Ajax Gc600 700 900 Manual y Partes

DPC-2202 CompressorPackage Composite Manual

Contract 10011

Engine Com ressorModel Serial Number Model Serial number

DPC-2202 84811 12" YK11F 132 996" YKCC 13236

Contentsand

Select Package Component P/Ns (in italics)

Vendor Bulletin No. OR

Tab 1 Installation, Startup , And Maintenance

WarrantyLube Oil & Low Temp Starting Recommendations

Installation of Sheave and FlywheelFlywheel Installation and Ignition Timing

Tab 2 Package Drawings

General ArrangementFoundation PlanP & lD

Tab 3 Engine

AjaxAjaxAjaxAjax

AjaxAjaxAjax

Ajax Part Number

ES-1006ESS-F-961ESS-F-963

3199-602336-G-272SK-8880-605

Operation and Maintenance Manual - Integral Engine-CompressorsParts Lists & Illustrations Ajax DPC-2202

Ignition System, lnstallation Altronic A1111-94

Ignition System, Shielded Altronic Al S 4-94

Ignition System, Service Altronic Al SM 1-94

Ignition Coi] Altronic 591010S

Lubricator Pump Premier Model 55U

Level Controller & Switch, 507L BM-10693-M-3

Lubricator Drive Failure Switch, NFS-6 2050 5150

Operation & Parts BulletinCrankcase Oil Level Controller & Switch, LM300

KencoBM-21072

Operation & Parts Bulletin Murphy LM-92164N

Govemor, TG-13 w/8516133GH 3-15 psi input BM-11ó26-N

O & M Bulletin Woodward 54103A

Mufer, Model 141 6375 0343

Intake Air Filter Element BM-11837-19

ccardenas

Sticky Note

ccardenas

Typewritten Text

Aguarico

Tab 4 Fuel Gas

Fuel Filter Piping DrawingFuel Filter ElementDump Valve, DV850Scrubber Dump Valve Operator, L1200NDVO

O & M Bulletin, L1200 & DV Series

Regulator , Main Fuel , 3/8" orifice, 10-20 psig outletO & M Bulletin

Automatic Shutoff Valve, M2582-C, 1 "Instruction Bulletin

Relief Valve, Main Fuel Gas , @ 80 psig, G orificeOperation & Maintenance Instructions

Tab 5 Starting System

Starting Motor, TI 128, 150 psig maxInstallation And Operation ManualService ManualIllustrated Parts Manual

Ball Valve, Spring Return, 89-548-01

Tab 6 Cooling System

Coolant System DrawingPump , Model F-820AM

O & M BulletinPump Belt, 5VPump SheaveThermostatic Control Valve, 150°F

O & M BulletinLiquid Level Shutdown Switch, L1200

O & M BulletinButterfly Valve

O & M Bulletin

Tab 7 Cooler & Drive

Cooler, ACE C60BCooler Spec SheetParts ListSuggested Startup ProcedureOperation And Maintenance InstructionsLubrication InstructionsAdjustable Pitch Propeller Instructions

Shutter Control Temperature Sensor, T 12O & M Bulletin

Shutter Control Air Motor, D-3153-5O & M Bulletin

Cooler Drive Belt

Cooler Sheave

Idler Sheave

AjaxPECO

Murphy

Fisher

Murphy

Mercer

TDITDITDI

Ajax

Peerless

Ajax

Ajax

FPE

Murphy

DEMCO

ACEACEACEACEAeroventAerovent

KimrayJohnsonJohnson

SK-8532-678PCHG-242003 62222005 9120See Tab 10

2040 6430Form 52522090 2510M-7980N63M811715V36G11 00808100 Series

BM-11679-R- ITI-702, revíTI-701TI-7202549 2010

SK-7940-6685027 282548457491020 21314535 14512549 9243

2050 4200See Tab 92549 2290TC 1512

62A26992699B

IM-100TL7752005 7318H:10.1-10.2

LIT-2681054P1023 21354535 14854535 1439

c

Tab 8 Compressor

Performance LetterPerformance

Pd = 450; Ps = 10, 20, & 30

AjaxAjax

Illustrated Parts List, YK1 1G, 15" cylinder w/Coated Rod Ajax G-0000Illustrated Parts List, YK 11 EA, 10/2" cylinder w/Coated Rod Ajax EA-0000Stem Seals For Variable Pockets Ajax ESS-S-801Rod Packing Data C.Lee Cook TPB97U

Tab 9 Process Gas Equipment

Process Control Tubing Schematic Ajax SK-8903-133Motor Valve Piping Drawing SK-7505-T-250Relief Valves

Suction @ 600 psig, E orifice 63M91 17E511713N 0600lnterstage @ 600 psig, E orifice 63M9117E511713N 0600Discharge @ 1200 psig, E orifice 63M9117E511713N 1200Operation & Maintenance Instructions Mercer 9100 Series

Instrument Gas Pressure Regulator, P-125 2039 3200Scrubber Dump Valve Operator, L 1200NDVO 2005 9120Scrubber Dump Valve, DV2100 2003 6201Liquid Leve¡ Shutdown Switch, L1200, SS 2050 4209

Bulletin L1200 & DV2100 Series Murphy LDV-92151 NBall Valve, Bypass, 2" 600 RF 2549 0604N

O & M Bulletin, 310C W-K-M TC 1418Spiral Wound Gasket, 2" Ajax 3019 0620Ball Valve, Blowdown, 1 " 2000 WOG 2549 2071

Tab 10 Control Panel And Instrumentation

Conduit Drawing Ajax SK-7795-348Instrument and Control Panel Murphy 50-30-3128

Annunciator, TTDJ-IGN-T Murphy TTDJ-99062NTemperature Scanner, TDX6 Murphy TDX-91 I0NTemperature Transmitter, DSG- 1301 DUP Altronic DSG 13 11 12-97Pressure Swichgage, OPL Murphy OPL-9109NPressure Transmitter, PXMS series Murphy PXM-94091N

Vibration Switch, VS2 2050 7090Operation & Parts Bulletin Murphy VS-7037N

Thermowell, 2.50" L Ajax 2557 7142Thermowell, 4.50" L Ajax 2557 7162Thermocouple, Type J, 48" L Ajax 2059 5970Thermocouple, Type J, 36" L Ajax 2059 5971


Contract 9798


DPC-2202 84822 12" YK11F 133716" YKCC 13346

Contentsand



Tab 1 Installation , Startup , And Maintenance


AjaxAjax

Ajax Part Number

ES-1006Installation of Sheave and Flywheel Ajax ESS-F-961Flywheel Installation and Ignition Timing Ajax ESS-F-963


General Arrangement Ajax 3199-60Foundation Plan Ajax 2336-G-272P & ID Ajax SK-8880-605

Tab 3 Engine

Operation and Maintenance Manual - Integral Engine-CompressorsParts Lists & lllustrations Ajax DPC-2202Ignition System , Installation Altronic Al 11 1-94Ignition System , Shielded Altronic Al S 4-94Ignition System , Service Altronic Al SM 1-94Ignition Coi] Altronic 591 OIOSLubricator Pump Premier Model 55ULevel Controller & Switch, 507L BM- 10693-M-3Lubricator Drive Failure Switch , NFS-6

Operation & Parts Bulletin Kenco2050 5150

Crankcase Oil Leve] Controller & Switch, LM300 BM-21072Operation & Parts Bulletin Murphy LM-92164N

Governor, TG-13 w/8516133GH 3 - 15 psi input BM-11526-NO & M Bulletin Woodward 54103A

Muffler, Model 141 6375 0343lntake Air Filter Element BM-11837-19

ccardenas

Typewritten Text

Parahuacu


Contract 9799


DPC-2202 84823 12" YK11F 133726" YKCC 13347

Contentsand



Tab 1 lnstallation , Startup And Maintenance


AjaxAjax

Ajax Part Number

ES-1006Installation of Sheave and Flywheel Ajax ESS-F-961Flywheel lnstallation and Ignition Timing Ajax ESS-F-963


General Arrangement Ajax 3199-60Foundation Plan Ajax 2336-G-272.P & ID Ajax SK-8880-605

Tab 3 Engine

Operation and Maintenance Manual - Integral Engine-CompressorsParts Lists & Illustrations Ajax DPC-2202Ignition System, Installation Altronic Al 11 1-94Ignition System, Shielded Altronic Al S 4-94Ignition System, Service Altronic Al SM 1-94Ignition Coil Altronic 591 O1 OSLubricator Pump Premier Model 55ULeve! Controller & Switch, 507L BM-10693-M-3Lubricator Drive Failure Switch, NFS-6

Operation & Parts Bulletin Kenco2050 5150

Crankcase Oil Level Controller & Switch, LM300 BM-21072Operation & Parts Bulletin Murphy LM-92164N

Governor, TG-13 w/8516133GH 3-15 psi input BM-11526-NO & M Bulletin Woodward 54103A

Mujer, Model 141 6375 0343Intake Air Filter Element BM-11837-19

ccardenas

Typewritten Text

Atacapi 2


Contract 9800


DPC-2202 84824 12" YK11F 133736" YKCC 13348

Contentsand



Tab l lnstallation , Startup ,'And Maintenance


Installation of Sheave and FlywheelFlywheel Installation and Ignition Timing


General ArrangementFoundation Plan

P & ID

Tab 3 Engine

AjaxAjaxAjaxAjax

AjaxAjaxAjax

Ajax Part Number

ES-1006ESS-F-961ESS-F-963

3199-602336-G-272SK-8880-605

Operation and Maintenance Manual - Integral Engine-CompressorsParts Lists & Illustrations Ajax DPC-2202

Ignition System, Installation Altronic Al 11 1-94

Ignition System, Shielded Altronic Al S 4-94

Ignition System, Service Altronie Al SM 1-94

Ignition Coil Altronic 591 OIOS

Lubricator Pump Premier Model 55U

Leve! Controller & Switch, 507L BM-10693-M-3

Lubricator Drive Failure Switch, NFS-6 2050 5150

Operation & Parts BulletinCrankcase Oil Leve] Controller & Switch, LM300

KencoBM-21072

Operation & Parts Bulletin Murphy LM-92164N

Governor, TG-13 w/8516133GH 3-15 psi input BM-11526-N

O & M Bulletin Woodward 54103A

Muffler, Model 141 6375 0343

Intake Air Filter Element BM-11837-19

ccardenas

Typewritten Text

Atacapi 1

WARRANTY

Warranties To Original Purchaser (Non-Transferable).

a) "Material and Workmanship Warranty": The Seller warrantsto the Purchaser that the Equipment of Seller's own manufacture tobe supplied hereunder will be complete in al] its parts, and, for the*Warranty Period - The warranty period shall extend for 12 monthsfrom date of start-up, but shall not exceed 18 months from date ofshipment from factory. Warranty Period specified will be free fromdefects in material or workmanship caused by the Seller and arisingunder normal and proper operating conditions; and that suchEquipment will be delivered free from any lawful security interest orother lien or encumbrance known to the Seller, except securityinterests or other liens or encumbrances arising hereunder. Theobligation of the Seller and the Purchaser's sole and exclusiveremedy hereunder shall be limited at the Seller's option:

1) To replacement or repair of any Equipment or parts thereofwhich are returned to the Seller's works within the WarrantyPeriod, transportation charges prepaid.

2) Should the Equipment or parts thereof be determined by theSeller to be so defective, however, as to preclude theremedying of warranty defects by replacement or repair, thePurchaser's sole and exclusive remedy shall then be a refundof the purchase price, less a reasonable charge for anyutilization of the Equipment by Purchaser.

3) Nothwithstanding the foregoing, the Seller shall have noobligation as a result of improper storage, installation,repairs or modifications not made by the Seller, or as a resultof removal, improper use, or misapplication of theEquipment after it has been delivered to the Purchaser.

4) Purchaser shall pay freight charges in connection with thereturn or replacement of the defective Equipment or parts.

b) "Performance Warranty": The Seller warrants that theEquipment of its own manufacture, when shipped and/orinstalled, will operate within any performance characteristicswhich are expressly specified herein as a performanceguarantee. Any performance characteristics indicated hereinwhich are not expressly stated as guarantees are expected,"but not guaranteed". When factory testing is conducted formeasuring any performance guarantee of the Equipmentpurchased, then certified test results verifying any suchguarantees shall be considered both by the Purchaser and theSeller as conclusive. The Purchaser may have arepresentative present when such factory tests are conducted,

if requested at the time an order is placed. Should Purchaserdesire to conduct a field performance test to verify anyperformance guarantee, such test must be conducted byPurchaser, at his expense, within thirty (30) days from thedate of initial start-up of the Equipment, and in accordancewith the appropriate ASME Power Test Code, except asotherwise agreed in writing by Seller. Seller shall be entitledto have a representative or representatives present to witnesssuch test and Purchaser shall reimburse Seller for the timeand expense of such representatives at the Seller's serviceyates then in effect at the time of the test. Purchaser shallgive Seller fifteen (15) days written notice prior to the datePurchaser intends to commence such test. If the fieldperformance test is not conducted within the aforesaid periodall performance guarantees shall be deemed to have beenmet. In the event any Equipment performance guaranteewhich is to be verified by the field performance test is notsuccessfully demonstrated within thirty (30) days from thecommencement of such test, the obligation of the Seller andthe Purchaser's sole and exclusive remedy hereunder shall bethat set forth in paragraph (a) aboye.

c) "OSHA" Warranty": The Seller warrants for installationswithin the United States that Equipment of its ownmanufacture, when shipped, will be in compliance with theOccupational Safety and Health Act, and any and allamendments thereto and regulations promulgated thereunderthat may be in effect as of the date of the Seller's quotationinsofar as said law and regulations may pertain to thephysical characteristics of the Equipment "providedhowever", the Seller does not warrant such compliance withrespect to the circumstances of use of said Equipment and"provided further", the Seller makes no warranty withrespect to the noise level of said Equipment, when put intooperation, since such noise levels will be influenced by anddependent upon the environment into which the Equipmentmay be placed. The Seller's obligation and the Purchaser'ssole remedy with respect to this warranty shall be providingnotice of any such non-compliance is given within one yearfrom the date of delivery of said Equipment to Purchaser, torepair or replace any part of said Equipment that is proven toSeller's satisfaction not to have been in compliance with theAct as amended and regulations thereto in effect as of thedate of quotation or, if it be determined by Seller that theEquipment or parts thereof cannot be repaired or replaced insuch a manner as to put the Equipment in compliance,Purchaser's role and exclusive remedy shall then be a refundof the purchase price less a reasonable charge for anyutilization of the Equipment by Purchaser. Purchaser shallpay freight charges in connection with the return orreplacement of any Equipment or parts that are found not tobe in compliance.

