Has anyone checked into the Lovson Air compressor based upon the 6/1? Was curious about pricing.
Link to it: http://www.slowspeedengine.com/air_commpressor.html
now if there was a GM90 version, I've be very tempted. :)
I believe it is a GM-90 version.
Henry
I thought only sya-jet made the GM90, or are they all doing it ? And conversion to engine just needs fuel system, new cam w/governor ?
More manufactures are starting to make a GM-90. I guess they finally figured out they are pretty good after all :).
Henry
Is Satyajeet not the principal maker of the castings and parts? They seem to claim more along this line on their website. Maybe Lovson is a rebadger or perhaps an assembler? Satyajeet also sells a standard listeroid clone but do they assemble it themselves or forward units from someone else?
For a compressor the GM/90 type or standard size listeroid would only need to leave off the injector pump and swap on a compressor head. The GM/90 type could also leave the whole camshaft and timing gears off since the lube pump is crankshaft driven.
Has anyone messed with them enough to know whether they have cured the idler gear and excess gear lash problem?
Veggie might know the answer who does the castings and major parts for the GM-90 manufactures.
About idler gears, GM-90's do not have problems like the Listeroids. The gears have finer and wider cut teeth. I have not heard of one failing. Mike Monteth sold at least a couple hundred and I ask him that question less than a month ago.
When I looked in the GM-90 I had I noticed the differance of the gears. And all I can say is they look much better than a listeroid setup. Yes they have much less gear lash. The reason is the finer cut gears and there is more tooth contact.
Henry
Yes, Satyajeet is the mfr. of the GM90.
However, I think it's Lovson (who also sell the GM90) that inovated and converted it to a compressor.
Satyajeet does not offer the compressor as far as I know.
veggie
So if I imported like 10 air compressors I could sell them to my compressor-less diesel friends you think? The GM-90 on Ebay brought over 2K yesterday. Does a person simply contact the Indian Companys via Email and say Hey I wanna buy some compressors? I am old school seems like a funky way to do business across oceans.
I think this is Lovson's version of the mini, model LG . Too bad we canna get.
http://www.slowspeedengine.com/engines_lg.htm
Quote from: Crofter on June 30, 2010, 04:52:57 PM
For a compressor the GM/90 type or standard size listeroid would only need to leave off the injector pump and swap on a compressor head. The GM/90 type could also leave the whole camshaft and timing gears off since the lube pump is crankshaft driven.
Yikes, if I ever needed to use the compressor to burn diesel, I'd have to install all that, instead of just a fuel pump. Do the leave the injector in as a plug?
The kit of parts to convert the compressor to an engine seemed quite pricey but it did not include a detailed list. Purely an assumption but the head most likely should be multiple reed or flap valves and the head assembly is the heart of what makes it a compressor. If they were converting an existing engine they might not physically remove the camshaft and gear train, but a ground up assembly as a dedicated compressor could be minus a lot of parts essential to make it into an engine. I wouldnt buy a sea container of compressors without being sure; even if some of the first conversions had all their internals intact, the next rendition might not!
There are no reeds in the Lovson air compressor. It has regular valves. :)
Quote from them today, prices are each, quantity of ten. Parts kit for conversion wasnt asked for but quoted, LOL
AIR COMPRESSOR .
RATE : US$820.00 PER UNIT FOB INDIAN PORT
COST OF kit to rebuild it as engine
RATE : US$140.00 PER KIT FOB INDIAN PORT
COMPLETE KIT CONSIST OF FOLLOWING:
QTY ITEM(s)
1 NO WATER PIPE ELBOW SET
1 NO GOVERNOR SPRING SET
1 NO FLYWHEEL KEY
1 NO TOOL KIT (SPANNER SET ONLY)
1 NO FUEL PUMP
1 NO NOZZLE
1 SET IDLER GEAR set (PIN,NUT,STUD & WASHER)
There you go.
