Author Topic: DT/SW5 Engines  (Read 2446 times)

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Offline Buzzie

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Re: DT/SW5 Engines
« Reply #50 on: 23 Jan 2019 at 11:55 »
Doug

Those washers look fascinating! It forves the old addage that there is nothing new in this world!

I'm intrigued by the "Absolutely Foolproof" washers which sit on the outboard end of the bolt. Might be the answer to my drive shaft problem .....

Offline Doug

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Re: DT/SW5 Engines
« Reply #51 on: 23 Jan 2019 at 18:42 »
Douglas,

The K29 spares list if for the tall airbox DT, and that does not have the same oiling arrangement as the small airbox type. I have not seen an example with all the original hardware intact, but it does not have the 7/16-20 bolt with the one way valve. Given that a ball and spring are listed with the crankshaft assembly, that is where they must have put the one-way valve on the earlier models. Likely captive under the engine pinion bolt. I believe the 2-3/4hp side-valve models used a similar arrangement.

#5940 Anchor Bush in Crankcase Group. This is the insert that the engine clamp bolts threaded into. Rarely require replacing unless the engine mount has fractured. Note that the insert is clipped by the hole for the crankcase bolts.



#7077 Lock washers for stud (inside case)
#7078 Lock nut for stud (inside case)

These are for the idler stud. It is a bit of an odd arrangement. The nut is scotched on the inside of the case so it cannot turn. The idler stud is threaded into it like a bolt. That in turn has a keep plate to prevent it from unscrewing, so why is the lock washer fitted? I do not recall ever seeing a lock washer still in-situ, so it may be a thing that they stopped doing on the later engines. Or everyone figured they were redundant and omitted them. The term 'lock nut' in this case is a bit of a misnomer. It is not a self-retaining nut but just a plain, thin nut that the idler post threads into. It is not even what I would call a jam nut. I don't know why Douglas did not just thread the bronze insert cast into the case and screw the idler stud into that; after all they did have the keep plate to keep it from coming loose. They seemed to go to a lot of trouble to secure the idler stud! 

Cannot help with the magneto items. Over this side of the pond the original magnetos are long gone from the engine by the time I acquire them!

-Doug


Offline Buzzie

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Re: DT/SW5 Engines
« Reply #52 on: 24 Jan 2019 at 11:16 »
Doug,

Thanks for the comprehansive reply as ever!

As I read the post I realised you had already given me information to the Oil Valve system and the idler stud issues in earlier posts, but I hadnt quite worked it all out. As I understand it now the oil system on my post K29 engine has oil fed by gravity into the internal pump through the oilway in the side of the airbox. Here it is pumped by the internal pump through the oil metering device to the second stage of the pump into the oilway in the timing chest and hence to the crank via the quil. However it was possible to hand pump oil direct to the crank through a second metering device on the tank. This required the oil flow to the crank to be controlled by a bypass valve, so that when the hand pump was operated the oil from it flowed into the crank, and the mechanical pump oil was bypassed to the crankcase. Otherwise the oil from the mechanical pump was directed to the crank. There is no valve arrangemen in the crank

On my engine I dont plan to use the manual pump. So I wont use the bypass valve, but instead plug the hole where it is mounted and plug the oilway where the manual pump was connected to the timing chest. This is to avoid the possibilty of loss of oil pressure due to the bypass valve sticking open.

I certainly should have picked up on the idler gear stud, because you have posted pictures of the stud, and the securing plate, the scotched nut and even sent me a drawing of the keeper plate! But its great to have the part numbers on my parts list linked to these items. It just squares the circle.

My engine #2 has some damage to the crank case around the mounting clamp area. It looks like it may have been adapted to another application. I have put all that to one side for the moment. But I think I may need some achor bushes, or something similar at some point in the future......

Offline eddie

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Re: DT/SW5 Engines
« Reply #53 on: 24 Jan 2019 at 12:15 »
Douglas,
               With the normal oiling system, there is only one oil feed from the tank to the timing chest, so DO NOT plug any of the oilways. You only need to replace bolt 'A' with a blank one that will not let oil back feed through it.

  Eddie.

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #54 on: 24 Jan 2019 at 12:29 »
Eddie

Thank you for that important clarification! Its re assuring to know I have a Guardian Angel watching over me!

On a related point Im still undecided on which oil to use. Would you consider anything else other than Castrol M? Im considering a modern high quality fully synthetic oil......

Douglas

Offline eddie

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Re: DT/SW5 Engines
« Reply #55 on: 24 Jan 2019 at 12:43 »
Douglas,
               I'm a bit of a Luddite who tends to stick to the tried and tested - hence I still use Castrol 'M' in my methanol burning sprint engines. Modern synthetic oils may well be OK, but I have no experience of them to fall back on - and few of us these days, can afford to suffer a serious mishap, engine-wise!