1 . , i „ 1 1 $ nAlfil]IIN 1I 1 II 11 . N 1 . i 1 1 ' ,1„ 1

Notwithstanding the foregoing, the Seller shall have noobligation under this warranty as a result of installation,repairs or modifications not made by the Seller, or as a resultof removal, improper use, improper operation, or mis-application of the Equipment after it has been delivered tothe Purchaser.

d) "Warranty As To Equipment Not Made By The Seller":Equipment parts and accessories made by othermanufacturers and supplied hereunder by the Seller arewarranted only to the extent of the original manufacturer'swarranty to the Seller.

e) "EXCEPT AS SET FORTH HEREIN , AND EXCEPTAS TO TITLE IT IS EXPRESSLY AGREED":

"THAT THERE IS NO IMPLIED WARRANTY OFMERCHANTABILITY, NOT OTHER WARRANTY,EXPRESS, IMPLIED , OR STATUTORY, NOR ANYAFFIRMATION OF FACT, OR PROMISE BY THESELLER WITH REFERENCE TO THE EQUIPMENTOR PARTS THEREOF , OR OTHERWISE, WHICHEXTENDS BEYOND THE DESCRIPTION OF THEEQUIPMENT AS SET FORTH HEREIN , AND (2)THAT THE PURCHASER ACKNOWLEDGES THATIT IS PURCHASING THE EQUIPMENT SOLELY ONTHE BASIS OF THE COMMITMENTS OF THESELLER EXPRESSLY SET FORTH HEREIN".

DAMAGES. "IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL,CONSEQUENTIAL OR INCIDENTAL DAMAGES, NOR FOR LOSS OFANTICIPATED PROFITS NOR FOR LOSS OF USE OF ANY EQUIPMENT,INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THEGOODS OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANYSERVICES MAY BE PERFORMED BY SELLER". "THIS LIMITATION ONSELLER'S LIABILITY SHALL APPLY TO ANY LIABILITY FORDEFAULT UNDER OR IN CONNECTION WITH THE GOODS, PARTS OFUNIT SALES OR SERVICESDELIVERED HEREUNDER , WHETHERBASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY OROTHERWISE ". "ANY ACTION FOR BREACH OF CONTRACTHEREUNDER MUST BE COMMENCED WITHIN ONE YEAR AFTER THECAUSE OF ACTION HAS ACCRUED".

Cooper Cameron CorporationCooper- Bessemer Reciprocating Products Division

LUBRICATING OIL RECOMMENDATIONSFOR MAX ENGINES - COMPRESSORS

1..0 GENERAL

Aiax-SupartorEngineetmr g Standards

1.1 The iuhr:ication of A.jax euipment requires the use of premium quality lubricating oils designedspecifically for natural gas 2-cycle engine - compressor service, This standard describes oils whichnave proven successful in tield use.

1.2 Customers operating engines with exhaust catalyst systenis, fueis with high sulfur contents, landtiligas, inusual fueis or non-traditional applications should contact A.jax Engineering for lubricant andmaintenance recommendations.

1..3 Recomrnendations for compressor cylínders and piston rod parking are found in Eng.íneering StandardES-1002.

2.0 QUALITY AND PERFORMANCE

2.1 Satísfactory oil quality is the responsibility of the refiner, biender or rebrander. Only reputablecompanies w.íth proper service organizations should he used as supplíers.

2.2 Cooper Energy Services does not guarantee the quality or performance of lubricati .ng oils,

2.3 Cooper Energy Services does not endorse particular brands of oil. For customers convenience,ínforniation on oils by brand name ís maíntained by Cooper Energy Services. Customers are invitento advise Ajax Engineering or service representatives what brands of oiís are preferred. CooperEnergy Services can then cite the chis which have given satisfactory service in similar applications.

3.0 GENERAL SPECIFICATION:

3.1 A general description of oils suitable for use ín Ajax equipment is an ashless oil specifically fórmulatedfor 2-cycle natural gas engines with the fibllow.íng properties:

3.2 Physical Properties:

Viscosity Index: 70 Minimum ASTM D2270

Flash Point: 400°F (204°C) Minimum ASTM D92

Pour Point : 10°F (-12°C) Maximum ASTM D97

3.3 Ash Level: Ashless oils with a sulfated ash content of up to 0.1 % maximunm by ASTM D 874 arepreferred. Oils with ash leveis up to 0.8% niay he used, but they may cause combustion chamberdeposits, especially if they contain more than 0.04% by weight zinc,

Director

of Engís}ee g

¡

Manager.gua€ity Control

Supervisor , Ajex EngineEngineerrng

Supervisor, Cornpreszor lssued byE ineerzrrg

^ f

Date6í8l95

ES 1 ,00

61^^^c. ^.^ ^r ^ ^-^°'x.K"R^ _^`: s'^ ^^^^

S^atea,•s^,e4»., ,Xasrábvtaan LeaeF A.6.C.€

._ f L. 1 7 hr ,cs. ._... .. :. ....,_ .d

j í rsnn .^., NEW Pago 1 ot 3

Cooper Canneron CorporationCooper-Bessemer Reciprocating Products Divísion

Ajax-Super oiEngíneeríg Standards

Viscosíty Recluirements:

Ajax equipinent uses a splash lubrication system to lubricate the compressor crosshead . Lubricatingoil must . be sutfciently huid at the ambient temperature in arder to lubricate the crosshead properly,Multigrade oils may be used to provide proper lubrication at low temperatures . The following chartshould be usen to select the proper viscosity grade tbr the lowest ambient temperature expected.

3.4

Oil Selection for Ambient Temperature

SAE 30 (Preferred)

^SAE 40

SAE 15W-40

0 20 40 60 80 100 120Lowest Expected Temperature (F)

4.0 LOW TEIYIPERATU tE OPERATION

4.1

4.2

If freguent cold weather starts are necessary, contact vour local Aftermarket sales office for informationabout heated prelube systems for your engíne.

'The following procedures are recomntended to warm the engine and oil in cold weather to prevent damagedue to insufficient oil flow. Starting the engíne arrd allowing it to run wíth the oil too coló to flow willresult in severe engine damage.

Units Down Less '1'han 5 Hours:4.2.1

4.2.1.1 For units that nave Meen down less than 5 hours and the anbient temperatures llave beenaboye 40°F, idle (mínimum 300 RPM) the unít for 20 minutes, then run 15 minutes witha light load befare fully loading the unit

4.2.1.2 For units that nave been clown less than 5 hours and the ambient temperatures Nave been40°F or below, idie (mínimum 300 RPM) the unit for 30 minutes, then run 30 minuteswith a líght load before fully loading the unit.

4.2.2 Units Down More Than 5 Homo:

4.2.2.1 The following procedure is for a unit that has been clown more than five hours. Thisprocedure will allow the unir time for thermal expansion in arder to maintain sufhcientrunning clearances.

ES 1006^?Date Director Mannger, Supervisor. A}ax Supervisor. connpros,or lssued by

. 5/9(5 of C. ne rittp Quaalitty AssurarE-e Enpine fnguneerzng ngínceE

Gistributóun Levs3 A,f3,t:,F. Supera ...1: `{ G:í. ^ »c.•ti• .,i .._ i :„.....

jt.+JE ..... .--

Page 2of 3 tN.

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Cooper Cameron CorporationCooper-Bessemer Reciprocating Products Division

Ajax-SuperiorEng►neering Standards

42.2.2 To properly warni the unit , find the overnight low anlbient temperature in the first columnof chart helow . Start. and idle the unit at 300 RPM for the number of minutes requiredfor the overnight low ambient tenperature . Then chut the unit doten the number ofminutes reciuired. Repeat this sequence the number of times Usted . Continue in Chis orderuntil you Nave met the requirements for that temperature range. This procedure will allowcomponents such as the crossheads , pies, bushines and hearings sufficient time forexpansion to maíntain proper running clearances.

Overníght LQW AmbientTemperature

Minutes at ldle(300 RPM)

MínutesDown

Number ofTimesSequence to be

Done

Minutes wíthLight Load Before

Fuli Loading

90 to 70°F (32 to 21 °C) 20 0 1 15

69 to 50°F (20 to 10 OC) 30 0 1 20

49 to 40°F (9 to 5°C) 45 0 1 20

39 to 32°c (4 to 0°C) ` 3 No Load

40 0 1 30

3 3 3 No Load31 to 18°F (-1 to -7°C)

7 7 3 No Load

50 0 1 30

3 3 5 No Load17 to 0°F(-8 to -17"C) 7 7 4 No Load

60 0 1 45

2 2 3 No Load-1 to -20°F (-18 ta -28°C)

5 5 4 No Load

Note : Rotor to Paragrapfts4 1 s d 4 2

15 15 3 No Loadn. . .

30 30 1 No Load

60 0 1 45

Director Mafnager. Supervisor, Ajnx Erigirte Supervisor, Cornpressor issui d by Date ^C`1006

n 'ne ring Quaiity o fo Ersgineeríng....,

}Engineeri 5W9195 a7

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r., [OAPER

ESS-F-961Title: Installation Of Sheave And Flywheel

E N E R G Y 5 E R V 1 C E 5 Engineering Sales &Service Bulletin

Ajax-SuperiorOklahoma City, OK 73129

ESS-F-961

Installation of Sheave and Flywheel

Engines/Compressors

This bulletin applies to all Ajax models 2201, 2202, 2801, 2803, & 2804. The flywheels and sheaves ofthese AJAX models are installed with a RINGFEDER locking device, which is inserted over the hub ofthe flywheel (or sheave) and locks them to the crankshaft. The special procedures which must befollowed for installation and removal are as follows:

Installation

1. Clean the flywheel (or sheave) hub, bore and mating diameter on the crankshaft. Surfaces must bedry and free of any burrs, rust or lubricants.

2. Remove RINGFEDER (collar, inner ring and locking screws) from shipping container. Check ifsupplied locking screw threads, screw head bearing area, and the taper of the inner ring arelubricated. If not, lubricate them with a molybdenum disulfide grease, such as MolykoteGn Paste orsimilar.

3. Slide Half Shrink Disk (collar and inner ring) over hub projection and push it to required position.The hub outside diameter may be greased.

NoteWhen retrofitting ringfeder on a keyed shaft, ensure inner ring split is 180 °from shaft keyway.

4. Put the locking screws with hardened washers through the web clearance holes and screw them intothe corresponding collar holes, finger tight. See Figure 1:

Flywheel

HardenedWasher

LockingScrew

00728

Crankshaft

• Figure 1

5. Slide hub over shaft to desired position.

6. Take any 3 or 4 locking screws equally spaced and snug them up to establish a parallel orperpendicular position of the Shrink Disk collar relative to the hub web or shaft, respectively. Thiswill seat the collar on the taper of the Inner ring and avoid cocking of the collar.

Collar

Inner Ring

Page 1 of 3 Released : 17 October 1996

ESS-F-961Title: Installation Of Sheave And Flywheel

7. Using a torque wrench, tighten all locking screws gradually (no more than 1/2 turn on each screw atone time) and all the way around, in either a clockwise or a counterclockwise sequence (not indiametrically opposite sequence). Several passes are required until all screws are torqued to thespecified tightening torque. See Table 1:

Table 1

PartNumber Hub of Unit Model

Torque ft-lbs

BM-11878-D-1 Sheave 2201, 2202, 2801, 2802, 2803, & 2804 185

BM-1 1878-D-2 Flywheel 2201, 2202, 2801, 2802 185

BM-11878-E-1 Flywheel 2803 185

BM-11878-E-2 Flywheel 2804 185

8. Check and make sure that no screw will turn anymore by applying specified tightening torque (seeTable 1). Only then is the installation completed.

9. After final tightening of screws, check flywheel run-out. See Figure 2 for maximum tolerances. Ifrun-out exceeds maximum, loosen all socket head screws and tap flywheel into position using a softhammer on wood block. Retighten screws following same sequence as before, and check that run-out is within tolerance.

• Figure 2

Removal

1. Gradually release locking screws all the way around. Initially each screw should be released about aquarter of a turn only. Thus tilting and jamming of the collar will be avoided.

NoteDO NOT remove locking screws completely at this time, otherwise collar may spring off.

2. Any rust formed adjacent to hub must be removed first. Once the screws are loose, pulí hub fromshaft.

Page 2 of 3 Released : 17 October 1996

r 0 1101119 111F111 11 N 1

ESS-F-961Titie: Installation Of Sheave And Flywheel

Re-Installation1. Upon removal of component, disassemble Shrink Disk. Clean and Inspect all parts. Reinstall

following the Installation procedure, beginning with Step 2 of the appropriate section.

Page 3 of3 Released : 17 October 1996

ESS-F-963Title: Keyless Flywheel Installation And Timing

COOPERE N E R G Y S E R V I C E S Engineering Sales &

Service Bulletin

Ajax-SuperiorOklahoma City , OK 73129

ESS-F-963

Engines/Compressors

Keyless Flywheel Installation and Ignition Timing

This procedure applies to all Ajax models 2200 and 2800 series Ajax engines. It covers the installation ofthe keyless ringfeder locking device fitted on flywheels on 2200 and 2800 series engines. The procedureexplains the method used to find top dead center (TDC) and proper ignition timing of the engine.