And Lovson also throws in a CD that shows how to do the conversion.
yes and seeing how they remove a flywheel gib key and have the flywheel on the floor in under 60 seconds, using no specialized
puller is worth the price of admission.
bob g
Quote from: hwew on July 01, 2010, 07:55:20 PM
There are no reeds in the Lovson air compressor. It has regular valves. :)
Regular as in the camshaft operated engine version? If there is no idler gear the camshaft doesnt turn. I can see how a weakened intake spring would allow the intake to open every down stroke but the exhaust valve would only be forced tighter against its seat when it should discharge. I would like to see a blow up of the head as it functions in compressor mode. Surely it must be discharging every up stroke.
No need for a camshaft to rotate in the compressor. That is why there is no idler gear installed.
From what you have written you figured out how it works.
Yes the air compressor is a 2-stroke design. Both intake and exhaust valves draw in air on the down stroke. On compression stroke the air is pushed through the check valve in the head and than air is forced to a storage tank.
Pretty simple. And also pretty simple to convert.
air is drawn into the cylinder through both the intake and exhaust valve, on each down stroke, and pushed out the
checkvalve that is in place of the injector.
its a very simple conversion from air compressor back to engine, and visa versa
bob g
Ok. Don't think I don't get it.
But if you're looking for an air compressor why on earth would you want those flywheels for other than a sexual thing?
Casey
Yep, the injector body port hole should do for the discharge. I drew a blank there! Now I wonder what is done to reduce valve spring pressure so they can open on demand? The standard spring pressure would be a bit much wouldnt it?
$140. is not bad at all for the conversion kit considering it includes injector pump and injector. I though it was considerably more.
my understanding is the valve use dual springs, and inner and an outer on the engines
and only the inner on the air compressor, so you just add the outerr springs to convert to
engine use.
pretty simple really.
bob g
Thanks Bob; slowly getting the picture! Now since the governor is not turning what governor springs are referred to? And the flywheel key? Is there some manner of centrifugal unloader and mechanical pressure regulator?
Wouldnt it be neat to see a matched pair set up, one as engine driving the other as a compressor.
I think the driving engine would appreciate the flywheels on the compressor not just for sex appeal.
Has anyone built or operated a listeroid air compressor on the 6/1 platform? I'd be interested in knowing what speed you're operating at (I.e. RPM) and what you find to be a reasoable HP rating to drive it. Reading the LOVSON specifications, they recommend a 10 HP prime mover. I wonder if a listeroid 6/1 diesel running at 650 RPM might turn a listeroid air compressor running at say 400 RPM. I suspect that anything less than 400 RPM would not provide sufficient splash lubrication even with the piston oil pump.
I can see the value is having a long life air compressor with an existing shelf full of parts. Like make listeroid owners, I've accumlated my fair share of spares. OK, web surfing I can buy a Harbor Freight & Tool two stage air compressor for around $600 but I do not have a shelf full of parts nor experience with the compressor for the rebuild. Thinking about it, I really wonder how well a listeroid air compressor driven via an existing listeroid diesel might preform. Who has built one or knows of someone who has?
Has anyone actually checked into the feasibility of getting some of these to the USA? Maybe we could get together enough buyers to make a container load. I would take 3 or 4 myself. Is there any other interest?
Lots of interest. ;D
Little cash. :'(
Ron
If ten can be bought for the earlier quoted price, I would be interested in arranging some sort of group buy, to my nearest port in Portland, OR. Is there enough interest to bring ten of these things into the country? I'll take two. They would be significantly cheaper than what Central Maine wants. I might be willing to take on a small inventory of parts and a few spare engines to further reduce the price per unit.
Seems to be a good EPA loophole for now...but how long will it last?
rm /
Thanks for that info, deeiche. Do you want in on the group buy? It looks like $1580 delivered to the west coast. I just inquired about 10 sets, so we'll see if there is any quantity discount. Of course, the shipping per unit ought to be less, too.
I will commit to 2 units.
Injin man is in for 1 unit.
BioHazard is in for 1 unit.
If anyone wants to tentatively commit, post here.
You fellows do realize that unloading, warehousing and loading fees plus duties and customs inspection fees are going to be added to this?The teamsters will be involved, unfortunately. below is an email I received last year when I did a little research. This was for Charleston SC.( much closer to me.)
Ron
Our charges, based on our conversation,
single entry bond (minimum) $45.00, customs clearance $150.00, import taxes on engine parts (based on value of cargo) ?, In & out fee at de-consolidation warehouse (estimated $3.25 per 100 lbs).
