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Lister HR Series;

A versatile and robust workhorse of an engine in production for around 20 years from 1969 and with considerable numbers still earning their keep today. Avaialble in two, three, four and six cylinder versions, power outputs ranged from 30HP to just over 100HP Over a long production run there were a large number of build options, so if at all possible, always have the engine number when ordering. Standard rotation for all versions is anti-clockwise, but two and three cylinder versions were available in a clockwise rotation build. When looking at any Lister engine, rotation is defined by which way the flywheel runs when it is viewed from the flywheel end of the engine. Clockwise versions may have the letter 'C' after the engine type n the number plate (e.g. 'HR3C). If ordering parts remember to say if your unit is clocwise rotation as some components obviously differ.
Two and three cylinder units utilise a flywheel cooling fan arrangement, while fours and sixes have a belt driven fan,

Below are listed some useful tips on what to look for when ordering some of the more common pieces for your HR. If you think we have missed something useful, or got something wrong, please email and let us know. We welcome any suggestions for improving the usefulness of this page.

Lister HR Parts Availability:

Routine Service Items -- 100% availability. If ordering, please note the following first:

Oil Filter. Just one type -- as easy as it gets, but please specify if four or six cylinder as they use a larger element.
If you have the turbocha\rged version, don't forget the oil feed to the turbo has its own, different filter.

Fuel Filter. Just one pattern of fuel filter used on the HR range.
Metal body filter element, sandwiched between a filter head and lower bowl section, secured by a single central bolt from the top.

Air Filter There are several different air filter sizes used on the HR series, divided between the 'pancake' type filter element and cylindrical elements. If you can see a part number on the existing element, that will do fine. If not, for pancake types please advise outside diameter, inside diameter and height (of the element, not the housing). For cylindrical types, diameter and length, plus inside diameter at each end of the element. Some heavy duty applications may have an inner and outer cylindrical element. Oil bath filters were widely fitted and providing they are not rusty or shedding fragments may be cleaned and re-used. Marine application units may not have an air filter at all.

External Components --- Near 100% availability.

Alternator / Dynamo
Older HR models were fitted with a dynamo charging system, which then gave way to an alternator. We are able to supply replacement dynamo system parts, but given the expense and relative unreliability and low output it really is worth thinking about converting to an alternator system. Differing patterns of alternators were used over time and a photo is helpful if you want a replacement. Please specify 12 volt or 24 volt. Marine units may be insulated return; if this is important to your application, please mention it when enquiring.

Drive Belts If you are unable to see any numbers on the existing belt, please advise inside length of the belt and the width of the belt. We have seen numerous different pulleys fitted to HR series and it is important to ensure the belt does not ground out in the bottom of the groove.

Clutch / Couplings   HR series used for propulsion (e.g. dumpers) will have a conventional automotive pattern clutch assembly. In theory there is just one size used, but we always suggest confirming size before ordering as the plant manufacturer may have chosen a different specification. We are hearing reports that some currently supplied carbon face thrust bearings are failing prematurely due to suspect origin / quality; we are able to offer a roller bearing alternative if preferred.
Couplings: Numerous patterns of coupling have been used and generally supply is not a problem. A photo is handy if you are not sure what type you have.

Starter Motors Relatively expensive but available. The only problem unit is the 24 volt motor for clockwise rotation engines; this is quite scarce. In all cases expect a substantial surcharge if you don't have an exchange unit to return. If you are looking at getting your motor repaired locally, be sure to give the repairer the full set of numbers off the motor case; many starter motor repairers won't work on these units. Marine units may be insulated return; if this is important to your application, please mention it when enquiring.

Solenoid and protection devices. Over time there have been a large variety of sensors, switches and other equipment used on the HR series. Some may still be available, some will not. Please check for any numbers you can find on existing iterms and preferably supply a photo.
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Fuel Injectors   Brand new injectors are becoming thinner on the ground but injector rebuild items are not a problem.

Fuel Injection Pumps    No supply issues. If you're not sure what you are doing with these pumps, the job is best left to a person with suitable experience, as removal and refitting inevitably involves checking both the injection timing and balance between pumps. (2 and 3 cylinder models)
Four and six cylinder versions use an externally mounted pump assembly; there are two in line types (by manufacturer) and a DPA type. Although there are only three basic pumps, there are numerous variants of those pumps so if ordering it is worth making a note of all the numbers on the pump ID plate. If the specific variant is not available there is usually little problem in having your own unit rebuilt.
Fuel Lift Pump Readily available. Specify how many cylinders when ordering.

Cooling Fan(4 and 6 cyl.) Becoming scarce and expensive if available. If you have issues with your existing unit we are happy to look at refurbishing it, or supply appropriate bearings.

Raised Hand Start Limited availability of sprocket assemblies but repair parts available. Chain; readily available.

Gaskets and Joints 100% availabilty; sets or individually.

Internal Components

Good, but not 100% availability. Unless your engine has been refurbished before you are not likely to need anything that is hard to come by. One problem area you may face is that of a cracked cylinder head. It is not endemic problem, but it is not unknown. Typically, where there is a crack, it will be a hairline across from the nozzle aperture. Extreme (and relatively rare) cases will see cracks running behind the valve seats and / or through the injector seat area. If only at the hairline stage, we are able to offer a repair service. New cylinder heads are relatively scarce and expensive. Items peculiar to four and six cylinder versions may be more problematic; fortunately, pistons and bearings are common actoss the range, with the exception of turbo version pistons. Best advice is to ask before starting work on a four or six cylinder.

Complete Engines
New engines long unobtainable. We carry a good selection of core units and will often be able to offer a rebuilt exchange engine to meet your specification. We sometimes have good used engines available.

Top Tip !
The HR is a strong and very reliable engine but there are two things to keep an eye out for as they get older. First -- ensure there is a good cooling air flow around the cylinders, particularly if the engine either works in a dusty environment and / or leaks any oil. If not, remove the cowling and give the fins a good clean.
Second -- (2 and 3 cylinder versions) if the oil level rises slowly and / or the oil smells of fuel, this is always a sign of fuel finding its way into the sump. Typically this will be coming from the fuel pumps and is a sign it is time to have them overhauled. Less often, it may be due to a leaking internal pipe or defective lift pump. Whatever the reason, don't ignore it as it will only get worse and oil thinned with fuel just isn't going to do its job properly. In extreme cases there is a theoretical possibility of the engine running away on fuel vapour from the sump.
Finally -- if working on four and six cylinder versions on the bench, take care not to knock or damage the sump. They distort relatively easily, are scarce and may give you a significant leak issue on reassembly. The weight of the engine should not be rested on the sump.

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