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    United Kingdom

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    Mechanical Engineer
  • Boat Name
    The Whippet
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  1. Many thanks for this Martyn, although I'm afraid it leaves me very confused! I'm reasonably confident that the fuel pump shaft is concentric with the opening (see below piccie). Also, both the camshaft and fuel pump bevel gears (which mesh) have 22 teeth, therefore they must have the same PCD, so therefore if I was to use another 22 tooth 'camshaft' gear running off the existing camshaft gear, how is it possible it would go off-centre? Sorry to question this point, but I'm quite keen to understand it before spending any money on a new gear! It's interesting to learn they drove the air start off the fuel pump gear - I must say I was surprised and disappointed when I first removed this cover to find that there wasn't a drive dog already incorporated into this gear! (that would've been too simple!)
  2. I've already bought a pump (23430-1201) which I'm hoping to drive through a one-way clutch https://www.bearingboys.co.uk/Sprag-Clutch-Bearings/CSK30-Budget-Sprag-Clutch-Bearing-without-Keyways-137633-p which will protect the pump from counter rotation
  3. Many thanks for the replies so far! I've contacted Tony Redshaw, and hopefully Richard will see this post I've also contacted Sleeman and Hawken just in case they have some... Frangar - yes, this is just what I'm hoping to do
  4. I just wondered if anyone can help me source the 22 tooth bevel gear fitted to the end of JP camshafts? I'm hoping to mount a jabsco pump where the marine water pump is located (driven off the camshaft gear) and I think the best way to drive it is with another camshaft gear which meshes with the existing. The manual gives '10-2-341' as the part number for the set of three gears, and the actual gear I'm after is stamped '81F34' Many thanks!
  5. Many thanks Martyn - very interesting to clear that up! My Dad bought my engine in the early 80s and was told that it was an auxiliary engine in an IoM ferry (which I therefore assume was its original installation). It was supplied with the copper oil tank and has water cooled exhaust (manifold and silencer) and has the flywheel at the non-pump end. It didn't have the marine gearbox, so it's now running a PRM gearbox. It's very strange to now know that it's been installed in our canal boat for longer than it was in the ferry for!
  6. tommylad

    liner puller

    Thank you for the wise words - I really appreciate your time taken to help With regard to the replacement parts, I was looking to buy them from Stationary Engine Parts - can you suggest if this is a good source for liners and pistons? I'm struggling to find any alternative with a quick web search! I was also hoping to buy the head gaskets from Marine Power Services to avoid the over thick gaskets. One question about the bump check - Is the best practise as per the workshop manual, using some lead to measure the height? If so, I'm not clear on whether the head nuts should be fully torqued to correctly compress the head gasket during the test? I know for a fact that the liners in mine haven't been changed in the last 30 years, and it wouldn't surprise me if the engine is largely undisturbed from original build. My Dad believes that the engine was not cooled with sea water directly - I just hope he's right! Oh, and no worries RLWP, I wasn't intending to jack beneath the liners, I have access to a hollow jack, so can use the method described by Martyn earlier in this thread Part of me is dreading this job due to worries of what I'll find and damage that could be caused from dismantling, but another part of me is really looking forward to learning more about the engine which I've thoroughly enjoyed listening to since I was about 3! (35 now)
  7. I don't think so, as they weren't known as 'JP's in 1931 (either 9/1 or 18/2) but my serial marking includes 'JP2' in it
  8. tommylad

    liner puller

    The issue is, to get JP pistons out you remove the big end cap, push the piston half out the top, and then drive out the gudgeon pin allowing you to pull the piston out the top and drop the con rod out the crankcase. Therefore it isn't possible to dip the piston in hot water. Maybe I'll try just pouring hot water over the piston crown to achieve the same effect! It's not possible to re-fit the liners 90 deg out as there's cut-outs on the lower edge to clear the big ends ? I see your point about the economics of buying new pistons c/w rings. Stationary Engine Parts have aftermarket liners and pistons c/w rings - does anyone know if these are good quality replacements? If anyone has NOS pistons and liners for sale I would be very interested to speak to you!
  9. tommylad

