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Post by TonyDunkley on Jan 16, 2018 8:11:38 GMT
I object to that comment. When he posted on CWDF he used incorrect terminology and it took a while to get clarification. As soon as I was sure about what he meant I answered him. Use incorrect terminology and delay clarification and you will not ge the answer you need - that's not BS, it's fact. He is not talking about spill timing, he is talking about phasing the elements although being a relatively "crude" design that may be the way RN do the spill timing. I fully agree with what Tony D said about the topic. The BS I was talking about is what many of the members were more interested in, only adding numbers to their posting account than actuelly helping with real knowledge. I can't help it if you don't agree with that. Peter. I really can't understand why Tony B took umbrage at what you said about the bullshit peddlers on CWDF. You didn't mention or include him in it and you did indicate, quite rightly, that it was 'most' of those who constantly feel compelled to parade their ignorance that your remarks were directed at. I've just had a look through the corresponding 'Spill Timing' thread on there and plenty of the usual culprits are well in evidence smothering the thread with their customary brand of ill-informed tripe. Perhaps we should make a conscious effort on TB to draw more attention to the worst of the outpourings of the resident pillocks on CWDF who in truth have nothing to say, but feel compelled to say it anyway. If nothing else, it would probably be a very effective way of thoroughly annoying and irritating the more objectionable of the CWDF'ers, including the pathetic little cunt that owns the site and his collection of like-minded mods !
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Post by linnet on Jan 16, 2018 10:19:55 GMT
He is not talking about spill timing, he is talking about phasing the elements although being a relatively "crude" design that may be the way RN do the spill timing. This 1920's design was the basis for virtually the same engine, whether produced by any of the companies who have traded under the Russell Newbery name,Β or one of the National Gas and Oil Engine Co. versions of the same basic design andΒ built under licence. It does in fact incorporate 3 separate camshafts within the engine, two housed in the combined cylinder block and crankcase (the 'column', as the makers referred to it) and a third one, referred to as the 'fuel shaft', housed in the timing case and carrying (in the earlier engines) the governor assembly at one end and operating the cooling water circulation pump, the fuel lift pump, and the fuel injection pump via a set of adjustable roller tappets housed in the main timing case casting. Adjustment of the effective lengths of the fuel injection camshaft roller tappets, as distinct from the non-adjustable injection pump element bucket tappets housed within the injection pump body itself, is NOT " the way RN do the spill timing", it is in fact for the sole purpose of setting up the pump phasing and is the first step in setting up the injection timing. However, asΒ I indicated in one of my earlier posts in this thread, neither 'RN' nor 'National' ever advocated the spill cut-off method for setting the injection timing on these D series engines. The works recommended/approved procedure was by alignment of the injection pump body window and bucket tappet lines/marks in relation to an injection/firing mark on the flywheel rim. Looking at the engine from the timing case end, the inlet valve camshaft is housed (lengthways) in the lefthand side of the block, the exhaust valve camshaft is housed (lengthways) in the righthand side of the block, and the 'fuel shaft' is housed transversely, in the upper part of the timing case, and driven via a skew gear on a (rotationally) adjustable hub mounted on, and behind, the exhaust camshaft chainwheel. This design and layout is somewhat unusual in that it results in an 'in line' injection pump minus the usual integral camshaft, or bolt-on cambox housed camshaft as utilized on Gardners (LK, LW, LX, L3, L3B etc) with same CAV or Bryce injection pump body as those found on Nationals and RNs. It also means, of course, that the pump phasing on a National or an RN cannot be set-up other than with the pump installed on the engine, and you will need to amend the advice you gave in your recent post on CWDF - ie - "get the pump to a specialist of checking and adjusting so the phasing & calibration is correct . . . ".
