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Friday, March 30, 2012

Home Brew Diesel Fuel

Home Brew Diesel Fuel

Thursday, March 29, 2012

JON 0.3 cc Rebuild Project

JON 0.3 cc Rebuild Project
Circa 1996

Design History:
Design and produced in the Czech Republic, by J Garcice. There is also a 0.5 cc version of this engine; both engines were sold as glow and diesel configurations.

Design Features:
Front through the shaft induction;
cast iron piston with ball and socket top end connection;
crank shaft supported by plain journal bearing; and
steel cylinder liner 

displacement 0.35 cc;
bore 7.3 mm;
stroke 7.3 mm


This engine was acquired with almost no compression and lots of free play in the internal mechanism: further inspection revealed that the original piston was missing completely and a substitute one installed in it's place

After a difficult and lengthy rebuild project the little JON is back together again: 
At this stage the engine must be turned over by hand after oiling well to work in the parts and have them seat properly before attempting a run 

Using a fuel mixture with extra oil added and a big high pitch propeller mounted we are ready for a test run

This is a time of high stress: will it work; was all the work justified??

He fires readily but tight fit adds up to a lot of hand cranking and adjustments before we get a good run

It's always worth it when we can turn a useless relic into a sweet running rare vintage model diesel engine 

Uploaded by valic000 on Mar 28, 2012
A small engine, but a long repair story!
Lovely little engine from the Czech Republic, designed by J Garcice. I have no info about the year, but I guess arround 1990. It looks to be very well made. Nice castings and all the tiny parts are made with great precision.
When I got the engine, it had almost no compression and a lot play in the connecting rod somewhere. After an examination it was discovered that the internal parts were not all there, I saw that the original piston was not present anymore. I got some info about the original piston. It was same as the COX engines, with a ballend attachment at the top end. As the piston is made from cast iron, the chance it will come off was very high. I made up my mind to change my plans about doing a ball-end connection and made it with a regular wrist-pin setup.
As everything is very small, it was more difficult than with the other engines. With some setbacks I finally managed to get him back in working condition. Many thanks again to John from Australia, for a lot helpful information on this issue. It was a great help. As I must improvise a lot things, it was a long project, but finally we have a runner in the end and that's what counts after all.
Don't want even to think about a repair job to a 0.10 cc diesel!...
Thanks for watching! I hope you enjoyed this story. More stories and diesels on my channel. Valic000
Ratings and coment welcome!


Read all the details of this Rebuild Project

JON 3 Czech Rebuild Project

Table of Contents

ItemTitlePage Number
2Making new connecting rod6
3Making a new piston19
4Setting and securing the wrist pin35
5Lapping the piston37
6Engine assembling38
7Engine running-in procedure39

Wednesday, March 28, 2012

SIM 2 Polish Model Diesel Engine

SIM 2 model diesel engine 2cc
Circa 1950

Design History:
Designed and manufactured in Poland in the 1950's

Design Features:
long stroke;
cast iron piston;
steel cylinder liner;
rear induction;
integral fuel tank; and,
plain journal bearing supported crankshaft

displacement 2.0 cc

Sim 2 is a 2cc Polish model engine from the 1950's the design is typical of other long stroke engines of the period

Fitted with a huge propeller seen below ready for a test run

Easy starting with loads of torque even though the compression of this engine is less than desirable
The sound made by this long stroke engine is music to the ear: almost as good as that made by the classic Dyno; the sound on the video clip does not do justice to the real thing. 

Uploaded by valic000 on Mar 17, 2012
Welcome again for people who visite my channel regularly. Today I will show the rare Polish SIM 2 engine. Of a design concept which is very typical for its time. A long stroke side-port engine. He makes a lovely sound when run. I was really amazed about that: almost exactly like my Dyno replica. The engine is in decent condition, but could use a new crankshaft bearing and piston. As he still runs very well, I decided to wait until later to do this maintenance work.
In Poland there are some engine manufacturers, but not a lot. The Jaskolka and the Super Sokol are know too me, but I am sure that there are more. With great engine building nations and neighbors like the Ukraine who have been making great engines for a very long time why don't they just import more of them?
This engine has a lot similar things with my Letmo 2.5 diesel and Super Atom 1.8cc. but that's not uncommon...as I saw many copies of the Mills and Dynos out there.....copy a successful engine is the fastest way to get a proven concept.
I was lucky with the buy this one, as I said before, its not an easy find. Also very hard to find is any info about the Sim engine: if somebody out there knows more about the Sim engines, it would be nice to send it along.....just a hint! Thanks
I am of course very happy to have him next too my Czech engines.
Many thanks for watching...see you soon, here on my channel