  Regards,
                Eddie.

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #56 on: 24 Jan 2019 at 13:19 »
Hi Eddie

Thanks for that response. You make a reallypowerful point, which has made my decision a lot easier!

I certainly cant afford a catastrophic engine mishap, so as I am intending to use Methanol fuel too, Castrol M it is!

Thank you!

Douglas

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #57 on: 24 Jan 2019 at 15:00 »
Look what the postman just brought!

Two unused spark plugs for my Engine, or at least engine #1. #2 will need somthing special.

Still in their boxes!


Offline Buzzie

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Re: DT/SW5 Engines
« Reply #58 on: 29 Jan 2019 at 22:36 »
As you will have noted a few posts up this thread Ive decided to use Castrol M oil on my dope powered DT Engine , following some powerful comments to stick to the tried and tested.

So thats that I thought, until I tried to buy some! The only reference I could find on line was from a UK distributor who said that it is unavailable in the UK. I did find mention on a Kart suppliers site of litre bottles of "Racing M"  oil, described as a caster based two stroke oil for racing applications. Is this Castrol M, or another oil completely.

Does any one know anything about the current stuation with Castrol M. Can it be bought in other territories? Is there another make of vegetable based oil suitable for dope powered engines such as the DT Douglas engine?

Any comments, information or advice very much appreciated!

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #59 on: 01 Feb 2019 at 10:02 »
Work continues on engine #1. Its now moved to the workshop stage!

The crankcase is all assembled. Avit have arranged to have it inspected by a specialist they have used and who are going to make my head gasket rings. It will then be ready for the rest of the engine to be added.

I have cleaned all the rocker system components including the grease reservoirs and grease nipples, rocker arms, rocker shafts and steel bushes. They seem to be in pretty good condition with minimal play. They also fit snugly in the perches on the cylinder head, which are also in good order. These are all shown in the pic.

The wicks in the rocker shafts which transfer the grease from the reservoirs are missing, so I've made some new ones. I had thought they would run the length of the shaft, but there is a constriction about an inch in, so I assume they stop there and the grease lies in the shaft ready to flow out in between the shaft and the bush. I decided to leave some tails on the wicks so they were immersed into the grease in the reservoirs. I will trim them on assembly.
« Last Edit: 01 Feb 2019 at 11:49 by Buzzie »

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #60 on: 01 Feb 2019 at 11:56 »
pic

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #61 on: 01 Feb 2019 at 12:39 »
Another piece of work ticked off..

Thanks to the help Ive received on here I now understand how the lubrication system, and slowly bit by bit I found the parts of the system that feed the oil into the crankshaft. So now I have assembled it in the timing chest.

The system is fed by a gravity feed from the tank into an oil gallery which is cast into the timing chest. From here it is pumped through a metering device to be pumped a second time into a sprung loaded quil device into the end of the crankshaft. The quill is made of brass and was pictures in an earlier post.

The only part I couldnt find was the spring, but armed with a drawing from Doug I made a copy from a bigger spring of the appropriate diameter and guage of spring wire. Also the leather washer was a bit tatty, and I managed to find a new one on eBay. I left the washer soaking in some R40 oil overnight. I then generously lubricated the oillway and inserted the assembly in it. It was a bit tricky, but I got there in the end. The quil can be pushed in with a finger, and it springs back out nicely as I imagine it should.

I then went on to test the pump. I poured a little bit of R40 into the inlet ports of the pumped. As I turned it over the oil primed the pump and some eventually squirted out of the outlet ports! Im happy that now Ive made a new gasket the pump is ready to be mounted on the timing chest too.

Thanks to Dave for adding the pics to this post for me.

Photos added 2nd Feb 2019 - Dave




« Last Edit: 02 Feb 2019 at 14:05 by Buzzie »

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #62 on: 01 Feb 2019 at 14:59 »
The oil metering device referred to above is mounted on top of the timing chest. It comprises of a feed adjustable by a large metal dial and a drip nozzle, which can be viewed through a large glass window. This enables the operator to adjust the the rate of oil feed by observing the rate of drips from the nozzle.

The device was in filthy condition, and badly stained inside. I couldn't get inside without removing the glass, which was tightly jammed on. So I cleaned it, soaked the rim of the class in WD40 overnight before warming it with a hot air gun and unscrewing it with a pipe wrench.

I then cleaned out the bowl into which the oil drips with a Dremel and wire brush and painted it white before reassembling it, with a light light smearing of grease on the rims' threads.

