gear 1.2 litre (2 pt.) Reduction Gear 0.3 litre (0.5 pt.) Change the oil every 1000 hours and clean magnetic drain plug. Identification of all parts, part numbers and ordering instructions, can be found in the engine Parts List, Book 1704PL. Page 101SECTION 5 Dismantling the LH150 Reverse Gear To Remove Reverse Brake Band (a) Drain oil through magnetic drain plug clean and replace plug. (b) Remove propeller shaft from half coupling and holding down bolts from reverse gear bearers, {co} If required and space is available drain reduction gear and remove, Remove one steel nut from the stud at the top and two huts to the rear of the casing, and four brass dome nuts on the front casing {d) Remove gear case securing nuts leaving the top two until last (on re-assembly it is necessary to start the top two nuts on the studs prior to the gear casing being pushed fully into position) (e) After disconnecting the control to the hy draulic selector lever the reverse gear can be withdrawn from the engine. (f) Securing one engine bearer in a vice and allowing the gear casing to rest on the bench, remove the 9 securing screws from the inspection cover. Remove the inspeo- tion cover and joint. (g) Remove the oil pump complete with driv- ing gear, joint and oil pipe, by removing two set screws on the oil pump flanges and disconnecting the banjo pipe at the selector valve. (h) Remove splash guard by removing the two set screws (i) Slacken self locking nut and washer from brake band operating piston {k) Separate and remove clamping piece by removing the three nuts and bolts. Remove the split pin and lower anchor pin, this will allow the removal of the brake band and push off spring. union of the oil To Remove Ahead Clutch (1) Remove the two brass retaining plugs in the side of the gear casing, this will permit the screwing of suitable set screws into the threaded holes provided, and thus allow the two pivot pins to be withdrawn. (On reassembly ensure that the threaded hole in the pivat pins are facing outwards) im) (n) Page 102 ACCESSORIES DE A—Selector Valve B—Inspection Cover C—Oil Filler and Breather Plug D—Clutch Body —Clutch Cone F—Magnetic Drain Plug G—Clearance of 2.38 mm (3;"') H—Adjusting Screw J —Astern Piston K—Oil Feed Pipe to Selector Valve L—0il Pump Driving Wheel M—Oil Pump Driven Whee! N—Oil Pump Fig. 127. Lister LH150 Reverse Gear Remove half coupling and coupling nut and remove key, or if reduction gear fitted, remove split pin and reduction pinion nut, inner race of the reduction gear roller bearing, reduction pinion, key and oil thrower. Tap out gear assembly. If the casing bearing needs renewing, remove circlip and drift out oil seal bush from the outside of the gear case. This will take the casing bearing with it, and with care the housing oil seal will remain undamaged. Removing the gear through the casing will certainly destroy the oil seal. Replace the ferseSECTION 5 casing bearing and re-assemble. Renew seal if damaged or worn. {o) The distance piece, retaining plate, hous- ing sleeve and clutch spring housing can all be removed carefully noting order of dismantling. (p) By removing the four circlips and washers the short pinions, spacers, and reverse shaft pinions may be removed. It is advi able to mark the pinions to ensure corre re-assembly. (q) The yoke bearing clutch operating yoke can be removed by removing the retaining circlip. This bearing is a thrust bearing in one direction only and should be re- assembled with closed or thrust face into the cone, (1) The removal of a further circlip will permit the removal of the two halves of the clutch body retainer, locating washer and free run ing small clutch body bush. (s) Tapping out the reverse shaft from the clutch body will drive the large clutch body bush from its housing and release the two thrust washers, (On re-assembly the bronze thrust washer fits nearest the clutch shaft gear.) Assembly During assembly freely lubricate all parts with a mixture of SAE8O EP gear oil and 2% concen- trated collodial graphite. Cementing of Joints All joints must be cemented with Hylomar PL32M jointing compound. It is recommended that all joints and seals should be renewed Proceed in reverse order until reaching para (n). In order to compress the clutch spring which in turn will permit the fitting of the reduction gear drive pinion, etc., proceed as follo {a) Prevent the rotation of the epicyolic gears and clutch housing by using hard wood wedges between the gears and the gear box casing. (b) (c) {d) fe} wy Hydrat fa) (b) (c) Page 103 Using the oil trap, reduction gear pinion {less key) and inner race as distance pieces use the nut to draw the reverse gear assembly fully into the casing, (Should the pinion be tight on the shaft it would be advisable to use a suitable loose fitting sleeve in place of the pinion.) Leaving the springs compressed, continue to assemble the clutch operating lever embly by inserting the two pivot pins. Take up any clearance using the adjusting screw on the clutch lever operating piston, and remove the nut and reduction gear Pinion Refit pinion and key, inner race of roller, hut and split pin in their correct order. Continue with assembly procedure. When offering up the reverse gear to the engine ensure that reverse gear oil pump driving and driven gears are meshed by gently rotating the engine with a hand start crank handle. If these gears are not correctly meshed serious damage may occur to the oil pump drive shatt. Fill reverse gear and reduction gear with correct oil Servicing To remove clutch lever operating piston remove the piston cover and withdraw the piston. The piston cover ‘0’ ring and/or piston ring on the piston can be replaced. If the piston is withdrawn a piston ring clamp will be needed to refit the piston. The brake band operating piston may also be removed to fit a new piston ring, oni again using a piston ring clamp to replace Piston. The brake band actuating spindle may be withdrawn and the two ‘0’ rings replaced; the piston shoulder is fitted uppermost. The selector valve may be withdrawn by removing the two Allen Screws securing the valve retaining cover to the gearbox case in order to change the ‘O’ ringsSection Six FAULT DIAGNOSIS (Decompressed} Speed Loss of Power ning PAGE REFERENCE FAULT PROBABLE CAUSE RECTIFICATION | st sTw Engine Difficult to Turn | Lubricating oil too heavy | Drain sump and refill with correct oil 25 25 Incorrect decompressor Re-adjust 50 68 clearance Load not disconnected | Investigate — from the engine Engine Difficult to Start| Lack of fuel Fill tank and bleed sys- tem | 36 36 Air in fuel system Check and tighten all connections and bleed system 36 36 Defective fuel pump Overhaul or replace 37 37 Faulty injector Test or replace a a Low compression See “Low Compression”) — = Stopping contro! incor-| Set in correct starting rectly positioned position 20 20 Air cleaner or exhaust | Clean ag | 67 blocked Failure to Obtain Normal| Engine started under | Reduce load on engine overload until_normal speed ob- tained. — — Fuel system not primed | Bleed and prime 36 36 Injection retarded Retime fuel pump 40 40 Incorrect fuel Drain and refill tank with correct fuel 33 33 | Choked air cleaner | Change element 49 67 Choked fuel filter Change 36 36 Fuol injector not fuction- Test injector, replace if ing properly necessary Al at Fuel pump not operating | Replace | 37 37 correctly Incorrect tappet clear-| Adjust 50 68 ance Choked exhaust Remove restriction 49 67 Erratic or Uneven Run- | Air in fuel system Check all fuel lines and connectors, bleed system 360 36 Incorrect fuel pump tim- | Retime 40 40 ing Faulty injector Test and/or replace a “ Page 104SECTION 6 FAULT DIAGNOSIS ] PAGE REFERENCE FAULT PROBABLE CAUSE RECTIFICATION st STW Knocking Incorrect timing, Retime fuel pump. 40 40 Air in fuel system: Check connections and bleed system, 36 36 | Incorrect fuel. Change. | 33 33 Worn bearings. | Replace. 54/60 | 54/60 Insufficient clearance | Adjust. 53 72 between piston and | cylinder head. | Flywheel loose. Tighten 58 58 Excessive carbon de- | Remove Carbon. 54 73 posit on piston. Engine loose on its | Tighten - — mountings. Valve sticking in guide. | Clean stems and guides.| 52 n Slack bearing. Fit new bearing if crankshaft is not worn 54 54 Low Compression Injector loose on its | Check clamp is secure. a 41 seat Piston tings worn or | Fit new rings 54 73 broken. Leaking inlet or exhaust | Regrind valve and seat, 52 71 valves. Cylinder head gasket Check head is cor- leaking | rectly torque loaded, replace gasket if noces- sary, 53 Low Oil Pressure Insufficient oll. Maintain correct oil level. 26 26 Oil seals leaking Check and change de fective seal 30 30 Worn bearings, | Change. 54/60 | 54/60 Fractured pipe Change. 28 28 Oil pump defective. | Change. 28 28 Oil diluted | Drain and refill with correct oil 25 25 Strainer choked. Remove and clean. 27 27 Relief valve not seating. | Renew if worn out. 29 29 Oil pump plunger and | Clean and renew as valves worn or dirty. | necessary. 28 28 Smoky Exhaust Engine running on over- | Check stopping control (BLACK) load. setting 2 2 Air cleaner choked. Renew element 49 67 Injector nozzle dirty. | Clean or replace. 41 4a Incorrect fuel. Drain and refill with correct fuel 33 33 Page 105SECTION 6 FAULT DIAGNOSIS PAGE REFERENCE Clean out water chan- nels in block and eylin- der head FAULT PROBABLE CAUSE RECTIFICATION ST ‘STW Smoky Exhaust Piston rings worn, Renew. 54 73 (BLUE) Cylinder bore worn. | Rebore and fit oversize rings 54 73 Engine Stops Insufficient fu! Fill tank and bleed system. 