Tuesday, March 27, 2012

JENA 2.0 cc

JENA 2.0 cc
Circa 1960

Design History:
Manufacturer VEB Carl Zeiss, Jena, DDR
Distributed by VEB Carl Zeiss, Jena, DDR
Year of manufacture 1962

Design Features:
engine type diesel 2 stroke;
Short stroke combustion chamber;
steel cylinder liner;
three radial transfers channels and exhaust ports; 

rear induction; and,
crankshaft  supported on inner and outer ball bearing;

displacement 1.97 c.c. (0.120 cu. In.);
bore 13.9 mm. (0.547 in.); and,
stroke 13.0 mm. (0.512 in.)


JENA 2.0cc Blue Head from the 1960's a beautifully made precision Team-Racer
Blue and Black Head versions shown below

Three radial ports clearly shown below
Crankshaft running on two large ball bearings
Very easy starting engine with rear induction via a reed valve but the strange thing is that this particular engine will only run in the counter clockwise direction 
This run was made with an 8X6 inch pusher propeller fitted

Uploaded by valic000 on Mar 20, 2012
This nice engine is almost as old as me, but starts much easier than me in the morning.Maybe I should put some ether in my morning coffee.... ha,ha!..
The Carl Zeiss JENA company has a long tradition of making high precision parts: mostly for the optical industry.Like lenses, microscopes and cameras to name just a few.
They started in the early 50's to make model engines as a sideline. They have the "know how when it comes to precision manufacturing. When I first heard of the JENA diesels, I was sure it was not a very good engine, but as it was in the former DDR,. I have since changed my opinion, because they are in fact made very well. Once I ran the 2,5 cc when the propeller came off: it continued to run for a few seconds without it's propeller; any other diesel engine under those circumstances would have broken it's shaft:, not so with the JENA, .I was very happy that it survived my mistake; an unbelievable experience, as I recall.
JENA made a lot engines, like the famous 1cc with the trumpet intake in front. This engine I will run soon too.
The most interresting engine from JENA is with no doubt the Zeiss Pioneer II from around 1950. They called this engine the "U-Boot", since it really does look like a submarine. This is a very rare and expensive engine.... if found.Maybe they are replicas made....love to have him in my collection!
That's it folks, thanks for dropping in and see you soon! More on my channel Vallic001.


Monday, March 26, 2012

Amco 0.87 cc MK1

Amco 0.87 cc MK1
Circa 1947

Design History:
The Amco 87 was introduced in August of 1947 and was the initial offering from the Anchor Motor Co. of Chester, Cheshire, England.
Eventually there were 3 variants of the engine introduced to market in a relatively short period.

Design Features:
it was a typical long-stroke side-port design of its day;
cast iron piston;
steel cylinder liner with a single transfer channel;
rear induction, and 
integral fuel tank

The engine featured a number of interesting design innovations which can be seen in the observation section photos. The numbers on both the cylinder head and needle valve grip were intended to allow the user to record the best settings for starting and running their particular engine. The compression stop pin could be set in any one of four positions once the correct setting had been found.
The engine cut-off features a spring-loaded plunger which effectively blocks the intake tube on the engine side of the fuel jet, there by starving the engine of its fuel air mixture, as opposed to the common practice of merely cutting off the fuel supply to the jet. When the arm is pulled out and the lever turned at 90 degrees to rest on the outer end of the cut-out mounting, the intake is open and mixture passage is unrestricted. When the timer pulls the lever into the visible slot, the plunger snaps in and stops the engine dead. Quite effectively!

bore of 0.375 inches (9.52mm);
stroke 0.481 inches (12.22mm);
displacement, as the name of the engine suggests, was 0.87cc (0.53 cu inches);
Maximum power 0.0456 BHP at 8,900 rpm; and,
weight 56 grams 