With regard to the possibility of pump element plunger and delivery valve damage resulting from someone messing about with the roller tappet length adjustment, I did warn 'linnet' about this in my initial response to his question, but I'm not at all sure that he understood the point that was being made. In view of him saying the engine is running alright with no apparent problems at present, perhaps we should both repeat that warning, and at the same time emphasize the wisdom of refraining from attempts to fix things that aren't broken, and correctly identifying the fault giving rise to any particular symptom, such as 'knocking, BEFORE getting the spanners out !Β I agree that the 'knock' which prompted him to begin his ill-advised tinkering in the first place would have been attributable to something other than over advanced injection timing, but as the fault, whatever it was, seems to have cleared itself and not returned, he would again be well advised to leave things alone unless and until the fault does recur, and can be correctly identified. Thank you for such an eloborate explanation Tony..like I said I was misinformed 2yrs ago about knock and when I shortened the tappets by 3 flats it did "cure" it..I will take your advice and leave well alone..my original question was because I could not remember whether I had shortened or lengthened them..which has become apparent now.. When I asked on cwf nobody answered and I was sent a message to try on here..I didnt mean to cause any "aggro"..sorry...but I am grateful for your knowledge on the matter
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Post by kris on Jan 16, 2018 10:37:40 GMT
I wouldn't worry about any aggro you've caused, it's pretty normal on here.
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Post by Deleted on Jan 16, 2018 11:54:11 GMT
No it isn't you twat.
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Post by kris on Jan 16, 2018 12:47:59 GMT
As if by magic
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Post by Deleted on Jan 16, 2018 13:43:51 GMT
As far as I can see only Tony B gas got his knickers in a bit of a twist. Put right by Tony D. All looks ok to me.
Tony B, it appears you are safe from the ban hammer on CWDF if you use the words Thunder Boat together. After all Fincher uses it with gay abandon when the mood takes him. Constantly refering to here as 'The other place' is a bit crap and has a hint of not wishing to upset the CWDF elite by mentioning the glorious Thunderboat and all that sail in her. I'd hope that wasn't the case.
I wonder what would happen if you started a thread on CWDF saying:-
Thunderboat, Thunderboat, Thunderboat.
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Post by Deleted on Jan 16, 2018 13:50:26 GMT
Be honest.....you don't really care Rog
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Post by JohnV on Jan 16, 2018 13:56:45 GMT
Be honest.....you don't really care Rog Oh yes he does !!!
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Post by Deleted on Jan 16, 2018 13:58:09 GMT
Be honest.....you don't really care Rog Some of the bits and pieces that have been mentioned on here have pricked my curiosity. Mostly the bum steer Faffer was being given over his 240v electrical system. But as Tony D points out a Rogues gallery filled with the utterly useless inaccurate or near dangerous advice now pedaled by the self appointed experts would prove valuable to those seeking some useful accurate and safe advice Other than that I care not one fig. Although I will admit that too much schadenfreude isn't good for ones soul π¨π¨π¨π’π»π
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Post by Deleted on Jan 16, 2018 13:58:56 GMT
Panto season is over John Rog
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Post by TonyDunkley on Jan 25, 2018 12:41:41 GMT
The CWDF goon show is on the roll again in the parallel thread on injection pump timing for RN and National engines. This morning, someone called ''Billybobbooth'' posted his own set of homespun instructions on how NOT to set-up RN and National injection timing, whilst holding on to a better than evens chance of wrecking the injector pump in the process. To add to general confusion, Tony Brooks has chipped in with his pet theory about the timing shims used under Lister single element injector pumps being only for setting the pump/injection 'phasing', and having nothing to do with injection timing - which in fact IS their sole purpose and function (by timing each pump and cylinder independently of the others, the 'phasing', in effect, looks after itself. I really don't know whether to laugh or weep. Nb. I've mentioned Tony Brooks contribution to the CWDF nonsense by way of expressing my gratitude to him for not bothering to mention me whilst recommending someone wanting repair work on a Lister STW the other day to RLWP, . . as also recommended by Fincher and the others he's had for mugs, . . they've even taken to calling him the 'engine whisperer' now - anyone got a bucket handy ? !
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Post by Deleted on Jan 25, 2018 12:45:57 GMT
Sadly it is the norm on there, and to think Nick thought he'd get better advice from the regulars on a poxy single pot genny!
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Post by Deleted on Jan 25, 2018 13:01:20 GMT
I wonder which single pot generator that is. I'll have to go and have a look.
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Post by Deleted on Jan 25, 2018 13:15:49 GMT
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Post by Deleted on Jan 25, 2018 14:08:37 GMT
I think they have a little tiny Kubota air cooled unit with oil cooled head and an intercooler for sea water cooling so it can be silenced in an acoustic box. Mase do similar with a little Yanmar a/c engine. Not a very durable arrangement imo. The little 3500 were previously branded by mastervolt but they offloaded them (possibly due to brand damage?)
Mind you I think paulsnulife42 had one and was happy with it.
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