36 36 Loss of Compression | See “Low Compres- sion’ _ — Dirt in injector or fuel | Investigate and clear 41 4 system Air in fuel system Bleed system 36 36 Water in fuel system Drain, flush, fill with correct fuel and bleed system, 36 36 High Oi] Consumption Valve Guides Change guides or fit worn new cylinder head 52 W Engine Overheating Cooling air recirculating| Check that cooling air ST Engines inlet and outlot are not obstructed 10 Air cleaner or exhaust | Clean 49 choked Injection retarded Retime fuel pump. 40 Insufficient lubricating | Check level 26 oil Engine overloaded Reduce load = Engine Overheating Thermostat faulty Replace 68 STW Engines Injection timing faulty Check and adjust 40 Jabsco pump faulty, Change impellor or re- place pump 69 Blockage in water cool- | Check and renew all ing system hoses and remove cyl- Inder block inspection doors 73 Note:—Electrical system fault diagnosis can be found in Section Eight. Page 106Section Seven SERVICE TOOLS Fig. 128. Tools an [See Engine Parts List for details) Page 107SECTION 7 INTRODUCTION Five spanners are supplied with each engine, This section describes the special service tools that are available for particular servicing opera: tions on these engines MAIN BEARING AND CAMSHAFT BUSH WITHDRAWAL AND ASSEMBLY TOOL Removing Main Bearing (Fig. 130) (a) Fit correct bearing locating ring (3) on to plug (1). Note: Four bearing rings are available for standard and undersize bearings. tb) Insert plug with bearing ring into main bearing shells until bearing ring is located completely in the bearing shells. (c)_ Fit sleove (2) inside crankcase with the locating lug positioned in the thrust washer locating groove in crankcase. {d} Push bolt (8) through centre of spacer (6) with recessed face of spacer nearest the head of bolt {e} Fit bolt from inside of crankcase through sleove and screw into plug. (f) Maintain @ grip on knurled flange of plug and tighten bolt until main bearing shells are pushed fully into sleeve of tool. SERVICE TOOLS Replacement spanners and the tools described in this section can be purchased from R. A. Lister or their Distributors. Part numbers for all tools can be found in the appropriate Engine Parts List. Note: Experience has shown that the position- ing of a ball race under the head of item 8 will reduce the torsional effort required to remove or replace bearings. Sleeve Bearing Locating Ring Spacer Ring Washer Spacer Plate ST 759 Bolt ON OaRONS Components of Main Bearing and Camshaft Bush Tool Page 108SECTION 7 Fitting Main Bearing (Fig. 131) {a} Position sleeve (2) with locating lug facing downwards—on a bench or in the palm of the hand—slide the two halves of the new bearing into the top of the sleeve with the locating tag of the bearing uppermost; engage tag in slot in the sleeve. (b) Fit correct bearing locating ring (3) on to plug Note: Four bearing rings are available for standard and undersize bearings. (co) Fit plug into sleeve with bearing ring located completely in the bearing shells. {d) Place assembly into crankcase with locat ing lug on sleeve positioned in slot in crankcase. {e]_ Fit spacer (6) on to bolt (8) with plain face of spacer nearest head of bolt. (8) Push bolt into crankease, locate spacer squarely against outside of crank: screw bolt into plug. {g) Tighten bolt until bearing shells are drawn into position. Main Bearing Housing The removal and fitting of bearing shells in the main bearing housing is carried out by the same method. The bearing housing should be held securely in a vice or refitted to the engine. The oil seal assembly should first be pushed out from the centre of the housing; new oil seal refitting instructions can be found on page 30. Intermediate Main Bearings Instructions for the removal and fitting of in- termediate main bearing{s) can be found on page 60. Page 109 SERVICE TOOLS Fig. 131. Fitting Main BearingSECTION 7 SERVICE TOOLS MAIN BEARING AND CAMSHAFT BUSH WITHDRAWAL AND ASSEMBLY TOOL (cont.) Bearing Locating Ring Spacer Ring Washer Spacer Plate ST 759 Bolt ery oaasons Fig. 129. Components of Main Bear 1g and Camshaft Bush Tool Removing Camshaft Bushes Note: On multi cylinder engines, must be removed first. entre bushes All Engines Outer Bushes (Fig. 132) To obtain access to flywheel end bush, remove camshatt end cover and rubber ring on bush. {a) Place plug (1) into the camshaft bush that is to be removed. {b) Fit bolt (8) into washer (5) with recessed side of washer nearest head of bolt. (c)_ Insert bolt, with washer, into crankcase; line up washer with bush and screw bolt into plug. (4! Using a soft drift on the head of bolt, tap the bush out. Removing Outer Bush Page 110SECTION 7 SERVICE TOOLS ST2 and ST3 Engines =e ] Removing Centre Bush—Gear End (Fig. 133) Figure 133 shows the removal of centre bush at the flywheel end on a multi cylinder engine ‘The same method is used for centre bush at the gear end but item (4) ring is not required. (a) Place plug (1) into bush. (b) Fit bolt (8) through washer (5) with re- cessed side of washer nearest head of bolt. {c) Insert bolt through centre bush and line up. washer with bush; screw bolt into plug. (a) Using a 7/16” Whit. socket on a standard 1/2” square extension, tighten bolt until centre bush is pushed out. Removing Centre Bush—Flywheel End (Fig. 133) (a) Remove camshaft end cover and rubber ring from projection on bush. Fig. 133. Removing Centre Bush (b) Fit ring (4) over projection and insert plug (1). Continue with operations (c) and (d) above Fitting Camshaft Bushes New bushes should be immersed in engine lubricating oil for four hours before fitting. They should be fitted with the thinnest part of the bearing wall towards the top—marked ‘o’. Note: On multi cylinder engines, outer bushes must be fitted first. ST1 Engines—Gear End (Fig. 134) {a) Place new flanged bush on to plug (1). (b) Insert plug—with bush—into crankcase. (c) Fit bolt through spacer (6) with recessed side of spacer nearest head of bolt. (d) Place bolt through gear end of crankcase and screw into plug. (e) Ensure tool assembly is square and secure; tighten bolt until camshaft bush is pulled Fitting Gear End Bush—ST1 into crankcase. Page 111SECTION 7 (a) {b) (oc) (a) 135. Fitting Flywheel End Bush—ST1 ST1 Engines—Flywheel End (Fig. 135) {a} Place ring (4) on to plug; fit new plain cam, shaft bush on to plug. (b) Insert plug—with bush—into crankcase. Continue with operations (c}, {d) and (e} on previous page. (c)_ Remove tool and fit new rubber ring over projection of bush. Apply a little Hylomar PL32M compound to ring recess in cam- shaft cover and refit cover with flat edge to the right, Fi (a) (b) {co} (d) (e) soe eed |. 136, Fitting Outer Bush—Flywheel End Page 112 Fig. 137. SERVICE TOOLS ST2 and ST3 Engines Fitting Outer Bush—Gear End (Fi 137) Place new flanged bush on to plug (1); fit washer (5) with recessed side over plug, Insert plug—with bush and washer—into crankcase. Fit bolt through plate (7) and insert bolt through centre bush bore nearest gear end Ensure plate is centralised and secured square to crankcase dividing wall Tighten bolt until flange on bush just touches outside of crankcase. DO NOT OVERTIGHTEN. Fitting Outer Bush—Gear End ST2 AND ST3 ENGINES ing Outer Bush—Flywheel End (Fig. 136) Place ring (4) over plug (1). Fit new plain bush on to plug. Insert plug—with bush—into crankcase. Fit bolt (8) through plate (7) and insert bolt through centre bush bore nearest fly- wheel end. Ensure plate is centralised and secured square to crankcase dividing wall Tighten bolt until ring (4) just touches out- side of crankcase. DO NOT OVER- TIGHTEN Remove tool and fit new rubber ring over projection of bush. Apply a little Hylomar PL32M compound to ring recess in cam- shaft cover and fit cover with flat edge to the right.SECTION 7 1g Contre Bushes (Figs. 138 and 139) {a) Fit plug (1) from outside of crankcase, into outer bush, At flywheel end only, fit ring (4) over outer bush to maintain projection: (b) Place washer (5) on to bolt (8); fit new centre bush over bolt. {c) Fit bolt, with washer and bush through crankcase wall and screw bolt into plug. {d) Locate bush centrally into crankcase wall and tighten on bolt until bush is pushed into position. (e) Remove tool and fit new rubber ring over projection of bush at flywheel end. Apply a little Hylomar PL32M compound to ring recess in camshaft cover and fit cover with flat edge to the right. Fitting Centre Bush—Gear End SERVICE TOOLS s1768 Fig. 138. itting Centre Bush—Flywheel End Camshaft Bush in End Cover The removal and fitting of camshaft bush in the end cover can be carried out by the same method as removing and fitting gear end bushes in single cylinder engines. The oil seal and thrower ring must first be removed and when bush has been changed a new seal and thrower ring fitted in accordance with instructions on page 30. Page 113SECTION 7 SERVICE TOOLS CRANKSHAFT PINION WITHDRAWAL TOOL, (Fig. 141) (a) Fit tool as illustrated with curved bar be. hind crankshaft pinion; secure in position. (b) Tighten on centre bolt until pinion is pulled off; remove and retain key. Fig. 140. Flywheel Withdrawal Tool FLYWHEEL WITHDRAWAL TOOL (Fig. 140) (a) Slacken flywheel retaining screw two turns. {b) Bolt withdrawal tool to face of flywheel. {c) Tighten centre bolt until flywheel is loos- ened on tapered shaft. (d) Remove tool and support flywheel whilst removing retaining screw. ig. 141, Crankshaft Pinion Withdrawal Tool END COVER OIL SEAL ASSEMBLY TOOL (Fig. 142) When refitting the end cover, a special tapered sleeve, as illustrated, should be inserted from inside the end cover through the oil thrower ring into the Gits seal. This will centralise the thrower ring and prevent damage to the oil seal when fitting end cover. Ensure tool is removed when end cover is in position. Page 114SECTION 7 Fig. 143 Removing Injector Sleeve HS473 Fig. 143a Fitting Injector Sleeve SERVICE TOOLS Hs474 Fig. 143b Injector Sleeve Tools A. Injector Sleeve Extractor lool B. Injector Sleeve C. Injector Sleeve Fitting Tool D. Injector Sleeve Belling Too! The Injector Sleeve on water cooled engines can be changed as follows:- (2) Screw extractor tool into sleeve and remove sleeve (Fig. 143) (b) Fit new sleeve using fitting tool (Fig. 143a). (c)_ When the sleeve is fully home insert belling tool and tap with a copper hammer to secure sleeve.Section Eight INTRODUCTION This section gives servicing information and wiring diagrams for electric starting systems that can be used on ST and STW engines. Replace: ment parts for this equipment are listed in the appropriate engines parts list. A glossary of books containing information on generating sets used with these engines is given at the end of the section, Further information on electric starting can be obtained from R. A. Lister, Dursley; informa- tion on generating sets fitted by Lister from Lister Power Plant, Thrupp: or the nearest Lister Distri- butor Starter Motor 3 Dynamo 4. Pulloy Driving Belt Starting ELECTRICAL EQUIPMENT LOCATION OF COMPONENTS (Fig, 144) Starter Motor On all engines except MLE.U.s the starter motor is located on three studs at the rear of the fan shroud. On M.E.U.s the motor is mounted on a bracket attached to the main frame. Depend- ing on installation, a distance piece is fitted be- tween the starter motor and the mounting point Dynamo or Alternator The dynamo or alternator is secured to a bracket and adjusting link mounted on the gear end of the engine, The type of bracket will de- pend on installation and other accessories which may be fitted to the engine, Pulley and Driving Belt A pulloy is keyed on to the camshaft extension and secured in position with a grub screw. The fan belt is adjusted by moving the dynamo or alternator on its adjusting link to give sufficient tension only, to drive without slipping. Note:—To comply with agriculture safety regula- tions in the United Kingdom, a dynamo guard must be fitted to Moisture Extrac- tion Units. Fig. 145. Typical Electric Start Arrangement —Dynamo Fig. 146. Typical Electric Start Arrangement —Alternator Page 116SECTION 8 INSTRUCTIONS FOR ‘LUCAS’ COMPENSATED VOLTAGE CONTROLLED DYNAMO THE EQUIPMENT ‘The equipment consists of a specially designed dynamo and a separate regulator unit, The regu- lator unit also incorporates the automatic battery cut-out, HOW IT WORKS—A COMPLETELY AUTOMATIC CONTROL The regulator causes the dynamo to give an output which varies according to load on the battery and its state of charge. When the battery is discharged the dynamo gives high output, so that the battery receives