Thanks for your Comment Mick, hope this video made it a less scary task of bleeding these engines, Agreed there is alot of undoing and redoing nuts n bolts ect. TVDC

@@VintageDieselCenter No fuel reaches the injectors: I think because the rack is stuck. I think it's stuck mechanically rather than by gunk in the pumps. I'll find an exploded diagram and work it out from there. It's a generator so the speed of the motor would be constant (there's no accelerator as such).

Hi ​@mickwilcox1216 If your getting no fuel to the injections check the position of the engine stop control, if your generator is a start o matic unit the stop solenoid can get stuck in the shutdown position and cause an issue as it forces the fuel rack to the stop position, I'd first check and disconnect the linkage if fitted, then, put a large screwdriver behind the rack towards the front of the engine connecting to the generator unit and see if the rack moves at all, if it doesn't move then you most likely have a seized fuel pump. TVDC

@@VintageDieselCenter Many thanks - I'll go out and brave the weather and have a look! The rack's stuck to the right looking at the fuel pumps.

@mickwilcox1216 If it's stuck to the right then it's in the shutdown position, try levering it too the left a tiny bit and it should free up. TVDC

The SR1C is a standard SR Series engine, The workshop manual is easily located when doing a google search for Lister SR workshop manual, Or if you would like I can Email you a copy of the workshop manual I have in PDF format. Cheers TVDC

@RahmanBaloch-e9f nope this is not an LH 150 it is infact an SL3 gearbox thay was produced before the LM 100 which was produced before the LH 150 and LH 500 gearboxes.

Fine matey, extremely busy here at the moment.

@@VintageDieselCenter good stuff! Thank you for responding! Was getting worried!

Open up the fuel pump cover and check if the fuel control rack on the two injection pumps move fully from left to right, if it doesn't move then both pumps will need removing and be reconditioned by a professional injection pump engineer, I would recommend using Chris at CJ diesel injection specialists based in Shepperton UK for all things Lister injection equipment related enquiries.

Hi, Tks for the reply. I found out that there is an idle spring fitting on my engine fuel pump #2. which is working against the governor forces, which is why the governor cannot control. I your video #2 fuel pump does not have that idle spring. Maybe that the problem is. I need some information about it, drawing or something, before dive into it. I am from India.

1:04 🎉

@@PabloRiveroNuñez 180 Bar

She certainly is. A credit to her builder. Sadly not my engine but hopefully add it to the collection at some point.

Those two holes are for cold starting Oil primers. You measure a small amount of diesel to be put in a plunger that screws into the inlet manifolds and gives the engine a small shot of diesel to aid cold starting. Normally these will be blacked off with a 1/2in setscrew. LDW

hi , thanks for the feedback , i was very concerned as i have just purchased the truck and although it starts and runs ok the open holes were a worry , are they supposed to be capped with rubber grommets ?

@jimclarke6129 If the cold starting plungers are not fitted then these two holes can be blanked off with rubber grommets that can be found in the gasket kits from Sleeman and Hawkins Ltd. There should also be a 1/2" setscrew fitted to stop any dust or debris getting into the manifold. LDW

hi , thank you very much for your help

hi , do you have a link to find the setscrews ?

Honestly depends on some major factors. What oil are you using. What pressure are you seeing on your gauge. Did this happen recently or has it been an issue for a while? Most issues of seeing high pressure can be faulty sender or gauge, either a sender wire shorts out or the sender fails completely. Other more serious issues can be from the Presure release valve that regulates the engines oil pressure. For a BMC 1.5l and 1.8l the normal operating range is 45lb to 55lb, on a worn engine I'd expect to see 25lb at the lowest. LDW

@@VintageDieselCenter it's a strange situation, it was all working fine then I changed the head gasket. I threw some cheap oil I had lying round in just to make sure everything was working on before I bought some good stuff then all of a sudden the engine was working but the oil pressure was sky high. During the job I changed the oil filter also. I'm 99 percent sure I but the gasket on correctly but I used a product called blue mylomar as a gasket Sealant and I'm worried maybe it's blocked the oil channels. I'm just trying to think of everything I can before I take the head of I'm not sure which oil I used I can't gain access to the boat until January the 5th when I'm back from my Christmas holidays

@@VintageDieselCenter if the oil channel between the head and the block is fouled with blue mylomar then is there any chance of my somehow poking a bit of wire down to unblock it? Blue mylomar doesn't set

@user-vj4ru3le8o Firstly James, you should NOT need to use any gasket compound between the cylinder head and the main block, the head gasket on a 1.5 and 1.8 is of a composite construction and does not require any additional sealant to be used. Remove the head and replace the gasket again without sealant. The oil passage is most likely blocked up and will possibly require the rocker arm assembly to be dismantled and throughly cleaned out. However this does not explain why your seeing high oil pressure as the PVR valve would open to compensate for this, I would suggest removing the pressure sender and attach a mechanical oil pressure gauge for a true pressure reading. LDW

@@VintageDieselCenter thank you for the advice it's much appreciated. I will order and oil pressure kit. Do you happen to know where on the engine I should connect it and what size connector I need? Many thanks again

The SW2 marine engines I build are retailing for £6570 gbp with marine gearbox.

I have many engines in stock. What are you looking for.