How common are Lister G2s?

I don't think there are too many around these days, they were produced by Lister under licence from the LeRoi Corpn in the USA during WWII and afterwards. Most were generators or pumps IIRC, but there were also versions with gearboxes on which drobe large mixers and stuff like that.

I haven't seen a hopper cooled version but one was made and is shown on the data sheets, as was a rad cooled and a tank cooled variant.

Gaskets can be fabricated except for the head gasket which is a composite copper/asbestos. I don't know if the LeRoi gaskets would fit.

Rings can come from one of two of the suppliers who advertise in the mag's.

Data sheet for the G1/G2 GK1/GK2 on our website in the usual place.

Peter

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Thankyou Peter. I've already seen the data sheets amd very useful too!! Mine is a hopper cooled with reduction box, clutch and cowling. Hoping to get it on a 18" narrow gauge frame so will need, at least, a forward/reverse box to go with it, but that is well into the future!

Forgot to ask, would solid copper sheet, well annealed to soften it do in place?

Bob

Solid copper is commonly used as a substitute/replacement for C/A in head gaskets, though I can't comment on this particular application.

Cheers Tim

Dutton Dry-Dock Traditional & Modern canal craft repairs Vintage diesel engine service

I have to admit that I have never used solid copper on an engine, as the fire ring is missing compared with a normal fabricated gasket, but for the occasional running of an engine it would probably survive longer than us!

I know that copper has been used on low-temp running diesels as well, but they have usually had a matching/interlocking crimp pattern in the head and liner to give a more effective seal.

Worth trying, but do make sure it is well annealed first.

Peter

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Brian Harfield advertises in stationary engine magazine, he makes solid copper gaskets for all engines. He does need either the old gasket to copy the profile or a tracing from the block or head. There were a series of three articles onthe manufacur and annealling process few years ago in SE.

I restored and still have a Lister G1 Hopper cooled (it will be at IF next week). I found that both the head and block mating faces were so distorted that the only way to get a seal was to have the faces machined up. I used a high temperature steam gasket as a head gasket and it is still in there. Picture at

milestones snipped-for-privacy@hotmail.com

I do some work from time to time on a couple of big Kelvin diesels. These used to have copper-asbestos gaskets, & they went to an asbestos substitute. We found that the non-asbestos fibre would gradually 'extrude' out of these & had several gasket failures admittedly after a number of years' running. The more recent gaskets supplied by Kelvins have been solid copper. Gardner L2's were always solid copper. Both these engines use a separate neoprene water seal, I don't know whether that has any bearing on the matter. Apart from that, the Gardner has a flat block and head face. The Kelvin, like most wet-linered engines, has the liner rim just proud of the block face which will help with the sealing, but the head face is dead flat.

Cheers Tim

Dutton Dry-Dock Traditional & Modern canal craft repairs Vintage diesel engine service

You dont look very hard Peter, in the last couple of weeks you have walked pasted one on my drive :-))

Mart> >

Too much other junk there, Martin :-))

Peter

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Have you been secretly speaking to er in doors :-))

Mart> >

I'm sure that your esteemed Lady would have a skip in for your stuff like a shot if she had half a chance! :-))

We've got another skip coming over Easter..... got plenty of space!

Don't forget the W1 carbs and con-rod etc.

Peter

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dont skip them, I will have to detour via yours soon.

Mart> >

I wouldn't chuck those away, just reminding you...

Peter

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hi... I have a Lister G2 but it is in a million pieces, get round to it one day :-0

Rgds bob

To answer your original question Bob, I think they are rather like (say ) Petter PU8 flat twins. There are quite a few about - I've got one - , but you rarely see them exhibited. In their case, they have a well deserved reputation for thirst & this makes them an unpopular companion at events.

Regards,

Kim Siddorn

It all depends on how you run them. My G1 is set to run as slow as possible, it ticks over at a steady 650rpm (rated at 6HP @ 1200rpm). It will only use about 1/2 Gallon in 5 hours running. A G2 will obviously use more but its all relative.

Regards

Andy M

re-reading my posting, I see I've not expressed myself very well. I have a PU8, not a G2. The latter sounds positively abstemious compared with flat twins. Small ones are OK , but the 750 Coventry Victor (for instance) can get through a gallon in a couple of hours on tickover and the PU8 is about the same.

This is probably why so many have seen little use!

Regards,

Kim Siddorn

Diplomacy done, plates spun, fires fought, maidens eaten - well, three out of four ain't bad

"Kim Siddorn" wrote

I think there are quite a few 'Cinderella' engines which have an undeserved reputation for rarity as they spend their lives at the back of the shed while their more glamorous sisters get to go to the rally. I say bring 'em out - variety is the essence of any rally.

Got a PU8 too! would like to find the flex drives and submersible pump that they drove. In fact, with a couple of "S" tanks I could make up a RE water point!