Installation1. Stand the flywheel up on its edge, allowing access to both sides of the flywheel.

Firmly secure the flywheel to prevent it from falling over.

2. Remove the rust inhibitor paper from the inside of the machined split ring on the ringfeder. Removeringfeder (collar, inner ring, and locking screws) from shipping container. Verify that the suppliedlocking screw threads, screw head bearing area, and the taper of the inner ring are lubricated. If not,lubricate with molybdenum disulfide grease, such as Molykote GN paste or equivalent.

3. Place the green ringfeder and split ring assembly on the machined diameter of the flywheel.

4. The bolts to be used on the ringfeder are metric. A 16 mm (FWF2500-1600) hardened flat washer isrequired for every bolt. Start each bolt into the ringfeder, but DO NOT TIGHTEN

VFigure1

5. Use a fine file or emery cloth to remove any burrs from the flywheel and crankshaft, cleaning bothfor assembly.

6. Coat the flywheel and crankshaft sparingly with engine oil. The flywheel to crankshaft fit is between.00V'-.00Y. Do not over-lubricate.

NoteStep 6 should only be performed during initial engine assembly. Do not lubricate onfield units.

7. Carefully place the flywheel on the end of the crankshaft. Do not bump the crank as this will createa burr that can impede installation. Push the flywheel evenly onto the crankshaft until the face of the

Page 1 of 4 Released: 6/8/99


flywheel and the end of the crankshaft are even.

NoteDo not wiggle the flywheel inlout or try to turn the flywheel onto the crankshaft! It will create heatand possibly gall the surface of the crankshaft.

8. After the flywheel is installed, snug several of the bolts in a criss-cross pattern to lock the flywheel tothe crankshaft.

9. Remove the crosshead side access door from power cylinder one.

10. Set the timing pointer on the ignition bracket, allowing 1/8" clearance from the flywheel. Adjust thepointer until it is located in the middle of vertical slot on the bracket.

Finding TDC and Timing Degree Marks11. Place a 4" bar or equivalent between the end of the crosshead and the pack flange. Bar the engine

over clockwise until the bar stops against the packing. Hold the flywheel in this position, keepingthe crosshead against the bar.

12. Mark the flywheel on the outer diameter (O.D.) with an ink marker at the pointer location. This is"Temporary Mark #1".

13. Remove the tension on the bar in the crosshead and remove.

14. Rotate the engine clockwise until is has passed TDC far enough to re-insert the bar.

15. Reinsert the bar and rotate the engine counter-clockwise until the bar stops the crosshead against thepacking. Hold the flywheel in this position.

16. Mark the flywheel on the O.D. with an ink marker at the pointer location. This is "Temporary Mark#2".

17. Release the tension from the bar and remove. Rotate the engine to allow access to both of the tempo-rary marks.

18. Measure the distance between the marks. Divide the distance by two and, using an ink marker, cre-ate a third mark equidistant between the two marks. This will be "Temporary Mark #T". Mark Trepresents the Top Dead Center (TDC) of the crankshaft.

NoteYou can verify the position of the TDC mark by measuring the distance between marks #2 and T, thenmarks #2 and T. These distances should be equal.

19. It is now necessary to add the ignition timing mark. Verify that the ignition is properly set. Al12200and 2800 engines use a 48" diameter flywheel. This means that:

♦ 3° = 1 '/4" Flywheel O.D. distance

♦ 9° = 33/4 " Flywheel O.D. distance

♦ 11° = 4-5/8" Flywheel O.D. distance

20. Using one of the aboye distances, create a temporary mark on the flywheel to represent either 30, 90or 11° (depending on model) before TDC or clockwise from the T mark on the flywheel.

21. Rotate the engine so that the timing mark is aligned with the flywheel pointer. This sets the crank-shaft in the general range of normal ignition timing.

22. Use the nut and stud expanders to lock and hold the crankshaft in position. These should beinstalled between the sheave and end cover. See Figure 2. This picture shows the method of lockingthe crankshaft used during engine assembly. Alternate methods of locking are acceptable for fieldinstallation.

23. Check that the timing mark is still aligned with the flywheel pointer. As a double check, verify that

Page 2 of 4 Released: 618/99

¡!lb¡ 11 i.. 1181111 ip 11 . ilp 1 L.... p 1 ..^ 1 l 1' 11 {


the scribed line located on the end of the crankshaft is positioned below horizontal. See Figure 3.

24. Loosen the ringfeder bolts to free up the flywheel on the crankshaft.

Y Figure 2

Y Figure 3

Page 3 of 4 Released: 6/8/99

C OOP E RE N E R G Y SE R VILES

Ajax-SuperiorOklahoma City , OK 73129

ESS-F-963

Setting Timing Of the Flywheel25. Ensure that the ignition pickup coils are in the proper holes:

♦ 3° - Top Holes

♦ 9° - Two Holes From The Bottom

♦ 11° - Bottom Holes

Engines/Compressors

26. Rotate the flywheel on the crankshaft, without moving the crankshaft itself, until the recessed mag-net is centered over the number 1 pickup coil. This is the "A" pickup coil or the one closest to thepower end.

27. While keeping the magnet aligned, re-tighten the ringfeder to the flywheel. Now place a permanenttiming mark on the flywheel and mark it either 3°, 9°, 11° accordingly.

28. Permanently mark the TDC location and then erase all of the temporary marks made on the fly-wheel.

29. Remove all crankshaft locking devices and find TDC as in the aboye procedures to verify that theTDC position and the ignition timing mark have been correctly located relative to the magnet posi-tion.

30. When certain that the permanent marks are correct, tighten and torque all flywheel bolts.

31. Match mark the flywheel coincident with the scribe line on the end of the crankshaft using a chisel.Stamp a "1" next to this mark.

32. Stamp the engine serial numbers on the crankshaft and hub of the flywheel.

33. Chisel mark a line on the OD of the flywheel at TDC. Metal stamp a "0" next to this mark.

34. Chisel mark a line at either the 3°, 9°, or 11° (depending on model) on the OD of the flywheel. Metalstamp the correct timing value next to this mark.

35. It may be necessary after engine start-up to readjust the timing pointer. The pickup coil should becentered over the cylinder #1 recessed magnet when the pointer is pointing at the timing mark.

2804 (DPC-800) Engines Only

These engines do not use flywheel magnets and pickup coils. When finished with Step 20 aboye godirectly to Step 29.The magneto should be adjusted via the slotted boles on the mounting flange until thecylinder #1 is aligned with the flywheel timing marks.

Page 4 of 4 Released : 6/8/99

Titie: Keyless Flywheel Installation And Timing

Engineering Sales &Service Bulletin

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------------ - -----

,w pp-INSTRUCTION MANUALS COOPER

Cooper Energy Services

WARNINGS , CAUTIONS , AND NOTESThese safety instructions and procedures are to prevent injury in theoperation and maintenance of A4ax-Superior engines, compressors, andauxiliary equipment. These safety procedures should not be consideredas the only precautions to be taken. Good judgement and carefui safetypractices should always be used.

DO NOT OPERATE OR ATTEMPT TO REPAIR THIS EQUIPMENTUNLESS YOU HAVE HAD THE PROPER TRAINING APPROVED BYAJAX-SUPERIOR. FOR TRAINING INFORMATION, CONTACT THECOOPER ENERGY SERVICES TRAINING DEPARTMENT IN MOUNTVERNON, OHIO, 43050; PHONE (614) 393-8200.

GENERAL1. Follow all safety rules and operating procedures put in place by the

company that owns and operates this equipment.

2. Read and understand the instruction manual prior to operating thisequipment to become familiar with the safety, design, and operatingfeatures. If you do not have a manual, cal¡ Ajax-Superior at (513)327-4200.

3. Always wear safety glasses or goggies , steel-toe safety shoes, andhearing protection. Note: Other items may be required by theequipment owner.

4. Do not wear loose fitting clothing, neckties, scarves, watches, rings,etc., near operating equipment as they can be caught in the movingmachinery. Keep long hair tied back.

5. Locate nearest fire extinguisher to area where maintenance is to beperformed. Ensure a clear path to fire extinguisher in case it shouldbe needed for an emergency situation.

6. Do not open cooling or lubrication systems when engine orcompressor is hot, as steam or hot liquids can be released, which cancause severe burns . Be aware that some surfaces can remain hot forsevera¡ hours after the unit has been shutdown.

7. When draining the coolant and lubricants, prevent contamination of theenvironment by the equipment fluids. Refer to equipment owner'smaterial safety data sheets for additional information . (Remember:Antifreeze/Glycol solutions , as weil as most lubricants , are flammable.)

8. Keep the area around the unit clean and orderly with ample space towalk safely around the unit. Clean up spills and leaks quickly toprevent accidents caused by slipping and falling.

1 REV. 1 8/94

ÍIINSTRUCTION MANUALS COOPER


9. Use only non-flammable, non-toxic cleaning solvents. NEVER USEGASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANINGPURPOSES. REFER TO EQUIPMENT OWNER'S MATERIALSAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FORADDITIONAL PRECAUTIONS.

10. Use fans, blowers, etc. during maintenance and clean-up work inenclosed areas to remove fumes from cleaning solvents and ventedgases.

11. Use ladders, platforms, etc. where possible when working on elevatedwork surfaces. Always stand on stable surfaces when working on thisequipment.

12. Before starting any equipment, make sure all nearby personnel areaware of the start up and are clear of the equipment.

13. Do not use bare hands when checking for leaks of fluids underpressure, as fluids or particles can penetrate skin. Use cardboard or asimilar material to check for leaks.

14. The control panel that starts and stops this engine or compressorshould have a safety nameplate like the one shown below mounted onthe front face. Check to see that it is in place on the panel. lf it is not,please contact the Ajax-Superior Engineering Department at (513)327-4200 and request that a nameplate be sent for this unit.

0AARNING AARNING AARNING0

IMPROPER OPERATION OF THIS EOUIPMENT CAN CAUSE DEATH ORINJ. Y.

FOLLOW ALL SAFETY ROLES AND OPERATING PROCEDURES PUT IN PLACEBY THE COMPANY THAT OHMS AND OPERATES THIS EOUIPMENT.

READ AND UNDERSTAND THE INSTRUCTION MANUALS PRIOR TOOPERATING THIS EOUIPMENT TO BECOME FAMILIAR WITH THE SAFETY.DESIGN . AND OPERATING FEATURES.

DO NOT OPÉRATE OR ATTEMPT TO REPAIR THIS EQUIPMENT UNLESS YOUNAVE HAD APPLICABLE TRAINING APPROVED.BY AJAX -SUPERIOR. FORTRAINING INFORMATION CONTACT THE COOPER ENERGY SERVICESTRAINING DEPARTMENT IN MOUNT VERNON. OHIO.

DO NOT OPEN COOLING OR LUBRICATING SYSTEMS WFEN ENGINE ORCOMPRESSOR IS HOT AS STEAM OR HOT LIOUIDS CAN BE RELEASEDWHICH CAN CAUSE SEVERE BURLAS. BE AWARE THAT SOME SURfACES CANREMAIN H0T FOR SEVERAL HOURS AFTER THE UNIT HAS BEENSHUTDOMM.

BEFORE ATTEMPTING ANY MAINTENANCE ON COMPRESSOR MAKE SUR( ALLGAS PRESSURE HAS BEEN VENTED FROM CYLINDERS . PIPING . CONTROLTUBING. UIEOADERS OR ANY OTHER PRESSURIZED GAS CONTAININGC OMPONEN T S.

BEFORE STARTING. MAKE SUR[ ALL NEARBY PERSONNEL ARE AWARE OFTHE START UP ANO ARE CLEAR OF THE EOUIPMENT.

2 REV. 1 8/94

INSTRUCTION MANUALS COOPERCooper Energy Services

ENGINE MAINTENANCE

1. Shut down the engine first, then prevent it from being started beforethe work is done. Close the starting block valve and remove thetubing line to the starting pilot valve. THIS IS VERY IMPORTANT IFTHE UNIT HAS REMOTE START CAPABILITY - a remote operationscenter may try to start a unit without knowing that work is beingperformed on it. Note: After maintenance work is done, someadjustments may need to be done with the engine running. Stay clearof moving parts and follow instruction manual procedures as required.

2. Shut down the engine by SHUTTING OFF THE FUEL SUPPLY. Donot ground the ignition system to shut down a spark gas engine. Thiscan leave an explosive mixture in the engine and exhaust system.

3. Do not remove engine cover doors immediately after shutdown. Thiscan cause a sudden inrush of atmospheric air and result in anexplosive mixture in the crankcase. Allow the engine to cool untilcover doors can be removed with bare hands.

4. Check al¡ safety shutdown devices (overspeed, low oil pressure, highjacket water temperature, vibration, etc.) according to the procedureand schedule in the maintenance section of this manual.

5. After completion of maintenance work, reconnect starter pilot valveline and open block valve. REMOVE MANUAL BARRING DEVICE, ifused during maintenance.

6. Before attempting to start a gas engine, it must be cranked with thefuel and ignition off to purge the exhaust system of combustible gases.The engine should be cranked for a minimum of 15 seconds beforethe ignition is turned on and then the fuel valve opened.

7. Be prepared to shut down the engine if an overspeed or other controlmalfunction occurs on start up.

COMPRESSOR MAINTENANCE1. Shut down the compressor first, then prevent it from being started

before the work is done . (See ENGINE MAINTENANCE sectionpreviously if engine driven .) If electric motor driven , the electric powersupply must be disconnected and locked out. THIS IS VERYIMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - aremote operations center may try to start a unit without knowing thatwork is being performed on it. Suction and discharge block valves(see sita plan for location ) must be closed to prevent gas from flowinginto the compressor during maintenance. (Gas pressure could rotate

3 REV. 1 8/94

ppINSTRUCTION MANUALS COOPER


the compressor and cause injury if not shut off and vented properly -see compressor section of manual.) Note: After maintenance work isdone, some adjustments may need to be done with the compressorrunning. Stay clear of moving parts and follow instruction manualprocedures as required.

