Hi joe. Could you point me in the right direction of your video showing the pump lubrication please. from memory it was on a plate top left if this makes sense. thanks.
Thanks Joe. Got a 6L3B on an ex MOD rail loco at the East Anglian Railway Museum near Colchester which has a leaky pump water seal. Are there any visible marks to show if it's been modified to the new seal from the original carbon ring without taking it to bits? Lot of difference between the cost of an overhaul kit to just buying new seals! Interestingly our 6L3B - and the 8L3B on another loco have greasers fitted to the drive shaft bearing housing which I didn't see on your one, and may have eliminated the problem with your rusted one. 👍
@@tangentgardner Thanks Joe. The greasers on ours are not on the pumps themselves, they are on the conical housing for the drive shaft extension at the pump end. Must admit my immediate thought when I first spotted it leaking was that it was some form of grease seal until I had a closer rummage and read the instructions! The 6L has a more recent history and could have been modified already, but my guess with the 8 is that its original. Keep up the good works. There ain't many of us arounf to keep these icons of our engineering and manufacturing heritage running. Splendid stuff!
Dear Sir I realy enjoy your videos, I have an old army lorry with a AEC 7.7 engine if I was to replace it how difficult is it to find a 5LW & are parts such as pistons & liners easy to get? also what are the pricese like? I am in Manchester many thanks
We all know from our experience, of the huge difference in power that we get from having the mixture set exactly and so we know that this is very sensitive. On most engines we can do this by simply adjusting the fuel delivery until we hear the best pick up in speed and do it to suit each engine. Using this normal technique will give best performance regardless of the condition of the engine & injection system at that time, no matter what. The problem therefore, in this case, is simply finding or understanding, what is or was preventing you from adjusting the fuel delivery.
Bronze trunnion blocks and worn pins in governor weights, sticking governor weight sleeve, the 2 x small ball races in the end of the gov sleeve even a sticky gov spring sleeve will cause that problem. Seen LW pump tops on LXB's and they have a 6mm plunger against the LXB 7.5mm so therefore a lot less fuel with factory setting but engines still ran to its rated high idle.
Hey Joe read the LW manual re setting up injection pump and governor linkage. That idle adjustment buffer stop has no effect on power or max engine speed.
A 30 thou over bore will have a negligible effect on the air-fuel setting - I'd ask what has been replaced & whats been re-adjuste? it could be the new injectors more restrictive or higher pressure shut off though it's more likely to be adjustment
Hi Joe I reckon something was sticking in the governor and twiddling the idle screw freed it off. For a given load the fueling will effectively self compensate since the governor will move the rack until the weights and springs are in equilibrium but a hair more throttle, hence a hair more fuel maybe required to achieve the desired RPM. Increase in displacement unless dramatic will only impact at full load conditions if the fuel system can longer deliver enough fuel to maintain desired RPM i.e you run out of rack travel. Remedy for this would presumably be higher capacity pump elements and / or injector nozzles. I think the previous comment is slightly incorrect presuming lean mixture at low rpm. Displacement is fixed however air flow behaviour is dynamic so at high rpm the mass of air in the combustion chamber will be very different to the mass of air at idle speed despite displacement being a "geometric" constant. I think this why you get a blast of black smoke when opening the throttle quickly, the fuelling increases pretty much instantaneously but the rpm and hence mass of air in the combustion chamber take much longer to build and get the fuel air ratio back where the designer intended. Just my view, I'm no expert either😂. Keep up the good work!
Joe, I think the air/fuel mixture change for increasing the bore is not the problem. Diesel engines have essentially a fixed air intake volume for each revolution as there is no control of the air inlet as used on a petrol engine. The amount of fuel injected varies with the governor setting, thus the air/fuel mixture alters by a large amount between full power and low power (so rack position) and at low power the air fuel ratio is very lean. At full power the ratio should be approaching the ideal ratio between air and fuel. Excess fuel flow would cause smoking but this is more often caused by poor combustion, e.g low compression or defective injectors. I suspect your problem was due to the various throttle/ governor adjustments not being set correctly. The recent adjustment by the owner may give higher power but could be disguising other governor settings that are a bit off. I would recommend setting up the governor as per the Gardner Manual and then trying again.
…most entertaining and enlightening Joe and great to learn from i thank you kindly Through you one is beginning to develop HUGE respect for Gardner… Easy as you go untill the nxt one 🪖
These were reliable engines used in buses and trucks. Great to see it outside of the vehicle. Just for the excitement of it, I would like to see this sort of demonstration on an AEC 590 engine. Nice video.
I Reckon it was Too much Work on Him , It could have been Done Quicker, with Kerosene, I’ve Been at them and Working Gardners for 35 Years they are a Hardy Engine .
5LW. Super machinery, so balanced it doesn't need a vibration damper on the front of the crankshaft. I had one with the 2UC box and reduction gear in my fishing boat. Super smooth, super reliable. Ran like a sewing machine!
I'm not sure. I've been to Argentina and Mozambique. I'm not that fond of foreign travel, really. I feel guilty about the air miles. I try to offset it by riding my bike as much as possible. I am not into tourism at all!
Always a danger with a wet exhaust if it does not start right away and the engine is kept turning over i have seen it happen before where it just ends up pumping sea water back up the wet exhaust line into the engine via the exhaust valve
I drove an erf 8 wheel tanker from cheddar to dalgetes in poole 6lxb with fuller 9 speed,talk about struggle ,it went anyway and back,I've never sweated so much.
Really enjoyed the whole series, i have a mate who has a 6lxb driving a alternator, its in a shed not doing much ,are they getting rare now ?.thanks for the videos
Nice to see one of these again, We had one in our fishing boat, (June Rose) It powered our fishroom refrigeration, our 110v deck lights, the deck wash and also had a trickle charger to keep the batteries charged up. Amazing wee engine.
One if not the best diesel engine ever produced. The LXB series really were the epitome of thermal efficiency, (over 40% ) maximum torque at 1,000rpm and maximum power at 1,850rpm. In addition, legendary reliability, many covering over 1,000,000 miles! Oh, and they look beautiful. It doesn't get much better!
Oh....I'm back in the 1960's in the comfort of a United Automobile Bristol RE, listening to the melodically smooth relaxed Gardner as it cruises the A1 from Newcastle to London Victoria, where it'll be cleaned and refuelled, before heading back through the night to the north east.....where it'll be cleaned, refuelled - and do it all again - day after day, night after night, month after month, year after year, a million miles clocked in five years with ease - and plenty more to come.......all thanks to it's legendary Gardner power!