a quick recharge which brings it back to its normal state in the minimum time. On the other hand, if the battery is fully charged, the dynamo is arranged to give only a trickle charge which is sufficient to keep it in good condition without any possibility of causing damage to the battery by overcharging. MAINTENANCE IN SERVICE The compensated voltage contro! equipment requires very little attention in service. BATTERY For details of how to prepare a battery with factory sealed charge for service see the instruc: tion card supplied with the battery. Care of the battery cannot be overstressed. Keep exterior clean and dry, Ensure filling plugs and connections are tight. Keep terminals and connections free from corrosion and coated with pure ‘Vaseline’ or Petroleum Jelly. Regularly inspect level of acid in each cell and add distilled water (NOT ACID) so as to cover the plates by +”, The specific gravity of the acid is the best indication of the state of charge or discharge in the cells. DYNAMO. After every 2000 hours running, examine the brushgear and commutator to see that the brushes move freely and that the commutator is clean. ELECTRICAL EQUIPMENT Occasionally inspect the dynamo driving belt taking up any undue slackness by turning the dynamo on its mounting. Do not over-tighten the belt which should have sufficient tension only to drive without slipping. LUBRICATION Every 400 hours inject a few drops of lubricat ing oil into the commutator end bearing of the charging dynamo. Use same lubricating oil SAE20 as engine and on no account over oil as this will lead to trouble with the brush gear. REGULATOR UNITS Cut-out and regulator units are accurately set during assembly and do not require any adjust ment in service. The cover protecting these units is therefore sealed A. Feed Conductors through aperture and grip cable firmly in tags. B. Splay conduetors back towards cable and solder securely. Do not allow solder to run through aperture. Fig. 147. Instructions for Making Connections Page 117SECTION 8 FAULT DIAGNOSIS ELECTRICAL EQUIPMENT VOLTAGE CONTROLLED DYNAMO EQUIPMENT SYMPTOMS No dynamo output low state of charge. Shown by lack of power when starting and hydrometer read- ing below 1.200. Battery overcharged, shown | by frequent need for topping up. PROBABLE FAULT Dynamo not charging due to broken or loose connection in | dynamo circuit, or control box not functioning correctly. Dynamo giving low or mittent output, due to: inter- (a) Loose or broken connection in dynamo circuit (b) Dirty commutator or brushgear: {c) Worn brushes. (d) Slipping dynamo driving belt. {e) Control box not functioning Dynamo giving high output. | Due to: Control box not func | tioning correctly. Page 118 REMEDY Examine charging and field circuit wiring. Tighten loose connection or replace broken cable. Particularly examine battery connections. If trouble persists, have equipment examined by a Lucas Service Depot, or Agent. Examine dynamo wiring, Tighten loose connections or replace broken cable. Par- ticularly examine battery con- nections. Clean with petrol moistened cloth. Worn brushes must be re- placed and properly bedded by a Lucas Service Depot or Agent, Adjust if necessary. Have equipment examined by a Lucas Service Depot or Agent, Have equipment examined by Lucas Service Depot or Agent.SECTION 8 Cold Cranking Battery Performance Table (See BS3911; 1982) This table defines the recommended minimum cold cranking performance required from lead- acid batteries, when tested at an ambient tem- perature of —18°C, For temperatures below 18°C, high discharge, low resistance Arctic or Alkaline batteries must be used. ELECTRICAL EQUIPMENT Refer to the table and select engine type, system voltage and ambient temperature band, Read off value in amps. e.g. an ST2 with a 12V system at ~6°C would require a battery with a minimum cold cranking rating of 239A. Should that same engine have a 24V system it would require a minimum rating of 210A. Engine System Type =| Voltage 27 min st 12 TOA sT/w2 12 104A, sT swe 24 118A sT/w3. 12 125A, ST/W3 24 139A, Engine Operating Ambient Temperature “C | 0 to —8 | =9 to --18 113A 162A | 315A, 1584 | non | 728 Starter Motor Cranking Current Current Requirements (See BS3911: 1982) This table defines the current required by the engine starter motor to crank an engine at the stated temperature, Engine System Engine Operating Ambient Temperature °C | Type Voltage 27 min 26 to1 Oto -8 st 12 1008, 150A, 1708 220A, st/w2 12 150A 2000 2508 280A st/w2 24 170A 2100 2208 260A st/w3 12 180A 2400 270A 290A sT/w3 24 2008 2258 250A 275A Page 118ASECTION 8 ELECTRICAL EQUIPMENT NOTES ON WIRING DIAGRAMS The number given in brackets under each illustration is for the manufacturers wiring diagram, obtainable from R. A. Lister. Information on 24 v. and automatic control systems can also be obtained from R. A. Lister. ELECTRIC STARTING INCORPORATING LUCAS ALTERNATORS The following points must be strictly observed when an alternator is fitted otherwise age can be done. erious dam- {a) NEVER disconnect the battery whilst the alternator is running {b} NEVER disconnect a lead unless the alternator is stopped and all switches are in the “OFF” position, (c) ALWAYS ensure that leads are fitted to their correct terminals. A short circuit or reversal of pol- arity will ruin the diodes or transistors, (d} NEVER connect a battery into the system without checking that voltage and polarity are correct. {e) NEVER “fla the connections to check current flow. (f} NEVER experiment with adjustment or repairs to the system, GENERATING SETS General information and parts lists for generating sets which may be fitted to ST Engines can be found in the following publication, available from Hawker Siddeley Power Plant:-— Book GS165 ... Nova I! Generating Sets, Hand and Electric Start. Book GS224 .., Nova II Automatic Remote Control Book GS60_.., Start-O-Matic Air Cooled Diesel Generating Sets. Book GS196 ... Nova Il Automatic Stand-By to Mains (Series Starting Scheme} (Replaces 1930). Publication HB445.T .., SDA and SDT Generators (Self Excited—Self Regulated). Publication 510/10/71 ... GP AC Generators (Self Excited—Self Regulated) Page 119SECTION 8 ELECTRICAL EQUIPMENT WIRING DIAGRAMS (12v)—cont. 281030 ® Wa, ® 22/020 20/020 201030 s 8 Loe 28/090 \ + 1 lon 281030 281030 __ 20/030 0/040 7492-00175 sTse5 ising to bo Black P-Y.C. cable to BS6%62, Sfzoe rele, to cablae This connection must be taken to excitation eHlay C2 before going ein echt eit ans eSane Sina Blas. Tong at 2" motres} —traltrnatar control unl rivle 1. Starter Motor 3. Alternator 5. Battery 7. Warning Light Controt 2. Alternator Control Unit 4. Control Key Switch «6. Warning Light 8. Excitation Relay Fig. 148. 11 AC Alternator, ST2/3—Rationalised Panel (742-00175} 7 _ 181030 o- me 2010.30 pe - = = est030 1410.30 i | 31080. = i g Hl 3710.90 oe : 28/030 | ssf0:30. — £09396 {AlleaestabeOVC inulted 08 568620141 sT881 1. Starter Motor 3. Dynamo 5. Push-button 7. Solenoid 2) Cutout and Controller 4: Charge Resistance ©. Battery Fig. 148A Dynamo, M.E.U.—ST2/3 (ED 9396) Page 120SECTION 8 ELECTRICAL EQUIPMENT WIRING DIAGRAMS (12 V) cont of panel 3 221020 Load —— L 31020 742-0121 —— aan sT883 {Wiring to be Black PLV.C. cable 0 B.S, 6862 Sizes relate to cables between panel & engine being Max. length of 2 metres. 1. Starter Motor 5. Battery 2. Battery Charging Controller 6. Control Key Switch 3. Dynamo 7. Warning Light 4, Terminal Block 8. Starter Motor Solenoid Fig. 149. Dynamo (ST1—Rationalised Panel (742-0121) aaijoao Load BOBview ; of panel _ Load 321020, 742-00188 —— = stasa (Wiring to be Block P.V.C. cable to B.S, 6862. Sizes ralate to cables between panels & engine being Max. longin of 2 cette 1. Starter Motor 5. Battery 2. Battery Charging Controller 6. Control Key Switch 3. Dynamo 7. Warning Light 4. Terminal Block Fig. 150. Dynamo, ST2/3—Rationalised Panel (742-00144) Page 121SECTION 8 ELECTRICAL EQUIPMENT derated 15 ACR and the A115-28 alternators. Figs. 151 and 151A apply to electric start systems using the Load 742-00349 st sea, Wiring to be. Black P.V.C. cable to 8.8. 6862. Sizws relate to hems shown dotted sre_pretective devicos whieh are uptonal Fee toa eShyponanis® and ‘engine being Mane enh oS BemeEea and ONY. Sted hen 'spertlty ordered. Pinetesl 4. Starter Motor 4, Derated 15 ACR Alternator 7, Excitation Resistor 10. Oil Pressure Switch 2. Starter Battery 5. Control Key Switch 8. Terminal Block 11. Engine Temperature Switch 3. Starter Motor Solenoid 6. Warning Light 9. Oil Pressure Override Button 42: Fuel Control Solenoid Fig. 151. Connection Diagram for ST1 Electric Start with Alternator ® | 1ajo.30 r ' | ' a 1 t seg} |g Bt 91 9! 9] or gt al 8 3] | at At 1 1 TISTS , F 370 651030 7742-00350 ST889 1. Starter Motor 4. Control Key Switch 7. Terminal Block 40. Engine Temperature Switch 2) Starter Battery 5. Warning Light 8. Oi! Pressure Override Button 11. Fuel Control Solenoid 3, Derated 15.ACR Alternator 6. Excitation Resistor 9. Oil Pressure Switeh Fig. 151A. Connection Diagram for ST2/3 Electric Start with Alternator Page 122SECTION 8 ELECTRICAL EQUIPMENT g 2810.30 This connection must be taken 0 ER-C2 betore going to Ct m2-0011 Load ‘sTB86 pt cabs too Black P.¥.C. inaulared to GS68G2pt, 114/0.90 unuss cthormie, saad, Sins relate co Max. cable length of 2. mete 1. Battery 8. Control Switeh S. Starter Motor 8. Ammeter 3. Solenoid 10. Excitation Warning Light a. Pushcbutton 11 Alternator 5. Earthing Solenoid 12. Excitation Relay 6. Oil Pressure Switch 13. Alternator Controller 7. Oil Pressure Lamp 14. Excitation Warning Control Fig, 152. Connection Diagram, Insulated Electric Start for ST2/3 and STW2/3 Engines with 11 AC Altemator, Load + 841090 _ 1742-00247 — Load ‘sT887 {All cables to po Black P.V.C. automobile cable to S56862 pl. t, Sizo= aivon relate. to cables beuoon engine and ose component Seino hat 2insies "Com aaich 8, must Be oot ("in BEE” poulon “hin she "engne te “Stoney ‘these 1. Battery 6. Oil Prossure Switeh 2. Starter Motor 7. Oil Pressure Lamp 3. Solenoid 8. Control Switch 4. Push-button 9. Excitation Resistor 5. Ammeter 10. Excitation Warning Lamp 11. Aherator Fig. 153, Connection Diagram for Marine Electric Start 17 ACR Earth Return ST/W/2-3 Page 123SECTION 8 ELECTRICAL EQUIPMENT = 3 B4 ERD 17 Lt sT879| 1. Starter Motor 5. Battery 2. Cut-out and Controller 6. Push-button 3. Dynamo 7. Solenoid 4. Ammeter 8. Lighting Circuit Fig. 154, Insulated Return—STM1 (ED 10917) OF ID 1 a lf pe 7 - 5 7 ED 10916 = 1. Starter Motor 5. Battery 2. Cut-out and Controller 6. Push-button 3. Dynamo 7. Solenoid 4. Ammeter 8. Lighting Circuit Fig. 155. Dynamo, Insulated Return—STM2/3 (ED 10916) Page 124SECTION 8 ED ELECTING START PAKE TRATOR (UNSER TS133 ig, 155a Key Switch ELECTRICAL EQUIPMENT oatsesvoo! 2 ; ep Key Switch Pos OFF ions, 1. Warning light on—No charge. 2. Cold start—if fitted. 