Ask your supplier in India to issue "Express Bills of Lading or Waybills" , if they do this they can simpley e-mail or fax us the documents.
If they issue "original bills of lading", then they will have to courier the originals to the USA and we will in turn have to courier the originals to the S.S. line to claim the cargo.
The documents we need to clear customs we will need a commerical invoice / packing slip and ocean bill of lading.
Please let us know if we can be of further assistance.
David Holst
Access Worldwide
Customs Brokers & Freight Forwarders
5264B International Blvd., Suite 210
North Charleston, S.C. 29418
Phone: 843/724.3434
Fax: 843/724.3435
Email- dholst@access-worldwide.com
www.access-worldwide.com
Yeah, there's a bunch of other crap you have to deal with when the box lands...I've dealt with that a few times before. (and learned the hard way) The shipping cost turns into peanuts per unit though. The local shipment within the US to it's final home will probably cost more.
Did you know that Hamworthy made a nice little air-compressor out of a 2 cylinder Lister? They basically set up one cylinder to power the thing on diesel and the second cylinder for compressing air. This has been proven technology in marine applications for decades. Compressed air starting has long been common in many marine propulsion engines. I have a few of the Hamworthy/Listers around in our stocks and might play a bit with this to see how much modification was actually done to make this work. Anyone interested?
dieselgman
gsj@gci.net
Quote from: dieselgman on January 22, 2011, 09:10:19 PM
Did you know that Hamworthy made a nice little air-compressor out of a 2 cylinder Lister? They basically set up one cylinder to power the thing on diesel and the second cylinder for compressing air. This has been proven technology in marine applications for decades. Compressed air starting has long been common in many marine propulsion engines. I have a few of the Hamworthy/Listers around in our stocks and might play a bit with this to see how much modification was actually done to make this work. Anyone interested?
dieselgman
gsj@gci.net
It's interesting you say that, I was just thinking about a twin lister engine/air compressor earlier today. I know it's relatively common with some gas engines but I've never seen a diesel. I would be definately curious how they were "officially" converted...
Yep, I thought them fairly interesting. We buy up old Lister originals from the ship-breakers in India, sometimes get some pretty good stuff. I will be checking these out and will try and post some pictures and details once we get into those units. They are based on the venerable ST2 diesel - same exact footprint, horsepower equal to a single at 1200 rpm.
dieselgman
Diesel Electric
rm /
Those guys can be pretty difficult to work with, we usually flash a lot of cash and have our local guys pushing through the usual layers of intermediate people involved. Most deals are spur of the moment kinds of things. It is possible to buy some pretty nice equipment there, especially off of the lifeboats and that tends to be the best equipment they have available.
dieselgman
Diesel Electric
rm /
How recent? If the STW units were on lifeboats, we could be interested. Otherwise they can be ruined from the inside because of corrosion - sea-water cooling can be brutal over time.
Dieselgman
Diesel Electric
rm /
W should mean water cooled, not air cooled.
Scott R.
Right, the W designation in any of the Lister model numbers usually means water cooled. The STW uses the same block/pistons/displacement as the air-cooled counterpart but has a water jacket around the jugs and heads as well as water pump and sometimes a water-cooled exhaust manifold.
Dieselgman
Diesel Electric
rm /
[/quote]
I was looking at BUKH DV20 and DV29 2 cylinder life boat engines from the Indian ship-breakers. I realize they were sea water cooled, but because they were life boat engines they spent little time in water. The prices I was quoted were pretty high, probably because I was looking at only a couple.
[/quote]
The BUKH diesel is a pretty expensive engine as new. On the other hand they are allmost impossible to kill.
http://www.bukh.dk/
In the 50's and 60's Bukh also manufactured a range of different tractors from ranging fron a two cyl 30hp to a 90hp six cyl. Perhaps you could find a tracktor engine instead.
rm /
I forgot to mention, that the Bukh diesel i manufactured by Callesen Diesel, Who also is a manufacturer of medium sized ship engines.
http://www.youtube.com/watch?v=acZ6WIicVKI
rm /