Pic shows the device in pieces
« Last Edit: 01 Feb 2019 at 21:34 by Buzzie »

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #63 on: 02 Feb 2019 at 15:16 »
You may recall that no sooner had I decided to stick with the tried and tested Castrol M caster oil to lubricate engine #1 than I found it impossible to find supplies. I contacted Castrol through their website. They responded by saying that Castrol M hasn't been made for many years, but recommended Castrol R40 as a suitable replacement.

I replied “I know Castrol M was formulated for use with engines running on Methanol. Will Castrol R40 be suitable for this application? The engine concerned (Dirt Track Douglas 500 twin) runs a total loss lubrication system, so the oil passes through the engine once before dissipating into the atmosphere...”

They replied “Yes R40 is suitable. It is used widely in similar applications such as Speedway JAP engines, Go Karts and RC models “

Im a little bit unsettled that I cant use the proven Castrol M, but there isn't any, so that's it. So I dug a can of R40 out of the garage and am using it to assemble the engine with. I plan to continue to use it for the series of pre start up tests I have planned. I will try to find fresh supplies before I use the engine in anger.

« Last Edit: 02 Feb 2019 at 15:45 by Dave »

Offline Buzzie

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Re: DT/SW5 Engines
« Reply #64 on: 13 Feb 2019 at 11:35 »
Things have been a bit quiet on the DT engine element of the Buzzie Project. This is because I'm waiting for some parts to arrive before final assembly can begin. So I decided to take advantage of this interegnum to take a short break from the engine and turn my mind to some of the issues I face with the Buzzie chassis.

However I have cleaned and prepared all the parts that I have to hand, and made all the gaskets I need to reassemble the engine. Apart from the headgaskets of course..... I havent managed to get the engine infront of the chap who is going to make them for me yet, and I cant reassemble the heads and valve gear until he's measured the grooves in the heads and cylinder barrels. Obviously I need the head gaskets themselves to do the final assembly of the engine, but I plan to use some card gaskets to enable me to do a dry assembly and set up the valve gear and engine timing. In fact I imagine three stages of assembly. The first stage will be to assemble the bottom end so the engine can turn over and I can test and fettle the lubrication system. The trial head assemby  stage two, and then of course stage three the final assembly to test compression and get the engine started!! So easy to say lol!

One thing that has moved on is the Magneto. I had an almost complete BTH Magneto which came with Engine #2, and it even prodced a spark, which I discovered when I gave myself a shock turning it over! However I dont want to be battling with a marginal mag when I put the engine in Buzzie, so I decided to have it refurbished. Unfortunately Paul at APL was unable to take new work on, so I had to look elsewhere. Tony Cooper in Halesowen is well recommended on local vintage bike forums, so I sent my magneto to him. He was easy to deal with, he stripped the mag and replaced some worn bits, rewound the armature and remagnetised it. He didnt do any uneccesary work and the cost was reasonable. I got it back in about three weeks. However I havent eaten the pudding yet to prove the work, but I am pretty confident it will be up to the job. I will attach some pics below.

I cant go much further yet, but Ive just received a card from the post office asking for the customs money on a parcel from abroad. It could be the hardware I need from the US, or it could be some spare domed top pistons from Canada. The parcel will be delivered on Saturday, so if its the hardware then I'll be off again!


Offline Buzzie

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Re: DT/SW5 Engines
« Reply #65 on: 13 Feb 2019 at 11:48 »
Magneto Pic1


Offline Buzzie

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Re: DT/SW5 Engines
« Reply #66 on: 13 Feb 2019 at 11:49 »
Mag pic 2


Offline Buzzie

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Re: DT/SW5 Engines
« Reply #67 on: 16 Feb 2019 at 09:37 »
Things are starting to happen again! The parcel which I had to pay duty on ealier in the week turned out to be the pistons from Canada. These are a well used pair of pent top pistons without rings which I will put to one side ready to either act as spares for Engine #1, or as an option to go in Engine #2 when it is eventually built.

I attach a couple of pics of the pistons that have just arrived, and one of the other spare pistons I have, which is similar to the ones fitted in Engine #1. It is clear that they are different patterns. The latest arrivals are more "Chiseled" in appearance, whereas the others have a more curved pocket to accomodate the valves as they open. That they are different isnt surprising. There are mentions of all sorts of different compression ratios for DT5 and SW5 engines in contemporary documents.

The other piece of news is that when the postie brought the pistons, he also left a card asking me to pay some duty on another parcel, hopefully that will be the hardware! I managed to intercept the postman later on his round, and the parcel is ready for collection in their depot in Swadlincote. So all being well I'll have the bits later today :-)
« Last Edit: 16 Feb 2019 at 09:52 by Buzzie »

 

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