Showing the massive ugly tank which was soldered to the intake tube as received: the brass tank weighed almost as the test of the engine
Non standard replacement fitted to the refurbished threads
 Reference numbers embossed on needle valve help the operator to re-find desired setting
 Reference numbers embossed on cylinder head also  help the operator to re-find desired compression setting
The engine featured a screw-in cylinder despite the fact that there was only one "correct" position for the cylinder when tightened down because of the need to locate the transfer slot in the correct position. This condition was achieved by a combination of trial and error and careful trimming of the seating surface at the top of the crankcase casting, probably while the casting was set up for the screw-cutting operation for the cylinder threads. Once a cylinder-crankcase combination had been established that resulted in the cylinder being in the correct position when tightened down, it was of course essential that the two components remain together for final assembly. To ensure this union, the engine’s serial number was stamped on both the matching cylinder and the crankcase components assuring that the matched set were always assembled together in the final assembly. 
There were 3 variants of this engine: the MK1; MK2 series 1; and MK2 series 2. Basically they are the same engine except for minor changes to the cylinder cooling and the head and the MK2 series2 featured an internal transfer channel 
Pointing out the external transfer channels of the early MK2 engine 

The engine featured here is the MK 1 with it's characteristic external transfer channel
Mounted in the test stand ready for a run

The engine cut-out is unusual. It features a spring-loaded plunger which effectively blocks the intake tube on the engine side of the fuel jet, thus starving the engine of mixture as opposed to only cutting off the fuel supply to the jet; the picture below demonstrates this feature being activated; you can see in the video how effective it is . 

Observations Continued:
Uploaded by valic000 on Mar 16, 2012
Another lovely milestone in the British model engine history. Made in Chester just after the war, a very well made little jewel. by Amco they didn't produce a lot of different engines, but what they made was just simply great workmanship.The later made 3.5cc "finger-biter " which is also written up in this series.
I am really surprised about the finishing touches on this engine. Only the Mills engines may have the same level quality workmanship in my opinion. My engine has no slop or free play what so ever, even a still warm engine, if put on top dead center will hold the compression for several minutes and yet, it feels so free, when turn over by hand. Amazing!
There a are a lot of interesting futures on the little Amco. The needleand compression lever had tiny numbers stamped into the components, so the right settings can be archived. A carburetor shut-off is also mounted. What is also interesting is the fact, that every engine has a number stamped on crankcase and cylinder. As its a screwed cylinder, the position of the transfer channel is very important. The factory selects matched pairs of those parts, and correctly shims the gap between crankcase and cylinder flange, to archive the right position of the port. when this exact position is achieved both matching crankcase and cylinder liner are stamped with the engine's serial number. In its class this is a very lightweight engine.
The only baffling thing is the engines displacement and I haven't got the answer for this, it is the strange size of the engine...almost 0,9 cc: why not 1 cc like the Frog 100 also from 1947 for example; maybe somebody knows the answer?
Well it will remain a mystery to me, but I am happy to have him in my collection. I missed getting one 3 times on E-Bay,...but finally the hunt has a end...only the fuel tank is not present, so I made a better one. The one from brass was almost so heavy as the engine himself!
Thanks for interest, more engines will be posted soon, right here on my channel....vallic001
Till the next time!


Kestrel 1,9 cc diesel aprox 1949

Kestrel 1.9 cc Diesel
Circa 1949

Design History:
The Kestrel was a budget version of 2 cc Falcon designed and developed in England by the "K" Model Engineering Company after the takeover of  the Kemp operation in mid 1948.

Design Features:
Front induction,
bronze bushed crankshaft and big end connecting rod journals;
ball end upper connecting rod to piston connection.

Displacement 1.9 cc


Falcon 2/0 cc Circa 1949

Marketed as a low priced alternative but with features like a ball end connecting rod and a bronze shaft journal it was very good value

Observations Continued:

Nice well made British diesel. The K company made a few nice engines like the Keagel 1cc and the Volture.The Falcon did not have ab easy time, because the competition was fearsome in england in those days. The Elfins and ED engines were selling very well at the time. It was kind of trick to introduce a "new engine"...but it was an old design in a new jacket. People say the Kestrel was made from a lot spare parts that were in the first place made for the Falcon....but the Falcon was not selling as well as was hoped...that's why the Kestrel came on the market. Maybe a second obstacle was the introducing of the 2,5 cc class for competition. So all 2 cc engines were suddenly no longer suitable for serious competition.
I can only spake of my engine...and he is very well made, still with the original piston, no play in the crankshaft, original in great shape...
Thanks for interrest!


This posting is prepared in collaboration with YouTube Channel valic000 Visual material and observations are by valic000