2. Before attempting any maintenance or repair on the compressor, vental¡ gas pressure from the cylinders, piping, and other pressurizedcomponents or chambers. Know the piping system associated withthis compressor. Open discharge blowdown and/or bypass valves tovent system to atmosphere. ALLOW COMPRESSOR TO COOL FORAT LEAST 15 MINUTES BEFORE OPENING SUCTION ORINTERSTAGE VENTS. Atmospheric air can be drawn in if a vacuumexists and can create an explosive mixture. CHECK LOCAL ORPANEL PRESSURE GAUGES FOR ZERO READING BEFOREREMOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES,VALVE CAPS, OR CYLINDER HEADS. Note: UNLOADERCONTROL PRESSURE IS TYPICALLY NOT SHOWN ON GAUGES.Vent unloader control pressure line by loosening control line tubingfitting.

3. IF POISONOUS OR SUFFOCATING GASES ARE BEINGCOMPRESSED, FOLLOW ALL PLANT SAFETY PROCEDURESPRIOR TO AND DURING MAINTENANCE ON ANY GASEQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TOINHALATION OF SUCH SUBSTANCES.

4. Regularly check around compressor and piping gaskets and joints forleaks which could result in a fire or an explosion.

5. Test al¡ pressure gauges on a periodic basis (see maintenanceschedule) to ensure accurate pressure readings. Likewise, check al¡relief valves for design opening pressure (see manufacturer's data foreach relief valve in packaging section of manual).

6. Check all safety shutdown devices (low oil pressure, high and lów gaspressures, vibration, etc.) per the schedule in the maintenance sectionof this manual.

7. Remove electrical lockout function if motor driven when maintenanceis completed and REMOVE MANUAL BARRING DEVICE, if usedduring maintenance, before starting unit.

OPERATi01V ANA MAINTENANCE

MANUAL

FOR AJAR

HORIZONTAL GAS ENGINE-COMPRESSORS

MODELENGINE

BORE & STROKE

COMPRESSOR

STROKE

C-30 ................................ 7'/2x10 8C-42 ................................ 8'/2 x 10 8DPC-60 ............................ 91/2 x 12 8DPC-81 ............................ 10'/2 x 12 8DPC-80-A ........................ 11 x 14 11DPC-105 .......................... 12 x 14 11DPC-115 .......................... 131/4 x 16 11DPC-120 'DPC-140 ......................... 131/4 x 16 11DPC-162 ...................... 101/2 x 12 8DPC-180 .......................... 15 x 16 11DPC-230 .......................... 131/4 x 16 11DPC-280 .......................... 131/4 x 16 11DPC-300 .......................... 15 x 16 11DPC-360 .......................... 15 x 16 11

PREFACE

The Ajax gas engine-compressor is designed spe-cifically to meet the rigorcus service requirements ofcontinuous, heavy duty operation. Although built totolerate the abuse of this service, reasonable and in-telligent tare dunng installation and operation will addyears to its life and keep maintenance costs to anabsolute minimum.

This manual outlines rhe procedures to be followed

and precautions ro be aken ro achieve maximum per-formance from the Ajax origine-compressor. A compietereview of rhe manual i, recommended for those •e-sponsible for the operation of the unir. Installationinstructions shouid be studi:id before setting the engineat its location. The trouble shooting guide sectien willbe helpful in correcting any operating problem whichmay arise.

PARTS ORDERING

When ordering replacement parts for the Ajaxengir:e-compressor, it is important that sufficient ¡den-tifying information be given to insure that the correctpart will be supplied. Always include:

Part NumberCorrect Description (from Parts List)Size and Model of UnitSerial Number of Unit

An illustrated parís list is provided with each unir,which lists part numbers for al¡ parts and principalaccessories. This list also shows rhe correct descriptionor name of the part which should be used in ordering.

The Size, Model, and Serial Number of the unit

INFORMATION

should be recorded for convenient reference whenordering parís. This information is stamped on the AjaxNameplate which is installed on the engine at thefactory.

When ordering replacement parís for rhe compres-sor cylinder, rhe following information shouid be sup-plied:

Part NumberCorrect Descnption (from Parts List)Bore and Stroke of Cornpressor CylinderSerial Number of Compressor Cylinder

(stamped on nameplate zttachedto the compressor cylinder)

Preface

Page 1

COMPRESSOR DATA TD-1326

C-3010-29-82

Eng i ne Bore & Stroke 7-1/2" X 10"

Comp res so r S t roke 81

Horsepower @ 525 RPM 30

Fuel Injecticn System Specifications:y Volume Tank 2 Cu. Ft.

Hose or Pipe Size (Tank to Unit) 1-1/2"

Regulatcr (Fisher S ze & Model) 1 620

Regulator Spring No. ID-8923Maximum Irlet Pressure 500 PSI

Tank Pres ure•Required 5-12 PSI

Regul ator Orifico Size:10-30 Inlet Pressure 1/2"31-50 Inlet Pressure 3/8"51-75 Inlet Pressure 1/4"76-500 Inlet Pressure 1/4"

Air/Gas Start ing System, Ring Gear Starting:A i r Pressure, Maximum 150 PSIVolume Required Per Minuto 5 Cu. Ft.

Exhaust System:Exh aus t Pipe Size 4"Exhaust Pipe Length in Feet - 6475 RPM

Muffler Outlet Size 6"

Muffler - Min. to Max . Silencing

Burgess -Manning BMA-6, BEO-6Vanec 131-06 , 141-06

Carson - *12-14

Cacacities:Crankcase Oil 5 Gal. (Approx.)

Oil Leve] - Distante From Top of Bed to Oil Surface__ 19-7/8"Power Cylinder Lubricating 0,1 1.2 Pints/Day

Radiater Cooling System 7 Gal.

-= Cooler Cool ing SystemEngine Jacket Water 6.5 Gal.Compressor Jacket Water 10 Gal.

Ni I. uipi 111 UM IIiN 1111' 1^I II. X, I i.. 1 Ii '.I^ ^-. ,.i^

COMPRESSOR DATA

C- 30

•Clearances:Crankpin Searing - Engine .002 - .0064

- Compressor .002 - .0064Crosshead Pin Bearing

- Engine .002-.0035- Compressor .002-.0035

Crossheaá to Guide Bore ( Feeler Cl earance )- Engine .007-.009- Compressor .007-.009

Pistan Ski rt to Power Cyl i nder .012-%017Piston Ring End Gap -070--%085Piston Ring to Side of lst Two Grooves .006-.0085

to s i de of 0ther Grooves .004-.0065

Torque Values, in Ft. Lbs.Connecting Rod Bolts 325-360Cylinder Head Stud Nuts 200Pistan Rod to Crosshead Nuts 1000

Special TaolsThimble, Engine Pistan Rod T-634-DThimble, Compressor Pistan Rod T-634-EWrench, Pistan Rod Nut A-3221

Not Furnished as Standard Equipment.

Operating Instructions Are Basicaily The Same As C-42

COMPRESSOR DATA

C-42

.

TD-132710-29-82

Eng i ne Bore & Stroke 8-1/2" X 10"

Compressor Stroke8 1 1


Fuel Injection System Specifications:i Volume Tank 2 Cu. Ft.

Hose or Pipe Size (Tank to Unit) 1-1/2";; Regulatcr ( Fisher Size & Model) 1" - 620

Regulator Spring No. ID-8923Maximum Inlet Pressure 500 PSITank Pressure Requi red 5-12 PSIRegulator Orifice Size:

10-30 Inlet Pressure 1/2"31-50 Inlet Pressure 3/8"51-75 Inlet Pressure 1/4"76-500 Inlet Pressure 1/4"

Air/Gas Starting System, Cylinder Head:Air Pressure, Maximum 250 PSIVolume Required Per Minute 7-10 Cu. Ft.

Exhaust System:Exhaust Pipe SizeExhaust Pipe Length in FeetMuffler Outlet Size

* Muffler - Min. to Max. Silencing

Burgess-Mann i ng

VanecCa rson

4"5000 = RPM611

BMA-6, BEO-6

131-06, 141-o6,412-14

Capac i t i es :CranKCase Oil 8 Gal. (Approx.)

Oil Leve] - Distance From Top of Bed to Oil Surface19-7/8"Power Cylinder Lubricating Oil 1.7 Pints/Day

Radiater Coolina System 7 Gal.

Cooler Cooling SystemEngine Jacket Water 7 Gal.Compressor Jacket Water 11 Gal.

, b 11111# I1II1 1111, 111 11 N 1 1 1 1 II 1'11 f.:, 0

COMPRESSOR DATAC- 42

C 1 ea ran ces :Crankpin Searing - Engine _

- CompressorCrosshead Pin Bearing

- Engine

.002 - .0064

.002 - .0064

.002 - .0035- Compressor .002 - .0035

Crosshead to Guide Bore ( Feeler Cl earance )- Engine- Compressor

Piston Ski r*_ to Power Cyl i nder

Piston Ring End Gap

Piston Ring to Side of lst Two Groovesto side of Other Grooves

Torque Values, in Ft. Lbs.Connecting Rod BoltsCylinder Head Stud NutsPiston Rod to Crossh ead Nuts

Special ToolsThimble, Engine Piston RodThimble, Compressor' Piston RodWrench., Piston Rod Nut

y Not Furnished as Standard Equipment.

.007 - .009

.012-- .016

.012 - .017

.080 - .100

.006 - .0085

.004 - .0065

325/3602001000

T-634-DT-634-EA-3221

COMPRESSOR DATA

DPC-60

TD-1 32810-29-82

Engine Bore & Stroke 9-1/2" X 12"

11Compressor Stroke 8Horsepower @475 RPM 60

Fuel Injection System Specifications:Volume Tank 3 Cu. Ft.

Hose or Pipe Size (Tank to Unit) 1-1/2"

* Regulatcr ( Fisher Size & Model) 1" - 620Regulator Spring No. 1 D-8923Maximum Inlet Pressure 500 PSI -Tank Pressure Requi red 5-12 PSIRegulator Orifice Size:

10-30 Inlet Pressure 1/2''31-50 Inlet Pressure 3/8"51-75 Inlet Pressure 1/4"

76-500 Inlet Pressure 1/4"

Ai r/Gas Start i ng System, Cyl i nder Head:Air Pressure, Maximum 250 PSI

Volume Required Per Minute 10-15 Cu. Ft.

Exhaust System:Exhaust Pipe Size 6"

y Exhaust Pipe Length in Feet 6175 = RPMMuffler Outlet Size 8"

* Muffler - Min. to Max. SilencingBurgess-Manning BMC - 8, BMB-8, BMA-8 BEO-8

Vanec 111 -08, 121-08, 131-08, 141-(

Carson T18-21

Capac i t i es :Crankcase Oil 17 Gal. (Approx.)

011 Leve] - Distance From Top of Bed to Oil Surface _ 22-1/2"

Power Cy1inder Lubricating Di] 2.4 Pints/Day

Radiater Cooling System 12.5 Gal.

Coolér Cooling System

Engine Jacket Water 13 Gal.Compressor Jacket Water 11 Gal.

N. ^ ^ arn rukolp^ u I b i I I q

COMPRESSOR DATA

DPC-60

Clearances:

Crankpin Bearing - Engine- Compressor

Crosshead Pin BearingEngineCompressor

Crosshead to Guide Bore ( Feeler 1 earance

.002 - .006

.002 - .006

.003 - .0055

.002 - .0035

- Engine .009 - .013- Compressor .012 - .016

Piston Ski rt to Power Cylinder .016 - .021Piston Ring End Gap .075 - .095Piston Ring to Side of lst Two Groaves .0075 - .010

to side of Other Grooves . 0055 - .008

Torque Values, in Ft. Lbs.Connecting Rod Bolts 325 - 360Cylinder Head Stud Nuts 320Pistan Rod to Crosshead Nuts 1000

Special ToolsThimble, Engine Piston Rod T-634-D

Thimb. le, Compressor Piston Rod T-634-E

Wrench, Piston Rod Nut A-3221


COMPRESSOR DATADPC-81

TD-132910-29-82

Engine Bore & Stroke

Compressor Stroke

10-1/2" X 12"

8 11


Fuel Injection System Specifications:1 Volume Tank 3 Cu. Ft.

Hose or Pipe Size* Regulatcr ( Fisher

(TankSize

to Unit)& Model )

1-1/2"1" - 620

Regulator Spri ng No. ID-8923Maximum Inlet PressureTank Pressure Required

500 PSI5-12 PSI

Regulator Orifice Size:10-30 Inlet Pressure 1/2"31-50 Inlet Pressure 3/8"51-75 Inlet Pressure 1/4"76-500 Inlet Pressure 1/4"

Air/Gas Starting System, Cylinder Head:Air Pressure, Maximum 250 PSIVolume Réqui red Per Minute 10-15 Cu. Ft.

Exhaust System:Exhaust Pipe Size 6"Exhaust Pipe Length in Feet 6400 = RPMMuffler Outlet Size 8"Muffler - Min. to Max. Silencing

Burgess -Manning BMC - 8, BMB-8 , BMA-8, BEO-8Vanec 121-08, 131-08, 141- 08, 151-(Carson #18-27

Capacities:

Crankcase Oil 17 Ga1. (Approx.)Oil Leve] - Distance From Top of Bed to Oil Surface 22-1/2"

-rower Cylinder Lubricating Oil 3.2 Pints/DayRadiater Cooling System 12.5 Gal.Cooler Cooling System 24 Gal.