3. Energise starter Note: After stopping the engine ensure electric start switch ‘OFF’ otherwise warning light will remain on. Page 124A,Table of Clearances and Dimensions of Wearing Parts ENGINE WEAR The following information is given as a guide to the extent by which components may reason- ably be expected to wear, without appreciable loss of performance. To maintain the engine in good running order it is therefore recommended that when the “maximum advisable clearance” figure is reached, one or more components affect- ing the clearance be replaced. The wear to be allowed in parts re-fitted to an engine depends on the life required to the next overhaul and the relative costs of labour to materials. If labour costs are high it may pay to replace parts before the maximum wear con- dition is reached, in order to avoid further work before the next scheduled overhaul INITIAL DIMENSION COMPONENT Cylinder bor: 95.30 (See note 1) | 95.27 3.78 95.25 sTw 3.749 95.225 Piston dia. at bottom 3.7427 95.065 of skirt—across thrust | ST/W face 3.7417 95.039 Fire ring gap 0,022 0.55 sT/w 0.014 0.35 Compression ring gap 0.016 0.40 sT/w 0.008 0.20 Scraper ring gap 0.020 0.50 sT/w 0.012 0.30 ~ MAXIMUM INITIAL ADVISABLE CLEARANCE CLEARANCE in mm. 0262005 ST 0.014 0.35 0.211 0.211 STW 0.012 0.30 0.16 0.028 0.70 ~ | st st 0.016 0.41 0.039 0.98 0.55 sTw 0.27 0.033 0.83 0.55 7 | sT 026 = 0.033 0.88 | 0016 040 | sTw sTw 0.008 0.12 0.028 = 0.70 | 0.026 0.65 | sT sT 0.014 0.36 0.033 0.85 0.020 0.50 sTw sTw 0.009 0.22 | 0.027 0.69 Page 125CLEARANCES Note 1. The maximum advisable piston to cylinder clearance given, is the clearance between the bottom of the piston skirt (across thrust faces) and the cylinder bore measured in the region of travel of that part of the piston, i.e. NOT at the top of the bore. Note 2. Initial dimensions given for piston ring gaps assume the use of a gauge exactly equal to the nominal cylinder bore. The gaps given under “initial clearance” are those to be anticipated when checking rings in a new bore. For every 0.001" (0.02 mm.) by which the actual bore size exceeds the “as new’ dimension, the ring gap will increase by approximately 0.003’ (0.06 mm.) MAXIMUM INITIAL INITIAL ADVISABLE COMPONENT DIMENSION CLEARANCE CLEARANCE in. mm. in. mm | in mm. ‘Small End 1.3142 33.381 a - Bearing dia 1.3147 33.393 0.00238 0.0606 0.0033 (0.085 Gudgeon Pin dia. 1.31230 33.3324 0.00171 0.0435 1.31250 33.3375 Big End Bore 2.6465 67.221 - {in rod) 2.646 67.208 Bearing shell 0.0719 1.826 0.0032 0.08 0.0055 0.14 thickness 0.07225 1.835 0.0015 0.04 Crankpin dia 2.800 63.500 2.4995 63.487 Main bearing 2.6465 67.221 4 housing bore 2.6455 67.195 Bearing shell 0.07225 1.835 0.0037 0.09 0.0055 0.16 thickness | 00719 1.826 0.0015 0.04 Crankshaft journal 2.4995 63.50 dia 2.499 63.47 oor Oiagg | 0.010 0.254 Thrust bearing 0093 2.36 0.229 . Thickness oost 2.31 0.305 | 0012 0.505 FLOAT — ADJUSTABLE | Camshaft bush bore | 1.7545 44.56 - gear end (inner and 1.753 44.63 0.009 0.23 0.011 0.28 outer) and centre dia 1.746 44.35 | Camshaft journal 1.7455 4434 = 0.007 O18, Page 126CLEARANCES Note: A mandrel of 1.7487’ dia. and the length of the crankcase must just pass through all camshaft bearings, but a mandrel of 1.7482: clined at an angle of 45°. “ dia. must fall through freely when the crankcase is in. MAXIMUM INITIAL INITIAL ADVISABLE component __ DIMENSION CLEARANCE | CLEARANCE in, mm, in mm. in. mm. Camshaft bush bore 1.7525 44.51 flywheel end 17515 44.49 | Camshaft journal 1746 44.35 0.006 0.15 | 0.009 0.23 dia 1.7455 44.34 0.0055 0.14 Camshaft bush length, 1.089 27.91 - gear end (inner) 1.099 27.66 Camshaft bush length | 1,599 40.61 0.020 0.51 gear end (outer) 1.589 40.36 0.005 = 0.13 0.025 0.63 Camshaft gear hub 1.0625 26.98 END FLOAT FND FLOAT width 1.0605 26.9% Fuel pump tappet 0.96825 24.593 dia 0.96725 24.568 0.0028 0.06 0.004 0.4 Tappet guide bore 0.96975 24.632 0.0005 0.01 | 0.96875 24.506 Oil pump tappet 0.6235 15.837 dia 0.6225 18.811 0.0035 0.089 Crankcase bore 0.6250 18.875 0.0015 0.038 0.0085 0.14 Self regulating pump 0.6260 15.900 Oil pump plunger 51.124 28.550 | | dia | 1123 28.525 0.003 0.08 Crankcase bore 1.126 28.608 0.001 0.025 0.004 0.11 Self regulating pump 1.125 28.575 Oil pump tappet 0.6235 15.837 dia 0.6225 15.811 0.0035 (0.089 Crankcase bore 0.6250 15.875 0.0015 0.038 0.0085 0.14 PRE self regulating 0.6260 15.900 pump Page 127CLEARANCES, MAXIMUM INITIAL INITIAL ADVISABLE couronent owienton cutanance | éteananes [in omm. in mm. in mm: | Oil pump plunger 0.8738 22.194 _ | — dia 0.8735 22.187 0.0025 0.06 Crankcase bore 0.876 22.25 0.0018 0.04 | :0.0038 0.09 PRE self regulating 0.875 22.22 pump 2.324 59.03 a Valve spring tree sT length 2.244 87.00 — — ST/W 3% SET. STW 1,738 44.15 approx Valve guide bore 0.34455 8.751 a (inlet and exhaust) * 0.34375 8.731 0.004 0.10 0.005 0.13 Valve stom dia 0.34105 8.663 =| 0.0027 «0.07 0.34055 8.650 Valve rocker bush 1.0025 25.46 ; | bore 1,002 25.45, 0.004 0.10 0.005 0.13. Valve rocker shaft 0.999 25.37 0.003 0.08 dia 0.9985 25.36 Backlash between = 7 0.005 0.13, 0.008 0.20 gears, _ 0.001 002 | “Exhaust guides are counterbored. OVERSIZE/UNDERSIZE ITEMS Oversize pistons and piston rings, and undersize big end and main bearing shells are available. Reference should be made to an up to date Parts List for accurate numbers. standard dimensions are as follows:— 010" (0.254mm), .020" (0.508mm}, 030" {0.762mm), .040” (1.016mm) RAL does not undertake the reboring of cylinders or the regrinding of crankshafts. Non-standard sizes are marked as a suffix to the part number and in the following locations: a. Piston rings—201-80410 0.010", stamped on the face of the ring b. Pistons—201-80157 0.010”, stamped on the top surface ©. Bearings —202-80600 US 0.010", stamped on the steel outside surface of the bearing. When cylinders are rebored the lower skirt should be etched or painted with the amount of over. size. The variations from, The standard initial dimensions are given in the ‘Table of Clearances.’ Page 128Appendix A ST1 BUILDS AND ACCESSORIES BUILDS Build No. 01 General purpose model—not close coupling. Clockwise rotation. Sheet metal fan shroud 356mm (14") dia x 67mm (2 5/8") fiywheel. Fuel pump set to ‘no overload’ Governor set at 2000 rev/min Governor range 1100—2000 (outside 8% governing limits) 2000—2600 (within 8% governing limits) Build No. 02 Close coupling general purpose model. Clockwise rotation. Close coupling fan shroud with starter motor blanking plate 356mm (14") dia x 67 mm (2 5/8”) flywheel. Fuel pump set “no overload’. Governor set to 2600 rev/min Governor range 1100—2000 (outside 8% governing limits} 2000—2600 (within 8% governing limits) Build No. 03 Close coupling model with ring gear on flywheel. Clockwise rotation. Close coupling fan shroud with starter motor blanking plate. 356mm (14"") dia x 67mm (2 5/8") fiywheel with ring gear. Fuel pump set ‘no overload’. Governor set to 2600 rev/min. Governor range 1100—2000 {outside 8% governing limits) 2000—2600 (within 8% governing limits) Build No. 04 For gear end hydraulic Pump. Clockwise rotation. Sheet metal fan shroud. 386 mm (14) gia x 6/ mm (2 b/8") flywheel. End cover suitable for hydraulic pump adaptor. (refer to accessories for adaptors and gears etc) Governor set to 2000 rev/min. overnor range 1100—2000 {outside 8% governing limits} 2000—2600 (within 8% governing limits) Build No. 05 For high inertia applications, Clockwise rotation. Sheet metal fan shroud. 386mm (14") dia x 89mm (34) heavy industrial fiywheel. Governor set to 2000 rev/min. Governor range 1100—2000 (outside 8% governing limits} 2000—2600 (within 8% governing limits) Build No. 06 Hend start 50 Hz gen. set build. Clockwise rotation. Close coupling fan shroud with starter motor blanking plate. 50 Hz gen. set flywheel 356mm (14") dia x 127mm (5") Governor set to 1500 rev/min. Class A2. End cover speed adjustment. Build No. 07 ‘Auto’ 50 Hz gen. set build. As Build 06 with ‘auto’ type fuel control operating lever, and sprung governing link, Build No. 08 Hend start 50 Hz gen. set build (for use with SAE5 adaptor). Clockwise rotation. Close coupling fan shroud with starter motor blanking plate. Heavy industrial flywheel 356mm (14") dia x 89mm (3}"} with ring gear. End cover speed adjustment. Governor set to 1500 rev/min Class A2 Build No. 09 Hand start 60 Hz gen. set build. Clockwise rotation. Close coupling fan shroud with starter motor blanking plate. Heavy industrial flywheel with 356mm (14”) dia x 88mm (34"") with ring gear. End cover speed adjustment. Governor set to 1800 rev/min. Class A2 Build No. 10 “Auto’ 60 Hz gen. set build. As build 03 but with ‘auto’ type fuel operating lever, and sprung governing link Page 129APPENDIX A. sT1 BUILDS—continued Build No. 1 General purpose build. Anticlockwise rotation. Cast alloy, fan shroud. 356mm (14) dia x 67mm (2 5/8") flywheel, Fuel pump set to ‘no overload." Governor set at 2000 rev/min. Governor range 1100—2000 (outside 8% governing limits} 2000—2600 (within 8% governing limits) Build No, Build No. 12 Close coupling general build. Anticlockwise rotation. Close coupling fan_ shroud with Starter motor blanking plate, 356mm (14) dia x 67mm (2 5/8”) flywheel. Fuel pump set to ‘no overload’. Governor set at 2600 rev/min. Governor range 1100—2000 (outside 8% governing limits) 2000—2600 (within 8% governing limits) 13 Close coupling build with ring gear on flywheel, Anticlockwise rotation. Close, coupling fan shroud with starter motor blanking plate. 356mm (14) dia x 67 mm (2 5/8") fly wheel with ring gear. Fuel pump set to ‘no overload’ Governor set to 2600 rev/min. Governor range 11002000 {outside 8% governing limits 2000—2600 (within 8% governing limits} Build No. 14 For high inertia applications. (Basic dumper build). Anticlockwise rotation, Close coupling fan shroud with starter motor blanking plate. 356mm (14”) dia x 88mm (33) flywheel Governor set to 2000 rev/min. Governor range 1100—2000 {outside 8% governing limits) 2000—2600 (within 8% governing limits) Build No. Build No. 15 60 Hz gen. set build. Anticlockwise rotation. Close coupling fan shroud with starter motor blanking plate. 356mm (14") dia x 89mm (34") flywheel with ring gear. End cover speed adjustment. Governor set to 1800 rev/min, Class A2 20 3000 rev/min. build. Clockwise rotation. Close, coupling fan shroud with starter motor blanking plate. High speed flywheel 356mm (14") x 67mm (2 5/8”) with ring gear. Fuel pump set to ‘no overload’ Governor set to 3000 rev/min. Governor range 1100—2000 (outside 8% governing limits) 2000—3000 (within 8% governing limits) 21 ‘Flush’ type starting. Clockwise rotation. Sheet metal fan shroud. 