    liner puller

    Cheers Sam, with the availability of liners being quite tricky now I was wondering if it might be possible to re-use them, but I can see this is a long shot. If I was to replace the liners, would it be possible to re-use my existing pistons (but with new rings) or would this be bad practise? I happily have access to a 60 tonne hollow Enerpac jack, so I hope that should shift it! Another question I had was if it's possible to use a plumber's blow torch to heat the pistons for gudgeon pin extraction? The Lister manual says to use toweling soaked in hot water but this sounds quite laborious!
  10. Here's two useful guides (although contradictory!) Neither offer any explanation for what 'E' denotes, however, as I already know my engine to be a semi-marine (intended for a boat, but not the main propulsion engine - mine was a pump for deck washing on an IoM ferry!) I'm therefore assuming E to mean semi-marine. Mine certainly isn't (and hasn't ever had) electric start.
  11. Here's a good one for the JP aficionados... My JP has the following stamping on it: 127JP2ME12 So, by my understanding that makes it the 127th Lister made in the year of manufacture, a 'JP2ME' which I take to be correct as my engine is a semi-marine unit. All good so far... However, I understand the '12' means 1950 + 12 = 1962. This is confusing, as from what I can find online, the JP2 finished production in 1952! Can anyone shed any light on this for me? Maybe they continued manufacturing semi-marine JPs after '52?
  12. tommylad

    liner puller

    Recently discovered that one of the tell-tale drains is wet on my JP2, so I also have the un-enviable task of changing these o-rings! I wonder if someone could advise what the exact outer diameter of the liners is? I'm going to make the extraction tool before I start stripping the engine. I also wonder if anyone knows how likely it would be that my liners would be re-usable after extraction (assuming they're not too worn) or do they suffer much damage from the forces of removal? Pretty confident my engine has never seen salt water, and has had anti-freeze in it for the last 10 years, so I'm really hoping that they're not too bad to get out, but then.... Ta!
  13. Thanks to all on here for information - it all helped us prepare for our trip - hence my post above for others! I'd say with the correct preparation you should go for it - what could possibly go wrong??? ;-) btw - the extremely helpful lock-keeper at Barmby says they've had seals in the Derwent!
  14. Well, having just returned from our voyage round Trent falls I thought it might be useful to share our experience. We have a 48' narrowboat, with a JP2 which pushes us at a max water speed of just below 5 mph, so fighting the current wasn't an option - we had to get there around low water so the ebb carried us down the Trent and the flood pushed us up the Ouse. I did quite a bit of preparation for the trip - bought Sissons charts for both rivers, and also downloaded the latest charts from ABP (really nice to have!) http://www.humber.com/Estuary_Information/Navigating_the_Estuary/Chart_Viewer/ We timed the trip to coincide with a convenient neap tide, which gave us a bit more depth of water round the falls (there was also minimal fresh on the rivers to keep things simple). I also kept a keen eye on the weather forecast beforehand - I quite like XC weather for its focus on wind speeds, but also watched others. They were consistently predicting force 3 NEE which I felt should just be OK. In the event the wind was nowhere near this strong, and the only cavitation we got from windswept waves was above Keadby. We started the day from Torksey, at 05:15 (HW Torksey). It was unfortunate that this was an hour before dawn, as it was quite unpleasant heading out there in the dark. A mist didn't help, which forced us to extinguish our nav lights, as the light simply bounced off the mist and I couldn't see anything! I checked the forecast one last time just before passing Gainsborough, and with the promise of the mist not getting any worse we pressed on using high revs to try and get there on time! (We passed West Stockwith at 08:06 & Keadby at 10:05) Passing Keadby the fun started! The nerves I had in anticipation left me and we just got on with it, keeping to the charts and occasionally plumbing the depth with a 12' boat pole with 1' markers for quickly measuring water depth. Below Burton Stather the river widens considerably, and we needed to follow a transit (keeping two posts in-line) to guide us down the channel. A pair of binoculars were essential for this task, as by the time we left the transit we were 2 miles from one of the posts! Simply aiming for where we wanted to go wouldn't work due to the cross currents. In the event we were 3/4 hour late getting to apex light, so we had to punch the incoming tide, which, happily was very weak. The turn round the light was dead simple and we had plenty of opportunity for photos! We passed from the Trent to the Ouse at 11:45. The passage up the Ouse was unremarkable, except for Howden dyke, where we had to deviate from the charts. Having read the Tuesday night club's blog I was fore-warned that the channel may have moved, and sure enough, when we got there it was clear that we had to cross the river much closer to the downstream side of the M62 bridge than shown in the charts. The minimum depth I recorded with my boat pole was 4' - which at that speed was quite concerning. To fit in with our holiday plans we pressed on to Naburn, arriving at the lock at 18:00. One benefit of going round at low water is that you can be fairly confident of not having to deal with commercial traffic - for us, the only moving craft we saw all day (75 miles!) was a fat boat below Naburn lock. I was very pleased with the trip - basically nothing went wrong and we had an easy passage. The hardest thing was actually going ahead with it when very few people around me thought it was a good idea! Apparently only 5 narrowboats made this trip this year, and very few professionals in the know are willing to volunteer that it's a good idea! In the end I decided that we should go for it, because I have a boat that despite its limitations I can trust, I had 2 other people with me who can both handle the boat and the engine, and the weather forecast was favourable.
  15. oooh - sorry didn't spot that, thanks for the heads-up
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