•Clearances :Crankpin Bearing - Engine .002 - .006



Crosshead to Guide Bore (Feeler earance- Engine .009 - .013

- Compressor .012 - .016

Piston Skirt to Power Cyl inder .018 - .022

Piston Ring End Gap .082 - .102

Piston Ring to Side of lst Two Groaves .0075 - .010

to side of Other Grooves .0055 - .008

Torque Values, in Ft. Lbs.

Connecting Rod Bolts 325 - 360Cylinder Head Stud Nuts 550Piston Rod to Crosshead Nuts 1000

Special ToolsF.,

Thimble, Engine Piston Rod T-634-DThimble, Compressor Piston Rod T-634-EWrench, Pistar¡ Rod Nut A-3221


Operating Instructions Are 3asically The Same As DPC-60

COMPRESSOR DATA

DPC-80-A

TD-133010-29-82

S ktngine Bore u, tro

Compressor Stroke

11" X 14"

11"

Horsepower ' @400 RPM 80

Fuel Injection System Specifications:* Volume Tank 3 Cu. Ft.

* Hose or Pipe Size (Tank to Unit) 1-1/2" 1-112"

* Regulatcr (Fisher Size & Model) 1" - 620 2" - 630

Regulator Spring No. ID-8923 W - 192

Maximum Inlet Pressure 500 PSI 1500 PSI

Tank Pressure Required 5-12 PSI 5-12 PSI

Regulator Orifice Size:"10-30 Inlet Pressure - 3/8

31-50 Inlet Pressure 1/2" -51-75 Inlet Pressure 3/8" -76-500 Inlet Pressure 1/4" -



* Exhaust Pipe Length in Feet 5600 + RPM

Muffler Outlet Size 10"* Muffler - Min. to Max. Silencing

Burgess -Manning BMC - 10, BMB-10, BMA- 10, BEO-

Vanec 111-10, 121-10, 131-10, 141-Carson 418-27

Caoacities:

Crankcase Oil 23 Gal. (Approx.)

Oil Leve] - Distance From Top of Bed to Oil Surface _ 26-7/8"

Power Cylinder Lubricating Oil 3.2 Pints/Day


Cooler Cooling System.


COMPRESSOR DAT,a

DPC-80-A

Clearances :Crankpin Bearing - Engine

- CompressorCrosshead Pin Bearing

- Engine

.003 - .007

.002 - .006

.002 - .0035

- Compressor .003 - .0055Crosshead to Guide Bore ( Feeler earance

- Engine- Compressor

Piston S k i rt to Power Cy l i n de rPistan Ring End GapPiston Ring to Side of lst Two Grooves

to s i de of Other Grooves

Torque Val ues , in Ft. Lbs.Connecting Rod BoltsCylinder Head Stud Nuts _Pistan Rod to Crosshead Nuts

Special ToolsThimble, Engine Pistan RodThimble, Compressor Piston Rod'4rench, Piston Rod Nut


.009 - .012

.012 - .015

.017 - .023

.085 - . 105

.0075 - .010

.0055 - .008

700 (En g .) , 360 (Compr. )3202000

T-935-AT-939-DA-2922 ( Engine).A-2921 (Compr.)

COMPRESSOR DATA TD- 1331DPC-105 10-29-82

Engine Bore & Stroke 12" X 14"

Compressor Stroke 11"

Horsepower @425 RPM 105

Fue] Injection System Specifications:* Volume Tank 4 Cu. Ft.Hose or Pipe Size (Tank to Unit) 1-1/2'' 1-1/2"

* Regulator (Fisher Size & Model), 1" 620 2" 630Regulator Spring No. ID-8923 W-192Maximum Inlet Pressure 500 PSI 1500 PSITank Pressure Requi red 5-12 PSI 5-12 PSIRegul ator Orifice Size:

10-30 Inlet Pressure 3/8"31-50 Inlet Pressure 1/2"51-75 Inlet Pressure 3/81176-500 Inlet Pressure 1/4"

Air/Gas Start ing System, Cy1 i nder Head:Air Pressure, MaximumVolume Required Per Minute

c

Exhaust System:

250 PSI15-20 Cu. Ft.

Exhaust Pipe Size 8"Exhaust Pipe Length in Feet 6375 = RPMMuffler Outlet Size 12"Muffler - Min. to Max. Silencing

Burgess - Manning BMC-12, BMB-12, BMA-12, BEOVanec 121-12, 131-12, 141-12, 151

Carson #24-42

CaDac i t i es :Crankcase Oil 23 Gal. (Approx.)Oil Leve] - Distante From Top of Bed to Oil Surface _ 26-7/8"

Power Cylinder Lubricating Oii 4.2 Pints/Day


Cooler Cooling System 27 Gal.

IU., 1 i. u,unl upill^Nul I•. II ^..W i^ r^ ^:.p

COMPRESSOR DATA

DPC-105

•Clearances :Crankpin Bearing - Engine _ .003 - .007



Crosshead to Guide Bore (Feeler Clearance) .009 - .012

- Engine .012 - .015- Comp ressorPistan Skirt to Power Cylinder .022 - .028Pistan Ring End Gap •095 - .115Pistan Ring to Side of lst Two Grooves .0075 - .010


Torque Values, in Ft. Lbs.Connect i ng Rod Bo 1 ts 700 (Eng) , 360 (Compr)Cylinder Head Stud Nuts 550Pistan Rod to Crosshead Nuts - 2000

Special TcolThimble, Engine Pistan Rod T-935-AThimble, Compressor Pistan Rod T-939-DWrench, Pistan Rod Nut A-2922 (Eng), A-2921 (Compr)


Operating Instructions Are Basically The Same As DPC-80-A

COMPRESSOR DATA

DPC-115

Engine Bore & Stroke

Compressor Stroke

13-1/4'' X 16"

11"

TD-1 33210-29-82

Ho rs epower @ 360 RPM 115

Fue] Injection System Specifications:* Volume Tankj Hose or Pipe Size (Tank to Unit)

Regulatcr ( Fisher Size & Model)Regulator Spring No.Maximum Inlet PressureTank Pressure Requi redRegulator Orifica Size:

10-30 Inlet Pressure31-50 Inlet Pressure51-75 Inlet Pressure76-500 Inlet Pressure

4 Cu. Ft.1-1/2" 1-1/2"

1"-620. 2" - 630ID-8923 W - 192500 PSI 1500 PSI5-12 PSI 5-12 PSI

1/2"

3/8"1/4"

Ai r/Gas Starting System, Cyl i nder Head:A i r P re s-s u re , Max i mum 250 PSI

3/811


Exhaust System:. Exh a us t Pipe Size 8"Exhaust Pipe Length in Feet 6000 -. RPMMuffler Outlet Sizi 12"

= Muffler - Min. to Max . Silencing

Buraess-Mann]ng

Vanec

Carson

BMC-12, BMB - 12, BMA-12, BE0-'111-12, 121-12, 131-12, 141-,

424-42

Capac i t i es :Crankcase O.11 25 Gal. (Approx.)

Oil Level - Distante From Top of Bed to Oil Surface_28"

Power Cylinder Lubricating Oil 4.6 Pints/Day


Cooler Cooling System



.Clearances:Crankpin Bearing - Engine

- Compressor

.003 - .006

.003 - .006Crosshead Pin Bearing

- Engine- Compressor

.0044 - .0074

.003 - .0055Crosshead to Guide Bore ( Feeler Cl earance )


Piston Skirt to Power Cyl inder .025 - -031

Piston Ring End Gap .100 - .120

Piston Ring to Side of lst Two Grooves .010 - .0125to side of Other Grooves .008 - .0105

Torque Values, in Ft. Lbs.Connecting Rod Bolts 700Cylinder Head Stud Nuts 490Pistan Rod to Crosshead Nuts 3200

Special TcolsThimble, Engine Piston Rod T-939-DThimble, Compressor Piston Rod T-939--DWrench, Piston Rod Nut A-2921


COMPRESSOR DATA

DPC-120

Engine Bore & Stroke (2) 9-1/2" X 12"


TD-133310-29-82


Fuel Injection System Specifications:3 Cu. Ft.y Volume Tank

* Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"Regulatcr (Fisher Size & Model) 1" - 620 2" - 630Regulator Spring No. I D-8923 W-192Maximum Inlet Pressure 500 PSI 1500 PSITank Pressure Required 5-12 PSI 5-12 PSIRegulator Orifice Size:10-30 Inlet Pressure - 3/8"31-50 Inlet Pressure 1/2"51-75 Inlet Pressure 3/8"76-500 Inlet Pressure 1/4"

Air/Gas Start i ng System, Cylinder Head:Air Pressure, Maximum 250 PSIVolume Required Per Minute 20-30 Cu. Ft.

Exhaust System:Exhaust Pipe Size (2) 6"

y Exhaust Pipe Length in Feet 6175 = RPMMuffler Outlet Size 8"

y Muffler - Min. to Max. SilencingBurgess - Manning (2) BMC- 8, BMB- 8, BMA- 8, BE0-1Vanec (2) 111-08, 121-08, 131-08,14'Carson 36


Oil Leve] - Distante From Top of Bed to Oil Surface _22-1/2"

Power Cylinder Lubricating Oii 2.4 Pints/ Day/Cylinder

Cooler Cool ing System 65 Gal.


C l ea ran ces: .002 - .006

Crankpin Bearing - Engine- Compressor .002 - .006

Crosshead Pin Bearing- Engine .003 - .0055- Compressor .002 - .0035

Crosshead to Guide Bore ( Feeler 1 earance- Engine .009 .013- Como ressor .012 - .016

Piston Skirt to Power Cyl inder .016 - .021Piston Ring End Gap .075 - .095Piston Ring to Side of lst Two Grooves .0075 - .010


Torque Values, in Ft. Lbs.Connecting Rod Boits 360Cylinder Head Stud Nuts 320Piston Rod to Crosshead Nuts 1000

Special TcolsThimbie, Engine Piston Rod T-634-D

Thimble , Compressor Pistan Rod T-634-E

'.Jrench, Piston Red Nut A-3221

L Not Furnished as Standard Equipment.

COMPRESSOR DATA

DPC-140

TD-133410-29-82

Engine Bore & Stroke 13-1/4" X 16"


Horsepowe r @ 400 RPM 140

Fuel Injection System SDecifications:1 Volume Tank 4 Cu. Ft.

Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"

* Regulatcr (Fisher Size F. Model ) 1" - 620 2" - 630Regulator Spring No. ID-8923 W-192Maximum Inlet Pressure 500 PSI - 1500 PSITank Pressure Requi red 5-12 PSI 5-12 PSIRegulator Orifice Size:

10-30 Inlet Pressure 1/2"31-50 Inlet Pressure 1/2" _51-75 Inlet Pressure /81"376-500 Inlet Pressure 1/4" -

Air/Gas Starting System, Cylinder Head:Air Pressure, Maximum 250 PSIVolume Required Per Minute 13-20 Cu...Ft.


j Exhaust Pipe Length in Feet 6000 = RPMMuffler Outlet Size 12"

y Muffler - Min. to Max. SilencingBurgess - Manning BMC-12, BMB-12 , BMA-12, BEOVanec 121-12, 131-12, 141-12, 151Carson #24-42

Capacities:Crankcase Oil 25 Gal. (Approx.)Oi 1 Leve] - Distance From Top of Bed to Oi 1 Surface_28"Power Cylinder Lubricating Oil 5.6 Pints/DayRadiator Cooling System 39 Gal.

11, 1 1 ;1 1 411111*41011111 11, 11 pd 1 1 1 i 11 1 1, 1.^, u


• C l ea ran ces :Crankpin Searing - Engine .003 - .006



Crosshead te Guide Bore (Feeler- Engine

earance.009 - .013

- Compressor .012 .015Piston Skirt te Power Cyl inder .025 - .031Pistan Ring End Gap .100 - .120Pistan Ring te Side of lst Two Gro oves .010 - .0125

te side of Other Grooves .008 - .0105

Torque Values, in Ft. Lbs.Connecting Rod Bolts 700Cylinder Head Stud Nuts 490Piston Rod te Crosshead Nuts 3200

Special ToolsThimble, Engine Pistan Rod T-939-DThimble, Compressor Pistan Rod T-939-DWrench, Piston Rod Nut A-2921


Operating Instructions Are 3asically The Same As DPC-115

COMPRESSOR DATA TD-1335DPC-162 10-29-82




Fuel Injection System Specifications:

y Volume Tank 3 Cu. Ft.• Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"• Regulatcr (Fisher Size & Model) 1" - 620 211 - 630

Regulator Spring No. ID-3923 W-192

Maximum Inlet Pressure 500 PSI - 1500 PSITank Pressure Required 5-12 PSI 5-12 PSIRegulator Orifica Size:10-30 .Inlet Pressure -- 1/2"31-50 Inlet Pressure 1/2" -51-75 Inlet Pressure 1/2" -76-500 Inlet Pressure 1/4" -



* Exhaust Pipe Length in Feet 6400 = RPM

Muffler Outlet SizeMuffler - Min. to Max. Silencing

Burgess - Mann i ng

VanecCa rson

Caoacities:Crankcase Oil 25 Gal. (Approx.)Oil Level - Distance From Top of Bed to Oil Surface_22-1/21"Power Cylinder Lubricating Oil 3.2 Pints/Day/Cylinder

Cooler Cooling System 80 Gal.

1 1 1 ^^uu1 u011 111111, 1 . 1111 1 1 1

COMPRESSOR DATA

DPC-162

ClearancesCrankpin Searing - Engine

.002" - .006"

- Compressor .002" - .006"Crosshead Pin Searing

- Engine .003" - .0055"- Compressor .002" - .0035"

Crosshead to Guide Bore ( Feeler Cl earance )- Engine .009" - .013"- Compressor .012" - .016"

Piston Skirt to Power Cylinder .018" - .022"Piston Ring End Gap .075" - .095"Piston Ring to Side of lst Two Grooves .0075" - .010"

to side of Other Grooves .0055" - .008"

Torque Valles, in Ft. Lbs.Connecting Rod Boits 325 - 360Cylinder Head Stud Nuts 550Piston Rod to Crosshead Nuts 1000

Special Tools 1Thimble, Engine Piston Rod T-634-DThimble, Compressor Piston Rod T-634-E

Wrench, Piston Rod Nut A-3221

Not Furnished as Standard Equiprnent.