356mm (14") dia, x 67mm (2 5/8") flywheel. Governor set at 2600 rev/min. Governor range 1100—2000 {outside 8% governing limits) 2000—2600 {within 8% governing limits) Build No. 22 50 Hz gen. set build with ring gear on flywheel. Clockwise rotation. Close coupling fan shroud with starter motor blanking plate, 356mm (14”} x 127mm (5) 50 Hz gen. set flywheel. End cover speed adjustment. Governor set to 1500 rev/min. Class A2 Page 130APPENDIX A BUILDS, Build No, continued 23 - Marine triple survey for propulsion and pumps. Clockwise rotation Close coupled fan shroud fitted with starter blanking plate, 14” (356mm) x 23” (67mm) flywheel, starter ring. Fuel pump set to ‘no overload’. Special crankcase. Governor set to 2600 rev/min. Governor range 1100-2000 (Outside 8% governing limits) 2000-2600 {within 8% governing limits) Build No, Build No. Build No. 24 Marine auxiliary triple survey for 60 Hz gan set, Clockwise rotation. Close coupled fanshroud with starter blanking plate, 14”” (356mm) x 5” (127mm) flywheel, starter ring. End cover speed adjustment. Governor set to 1800 rev/min. Class A2 25 High inertia applications with gearend hydraulic pump adaptor (Dumper unit with hydrau- lics). Anticlockwise rotation. End cove- suitable for hydraulic pump adaptor (refer to accessories for adaptors and gears etc.}. Close coupling fan shroud with starter motor blanking plate. 356mm (14) dia x 891mm (33)") flywheel Governor set at 2000 rev/min. Governor range 1100—2000 (outside 8% governing limits) 2000—2600 (within 8% governing limits) 26 High inertia. applications. x 89mm (34") flywheel. Governor set at 2000 rev/min. Governor range 1100—2000 (outside 8% governing limits) 2000—2600 (within 8% governing limits) Anticlockwise rotation. Cast alloy fan shroud. 356mm (14) dia Build No. 27 3000 rev/min build. Anticlockwise rotation. Close coupling fan shroud with starter motor blanking plate. High speed flywheel 356mm (14"} dia x 67mm {2 5/8") with ring gear. Fuel pump set to ‘no overload’ Governor set to 3000 rev/min. Governor range 1100—2000 (outside 8% governing limits) 2000—3000 (within 8% governing limits} Build No. 28 “Flush” type starting. Anticlockwise rotation. 356mm (14) dia x 67mm (2 5/8") Governor set at 3000 rev/min. Governor range 1100—2000 (outside 8% governing limits) 2000—3000 (within 8% governing limits) Cast alloy fan shroud. High speed flywheel Build No. 29 Special for “Simplite’ pump, anti clockwise rotation, standard camshaft, close coupled fan shroud with starter blanking plate. End cover for close coupling. Governor set at 2600 rev/min Governing range 1100-2000 (outside 8% governing limits) 2000-2600 (within 8% governing limits) Build No. 30 High inertia applications with gear end Fydraulics, clockwise rotation, close coupled fan shroud with starter blanking plate. 14” (356mm) x 25" (67mm) flywheel, ring gear. Governor set to 2000 rev/min Governing range 1100-2000 (outside 8% governing limits) 2000-2600 {within 8% governing limits} Build No. 31 Identical to Build 15 but with high capacity flywheel fan. Governor set to 1800 rev/min. Class A2 Page 131APPENDIX A ACCESSORIES DESCRIPTION ‘A. AIR CLEANERS: AA AA Medium Duty Dry Air Cleaner AB AB Heavy Duty Cyelopac Air Cleaner AC AC Rubber Air Intake Elbow AD Medium Duty Air Cleaner (Foam Element} B. FLYWHEEL END DRIVES BA BA Shaft Extension—short BB BB Shaft Extension—long BC BC Shaft Extension—long unmachined shank Flexible half couplings: BD BD 17.5 mm (11/16") pilot bore BE BE Split Boss 17.5 mm (11/16" pilot bore BE BF | Split Boss 25.4 mm (1) finish bore BG BG Split Boss 31.7 mm (14”) finish bore BH BH Split Boss 35 mm (1 3/8”) finish bore Bd Bu Split Boss 38.1 mm (14") finish bore BK BK Split Boss 32 mm finish bore BL BL Flexible whole coupling BN BN Bolt-on pulley 203 mm (8""} x 165 mm (64) BP BP Industrial overcentre clutch BO Bo Drive member for Newage gear boxes | BR Nowage 40m 43 gearbox with 8” clutch including BO and CA BT BT Flat Face Pulley (replaces BM and BS) | C. CLOSE COUPLING ADAPTORS ca | CA SAES Adaptor cB cB Sealing Plate cc cc arter pinion Cover Plate {for customers’ close coupling adaptors) | D. AIR DUCT ADAPTORS DA pB Angled air duct adaptor | E. STARTING EQUIPMENT EA Starting handle—short EC | Starting handle—long EE Geared hand start with loose handle EA/EB EG 12 volt electric start with charging equipment and loose control panel EJ 12 volt electric starter motor only with Keyswitch loose EL. | 12 volt charging equipment and drive EN | 12.volt charging equipment and drive (gear end hydraulics) EQ | 12 volt battery—dry charged ER Battery leads 0.9m (3°) ES Flush type starting handle F. FUEL SUPPLY EQUIPMENT FA FA 14 litre (24 gall) engine mounted fuel tank Fe | FB 31 litre (7 gall) fuel tank supplied loose FC FC 90 litre (20 gall) fuel tank supplied loose FD FD Fuel lift pump FE FE Fuel pipes 2.4 m (8') to suit FD and FB or FC FF FF Filter /Agglomerator G. GUARD: GA | Camshaft guards 6B Charging equipment drive guard H. HYDRAULIC PUMP ADAPTORS Gear End (Builds 4 and 25 only) He HC To sult Dowty 2P3000 pump or equivalent {Starting Handle EC HD HD To suit Dowty 1P3000 pump or equivalent Required Page 132APPENDIX A ACCESSORIES—continued sTt DESCRIPTION HE HE Blanking plate Flywheel End HE HE To suit Dowty 2°3000 Pump including guard HG HG To suit Dowty 1P3000 Pump including guard HH HH Pilot bore 12.7 mm (3”) dia half coupling with 36.5 mm ,1.7/16") - dia pilot bore mounting plate J. PROTECTION DEVICES AND SOLENOIDS JB JB Air temp and oil pressure switch combined Je Jc Fuel control solenoid—12 volt trip type JH 34 12v Synchro start fuel control solenoid (energised to run) JP P Auto lever and link K. CONTROLS KA KA Variable speed control lever and 1.8m cable (6) KB KB 2-speed control KC KC Remote stop control lever and 1.8 m cable (6°) KD KO Extended stop control L. LUBRICATION ZQUIPMENT LA a Remote filter mounting adaptor 1B Le Long running equipment (dry sump) N. FXHAUST EQUIPMENT NA NA Lister silencer NB NB Heavy duty exhaust silencer NC NC Flexible exhaust pipe ND NO Spark arrestor (oan only be used with NB) P. GAUGES PA PA Ammeter (loose) PB PB Lub oil pressure gauge—on engine door Pc PC Lub oil pressure gauge and engine air temp gauge in dual panel PD PD Hourmeter—vitration type supplied loose ‘Q. MOUNTINGS OA OA Wide support feet oB aB Holding down bolts R. RECOMMENDED SPARES {supplied with engines only) RA RA 2500 hours RB RB 5000 hours RC RC 7500 hours RD. RD 12500 hours ‘S. SUNDRIES SA | SA Paint finish—primer SB 8B Paint finish—Lister green sc | se Transfers: English, Spanish, Italian, French, Portuguese SD | 8p Manuals: Operators Handbook '— English, French, Spanish, Parts Book—English only [Portuguese, German SE | se Engine instruction plate supplied loose SF SF Packing—Export plywood case SG SG Packing—Export soft-wood case (certain markets only) SH SH Packing—Export skid base SJ SJ Packing—U.K. road base Sk sk Toolkit st st Paint finish—dolphin blue Page 133APPENDIX A sv COMPATIBILITY OF ACCESSORIES TO BUILDS 1 tnacates non-compatise —— aan alae Rae spp aba [aap aaa [n) Sra Woss al COcP-NGST TN BORE 0 ST UITRE FUEL TANKLOOSE — a * * t [Cesustarrcusi - oa eee : ate [Dine rane anssTonrinmaecene power — fr [e | = slot fete feietey te fe Page 134APPENDIX A sT1 COMPATIBILITY OF ACCESSORIES TO BUILDS Incicates non-compatibie aaa ls [seo ee Lele i aT SRE as == Sse) i + TRansrens NURI (DUMPER ENGINE NGTAUCTION PLATE | PacKne-PLywoo0 case EXPORT PACKING SOFTWOOD CASE PACKING EXPORT SKIO BAST [[PACENG ROWEROADBASE Page 135Appendix B ST2 BUILDS AND ACCESSORIES BUILDS Build No. 01 General purpose model—not close coupling, clockwise rotation, sheet metal flywheel housing, stan- dard flywheel. Fuel pump set to ‘no overload’ Governor range 1200—2100 (outside 8% governing limits) 2100—2600 {within 8% governing limits) Build No. 02 Close coupling general purpose build, clockwise rotation, close coupling flywheel housing with starter blanking plate, standard flywheel, fuel pumps set to ‘no overload’. Governor set to 2600 rev/min Governor range 1200—2100 {outside 8% governing limits) 2100—2600 (within 8% governing limits} Build No. 03 Close coupling build with ring gear on flywheel, clockwise rotation, close coupling flywheel housing with starter blanking plate. Standard flywheel with ring gear Standard fuel pump setting. Governor set to 2600 rev/min Governor range 1200—2100 [outside 8% governing timits) 2100—2600 (within 8% governining limits) Build No. 04 Hand start 50 Hz Gen set build, clockwise rotation, close coupling flywheel housing with starter blank- ing plate. 50 Hz Gen set flywheel. End cover speed adjustment Standard fuel pump setting. Governor set to 1500 rev/min Class A2 Build No. 05 ‘Auto’ 50 Hz Gen set build. As Build 04 but with ‘Auto’ Type fuel control operating lever, and sprung jovernor link. Build No. 06 50 Hz Gen set build with ring gear on flywheel. As build 04 but with ring gear on flywheel. Build No. 07 Hand start 60 Hz Gen set build. Clockwise rotation, close coupling flywheel housing with starter blank- ing plate, standard flywheel with ring gear, standard fuel pump setting. End cover speed adjustment Governor set to 1800 rev/min Class A2 Build No. 08 ‘Auto’ 60 Hz Gen set build as Build 07 with ‘Auto’ type fuel control operating lever, and sprung governor link, Build No. 09 General purpose build anticlockwise rotation, close coupling flywheel housing with starter blanking plate. Standard flywheel, standard fuel pump setting Governor set to 2000 rev/min Governor range 1200—2100 {outside 8% governing limits) 2100—2600 (within 8% governing limits Build No. 10 Close coupling build with ring gear on flywheel, anticlockwise rotation ,close coupling flywheel hous- ing with starter blanking plate. Standard flywheel with ring gear. Standard fuel pump setting, Fuel pump set to ‘no overload’. Governor set to 2600 rev/min Governor range 1200—2100 {outside 8% governing limits) 2100—2600 {within 8% governing limits} Page 136APPENDIX B sT2 BUILDS—continued Build No. 11 Close coupling build with ring gear on flywheel and gear end hydraulics, anticlockwise rotation, close coupling fiywhee! housing with starter blanking plete. Standard flywheel with ring gear end cover suit. able for hydraulic pump adaptors (refer to accessories for adaptors} Standard fuel pump setting. Governor set to 2000 rev/min Governor range 1300—2100 (outside 8% governing limits) 2100—2600 [within 8% governing limits) Build No. 12 60 Hz Gen set build, anticlockwise rotation, close coupling flywheel housing with starter blanking plate. Standard fuel pump setting, Standard flywheel with ring gear. Governor set to 1800 rev/min Class A2 Build No. 20 3000 rev/min build clockwise rotation, close coup! ng flywheel housing with starter blanking plate, high speed flywheel with ring gear, fuel pump set to “no overload’ Governor set to 3000 rev/min Governor range 1200—2400 (vutside 8% yuvernirg fimits) 2400—3000 (within 8% governing limits) Build No. 21 Flush type starting clockwise rotation, clos gear. Standard fuel pump setting Governor set at 2600 rev/min Governor range 1200—2100 (outside 8% governing limits) 2100—2600 {within 8% governing limits) coupling flywheel housing, standard flywheel and ring Build No. 22 Close coupling build for gear end hydraulics, clockwise rotation, close coupling flywheel housing with starter blanking plate. Standard flywheel with ring gear end cover suitable for hydraulic pump adaptor {refer to accessories) standard fuel pump setting Governor set to 2600 rev/min Governor range 1200—2100 (outside 8% governing limits} 2100—2600 (within 8% governing limits) Build No. 23 Marine build with close coupled fan shroud for R.F.S. and starter blanking plate. Standard flywheel with starter gear ring. Fuel pump set to ‘no overload Governor set at 2000 rev/min. Governor range 1200—2100 (outside 8% governing limits) 2100—2600 (within 8% governing limits) Build No. 24 Marine with close coupled fan shroud for raised hand starting and starter blanking plate. Standard flywheel and starter ring. Fuel pumps set to no overload. Clockwise rotation Governor set at 2600 rev/min. Governor range 1200—2100 (outside 8% governing limits) 2100—2600 (within 8% governing limits} Page 137APPENDIX B sT2 BUILDS—continued Build No. 25 MEU engine, clockwise rotation, with special flywheel and fan assembly, fan shroud, cowling, cam: shaft end cover and cylinder head cover. Includes fuel filter, fuel lift pump and dipstick in erank case door. Governor set at 2350 rev/min Governor range 1200—2100 {outside 8% governing limits) 2100—2600 within 8% governing limits) Build No. 27 For extended running applications and with provision for sump heaters. Close coupling fan shroud, heavy flywheel for 50 Hz Gen set with ring gear and starter blanking plate. Standard fuel pump setting, Governor set to 1500 rev/min Class A2 Build No. 28 Marine auxiliary triple survey, clockwise rotation, close coupled fan shroud for raised hand starting and with starter blanking plate. Long running/sump heater crankcase. Standard flywheel with starter ring. Fuel pumps set to no overload. Governor set to 2600 rev/min Governor range 1200—2100 (outside 8% governing limits} 2100—2600 (within 8% governing limits} Build No. 29 Marine auxiliary triple survey, clockwise rotation, close coupled fan shroud with starter blanking plate. 