Not had a Lister in 25 years......

maryalice wrote:Copy of Article please young man.

Maryalice

Gents, can I please request that we do not start copying commercial material. That could get us into trouble as, I'm sure, cranium will confirm. If you want to give or sell a complete periodical to another member that's a different matter.

mattblack wrote:

nickh wrote:

cranium wrote:(snip) Had he known, then surely DWE would have had something about it in an Engine Torque.

Issue 424 July 2009, as you said.

I have that magazine in the back issues I bought on ebay, I'm happy to pass it on to StuartTurnerSteve if it's of interest.

Thanks for the kind offer but I've already bought it. My ABC is also in that issue which is nice.
Sadly it was published when I had my break between 2007 and 2010 so didn't get it when published.

Had a look inside the governor housing today. Also a shot next to the 1/2hp Stuart for comparison.

That double socket needs replacing...

mattblack wrote:That double socket needs replacing...

Technically yes....being around -30KV daily I'm a little less concerned about a cracked socket.

Piston out now, small end was near solid but in good order, just a bit corroded.
I wonder if it ever been run, it's remarkable clean inside with no 2 stroke sludge in the transfer ports or crankcase and no ridge warn into the top of the cylinder. Suppose it could have been cleaned before.

Anyone know Lister's casting number system.

A/B type engines part no's start with letter A, A/B, S, J and also numeric, all the letters have three, four and two digits following some with suffix's.
L, M, K types have similar numbering but there is no comparison between the A/B type for instance A type piston is A213, B type is B213, for K type piston its 3540, M type 5540.
N type and R type use prefix's of N and R, S, aR.

Hope this confuses

Maryalice

The piston looks like TS875 (Two Stroke?)

Wishful thinking whats the N1.

Maryalice

Not sure if its N1, NI or IN. that's the side that faces the flywheel, so away from all the transfer ports and where the piston rings gaps are.

So IN = Inside ?

Possibly.
Back in one lump now, it's a heavy little thing, more so than a Stuart R3.

maryalice wrote:A/B type engines part no's start with letter A, A/B, S, J and also numeric, all the letters have three, four and two digits following some with suffix's.
L, M, K types have similar numbering but there is no comparison between the A/B type for instance A type piston is A213, B type is B213, for K type piston its 3540, M type 5540.
N type and R type use prefix's of N and R, S, aR.

Hope this confuses

Maryalice

Did other bought-in designs such as the G and the air-cooled range acquire Lister numbering or retain that of their originator?

I cant answer that as I dont have spare part manuals for the G type.

Maryalice

Most of the parts for the Lister G in my book begin with a number between 200 and 211 and take the form of eg 210/123.   In the Wisconsin VF manual I have all the parts begin with two letters followed by at least three numbers.
Maybe this helps.

Just realised the G type is a LeRoi derivative, not a Wisconsin which I think is believed to have given rise to the air cooled AB type.

Philip,
Can you give part no's and item description i.e. the piston, conrod etc.

Maryalice

Got the big camera out for some better photos of it build up.

maryalice wrote:I cant answer that as I dont have spare part manuals for the G type.

Maryalice

Now have a copy of the manual and the part no's are different to normal lister part no's almost everthing is 123/456 in format.

Maryalice.

I have a Wisconsin AK which I rebuilt a few years ago, another lad had the Lister ABL which was basically similar but with a smaller bore and a Wico mag instead on the F-M on mine and his con-rod had Wisconsin stamped on it the same as my one. However it may have been a 'bought in' engine by Lister from pre WW2, later Lister made them themselves I believe and the only real difference was the use of BSF threads instead of UNC on the Wisconsins.

Pete.

Progress. I'm frozen but it's going.

I do like a a two stroke. Thank You for sharing.
Andrew

Cracking job! Well done and thanks for the video.

Thanks, I'm fairly pleased with it, I'd like to knock the RPM down a little more, working around 1100rpm atm, they were rated 1/2hp @ 1200rpm from the literature.

Need to repair that water inlet as well, part of it was cracked off and I was hoping it wouldn't leak... sadly not so.

I find this engine very interesting, it's good to hear it running so well. I wondered if the governor set up is as original, or is this something you had to develop and build yourself. I would like to see how the engine performs under load, when the governor should be able to firmly control the engine speed. Thus reducing the minor hunting and four stroking, as all two strokes operating off load tend to do. This is purely a point of interest, certainly not a criticism, of a fascinating engine!

Neil.

Not sure Neil, I would say they would be been supplied complete. On this one the control arm is something I've had to make myself.. I could probably make an Mk3 a bit better now.  It's made from images I have available, and what I had available combined with my lack of skill..... I've tried it with a bit of load and it seems to work OK, probably not the 300w it was designed for.




This is the other 1 (or 2) engines I'm aware of, both missing the carb, I wonder if they are the same engine restored?





From what I understand these never made it into full production, but there is some marketing literature for them. The ones that exist all seem to be the 1/2hp variant.  The red one is rumoured to have been saved from scrap during a storeroom clear out at Lister.





I took a governor spring out today and it has brought it down to a more reasonable 750rpm, bit easier to live with than 1100rpm.



Cheers, Steve