Operating Instructions Are Basically The Same As DPC-120

COMPRESSOR DATADP C-180

TD-133610-29-82

Engine Bore & Stroke 15" x 16"

Comp res so r Stroke 11"



• Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2";; Regulatcr ( Fisher Size & Model ) 1" - 620 2" - 630

Regulator Spring No . ID-8923 W-192Maximum Inlet Pressure 500 PSI 1500 PSI

Tank Pressure Requi red 5-12 PSI 5-12 PSIRegulator Orifica Size:

10-30 Inlet Pressure 1/2"31-50 Inlet Pressure 1/2"51-75 Inlet Pressure 3/8" -76-500 Inlet Pressure 1/4"


Exhaust System:Exhaust Pipe Size 10"Exhaust Pipe Length in.Feet 6400 = RPMMuffler Outlet Size 14"

:: Muffler - Min . to Max. SilencingBurgess -Manning BMC - 14, BMB-14, BMA- 14, BEO-Vanec 121-14, 131-14, 141-14, 151-Carson 430-60

CaDac i t i es :

.Crankcase 0 i 1 25 Gal. (Approx.)Oi 1 Leve] - Distance From Top of Bed to Oi 1 Surface_ 23"Power Cylinder Lubricating Oil 7.2 Pints/Day



•Clearances:Crankpin Bearing - Engine .003 - .006


- Engine .0044 - -0074- Compressor .0035 - .0055

Crosshead to Guide Bore ( Feeler Cl earance)- Engine .009 - .013- Compressor .012 - .015

Piston Skirt to Power Cyl inder .027 - .033Pistan Ring End Gap .115 - -135Piston Ring to Side of lst Two Grooves .010 - .0125


Torque Values, in Ft. Lbs.Connecting Rod Bolts 700Cylinder Head Stud Nuts 740Pistan Rod to Crossh ead Nuts 3200

Special ToolsThimble, Engine Piston Rod T-939-DThimble, Compressor Pistan Rod T-939-DWrench, Pistan Rod Nut A-2921


Operating instructions Are Basically The Sane As DPC-115






* Hose or Pipe Size (Tank to Unit) 2 " 2"

* Regulatcr (Fisher Size &. Model) 1" - 620 2" - 630

Regulator Spring No. I D-8923 W-192Maximum Inlet Pressure 500 PSI 1500 PSI

Tank Pressure Requi red 5-12 PSI 5-12 PSIRegulator Orifice Size:



75-150 Inlet Pressure 3/8"150-500 Inlet Pressure 1/4"

Air/Gas Start i ng System, Cylinder Head:Air Pressure, MaximumVolume Required Per Minute

Exhaust System:

250 PSI20-30 Cu. Ft.

Exh aus t Pipe Size (2) 8"

* Exhaust Pipe Length in Feet 6000 = RPMMuffler Outlet Size 12"

* Muffler - Min. to Max . SilencingBurgess-Manning ( 2) BMC-12, BMB - 12, BMA-12,BE

Vanec (2) 111-12, 121-12, 131-12, 1

Carson 748-84


Oil Leve] - Distance From Top of Bed to Oil Surface 28"

Power Cylinder Lubricating Oi l `4.6 Pints/Day/Cylinder

* Cooler Cool ing System 92 Gal.

11- , 1 1 1 1 1 1,1111 1 609111 1 V 11^ 111 11 04 '1 1 ,- 1 I 1, ,, 1 , 1,

COMPRESSOR DATA

DPC-230

Clea rances :Crankpin Bearing - Engine .003 - .006


- Engine .0044 - .0074- Comp res s o r .002 - .0035

Crosshead to Guide Bore ( Feeler earance- Engine _ .009 - .013

- Comp res s o r .012 - .015Piston Ski rt to Power Cy1 i nder .025 - .031Piston Ring End Gap .100 - . 120Piston Ring to Side of lst Twwo Grooves .010 - .0125


Torque Va l ues , in Ft. Lbs.Connecting Rod Bolts 700Cylinder Head Stud Nuts 490

Piston Rod to Cros sh ead Nuts 3200

Special ToalsThimble, Engine Piston Rod T-939-DThimble, Compressor Pistan Rod T-939-DWrench, Piston Red Nut A-2921

y Not Furnished as Standard Equipment.

COMPRESSOR DATA

DPC-280

TD-133810-29-82

Engine Bore & Stroke (2) 13-1/4" X 16--

Come res so r Stroke1111

Horsepower @ 400 RPM 2 80


2" 2"Hose or Pipe Size (Tank to Unit);; Regulatcr ( Fisher Size & Model) 1" - 620 2" - 630

Regulator Spring No. ID-8923 W-192

Maximum Inlet Pressure 500 PSI 1500 PSI

Tank Pressure Requi red 5-12 PSI 5-12 PSI

Regulator Orifice Size:10- 50 I n l e t Pressure 1/2"

50-150 Inlet Pressure 1/2"150-500 Inlet Pressure 3/81

Air/Gas Starting System, Cyl inder Head:Air Pressure , Maximum 250 PSI


Exhaust System:Exhaust Pipe SizeExhaust Pipe Length in FeetMuffler Outlet Size

* Muffler - Min. to Max. SilencingBurgess-ManningVanec

(2) 8 11

6000 = RPM12"

(2) BMC-12, BMB-12, BMA-12, E

(2) 121-12, 131-12, 141-12, 1Carson X48-84

Capacities:C-ankcase Oil 30 Ga1. (Approx.)

Oil Leve] - Distante From Top of Bed to Oil Surface_ 28"

Power Cylinder Lubricating Oil 5.6 Pints/Day/Cylinder


;^.,1, 111 U lIfIIN(11[^,.II 11 oli 1 1 1 , p 0 , i


Clearances:Crankpin Bearing - Engine .003 - .006

- Compressor 003 - .006Crosshead Pin Bearing

- Engine .0044 - .0074- Compressor .003 - .OC55

Crosshead to Guide Bore (Feeler Cl earance )- Engine .009 - .013- Comp ressor .012 - .015

Piston Ski r*_ to Power Cyl inder .025 - .031Pistan Ring End Gap .100 - .120Piston Ring to Síde of lst Two Grooves .010 - .0125

to s i de of Other Grooves .008 - .0105

Torque Va l ues , in Ft. Lbs.Connecting Rod Bolts 700Cylinder Head Stud Nuts 490Piston Rod to Crosshead Nuts 3200

Special TocisThimble, Engine Piston Rod T-939-DThimble, Compressor Piston Rod T-939-DWrench, Piston Rod Nut A-2921

{ Not Furnished as Standard Equipment.

Operating Instructions Are Sasically The Same As DPC-230

COMPRESSOR DATADPC- 300

TD-133910-29-82

Engine Bore & Stroke (2) 15" X 16"

Comp res so r Stroke 11"

Ho rs epowe r @ 360 RPM 300

Fuel Injection System Specifications:Volume Tank - 5 Cu. Ft.

* Hose or Pipe Size (Tank to Unit) 2" 2"Regulatcr ( Fisher Size & Model ) V' - 620 2" - 630Regulator Spri ng No . ID-8923 W-192Maximum Inlet Pressure 500 PSI 1500 PSITank Pressure Requi red 5 - 12 PSI 5-12 PSIRegulator Orifica Size:

10-50 Inlet Pressure 1/21151-75 Inlet Pressure 1/2"76-150 I n l et Pressure /8"3


Air/Gas Start i ng System, Cyl i nder Head:Air Pressure , MaximumVolume Required Per Minute

Exhaust System:

250 PSI35-45 Cu. Ft.

Exhaust Pipe Size (2) 10"y Exhaust Pipe Length in Feet 6400 = RPM

Muffler Outlet Size14"

Muffler - Min. to Max. Silencing

Burgess-Manning ( 2) BMC-14,BMB - 14,BMA-14,BECVanec (2) 111-14,121-14,131-14,141Carson #60-108

Capacities:

Crankcase Oil 30 Gal. (Approx.)

Oil Leve] - Distance From Top of Bed to Oil Surface_ 28"

Power Cylinder Lubricating Oil 6 Pints / Day/Cylinder


„1 11 11,011111 II11. 1'li 11 4111 1 11 1 :li (, b


.

•Clearances:Crankpin Bearing - Engine .003 - .006



Crosshead to Guide Bore (Feeler Cl earance )- Engine .009 - .013- Comp res s or .012 - .015

Piston Skirt to Power Cylinder .027 - .033Pistan Ring End Gap .115 - •135Piston Ring to Side of lst Two Grooves .010 - .0215

to side of Other.Grooves .008 - .0105

Torque Values , in Ft. Lbs.Connecting Rod Bolts 700Cylinder Head Stud Nuts 740Piston Rod to Crosshead Nuts 3200

Special ToolsThimble, Engine Piston Rod T-939-DThimble, Compressor Piston Rod T-939-DWrench, Fiston Rod Nut A-2921



Engine Bore & Stroke (2) 15" X 16"


Ho rs epower @ 400 RPM 360

Fuel Injection System Specifications:* VolumeTank 5 Cu. Ft.

* Hose or Pipe Size (Tank to Unit) 2" 2"* Regulatc r (Fisher Size & Model) 1" - 620 2" - 630

Regulator Spring No. ID-8923 W-192Maximum Inlet Pressure 500 PSI 1500 PSITank Pressure Required 5-12 PSI 5-12 PSIRegulator Orifica Size:10-50 Inlet Pressure - 1/2"51-150 Inlet Pressure 1/2" -151-500 Inlet Pressure 3/8" -

Air/Gas Starting System, Cylinder Head:Air Pressure, Maximum 250 PSIVolume Requi red Per Mi nute 35-45 Cu. Ft.


* Exhaus t Pipe Length in Feet 6400 = RPMMuffler Outlet Size 14"

* Muffler - Min. to Max. SilencingBurgess - Manning (2) BMC-14,BMB-14,BMA-14,5E

Vanec (2) 121-14,131-14,141-14,15Carson r6o-108

Capac i t i es :Crankcase 011 30 Gal. (Approx.)

Oil Leve] - Distante From Top of Bed to Oil Sur ace _ 28"

Power Cylinder Lubricating 011 7.2 Pints/Day/Cylinder

* Cooler Cooling System 125 Gal.

1 11 1 „H 1110,1111111[x. 111 11 114 1 1 II ^..1; 1 ,1

COMPRESSOR DATA

DPC-360

.ClearancesCrankpin Bearing - Engine r .003 - .006

- Compresscr .003 - .006Crosshead Pin Bearing


Crosshead to Guide Bore ( Feeler Cl earance )- Engine .009 - .013

- Comp res s o r .012 - .015Pistan Ski rt to Power Cyl i nder .027 - .033Pistan Ring End Gap .115 - .135Pistan Ring to Side of lst Two Grooves .010 - .0125


Torque Val ues , in Ft. Lbs.Connecting Rod Bolts 700Cylinder Head StudNuts 740Piston Rod to C rossh ead Nuts 3200

-= Special ToolsThimble , Engine Piston Rod T-939-DThimble, Compresscr Piston Rod T-939-DWrench, Piston Rod Nut A-2921


Operating Instruct icns Are Sas ical ly The Same As. DPC-300

CONTENTS

SECTION PAGE SECTION PAGE

1 DESIGN AND APPLICATION

BASIC DESIGN ........................................ 1

PRINCIPIE OF ENGINE OPERATION ........ 2

ENGINE -COMPRESSOR APPLICATION .... 2

II INSTALLATION

INSTALLATION DESIGN .......................... 1

FOUNDATION ........................................ 1

SETTING THE ENGINE - COMPRESSOR ...... 2

COOLER DRIVE INSTALLATION .............. 2

GROUTING .............................................. 2

FABRICATED PIPING ERECTION .............. 3

FLYWHEEL INSTALLATION ...................... 3

FIELD CONNECTIONS .............................. 5

FUEL VOLUME TANK ...................... 5

AIR AND GAS STARTING .............. 5

EXHAUST SYSTEM .......................... 6

111 ENGINE -COMPRESSOR START-UP

PRE-START-1.0P SERVICING ...................... 1

START-UP PROCEDURE ............................ 1

COMPRESSOR CYLINDER START -UP ........ 1

IV MAINTENANCE

LUBRICATING SYSTEMS .......................... 1

CRANKCASE LUBRICATION ............ 1

FORCE FEED LUBRICATOR .............. 1

POWER CYLINDER LUBRICATION.... 2

POWER ENDLUB OIL SPECIFICATIONS ...... 2

COMPRESSORCYLINDER LUBRICATION ........ 16

COOLING SYSTEM .................................. 3

ENGINE CYLINDER COOLING ........ 3

COMPRESSOR CYLINDER COOLING 3

PRECAUTIONS ................................ 3

SERVICING RADIATORFAN BEARINGS ...................... 4

SERVICING COOLER FANSHAFT BEARINGS .................... 4

IV CRANKCASE ASSEMBLY .......................... 5

CRANKSHAFT OIL SEALS ................ 5

CRANK PIN BEARINGS .................... 5

CROSSHEAD .................................... 5

CROSSHEAD PIN BEARINGS .......... 5

LAYSHAFT DRIVE ............................ 5

LAYSHAFT ROTARY OIL SEALS ...... 5

POWER CYLINDER ASSEMBLY ................ 6

CYLINDER WEAR ............................ 6

MIXER MANIFOLD .......................... 6ENGINE PISTON AND RINGS .......... 6

ENGINE PISTON ROD

STUFFING BOX ........................ 7

SPARK PLUGS .................................. 7

ACCESSORIES .......................................... 7

AIR CLEANERS ................................ 7

BREATHER CAP .............................. 8

GOVERNOR .................................... 8

ALTRONIC IGNITION ...................... 10

MAGNETO IGNITION .................... 11

INSTRUMENT PANEL ...................... 11

SAFETY DEVICES ............................ 12

COMPRESSOR CYLINDER ASSEMBLY ...... 12

PERFORMANCE .............................. 12

CLEARANCE ADJUSTMENT ............ 13

PERFORMANCE CURVES ................ 13

SINGLE ACTING OPERATION ........ 13HYDROGEN SULFIDE GAS .............. 13COMPRESSOR

CYLINDER MAINTENANCE ...... 13COMPRESSOR CYLINDER BODIES.... 13COMPRESSOR CYLINDER LINERS .... 13COMPRESSOR PISTONS .................. 14