60 Hz gen. set flywheel with starter ring. End cover speed adjustment. Governor set at 1800 rev/min Class A2 Build No. 30 3000 rev/min build anticlockwise rotation, close coupling flywheel housing with starter blanking plate, high speed flywheel with ring gear, fuel pump set to ‘no overload’. Governor set to 3000 rev/min’ Governor range 1200—2100 (outside 8% governing limits) 2100—2600 {within 8% governing limits) Build No. 31 50 Hz ‘Auto’ Gen set build anticlockwi plate, heavy flywheel with ring gear. Standard fuel pump setting. ‘Auto’ Type fuel control lever and sprung governor link. End cover speed adjustment, Governor set to 1500 rev/min Class A2 rotation, close coupling flywheel hausing with starter blanking Build No. 32 ‘Benford’ build, anti clockwise rotation, close coupled fan shroud with starter blanking plate, standard flywheel with anti clockwise fan and special exhaust manifold. Governor set at 2000 rev/min Governor range 1200—2100 (outside 8% governing limits) 2100—2600 {within 8% governing limits) Build No. 33 Conerete mixer, anti clockwise rotation, close coupled fan shroud with starter blanking plate, short camshaft, standard flywheel with anti clockwise fan. Governor set at 2000 rev/min Governor range 1200—2100 (outside 8% governing limits) 2100—2600 {within 8% governing limits) Page 138APPENDIX B sT2 BUILDS—continued Build No. 34 Piling winch, anti clockwise rotation, close coupled fan shroud with starter blanking plate. Flywheel and anti clockwise heavy fan and starter ring. Governor set at 2600 rev/min Governor range 1200—2100 (outside 8% goverring limits) 2100—2600 (within 8% governing limits} Build No. 35 Marine fire pumps triple survey, anti clockwise rotation, close coupled fan shroud with starter blanking plate. Standard flywheel with anti clockwise fan and with starter ring. Governor set at 2600 rev/min Governor range 1200—2100 (outside 8% goveraing limits) 2100—2600 {within 8% governing limits) Page 139APPENDIX B ACCESSORIES Coding | Rotation DESCRIPTION Anti- Clock Clock A. AIR CLEANERS AK AA Medium Duty Dry Air Cleaner AB AB Heavy Duty Cyclopac Air Cleaner (Mounted) AC AC Heavy Duty Cyclopac Air Cleaner (Loose) AD AD Rubber Air Intake Elbow B. FLYWHEEL END DRIVES BA BA Shaft Extension (Short) BB BB Shaft Extension (Long) BC Bc Shaft Extension (Long unmachined shank} Flexible half couplings: BD BD 17.5mm (11/16) Pilot Bore BE BE Split Boss 17.5mm (11/16") Pilot Bore BE BE Split Boss 25.4mm (1”") Finish Bore BG BG | _—_ Split Boss 31.7mm (14) Finish Bore BH BH Split Boss 3.0mm (13) Finish Bore BJ BJ Split Boss 38.1mm (13) Finish Bore BK BK Split Boss 32.0mm Finish Bore BL BL Flexible whole coupling BM BM Bolt on Pulley 203mm (8) x 165mm (63 BN BN Bolt on Pulley 229mm (9") x 165mm (63) BP BP Bolt on Pulley 254mm (10) x 165mm (64"") BO BO Industrial Overcentre Clutch BR BR 3:1 Reduction Gear BS BS Drive Member for Newage Gearbox BU Newage 40m43 Gearbox with 8” Clutch includes BS & CB By Newage 40m42 Gearbox with 8” Clutch includes BS & CB C. CLOSE COUPLING ADAPTORS cA cA SAE 4 Adaptor cB ca | SAE 5 Adaptor cc SAE Adaptor (Benford) co cD SAE 6 Adaptor D. AIR DUCT ADAPTOR DA oB Angled Air Duct Adaptor E. STARTING EQUIPMENT EA EB | Starting Handle—Short EC ED Starting Handle—Long EE EF Geared Hand Start with Loose Handle EA/EB. EG EG Coupled Decompressors EH El 12 Volt Electric Start with Charging Equipment and Control Panel EL eM 12 Volt Charging Equipment and Drive with Gear End Hydraulics EN EO 12 Volt Electric Starter Motor only includes Key switch Loose EP EQ 12 Volt Charging Equipment and Drive ER | ER 12 Volt Battery (Dry Charged) ES ES Battery Leads 0.91m Long ET EU 24 Volt Starter Motor includes Keyswitch (Loose) EV EW Starter Gear Ring EX ex Sump Heater and Thermostat ey _ | Flush type Starting Handle €Z EZ | _24 Volt Battery Dry Charged Page 140APPENDIX B ACCESSORIES — continued Coding Rotation DESCRIPTION Anti- Clock Clock F. FUEL SUPPLY EQUIPMENT FA FA 11 Litre (25 Gall) Engine Mounted Fuel Tank FB FB 31 Litre (7 Gall) Fuel Tank Supplied Loose FC FC 90 Litre (20 Gail) Fuel Tank Supplied Loose FD FD Fuel Lift Pump FE FE Fuel Pipes 24 m (8") to suit FB, FC or FO FE FF Filter/Agglomerator G. GUARDS GA GA Camshaft Guard GB GB Drive Guard—charging equipment | H. HYDRAULIC PUMP ADAPTORS Gear End (Builds 11 & 22 only) He He To suit Dowty 2P3000 Pump | Requires Starting HO HO To suit Dowty 1P3000 Pump | Handle EC or ED HE HE Blanking Plate Flywheel End HE HE To suit Dowty 2F3000 Pump HG HG To suit Dowty 1F3000 Pump HH HH Pilot Bored 12.7 mm ($") Half Coupling with 36.5 mm (1.4) Dia Bore Mounting Plate J. PROTECTION DEVICES AND SOLENOIDS JB B Air Temp and Oil Pressure Switch Combined Jc Jc Fuel Control Solenoid—Trip Type 12 Volt (energised to stop) 30 ID Fuel Control Solenoid—Trip Type 220/240 Volt 50 Hz JO Jo 12V Synchro Start Fuel Control Solenoid (energized to run) aP Je Auto Lever and Link wT JT 24V Synchro Start Fuel Control Solenoid (energized to run) kK, CONTROLS. KA KA Variable Speed Control Lever and 1.8m Cable (6") KB KB 2-Speed Control kc KC Variable Speed Control Engine Mtd. Rod Operated KE KE Remote Stop Control Lever and 1.8m Cable (6°) KF KF Extended Stop Control L. LUBRICATION ECUIPMENT La la Remove Filter Less Pipes iB Long Running Equipment (Dry Sump} tc Lc Extended Flexible Dipstick Page 141APPENDIX B ST2 ACCESSORIES — continued Coding - ~ Rotation “anti DESCRIPTION Clock Clock EXHAUST EQUIPMENT : OS NA NA Lister Silencer NB NB Heavy Duty Exhaust Silencer NC NC Floxible Exhaust Pipe NO ND Spark Arrestor (can only be used with NB) NE NE Exhaust Manifold Flango—90° Bend GAUGES a PA PA ‘Ammeter 12 Volt—Alternator PC PC Lub. Oil Pressure Gauge on Engine Door PD PD Lub. Oil Pressure and Eng. Air Temp. Gauges in Dual Panel PE PE Hourmetor—Vibration Type Supplied Loose 7 MOUNTINGS aa oA Holding Down Bolts . RECOMMENDED SPARES RA RA 2500 Hours RB RB 5000 Hours RC RC 7500 Hours RD. RD 12500 Hours ~~" \"s.” SUNDRIES 7 - SA SA Paint Finish—Primer Se 3B Paint Finish—Lister Green sc SC Transfers: English, French, Spanish, Italian, German, Portuguese sb $b Manuals: Operators Handbook, English, French, Spanish, Portuguese Parts Book—English Only [German Se SE Engine Instruction Plate SF SF Packing-Export Plywood Case 8G 86 Packing—Export Softwood Case SH SH Packing—Export Skid Base SJ 8J Packing —U.K. Road Base Sk sk Toolkit SL SL Paint Finish—Dolphin Blue Page 142APPENDIX B sT2 COMPATIBILITY OF ACCESSORIES TO BUILDS [B] Indicates non-compatible ae wea a aaa |S DRYARCIEANER aa TEAVY OOTY GYCOPRCATR CLEANER BGHE WOURTEO— a8 ‘ af EAVY OUTYCV0LOPAC AR CLEANER LOOSE LESS ARTS. WEL COMMEETONS! ne SHAFT EXTENSION SHORT (APPROVED APPLICATIONS ORV aa zl SHAFTEXTENSION=LONG * z 8 SHAFTEXTENSION = LONG RAGINED SWNT 3c FRE HALECOUPLINGS 1/1" Hn POT BORE 30 FLENI(EWALF COUPLINGS. SPLIT 8058 1116" 17 wn PLOTBORE [BE FEAL HAUFCOUPLING SPT BOSS ml AWVGTBOME oF TLB(HLEHAiFCOUPUNG SPLITROSS "1" a mi PRISH BORE [6 Cc] FLEHLE ALF COUPLNG SPLIT GOSS 72 FSH BOME | | a FLEILEVALFCOUPLNG=SPLT OSS San FINISH ORE ok BOLTONPULLEYO" aren x81 TE) an | BOLTON PULLEYS Bakr x@ 1:2" (nn) aN BOLT ON PULLEY 0" St x4 1:3" Emm oP a ie cur 30) = = ele [REDUCTION aR . * et Te DnVE EMER FOR NEWNGEGEARORES— aa 38 efelele Tle per seyate oye carooc Te cLUTeRIRNTLGCRONREIEL—] als zi zi EWA an GEREBOX WTR CUTE TANT GOCRNISETIE | Sateaonrron— = = Te AIRDUCT ADAPTOR ELGCROSEL Da ethereal tol hel et sep = [IRDUCT ADAPTOR ANT lOGRWTSEL oe efele le efel ole . ‘STARTING HANDLE SHORT (GLOCKOSET te eetele] folel el etefef™ ‘STARTING HANDLE™ SHORT aT OC SET eo efef ele etefele = STARTING HANDLE ONG eLOCKHSE ee efetelel fel lolol elel= STARTING HANDLE= LONG AT OGRE 0 efefels efefe[ = * ‘GEARED HAND START WITH LOOSE HANOLE Ex CLOCKWISE fe tel] felefete e[elefefelele ‘GEARED HAND START WITHLOOSE ANOLE EA ANT CLOCKWISE) [EF efele ehefefel felt tee COUPLED DRGORIAESSORS w Lt * THWELECTAIC STANT CHARGING EOUIPUERT & START FANE E | [toons 4 | elefele slolelefele TREC TCA CHARGING EOUPERT @ STANTPANL iz ARE alglele ELECTRIC START WTH GEARGNO HYORAULTGS| ACQUIRES EE a stefefetlolefe[olel tel el a] TEV ELECTRIC STARTITH PANEL SUT GEAR END V0, PUMPANT Locks elelelelele| [o]e] el elelel ele ‘BV ECTIC STARTER MOTOR WITH KEY SWITCH TELOCRONBE) = elelele ete Ta & CTE STARTER MOTOR WITH KE STC IRNT/-OCKWISE e[elefote et ele TV CHARGING FOUIPMENT & DRIVE eLOGKWSE) rr eellet foto) [epel= TV CHARGING EQUIPMENT & DRIVE ANT CLOCKS a eefel= etefofe] TVGATTERY RCRA en i BATTERY LEADS=Datmn 5 | ze 22 LECTHISTARTER HOTON ATH KEY SWITCH CLOCKWISE er fe} et efete [ope t | e[elel olor 2 ELECTR STANTER MOTONWITHKEY swmTEHANTrcLocKWE eu [ele] e[e]*[@[ =| ef = noon [fe STARTER GEAR RING CLOCKWISE wel lel [ Tol | lololol lolol eelete] |e] of = STARTER GEAR RING ANT: CLOCKTEET ewlelelelelelele]o| lolelololelelo[ele] | Tele SUNP HEATER AND THERMOSTAT 240750 %[ele[elelelefolelololelo]olefe] [ele] ele] FLUSHTYPE STARTING HANDLE © [elefe[elololelelelofolo|o] [elelelel sf ef epo 2A BATTERY ORY GHARGEL ez Lo {TRE 12 GaLLOW ENGINE MOUNTED FURL TARE Fa ers eee] SLITRE(GACLOW FUEL TANK LOOSE = fe ial Page 143APPENDIX B sT2 COMPATIBILITY OF ACCESSORIES TO BUILDS Indicates nor-compatible aaa) ‘LITRE GALLOMIFUEL TAR LOOSE TOEL PIPES 2 ami TSU FR, FEB ED [RoveracsvowensTon [Tenawskarr ouano J ito waka 12°12 nd HALF COUPLANGWTH 11516" BORE [Fravrves conao1 SOLENOID — Ta [(SYRCHAO START FCS ENENGISED TORU 12 [SYNCHRO STaRTECSIeNERGI PE [ENERGISED TO STOPL [iwosresp coxa, ‘VARIABLE SPEED CONTROL ENG. TD. NOD OPERATED TREWOTE STOP CONTHOLC/W OPERATING LEVER AND 6 Tin CABLE Pronemunnmscourwen [ extent Feoaace DPSTICE “HEAVY BUTY EXHAUST [ Sani annestor ican ONLY BE USEO WRAY ‘BP BEND EXHAUST MANIFOLD FLANGE TaVAMMETER—UOOSE ("Lu O1 PRESSURE GAUGE ENGRIEDOOR [Lun OIC PRESSURE GAUGE & ENGINE A TEND. GAUGEIN PANEL TROLOING OO BOLTS: (OURS NOT ACCESSORY OUI NOT ACCESSORY LB | necoMN NDE SPARES. 