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Lister ST Series;

A robust workhorse of an engine in production for around 11 years from 1972 and with considerable numbers still earning their keep today. 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. The ST series was available in both clockwise and anti-clockwise rotation builds and for a number of parts replacement items it is important to know which rotation you have. 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. Standard build for the ST series is clockwise rotation. Anti-clock engines may have the letter 'A' immediately after the engine type and cylinder number on the engine number plate (e.g. 'ST3A').
At a glance, the ST looks very similar to a number of the engines that came before it; if you can't find an engine number plate, three things will help identify it as an ST series.
1. The rocker covers are narrower at one end than the other, leaving two head stud nuts exposed.
2. Spin on oil filter on the crankcase door.
3. The speed control shaft / lever emerges on the same side of the engine as the stop lever, just ahead of it. On earlier series engines the speed control rod exits facing forward through the gear end cover.

Below are listed some useful tips on what to look for when ordering some of the more common pieces for your ST. 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 ST Parts Availability:

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

Oil Filter. Just one type -- as easy as it gets.

Fuel Filter. There are two patterns of fuel filter used on the ST range.
1. Small paper element type contained within a metal bowl; the bowl is secured by a single bolt from the bottom.

2. 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 ST series, primarily 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 pleas advise outside diameter, inside diameter and height (of the elment, 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. A few ST are fitted with foam elements which you may be able to clean if they are not too dirty. Marine application units may not have an air filter at all.

External Components --- Near 100% availability.

Alternator / Dynamo
Older ST 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. The vast majority of ST fitted electrics are 12 volt; if yours is 24 volt, be sure to say.

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 ST series and it is important to ensure the belt does not ground out in the bottom of the groove.

Clutch / Couplings   ST 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
If you are shopping around for a starter motor for your ST be aware there is often considerable confusion among non-Lister sources over the issue of rotation. If you have a standard rotation (clockwise) ST you will need an anti-clockwise rotation starter motor and vice versa. The rotation of a starter motor is determined by which way the pinion turns as viewed from the pinion end of the motor. Many starter suppliers simply refer to rotation without being clear whether they mean the starter or the engine, or indeed without knowing how Lister define rotation.
Single cylinder engines: an old fashioned inertia type starter with a relatively odd pinion housing is used for the ST1. There tends to be slightly better availability for clockwise engines than anti-clock but be aware these are expensive motors, with the units for anti-clock engines usually staggeringly so. If your motor still works but is sounding tired, get it checked out, as a precautionary repair may save you a considerable amount.
ST2, ST3: No availability issues but expect to pay more than for many common starters as the anti-clock starter used for the standard ST is a low volume item. Be aware that the motors for the later T series engines do not fit the ST. If your motor is 24 volt, don't forget to specify this.

Solenoid, and protection devices. Generally the original soleniod and oil / temperature protection devices fitted to the ST are obsolete, but later substitutes may be used, with a few modifications.
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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.

Fuel Lift Pump Readily available.

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 uincommon. 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.

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

Top Tip !
The ST is a simple 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 -- 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 runnig away on fuel vapour from the sump.

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