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Lister T Series; TS and TR

A robust workhorse of an engine with shared Lister and Petter heritage, still in some limited production today. At a glance the TS and TR look identical and do indeed share a number of components. The significant difference is that the TR has a slightly larger bore and a longer stroke than the TS, giving a slightly higher power output and increased torque. Over a long production run there have been a large number of build options, dedicated specialist fitments and changes of basic component suppliers, so if at all possible, always have the engine number when ordering.

Below are listed some useful tips on what to look for when ordering some of the more common pieces for your TS and TR. 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 TS TR 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 four patterns of fuel filter used on the TS and TR 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.

3, Spin on, throw away canister type.

4. Small, cylindrical, in tank filter. Used with 8.25 ltr. engine mounted tank.

Air Filter There are several different air filter sizes used on the T 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.
External Components --- Near 100% availability.

Alternator / Charging System    The majority of T series fitted with a charging system use charge windings fitted within the flywheel and a regulator mounted close by the flywheel housing. There have been changes both of supplier and design over time. If you think you need replacement parts we will want to know how many terminals on the regulator (a photo is handy) plus the engine number. Some combinations are obsolete and an effective repair may include flywheel removal. Our experience is that generally all the flywheel charge systems leave something to be desired and are prone to various failings. We are able to supply test data if you wish to check where your problem may be.
It is important not to run the engine with the battery out of circuit and any evidence of oil within the flywheel housing should be investigated as it has a detrimental effect on the charge windings insulation and function.

For those T series fitted with a conventional alternator, a photo is handy if ordering as suppliers and patterns have changd over time.

Drive Belts If you are unable to see any numbers on the existing belt, please advise inside length of the belt (for V belts) T series are used for countless different applications and may be fitted with all manner of belt drive, depending on the application. Please advise full details foe any dedicated belt.

Clutch / Couplings   T 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 Motor Just one type for the vast majority of T series; the current part directly replacing any earlier units. Only exceptions are if you have a 24 volt motor fitted and / or a 'BS5' type motor. (Cylindrical motor case with no visible external solenoid mounted on the motor body). If you are not sure what you have fitted, please advise any numbers you can find on the motor, or send a photo.

Control Solenoids We would really like a photo as several types have been used over time. Don't forget to mention if your electrics are 24 volt.

Relays (solenoid, heater plug and protection device control) Here, the picture is more difficult. Over time there have been numerous alternative control systems used, with engine mounted relays and / or control box mounted relays. Before condemning a relay, first check that all connections are good; particularly at multiblock connectors in damp environments. If you do need a relay, please advise any numbers you can see on the defective piece and if it has more than the usual four terminals, a photo of the piece. Some early pieces are scarce and a degree of rewiring may be needed.

Heater Plug  No problem at all. This page is the property of No reproduction without prior approval and visible credit

Fuel Injectors   No supply issues but there were modifications and supplier changes over time, so any numbers off your existing units are helpful. For optimal running we recommend replacing injectors in sets rather than have a mix of units from different suppliers.

Fuel Injection Pumps    No supply issues. Various changes of suppliers over time. 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. Note that the links between the pumps are relatively delicate items and should be handled with care. If the current available item is from a different manufacturer, we recommend fitting as a set.

Fuel Lift Pump Pump suppliers changed over time and for early engines fitted with an original pump, some pipework modification may be required, as early pattern pumps are not to be had.

Cooling Fan Becoming scarce and expensive. If you have issues with your existing unit we are happy to look at refurbishing it.

Gaskets and Joints 100% availabilty; sets or individually.

Internal Components

Near 100% availability although there are intermittent supply issues with the odd piece. Over time, some parts have been replaced by alternative design components and it may be necessary to convert to the later item if the original pieces are unserviceable.

Complete Engines
Some availability of new TR series, but not in anything like the original number of specific build variations. If you have a specific requirement we may be able to modify a new unit to suit. We also keep a good range of core unit TS and TR series for rebuild to your specification.
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