2500 HOURS NOT ACCESSORYLBT | PacKING HOWEROAD BASE Page 144Appendix C ST3 BUILDS AND ACCESSORIES BUILDS Build No. 07 General purpose model—not close coupling, clockwise rotation, sheet metal flywheel housing, stan- dard flywheel, fuel pump to ‘no overload Governor set at 2000 rev/min Governor range 1200—2100 {outside 8% governing limit) 2100—2600 (within 8% governing limit) Build No. 02 Close coupling general purpose build, clockwise rot blanking plate, standard flywheel with ring gear. Fuel pump set to ‘no overload.’ Governor set to 2600 rev/min. Governor range 1200—2100 (outside 8% governing limit) 2100—2600 {within 8% governing limit) ion, close coupling flywheel housing with starter Build No. 03 Standard 50 Hz Gen set build clockwise rotation close coupling flywheel housing with starter blanking plate, standard flywheel with ring gear, standard fuel pump setting. End cover speed adjustment. Governor set to 1500 rev/min Class A2 Build No. 04 “Auto’ 50 Hz Gen set build. As Build 03 but with ‘Auto’ type fuel control operating lever and sprung governor link. Build No. 05 Standard 60 Hz Gen Set build clockwise rotation, close coupling flywheel housing, starter blanking plate, standard flywheel with ring gear. Standard fuel pump setting. End cover speed adjustment. Governor set to 1800 rev/min Class A2. Build No. 06 60 Hz Auto Gen Set build. As build 05 but with ‘Auto’ type fuel control operating lever and sprung governor link. Build No. 07 General purpose build, anticlockwise rotation, close coupling flywheel housing with starter blanking plate, standard flywheel with ring gear, fuel pump set to ‘no overload.” Governor set to 2600 rev/min. Governor range 1200—2400 (outside 8% governing limit) 2400—2600 (within 8% governing limit) Build No. 08 Close coupling build with gear end hydraulics, anticlockwise rotation, close coupling flywheel housing with starter blanking plate, standard flywheel with ring gear end cover suitable for hydraulic pump adaptors. Standard fuel pump setting. Governor set to 2000 rev/min. Governor range 1200—2100 {outside 8% governing limit) 2100—2600 (within 8% governing limit) Build No. 09 - 60 Hz Gen set build, anticlockwise rotation, close coupling flywheel housing with starter blanking plate, standard flywheel with ring gear, standard fuel pump setting Governor set to 1800 rev/min. Class A2 Build No. 20 3000 rev/min. build clockwise rotation, close coupling flywheel housing with starter blanking plate, high speed flywheel with ring gear, lubricating oil cooler. Fuel pump set to ‘no overload.” Governor set to 3000 rev/min. Governor range 1200—2400 (outside 8% governing limit) 2400—3000 (within 8% governing limit) Page 145APPENDIX C ST3 BUILD—continued Build No, 21 For extended running applications and with provision for sump heaters, close coupling flywheel housing with starter blanking plate, standard flywheel with ring gear. End cover speed adjustment. Standard fuel pump setting Governor set to 1500 rev/min Class A2 Build No. 22 Marine with close coupled fan shroud for raised hand starting and starter blanking plate, Marine iniet manifold adaptor. Standard flywheel with starter ring, Pumps set to ‘no overload’. Clockwise rotation Governor set to 2600 rev/min. Governor range 1200—2100 {outside 8% governing limit) 2100—2600 {within 8% governing limit) Build No. 23 Marine auxiliary triple survey, Clockwise rotation. Close coupled fan shroud for raised hand starting and with blanking plate. Long running/sump heater crankcase. Standard flywheel with starter ring Pumps set to ‘no overload’. Governor set to 2600 rev/min Class A2 Build No. 24 Marine auxiliary triple survey for 60 Hz gen. set. Close coupled fan shroud with starter blanking plate. Standard flywheel with starter ring. End cover speed adjustment. Governor set to 1800 rev/min Class A2 Build No. 25 MEU engine, clockwise rotation, Special flywheel with starter ring and fan, cowling and fan shroud. Special camshaft end cover, cylinder head covers. Fuel filter and fuel lift pump. Dipstick in crankcase door. Governor set to 2350 rev/min. Governor range 1200—2100 (outside 8% governing limit) 2100—2600 {within 8% governing limit) Build No. 26 3000 rev/min. build anticlockwise rotation, close coupling flywheel housing with starter blanking plate and lubricating oil cooler, high speed flywheel with ring gear. Fuel pump set to ‘no overload’ Governor sot to 3000 rev/min Governor range 1200—2400 (outside 8% governing limit} 2400—3000 (within 8% governing limit) Build No. 27 50 Hz ‘Auto’ Gen set build anticlockwise rotation, close coupling flywheel housing with starter blanking plate, standard flywheel with ring gear, standard fuel pump setting, ‘Auto’ type fuel control lever, and sprung governor link. End cover speed adjustment. Governor set to 1500 rev/min. Class A2. Build No. 28 Long running or sump heating. As Build 01 except for, close coupled fan shroud with starter blank ing plate, Standard flywheel with starter gear ring and special crankcase. Governor set to 1200 rev/min. Class A2. Build No. 29 Marine build. As Build 01 except for, close coupled fan shroud for raised hand starting with starter blanking plate, standard flywheel with starter gear ring. Fuel pump set to ‘no overload’ Governor set at 2000 rev/min. Governor range 1200—2100 {outside 8% governing limit) 2100—2600 {within 8% governing limit) Page 146APPENDIX C ACCESSORIES—continued sT3 Coding Rotation ieee ‘antic DESCRIPTION Clock G. GUARDS GA GA Camshaft guard GB GB Drive guard-—charging equipment H, HYDRUALIC PUMP ADAPTORS Gear End He To suit Dowty 2P3000 pump or equivalent HD To suit Dowty 1P3000 pump or equivalent HE Blanking plate Flywheel End HE HF To suit Dowty 2P3000 pump or equivalent HG HG To suit Dowty 1P3000 pump or equivalent HH HH Pilot bored 12.7 mm (4) half coupling with 36.5 mm (1 7/16") dia bore mounting plate J. PROTECTION DEVICES AND SOLENOIDS JB JB ‘Air temperature and oil pressure switches combined ac ac Fuel control solenoid—trip type 12 volt (energised to stop) JO J8 Fuel control solenoid—trip type 220-240 volt 50 Hz (energised to stop} JP we ‘Auto Lever and Link JS JS 12.V Synchro start fuel control solenoid (energized to run} i sT 24.v Synchro start fuel control solenoid (energized to run) kK. CONTROLS KA KA Variable speed control lever and 1.8 m cable (6") KB KB 2-speed control KC KC Variable speed control engine mounted rod operated KE KE Remote stop control lever and 1.8 m cable (6°) KF KF Extended stop control | L. LUBRICATION EQUIPMENT La LA Remote filter less pipes (B. 1B Long running equipment {dry sump) uc tc Extended Flexible Dipstick N. EXHAUST EQUIPMENT NA NA Lister silencer NB | NB Heavy duty exhaust silencer NC NC Flexible exhaust pipe ND ND Spark arrestor (can only be used with NB) NE NF Exhaust manifold flange 90° bend Page 148APPENDIX C ST3 ACCESSORIES—continued Coding Rowton DESCRIPTION Clock Clock P. GAUGES PA PA Ammeter 12 volt PC PC Lub. oil pressure gauge on engine door PD PD Lub. oil pressure and engine temp. gauges in dual panel PE PE Hourmeter—vibration type, supplied loose Q. MOUNTINGS oA aa Holding down bolts R. RECOMMENDED SPARES RA RA 2500 hours RB RB 5000 hours RC RC 7500 hours RD RD 12500 hours S. SUNDRIES SA SA Paint finish—primer SB $B Paint finish—Lister green Sc sc Transfers: English, French,-Norwegian, Spanish, Italian, Dutch, German, Portuguese sD sp Manuals: Operators Handbook, English, French, Spanish, Portuguese Parts Book—English only (German SE SE Engine instruction plete SE SF Packing—export plywood case SG sc Packing—export softwood case SH SH Packing—export skid base SJ SJ Packing—U.K. road base Sk Sk Tool kit st SL Paint finish— Dolphin blue Page 149APPENDIX C sT3 COMPATIBILITY OF ACCESSORIES TO BUILDS [e} Indicates non-compatible 2a sis) DY AIRCLEAWERS FoR USE WiTW FNGRENOUNTEO FUFL TANK a 7 hc] HEAVY DUTY EYGLOPAE AR CLEANER, ENGINE IOUNTED met ft ‘ROAPTOR FoR REMOTE HOUNTEO AIK ELEANER nef 7 RUBBER AR AE ELADW a SHAFT EXTENSION SON” FOR APPROVED APPLICATIONS ONLY ea 1 t FLEIBLE SPL 8055 HALF COUPLING17 SPLOT BORE - ae TH eee FLERINLESPLITBQSS HLF COUPLING=754FIISH BORE a FLPANLESPLTFAOSS HALF COUPLING™A.7 FISH BORE a6 7 ea FLBUOLESPLITBOSS WaLF COUPLING BERSH BONE a [ L ct FABUBLES? FT 80S ALF COUPLING. FISHBONE io Ce] a FUBABLESPLT HOSS HALFCOUPLRNG SB FINN BONE a - 1 RES ADAPTOR ‘Ak DUCT ADAPTOR CLOCKWISE - - efefe og ‘A OUCT ADAPTON~ANTLCLOGRWSE - eebeley= epetef ete | stants nanoct cons cLoERWSE ca apete meoo STARTING HANOLE™LONG ANTI-CLOCKWISE we /efefefepel> og = ‘GEARED AND START WT LOOSE HANOLE SHORT) CLOCRSE = oo ape (GEARED WAND START WITH LOOSE HANDLE SHOT AT-CLOOKWSE ew felelepepo] > efefelele TEVOCTAECTHIC STAMT—cHARGING couUPMENTa START ane _cvoeRweE [el e[ | epete a "EVOL ACHE STaRT=chanGNGEOUPUENT START NE a ; al TVELECTTVC START -ARTT-CLOCRWISE Ge Evil wrelelelele{e{*]_lefefefele ote TE VOLT SYANTEA WOTORTHTH REY SWITCH ANT-CLOCRISE rofelefolelel= efefefere TEWOLT ALTERNATOR AND DAVE CLOCKWISE le epete she =PVOLTALTERWATOR AND DANE WT CLOCKWISE wopefeyelolele] te] [eletetet™ [ tevocr ony onanto Barren an BATTERY LEADS DB LONG - is - 2 VOLT STARTER MOTOR WTHIKEY SWITOA- CLOCKWISE - 7 [* efefe Chore {VOLT STARTERMOTOR TH KEY SWITCH ANTI CLOCRTREE welelefefol> etetefeye THVOLT DRY CHARGED BATTENY @ -HUMTREINDUSTAIAL FUEL TANK SUPPURD LOOSE Tre [ature ruer rank surPueD LOOSE FOR WALL MOOHTINE ra Fue PPS dn HG TOSUTTF, FC AND ED ~ Fe anise GUARD - oa ot | DRIVE GUARO—ACTERRATOR 2, . TRYORAULIC FF AAPOR YO SUT OWTY FDO PUN GERREND tre Pepe efetet Leffel ele HHYORAUIIC FUR ADAPTOR TO SUIT OOWTY 1390 PUN GEAN END wolfe efefet fete . HYD. PulP ADR? TON=TO'SUT OOWTY 1amba PUMP FLYWHEEL END 6 12:7 DIA PLOT AORED FAL COUPLING ATH 551A HORE MOUNT. PLATE wife COWINED O1 PRESSURE AND ENGINE TEMPERATURE SWITCHES 28 C 12VOLT FP TVS FHL CONTROL SOLENOID ENERGISED TO STOP ae . 