COMPRESSOR PISTON RINGS ........ 14COMPRESSOR PISTON RODS .......... 14COMPRESSOR PRESSURE PACKING 14COMPRESSOR VALVES .................... 15COMPRESSOR TORQUE VALUES .... 15

V PREVENTATIVE MAINTENANCEMAINTENANCE PROGRAM .................... 1

VI SERVICING FOR EXTENDEDPERIODS OF STORAGE

PREPARING FOR EXTENDED STORAGE .. 1

SERVICING AFTER STORAGE .................. 1

VII TROUBLE -SHOOTING GUIDE

Index1-73 Page 1

ILLUSTRATIONS

FIGURE-TITLE SECTION-PAGE

1.1 TOP VIEW, SINGLE CYUNDERENGINE-COMPRESSOR .................... 1-1

1.2 TOP VIEW, TWIN CYUNDERENGINE-COMPRESSOR .................... 1.1

FIGURE-TITLE SECTION-PAGE

11-8 EXHAUST PYROMETER INSTALLATION .. 11.6

IV-1 OIL LEVEL, DC-22, DC-30 UNITS .............. IV-1

IV-2 OIL LEVEL, C.42 & LARGER UNITS .......... IV-1

1.3 OPERATING , SIDE VIEW .......................... 1.1

1.4 COMPRESSION STROKE .......................... 1-2

1.5 POWER STROKE ...................................... 1-2

1-6 SCAVENGING .......................................... 1-2

11-1 TYPICAL INSTALLATION .......................... 11.1

11.2 FLYWHEEL WEDGES ................................ 11-3

11.3 FLYWHEEL POSITION .............................. 11-4

11.4 FLYWHEEL KEY ........................................ 11.4

11.5 FLYWHEEL INSTALLED ............................ 11-4

114 FUEL VOLUME TANK .............................. 11.5

11.7 GAS STARTING SYSTEM ........................ 11-5

IV-3 INSTALLATION SLEEVE, LAYSHAFTROTARY OIL SEAL ............................ IV-6

IV-4 LAYSHAFT ROTARY OIL SEAL INSTALLED IV-6

IV-5 CORRECT PISTON POSITION .................. IV-6

IV-6 PISTON RING TAPERED FACE ................ IV-7

IV-7 PISTON RING INSTALLATION ................ IV-7

IV4 PISTON ROD THIMBLES .......................... IV-7

IV-9 THROTTLE CONTROL LINKAGE,EA SERIES ENGINES .......................... IV-9

1V-10 THROTTLE CONTROL LINKAGE,C-42 COMPRESSORS ........................ IV-9

IV-11 ELECTRONIC BOXES ................................ IV-10

IV-12 CRANK ANGLE, PROTRACTOR CHECK .... IV-11

TABLES

TABLE-TITLE SECTION-PAGE

II-A FUEL SYSTEM - VOLUME TANKAND REGULATOR SPECIFICATIONS ....... 11.7

11-B AIR STARTING - VOLUME TANKAND COMPRESSOR DISPLACEMENT ........ 11-7

TABLE-TITIE SECTION-PAGE

IV-C LUBE OIL TRADE NAMES-REFINERS RECOMMENDATIONSFOR POWER CYUNDERS .......................... IV-20

II-C EXHAUST SYSTEM SPECIFICATIONS ........ 11-8

IV-A LUBRICATING AND COOLINGSYSTEM CAPACITIES ................................ IV-19

IV-B RUNNING CLEARANCECRANKSHAFT AND CROSSHEADS .......... IV-19

IndexPago 2

IV-E LUBRICATION BATES FORCOMPRESSOR CYLINDERS ...................... IV-22

IV-F LUBRICATION BATES FORPISTON ROD PRESSURE PACKING .......... IV-22

IV-G POWER END PISTOLA RING CLEARANCE IV-21

1-73

Ip,^ n ^^ruiaaupl^Ulop^i^.^F^ 4tii 1 I^ ;^,p {

SECTION 1

DESIGN AND APPLICATION

BASIC DESIGN

The Ajax gas engine-compressor units covered inthis manual use the proven Ajax standard two-cycle,crosshead type, single or twin cylinder engine com-ponente as the power end. The compressor end is aconventional horizontal reciprocating design. The pow-er and compressor cylinders are mounted on a commonintegral frame except for units rated at 22 and 30horsepower. These small engine-compressor units useseparate frames for the engine end and the compressorend. The crank throws are on a one-piece crankshaftfor all units except the smaller non-integral units whichuse separate crankshafts directly connected through aflexible coupling.

Figures 1-1, 1-2, 1-3 show outline views typical ofAjax engine-compressor units.

In identifying various components of the engine-compressor, reference may be made to the flywheelside and the cooler or radiator side of the unit. Whenstanding at the flywheel side of the unit, the powerend is to the left while the compressor end is to theright. Viewed from the power cylinder end, the cooleror radiator side of the unit is to the left while the fly-wheel side is to the right. When viewed from the fly-wheel side, the crankshaft rotation is clockwise. Ontwin cylinder units, the number one cylinder is on theflywheel side; the number two cylinder is on thecooler or radiator side.

//^`

^iR QEAMER

°OWER 1r-^_^^^.oER a

COwPRESSOR C''LMOER

I r

^fCY^ME El

suc1iOR sUUe&R

Figure I-1

Top View - Single Cylinder Engine-Compressor

Figure 1-2Top View - Twin Cylinder Engine-Compressor

Simplicity of operation and maintenance has beenstressed throughout the design of the basic engine-compressor unir and related accessories. The crossheadconstruction with sealed power end piston rod elimi-nates contamination of the crankcase by producís ofcombustion. Power end intake and exhaust valvas andrelated componente are eliminated by the trouble freeport-scavenging design of the engine end. Fuel systemsare selected for optimum performance and simplicityfor each sine unir. A low pressure fuel system isstandard equipment on all engine-compressor units. Ahigh pressure fuel injection system is available asoptional equipment on engine-compressor units ratedat 42 horsepower and higher.

The power end cooling system employs a fancooled radiator or unitized fin tuba cooler and depend-able thermo-syphon circulation on all units except theDPC-300. Coolant circulation is induced by the differ-ence in density that existe between hot and cold waterwhich causes the hot water to flow from the powercylinder to the higher elevation of the radiator orjacket water section of the unitized cooler. The cooledwater flows downward and returns to the power cylin-der. This system eliminates an engine jacket waterpump and increases efficiency by causing the powerend to operare at the proper temperatura. The DPC-300unir utilizas a forced circulation cooling system.

The lubrication system uses a combination ofsplash, flood and forced feeding of oil to the requiredpoints. The crankcase splash system provides amplelubrication to the crossheads, crankshaft and layshaftassemblies. The flood system provides a bath of oilfor all componente in the control box. The rotary drivenforce-feed lubricator insures proper lubrication to thepower end piston, compressor cylinder pistons andcompressor cylinder piston rod pressure parkings.

Altronic capacitar discharge salid state ignition isstandard equipment on all Ajax engine-compressorunits; low tension ignition systems are optional for al¡units.

Figure 1-3Engine-Compressor Operating Side View

Section 11-73 Page 1

PRINCIPLE OF OPERATION

Figure 1-4 Compression

Figure 1-5 Power

The two-stroke cycle has one working stroke of thepiston for each revolution of the crankshaft. Compres-sion, firing, expansion, exhaust, and scavenging takeplace in that order, and because these events are com-pleted in two strokes of the piston , this is called thetwo-cycle design. As the piston moves toward thecylinder head, it first closes the intake ports, then theexhaust ports, trapping a fresh charge of fuel and airmixture. The piston compresses this charge, which isignited by the spark near the firing end of the com-pression stroke. This burning produces a rise in pres-sure which forces the piston toward the crank end onits power stroke. Expansion of the gases continuesuntil the piston uncovers the exhaust ports, permittingescape of the burned gases . As the piston moves fur-ther toward the crank, the intake ports open and theentering fuel mixture displaces remaining burnedgases. After reaching the crank end of the stroke, thepiston starts toward the cylinder head on another cycle.

The crosshead construction of this engine-compres-sor permits complete isolation of the crankcase fromthe engine cylinder chamber. By this design, the crankend of the piston and cylinder forms a scavengingchamber and provides an efficient scavenging pump.

On the compression stroke, a partial vacuum iscreated in the scavenging chamber at the crank end ofthe cylinder. The differential in pressure opens thecheck valves and- a fresh fuel-air charge enters untilthe piston reaches the firing end of the stroke. Thepower stroke of the piston snaps the check valvesclosed and compresses the mixture in the scavengingchamber to a few pounds pressure. When the intakeports are opened in the cylinder, the slightly com-pressed charge transfers to the combustion chamber.

Figures 1-4 and 1-5 illustrate the two cycle principiewhich provides one power stroke for each revolutionof the crankshaft, or one power stroke for each twostrokes (compression and power) of the piston. Figure1-6 shows the scavenging process which takes placewhile exhaust and intake ports are uncovered at theconclusion of the power stroke.

ENGINE-COMPRESSOR APPLICATION

Ajax engine-compressor units are designed for con-tinuous heavy duty operation and perform best whenloaded to the rated capacity at the operating speed.Performance curves furnished for each unit show com-pressor capacity versus suction and discharge pressuresat maximum rated unit speed. The rated horsepowerof the engine-compressor unit is conservatively basedat 65% of maximum horsepower, and can be used asthe continuous duty design capacity at sea leve) and60° F Ambient temperature without further deration.

When the engine-compressor installation is to belocated at an appreciable elevation aboye sea leve¡, or

Section 1Page 2

11- [ 1 ' 1 1 ., 0 1 km IFI1l11 U 111 1 1 b 111 1 1 1 1' i .1, 0 i 11

in an ambient temperature exceeding 60° F, derationof the rated horsepower must be taken into considera-tion in applying the engine-compressor unit to theanticipated conditions of loading.

The power that any gas engine can deliver de-creases with an increase in altitude and/or temperatureof the air at the intake due to the reduction in airdensity and weight of oxygen for combustion in agiven volume. The calculated reduction in horsepoweris 3% per 1,000 feet aboye 1,500 ft. elevation and1 % for each 10° F temperature rise aboye 60° F.

1-73

SECTION II

INSTALLATION

INSTALLATION DESIGN

When designing the engine-compressor installation,severa) factors should be taken into consideration whichcan affect the overall performance of the installation.An adequate foundation must be provided to assurea stationary mounting base for the engine-compressorskid and any accessory equipment not mounted onthe skid. If the unit is installed inside a building oradjacent to other machinery, sufficient space must beallowed around the unit to facilitate maintenance andservice work to be accomplished. In outdoor locations,units equipped with engine radiators should be orient-ed in relation to the prevailing winds so that thenatural air flow is from the flywheel side of the unitto the cooler; i.e., in the normal direction of air flowthrough the engine radiator. The orientation of unitsequipped with vertical discharge unitized coolers maybe to suit other requirements. In multiple unit installa-tions, arrangements should be avoided which result inhot air from one unit radiator flowing to the air inlet

of a second unit radiator or air cleaner.Installation of units inside buildings should be de-

signed to allow for the passage of hot air from theradiators and/or coolers to the outside through ade-quate natural ventilation or through ducting to theoutside of the building. Unitized vertical dischargecoolers may frequently be installed outside the build-ing to ease the disposal of heated air. The exhaustsystem must be properly designed for the operatingconditions of the engine-compressor, both for properscavenging of the power cylinders, and for correctdissipation of exhaust heat. Recommended exhaust pipesize and length are established for each engine-com-pressor unit at various operating speeds. Muffler typeand size are also critica) to good operation, and recom-mendations have been established for this equipment.See Table ll-C.

FOUNDATION

The size and construction of the foundation mustbe selected to suit the soil conditions at the unit loca-tion. In well compacted, high load capacity soils, (6tons square foot minimum) the mínimum dimensionsshown on the appropriate foundation drawing suppliedshould be adequate for a reinforced concrete founda-tion. In soils having a low load support capacity, awider and longer foundation or one which angles outat the bottom should be used to distribute the loadover a larger area on the bottom face of the foundation.In general, it is poor practice to economize on theamount of concrete used on the engine-compressor unitfoundation.

If the soil bearing capacity is questionable, it ishighly recommended that a soil analysis be made priorto designing or pouring the foundation. If unsuitable

soil is encountered, the foundation design must bechanged to accommodate the soil. In designing thefoundation, the static and dynamic loads must both beconsidered. The unbalanced forces and couples of eachengine-compressor unit are available on request fror.the factory.

In most installations, it is recommended that theengine-compressor skid and accessories be placed ongrouting on the foundation to insure full even bearingsupport under the equipment. The grouting is pouredafter the equipment has been set and aligned on thefoundation. For Chis type installation, the top surfaceof the foundation should not be troweled, but shouldhave a rough finish to insure a better bond with thegrouting.

