After Market parts

While the Listeroid is generally a good, solid engine there are a few aftermarket upgrades that we have developed over the years.  These items address such issues as the out-of-true idler bolt hole resulting in excess backlash and the inefficient drip oiling of the big end bearing shell.  These items have been produced to exacting specs and are intended to make your engine run longer between necessary maintenance.

Bronze idler gears:

Because of the backlash issues in these engines we now install bronze idler gears as standard in every engine we sell.  Others out there do not have this simple upgrade which helps prevent serious damage to the gear train if a failure occurs.  The reasoning is that bronze, being the “softer” metal, will break first and the pieces will most likely just fall harmlessly into the sump.  If a cast idler is being used these hard pieces can fly around inside the engine, causing significant damage and possibly get lodged in the cam gear causing breakage there.  It is much easier to replace an idler that a cam gear.

Offset Idler bolt:

The Listeroid engine has a know issue in the placement of the idler bolt hole.  It is generally a few thou out and while this does not seem like much the result is excess play in the gear train area, which causes premature wear.  Eventually this will result in the idler gear failing (if you have a bronze idler installed) or a possible catastrophic gear train failure in which the broken bits from the idler gear fly around and also break the camshaft gear.

Plain big end shell bearings:

In a standard Listeroid set-up, oil gets to the big end bearings via two holes in the top of the crankshaft big end bearing piece.  The oil drips down these holes, through corresponding holes in the top shell bearing and into the bearing itself.  There are two problems here:

1. If there is any contamination in the oil at all, it will eventually work its way into the bearing through this drip feed system.
2. We have demonstrated that the holes and oil grooves in the standard top shell bearing actually break up the “oil wedge” that protects the crankshaft and bearing from coming into contact with one another at the precise time when there is the most pressure on the bearing – at top dead centre. 

The plain bearing, mated to a hollow dipper (see below) solves this problem by blocking off the top drip holes and instead oiling the bearing by forcing oil up through the bottom shell via the hollow dipper.  See the photographs attached as an example of a plain bearing with around 10,000 hours on it – virtually no wear at all.

Please note that these plain bearing MUST be used with the hollow dipper listed below.

Hollow dipper:

This item directly replaces the stock dipper and is available in 2” and 3” lengths for engine with and without a dropped sump.  The action of the crankshaft forces oil up through the dipper into the bottom shell bearing as the dipper passes through the oil reservoir in the sump.

For Offset idler bolts and hollow dipper in the U.S., please contact Dave Hyatt at xyzer@aol.com.

For all other items, or offset bolts and hollow dippers in Canada, please contact John@woodnstuff.ca    
  

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