2028s YP TV PEF CONTROL SOLENOID ENERGISED TOSTOP [he ic Page 150APPENDIX C sT3 COMPATIBILITY OF ACCESSORIES TO BUILDS. {Indicates non-compatible Di] eal eal oF] Oo oF] wa] wa] 0] a] 2] 5] [a5] a] 2] {BV EYRONRO START FUE CONTROL SOLENOID ERERGISEDTORUNT s Cette "A SYNCH START FUEL CONTROL SOLENOID VENERGISED TO RURN sr + . AUTOLEVER AND UN oF . * [wo seta CONTROL ~ - Tr . . ete ‘on MOUNTED ROD OFATES AWABLESTEED ATO —— felt Tetepop eye . . AGMOTE STOP CONTROL WITH OPERATINGLEVER GL ONG CARTE Tre om = {O60 STOP CONTROL ie om . AEWOTEOH PUTER eS PRES | ee . EXTENDED FLEXMLEOIPSTIN ra SPARK ARRESTOR CAN ONY BE USED WITH wn T [tus on Pressune GAUGEN ADE FN NOUN DaGR Fe “FEE TU, PRESSURE GAUGE ANG EWGME TEWPERATURE GAUGE 7 ante [ro | | ECOMENOED SPARES IHU HOURS - [na + ECOMUENDED SPATE FaTrOURS — Re F 4 RECOMMENDED SPARES tO HOURS - 7 t Hep aa TEA GATE se ENGINE RSTRUCTON FATE - Se [ PACKING - PORT PLWOODERSE ~ - PACKING xPORT SOFTWOOD CASE ~ 36 _ PACKIIG—PORT SKI BASE a - i PACKING HONE ROAD BASE =I ToOLRF - 5 + | PAR FEF BOAR pee : impoRTANT ‘Thelnormation these Appendices was correct at sh timo of going to prin. The bulls and accesories for thasa anges are constantly unr review and R.A, ster hereorereseve the ght to amendany of tsinformaton withutprerratce Thelatet information the aval and price of Stull dass an ba obtained fom your nesrex User Oss Dstt Page 151APPENDIX D. ACCESSORIES—Marine ST1 ENGINES DESCRIPTION CODE | MA AIR CLEANERS MAA | Air Cleaner—(paper) MAB | —Igauze} | MB & MC FLYWHEEL END AND AUXILIARY DRIVES MBH | Tailshatt Coupling—Solid-—Pilot Bored MBs Jabsco Bilge Pump—with Clutch and Drive MBK —Piping MBL. Drive Pulley MBM Jabsco Pump and Drive—Water Injected Exhaust MBO Forward End Drive FD. 107 MCB Gearbox—Hurth HBW 100—2L 2:1 Reduction mcc —Hurth HBW 220—3L 3:1 Reduction ME STARTING AND BATTERY CHARGING EQUIPMENT MEA Starting Handle—Short Grip MEB —Long Grip MEC Driving Pulley MEE Raised Hand Start including Driving Pulley MEN Starter Motor—12V MEW Battery—12V MEY Battery Leads—0.9m (3’) long MF FUEL SUPPLY EQUIPMENT Fuel Tank—45 litre/10 gall Fuel Pipe—2.4 m (8"}—with Lift Pump without Lift Pump Fuel Connections—Flexible—with Lift Pump —without Lift Pump, Duplex Fuel Filter Fuel Connections—Flexible swith Duplex and Fuel Lift Pump —with Duplex without Fuel Lift Pump MG GUARDS Camshaft Guard —With R.H.S Drive Guard—Charging Equipment Page 152APPENDIX D ST1 ENGINES ACCESSORIES—Marine cope DESCRIPTION MJ PROTECTION DEVICES AND SOLENOIDS MJH Magnetic Perception Head MK CONTROLS MKA Variable Speed Control—Rod Operated MKB —Cable Operated MKC Single Lever Speed and Gearbox Control MKD Morse Control Cable—2.13m (7°) MKE —3.05m (10°) MKF —3.96m (13') MKG Remote Stop-Cable Operated 1.82m (6") MKH Control Lever and Stopping Link only ML LUBRICATION EQUIPMENT MLA Blanking Plate—Oil Filter MLB Sump Drain Pump MLC Flexible Dipstick MN EXHAUST EQUIPMENT MNA Exhaust Silencer—Dry MNB Exhaust Pipe _ Floxible MNC Exhaust Skin Fitting MND. Spark Arrester Silencer MP GAUGES MPA ET and OP Gauges in Panel—1.82m (6") connections MPE OP Gauge MQ MOUNTINGS MQA High Level 8earers—Solid—LM100/LM150 mac. Tico Pads—Solid Mounting Map Heavy Listatex Mountings MOE High Level Bearers—Hurth—Solid Page 153APPENDIX D ACCESSORIES—Marine ST1 ENGINES CODE DESCRIPTION MS SUNDRIES MSA Marine Paint Finish MSB Primer Finish Msc Operator’s Hand book and Parts List—Auxiliary MsD -Propulsion MSE Transfers—Various Languages MSE Workshop Manual MsG Lister Bronze Plaque MSH Lifeboat Engine Instruction Card MSI Special Cylinder Head Cover MSJ Toolkit MSK Packing Case—Plywood MSL. —Softwood msm Road Base—Home MSN —Export MSP Sterngear Case MSR Treated Packing Case Mso. | Propeller Case MT STERNGEAR MTA Sterngear—13" dia. MGR3 (4’ 6” long) MTB —1" dia. MGR3 (6' 0” long) MTC | Sterngear Fittings—1", 13” MTN Sterngear—1" dia. MGR2 (4’ 6" long) MTP 4" dia. MGR2 (6" 0” long) Page 154APPENDIX E ST2 & 3 ENGINES CODE | DESCRIPTION MA AIR CLEANERS MAA Air Cleaner—Paper MAB —Gauze MAC —For use with Engine Mounted Fuel Tank (ST3 only) MB & MC FLYWHEEL END AND AUXILIARY DRIVES MBA. Gearbox—Hurth HBW 10—2L 2:1 Reduction MBD. —Hurth HBW—220—3L 3:1 Reduction (ST3 only) MBH Tailshaft Coupling—Pilot Bored Solid. MBJ Jabsco Bilge Pump—with Clutch and Drive MBK —Piping MBL Drive Pulley MBM Jabsco Pump and Drive—Water Injected Exhaust MBN. Water Injected Exhaust Piping MBO. Forward End Drive MBP —with clutch MCA Gearbox—Hurth HBW 100— 2:1 Reduction (ST2) McB Gearbox—Hurth HBW 220—2L 2:1 Reduction (ST2) cc. —Hurth HBW 220—3L 3:1 Reduction (ST2 only) ME STARTING AND BATTERY CHARGING EQUIPMENT MEA Starting Handle—Short (ST2 only) MEB —Long MEC Driving Pulley—Alternator MEE Raised Hand Starting—With Alternator Pulley MEG 12V Electric Start 17 ACR MT MEH 12V ACS MEJ 2aV ACS MEK Start Panel—12V 17 ACR MEN Starter Motor—12V MEP Starter Motor—22V MES Motar Fittings MET start MEU Delco-Remy Starter Motor—Parts for fitting only MEW Battery—12V MEX —2av MEY Battery Leads—0.91m (3°) Page 155APPENDIX E CODE MEB MEI MEK MEL MFM MEN MEP MFO MGA MGB MGC MGD MJH MKA MKB. MKC MKD MKE MKF MKG MKH MLA MNA MNB MNC MND MNE MNF ST2 & 3 ENGINES DESCRIPTION MF FUEL SUPPLY EQUIPMENT Fuel Tank—45 litre/10 gall Fuel Pipe—2.4 m (8")—with lift pump —without lift pump ions—Flexible-—with lift pump hout lift pump Fuel Connect Duplex Fuel Filter* Fuel Connection—Flexible—with Duplex and lift pump with Duplex without lift pump, MG GUARDS Camshaft Guard —With R.H.S. Alternator Drive Guard—with R.H.S. —without R.H.S. MJ PROTECTION DEVICES AND SOLENOIDS Magnetic Perception Head MK CONTROLS Variable Speed Control—Rod Operated —Cable Operated Single Lever Speed and Gearbox Control Morse Control Cable—2.13m (7°) —3.05m (10") —3.96m (13) Cable Operated Remote Stop—1.82m (6") Control Lever and Stopping Link only ML LUBRICATION EQUIPMENT Blanking Plate—Oil Filter Sump Drain Pump MN EXHAUST EQUIPMENT Exhaust Silencer—Dry Exhaust Pipe—Flexible Exhaust Skin Fitting Spark Arrestor Silencer Water Injection Bend Wet Exhaust Kit Page 156APPENDIX E ACCESSORIES—| CODE MPA MPB MPC MPD MOA MaB Mac MoD MOE MRA MRB. MRC MRD MSA MSB Msc Msp MSE MSF MSG MSH MSI MSJ MSK MSL. MSM MSN. MSP Msa MTA MTB. mrc MTD MTE MTF MTG MTH MTJ MTK MTL MTM Mari ST2 & 3 ENGINES DESCRIPTION MP GAUGES ET and OP Gauges in Panel Ammeter—12V —2av OP and ET Gauge in Panel MO. MOUNTINGS High Level Bearers LM 100/LH 150—Solid (Loose Bush Flexible (Loose Mountings) Tico Pacs—Solid Mountings Heavy Listatex Mountings High Level Bearers—Hurth Gearbox—Solid (Loose Bushes) Flexible (Loose Mountings) MR RECOMMENDED ON BOARD SPARES D.O.7. Spares List 2500 Hrs Unrestricted Service Spar 5000 Hrs Unrestricted Service Spar Restricted Service Spares List List MS SUNDRIES Marine Paint Finish Primer Paint Finish Operators Parts List and Hand Book—Auxiliary -Propulsion Transfers—State Language Workshop Manual Lister Bronze Plaque Lifeboat Engine Instruction Special Cylinder Head Covers Toolkit Packing Case—Plywood —Soltwood Road Base—Home —Export Sterngear Case Propeller Case MT STERNGEAR Sterngear—13" ai | —1}" dia. MGR2 (6°0" long) + Sterngear Fittings—14"" | Sterngear—1}" dia. MGR3 (4' 6" long) | —1}" dia. MGR3 (6° 0" long) | —1}" dia. MGR3 (4' 6" long) | (ST3 only} 13" dia. MGR3 (6'0" long) | Sterngear Fittings—13", 13° Standard Propelle-—MGR2 \ —MGR3 I Weedless Propeller—MGR2 y (M100/LH150 Standard Propeller-—MGR2 Pilot Bored | MGR2 (4’ 6" long) (ST2 only) (MGR2 on ST3) Page 157STW BUILDS AND ACCESSORIES (Clockwise Rotation) Governor ranges—see Page 45 BUILDS, Build No. 01 Basic engine general purpose for pumps or propulsion unit. Hand start, Flywheel with starter ring, close coupled fan shroud with starter blanking plate, fuel lift pump but no lub. ail filter. Fuel pumps set to ‘No overload.” Variable speed at 2300 rev/min Class 'B’. Build No. 02 50 Hz gen. set, As Build 01 but includes oil filter, Standard fuel pump setting, 1500 rev/min Class A2 Build No. 03 60 Hz gen. set. As Build 02 but governor set at 1800 rev/min Class A2 Build No, 04 Lloyds survey, atherwise as Build 01 No. 05 as Build 02 (STW2 has heavy flywheel} 50 Hz gen. set. Lloyds survey, otherwis Build No. 06 60 Hz gen. set. Lloyds survey, otherwise as Build 03 {STW2 has heavy flywheel). Page 158APPENDIX G STW2 and 3 ENGINES DESCRIPTION MB & MC FLYWHEEL END AND AUXILIARY DRIVES MBA Gearbox—Hurth HBW 10—2:1 Reduction (for STW2) MBD_ —Hurth HBW220—3L 3:1 Reduction (for STW3} MBH. Tailshatt Coupling—Pilot Bored Solid MBJ Jabsco Bilge Pump—with Clutch and Drive MBK —Piping MBL Drive Pulley MBO Forward End Drive—FD107 MBP —FD109 Mpa Shaft Extension—Short MBR —Long MBS —Long Unmachined Shank MBT Flexible Half Coupling—11/16" (17.5mm) Pilot Bore Bu, Split Boss Half Coupling—11/16" (17.5mm) Pilot Bore BV —1"" (25.4mm} Finish Bore mew —1 4 (31.7mm) Finish Bore MBX —1 3/8" (35mm) Finish Bore MBY —1 3" (38.1mm) Finish Bore MBZ 32mm Finish Bore MCA Gearbox—HBW100—2L 2:1 Reduction MCB HBW220—2L 2:1 Reduction (for STW3) mcc —HBW 220—3L 3:1 Reduction {for STW2) MCE Flexible Whole Coupling MD COOLING MDA Water Inlet Kit MDB. Water Discharge Kit mpc Header Tank for Keel Cooling ME STARTING AND BATTERY CHARGING EQUIPMENT MEA Starting Handle—Short (STW2 only) MEB —Long MEC Driving Pulley — Alternator MEE Raised Hand Starting—With Alternator Pulley MEG 12 Elect Start—17 ACR MT. MEH Alternator—12 V ACS ME —24av ACS MEK —Start Panel 12V 17 ACR MT. MEL Extra High R.H.S. MEM As above with Alternator Pulley MEN. Starter Motor—12V MEP. —24yv MES: Bosch Starter Motor Fittings MET Bosch Hydrostart MEU Delco—Remy Starter Motor—Parts for fitting only MEW Battery—12V MEX. 24 MEY Battery Leads—0.91m (3") Page 159APPENDIX G STW2 and 3 ENGINES ACCESSORIES—Marine CODE DESCRIPTION MF FUEL SUPPLY EQUIPMENT MFB Fuel Tank—48 litre/10 gall MJ Fuel Pipes—2.4.m (8') ML —Ficxible a Duplex Fuel Filter MEP Flexible Fuel Connections—Engines with Duplex MG GUARDS MGA Camshaft Guard MGB | —With R.H.S MGC Altemator Drive Guard—with RHS—ACS —) cry, Med —without RH.S.—ACB | STW only MGH —with R.H.S.—17 ACR MT. MGI —without RLH.S.—17 ACR MT MJ PROTECTION DEVICES AND SOLENOIDS MJA OP and ET Switches —Single Stage MJH Magnetic Perception Head | Mk CONTROLS MKA Variable Speed Control—Rod Operated MKB Cable Operated MKC Single Lever Speed and Gearbox Control Miko Morse Control Cable—2.13m (7 ft.) MKE —3.05m (10 it) MIKE 3.96m (13 ft.) MKG Cable Operated Remote Stop—1.82m (6 ft.) MKH Control Lever and Stopping Link only 7 ML LUBRICATION EQUIPMENT — Sump Drain Pump Mee Oil Filter MN EXHAUST EQUPIMENT MNA Exhaust Silencer—Dry MINE Exhaust Pipe—Flexible MING Exhaust Skin Fitting MND Spark Arrestor Silencer MNE Water Injection Bend MNF Wet Exhaust Kit MP GAUGES MPA ET and OP Gauges in Panel MPD ET and OP Gauges in Panel Page 160APPENDIX G STW 2 & 3 ENGINES ACCESSORIES—Marine CODE DESCRIPTION MQ MOUNTINGS mac. Tico Pads—Solid Mountings MOE | High Level Bearers—Hurth Gearbox—Solid (Loose Bushes} mor —Flexible (Loose Mountings) Ms SUNDRIES MSA Marine Paint Finish MSB Primer Paint Finish MSC Operators Parts List and Hand Book (Aux) MSD Operators Parts Lis: and Hand Book (Prop) MSE Transfers—State Language MSE Workshop Manual MSG Lister Bronze Plaque MSH Lifeboat Engine Instruction MSI Special Cylinder Head Covers MSJ Toolkit MSK Packing Case—Plywood MSL —Soitwood msm Road Base—Home MSN —Export MSP. Sternaear Case Miso Propeller Case MSR Treated Packing Case Mss Cold Starting Oil Caps MST Decompressor—Push Lever MT STERNGEAR MTA Sterngear—1}"" dia. MGR2 (4° 6""long) | MTB 14" dia. MGR2 (6'0" long) | (STW 2 only} tc ‘Stemgear Fitings 13" } MT erngear—1""dia. MGR3 (4°6" long) | MTE “1\""dia, MGR (6'0" long) (MGR2 on STW3) Mite —1}""dia. MGRS ("6 Tong) | Mr 13" dia. MGR3 (6 0" Jong) { (STW 3 only) MTH | Sterngear Fittings—14", 19" Page 161Designed and produced by the Technical Publications Department of R. A. Lister & Co. Ltd. 'b 3m 7/84KG sneer SIDDELEY