Figure 11-1

Engine-Compressor Typical Installation

1-73

Section IIPage 1

SETTING THE ENGINE -COMPRESSOR

The engine-compressor mounted on its skid is nor-mally set directly on the foundation block with theprimary precaution being certain that the unit is setleve¡, accurately aligned with the cooler where appli-cable, aligned with any other off-skid accessories whereapplicable, and adequately supported so that all bear-ing surfaces on the bottom of the skid have fuil contactto avoid deflections in the bed or skid.

In setting the engine-compressor on the foundation,necessary to place foundation bolts in the founda-

tion, either by pouring the foundation with bolts inplace, or by sulphuring in the bolts after the foundationhas been poured. The location and sizes of the founda-tion bolts are shown on the appropriate foundationdrawing. The bolts must extend aboye the foundationto insure fuil thread engagement in the nuts, takinginto account the space required for adequate grouting.To allow for adjustment in the location of the bolts ifplaced before the block is poured, a common practiceis to center the boli inside a piece of 2" or 21/2" pipe,positioned so that the top of the pipe is flush with thetop of the complet. d foundation. The bottom of thepipe should be closed to kc:Ep out the foundation con-crete. The pipe must be filled with grout after theengine is set.

After the foundation has thoroughly set, as re-quired by its size, climatic -onditions and the concretemixture used, the engine-:-,--rnpressor skid (and coolerwhen applicable; can be placed on the foundation andleveled, using wedges or leveling screws. The engine-

compressor should then be accurately aligned with theunitized cooler where applicable and the cooler driveconnected. Accurate alignment is essential to insureacceptable service life from the drive components, andto eliminate detrimental loads and vibrations to theengine-compressor and the driven unitized cooler

V-BELT COOLER DRIVE INSTALLATION

The V-belt sheave for the cooler drive should beinstalled as close to the shaft supporting bearing aspossible . The farther the outer edge of the sheave islocated from the bearing , the greater the side loadingbecomes which leads to premature bearing failure.Accurate alignment between the driver and drivensheaves contributes to longer belt ¡¡fe and a smoothrunning accessory drive . The alignment of the driveis checked by drawing a line taut between the adjacentfaces of the two sheaves , lined up to intersect the twohubs . When the drive is properly aligned, the stringwill just touch the face of each sheave at the pointswhere it crosses the sheave rims.

LINE SHAFT COOLER DRIVE INSTALLATION

Some cooler drives are supplied with a long fineshaft between two flexible couplings with the V-beltdrive components rigidly mounted on the engine-co-n-pressor bed. The alignment of the cooler, cooler driveshaft and couplings must be held within specifiedlimits.

After the basic unit has been leveled and theunitized cooler mounted on its foundation block butnot tightened down nor grouted, the floating drive

Section IIPage 2

shaft between the compressor and the cooler must bealigned and coupled to the cooler drive shaft. Theinstallation procedure is outlined as foliows:(1) Shrink coupling hub on cooler shaft. End of hub

should be flush with end of shaft.(2) Fill grooves in al¡ hubs with grease.(3) Install grid members between hub bolted to

driven sheave and hub on floatíng fine shaft. Gapbetween the two hubs should be approximately1/800.

(4) Slip gasket over grid members up to hub flangeand pack grease into spaces around grid members.

(5) Draw the cover up and fasten in place with boltsprovided. Use nail or small screw driver undersea¡ ring for venting during assembly of cover.Add lubricant with grease gun. Make cure thatNeoprene sea¡ is squarely seated on hub and notpinched under cover.

(6) Bolt split aligning fixture, furnished with unit, tosheave. This will fine up floating shaft withcoupling hub, which is bolted and doweled to theinside of the sheave.

(7) By clamping dial indicator to the hub on the coolershaft, indicate run out on floating shaft by re-volving this shaft while the cooler shaft is heldstationary. If necessary, bump floating shaft intoline.

(8) After floating shaft is running true, fasten indi-cator to floating shaft or extended hub on shaftand indícate outside flange and face of hub oncooler shaft. Shift cooler into position so that thehub runs true when the floating shaft is rotated.Leveling screws are provided for lining up cooler.

(9) After final lining up of cooler, tighten down cgol-er to its base.

(10) Recheck to make sure nothing has moved out ofposition.

(11) Install grid members, grease, and bolt in coveras done before on sheave end of shaft.Use good grade of wheel bearing grease withnon-fluidity at temperatures up to 150' F.

GROUTING

After the cooler drive has been connected andrechecked for alignment, the engine-compressor andcooler can be grouted to the foundation. A thin mixtureof grout should be used to fill the grout tubes aroundthe foundation bolts, and to fill under the skid. Athicker mixture can be used to fill under the bearingareas of the skid. This should be forced in under theskid, and compacted to eliminate air holes and toassure full bearing support for the unit skid. The grout-ing around the outside of the skid should have enoughslope to drain oil and water away from the unit.

After the grouting has thoroughly set, the founda-tion bolts should be tightened evenly in rotation, thenthe leveling screws should be backed off two turnsand finally the foundation boits should be evenly re-tightened. The leve¡ of the unir and the alignment ofthe unit should be rechecked again.

Single cylinder unit skid mounted installations aregenerally arranged so that the entire unir and al¡ ac-

1-73

N, ^: ^NMo ^p , ^r ,:

essorv eq;,ioment are instalied on a single L'nitizln:,sKici. Tre avive oetween the engine-commpressor unirand the auxiliarv cooler should be rechecked againafter the skid has been secured to the foundation. Per-

tec?:v aiigned eauipment can easily become misalignedir handl ing, ,vi-¡ e mo,-ing the skid unto the aundationor in securing the skid to the foundation.

FABRICATED PIPING ERECTION

Ajax engine-compressor units are sold as complete-¡y packaged units, including al¡ water piping and al¡gas piping between the unit suction flange and finaldischarge flange. Twin cylinder engine-compressor unitpiping is prefabricated at the shop and shipped to thejob site for installation. By following the piping layoutfurnished with the unit, it is a routine job to connectthe prefabricated lines.

Air cleaners must be installed on the unit at the

compressor job cite. Exhaust piping, gas or air startingpiping and the fuel piping connecting the unit fuelbottle to the unit are not supplied by Cooper Penjaxon al¡ units and are generally fabricated in the field tosuit the specific job location requirements. The coolingsystem must be filled with coolant and the lubricatingsystem filled as required with suitable lubricants asspecified hereafter.

FLYWHEEL INSTALLATION

The flywheel must be installed at location on aliengine-compressor units. This is due to the size andweight of the flywheel which would create excessivehandling problems if mounted before shipment.

The flywheel is cast with a split hub having astraight bore which is machined to have a slight inter-ference fit on the straight crankshaft extension. Thissplit hub is opened slightly by wedges to facilitatemounting on the crankshaft extension. A straight key-way on the shaft matches a tapered keyway in theflywheel hub to accept a tapered key which is installedafter the flywheel is in place on the shaft. This taperedkey design contributes to a more secure mounting ofthe flywheel. The split hub is secured to the shaft alterpositioning by tightening a bolt through the split inthe hub.

At final factory assembly of al¡ Ajax engine-com-pressors, the tapered key is custom fitted to the crank-shaft and flywheel to assure accurate alignment andpositioning of the flywheel and key. The serial numberor the unit is then stamped on the flywheel, crankshaftend, and the tapered face of the key so that thesecustom fitted parts will remain with the unir. The largeend of the tapered key, which is tapped with 1/2"-13NCthreads to facilitate removal, is installed to the outsideof the flywheel.

Installation of the flywheel on the crankshaft is notdifficult, however the correct procedure must be fol-lowed to prevent splitting the hub when wedging forinstallation. The appropriate flywheel wedge or wedgesare included in the box of parts shipped with the unit.The DC-22 and DC-30 units use a single wedge whichis to be inserted in the center of the flywheel hub.Larger units are furnished with two wedges. A wedge(and píate if required) to be inserted at each end at thewheel hub siot.

The following steps must be carefully followedwhen installing the flywheel:

(1) Insert the wedge as shown in Figure 11-2, and driveinto the slot using a ten-pound sledge. Be sure thewedge entes the slot squarely, and drive onlydeep enough to open the hub bore sufficiently toslip over the shaft. Where two wedges are used,

drive them into the siot evenly. Wedges can mosteasily be driven when the flywheel is being sus-pended in an upright position.

(2) Check end of crankshaft and bore in flywheel.File burrs if necessary, clean and oil bore andshaft.

Figure 11-2Flywheel Wedges

1-73

Section IIPage 3

(3) To install flywheel , slide it on shaft by rotatingback and forth and pushing manually until the endof the shaft is flush with hub Pace. On the DC-22,DC-30 and C-42 units , the flywheel hub shouldbutt up against the shrink collar . Do not sledge orattempt to drive flywheel onto shaft with any otherdevice . If it has been wedged properly, no diffi-culty should be encountered in sliding wheel intoplace.

Figure 11-3Flywheel Position on Shaft

(4) After wheel is in place and before removingwedge(s), insert key loosely approximately one-half its length. Place key so that tapered surface(stamped with serial number) faces wheel. Clear-ance should be noted between top of keyway inwheel and key.

(5) Remove wedge(s) and tighten flywheel bolt secure-ly. Extreme cara must be exercised in knocking outwedges to be sure that no personnel are in theimmediate vicinity . Remember , the wedges are un-der extreme pressure and Nave a tendency to flywhen knocked out of slot.

(6) Drive key Nome . Key should seat with end flush tothe shaft face or extending up to approximately

beyond shaft end . If it seats before reachingthis point , do not siedge , but remove to find andcorrect the problem.If these instructions are carefully followed , the re-

sult will be a true running wheel which will neverwork loose on the shaft.

Section IIPage 4

Figure 11-5Flywheel Installed

1-73

FIELD CONNECTIONS

FUEL VOLUME TANK

Every engine-compressor unit is supplied with atwo compartment fuel volume tank of a size suitable lothe size of the unir. Al¡ units are equipped with thestandard low pressure fuel system which requíres fuelgas delivered lo the unir throttle valve at 4 lo 6 ouncesper square inch (7 lo 10 inches of water). The fuelvolume tank must be installed as close as possible lothe engine-compressor unit lo insure a clean dry fuelsupply at a constant pressure. The tank can be installedin a vertical or hoizontal position, either on the com-presscr skid or on the concrete foundation block adja-cent lo the skid. The low pressure regulator fvrnishedwith the fuel bottle is sized to reduce fuel gas at 5to 12 psi from the small high pressure compartmentlo the 4 lo 6 ounce pressure required at the low pres-sure throttle valve. High pressure regulators are avail-able lo reduce fuel gas of any inlet pressure lo the 5lo 12 psi required at the inlet of the high pressurecompartment of the fuel bottle.

lf the enqine-compressor unit is equipped with theoptional fuel injection system, the fuel required is takenfrom the high pressure compartment of the fuel bottleat 5 lo 12 psi.

A fue¡ shutoff valve may be used lo ciose off thefuel aas supoly lo the unit in event of an emeraencvshutdown. This fuel valve should be located betweenthe high pressure fuel regulator and the high pressurecompartment of the fuel bottle. In Chis location, the fuelshutoff valve will close the fuel system regardiess ofwhich of the two fuel systems may be in use at themoment of unit shutdown. Figure 11-6 illustrates atypical two compartment fuel volume tank arrange-ment.

Table II-A tabulates volume tank capacity, gas con-nection sizes and pressure regulator specifications foral¡ engines, both low pressure and high pressure fuelsystems. In all cases, the recommended sizing andhook-up should be strictly followed as any deviationfrom these standards can greatly impair engine per-formance. Particular attention should be given to orificesizing and spring selection in the regulator lo insuremaintenance of correct fuel pressure lo the engine.

NEGULATOR-8»TO GAS INJECTIONINLET ON UNIT

AIR OR GAS STARTING SYSTEM

Air startinq equipment is standard on al¡ engine-compressors. This permits the use of air or gas, atapproximately 150 lo 250 p.s.i., for starting the unit.An air valve, which is cam operated from the layshaft,introduces the starting air or gas directly into the cylin-der ¡ust after the piston begins its power stroke. Thisturns the crankshaft at sufficient speed to permit start-ing as fuel is introduced.

When air is used for starting, a volume tank or airreceiver should be installed near the unit to providesufficient air at the required starting pressure. Pressurecan be maintained ¡n this tank either by a compressormounted on the tank or on a service vehicle. Minimumtank volume required for each engine and recommend-ed minimum compressor displacement is tabulated inTable II-B.

If an adequate supply of field gas is available at200 p.s.i., or more, no volume tank should be requiredat the unir for starting purposes. If field gas pressureís greater than 250 p.s.i., a regulator must be used toreduce the pressure lo 250 • p.s.i. maximum. A '/a"orifice should be used in Chis high pressure regulator.

1RECOMMENDED LOCATIONOF FUEL SMUT-OFF. 1F USED PRESSURE GAUGE ORESSER LOUPLING

Figure 11-7Gas Starting System

TO LP INLET

O UN1T

PRESSURE GAUGE

Figure 11-6Fuel Volume Tank

1-73

Section IIPage 5

4

EXHAUST SYSTEM

Exhaust Pipe and MufflersBecause of the port scavenging design of Ajax en-

gines , the design and installation of the exhaust systemis critica) to satisfactory performance of the engine-compressor . Recommendations as to size and length ofthe exhaust pipe and the size and type muffler usedmust be strictly followed.

The full length of the exhaust pipe must be thesame pipe size as the exhaust flange on the powercylinder . Use as few elbows as possible , preferably nomore than two, and aiways use long radius elbows.

The exhaust pipe must not be covered or insulatedas this will backup excessive heat to the cylinder.

lf mufflers are required , they should be installedat the end of the recommended length of exhaust pipe.

Table ll-C tabulates al¡ recommended sizing forexhaust pipes and mufflers . Exhaust pipe length isstated as a function of engine speed . Maximum antici-pated speed should be used to determine this• length.

Exhaust Temperature Thermocouples

The exhaust gas temperature will vary with theload the engine-compressor is carrying . Therefore, on

twin cylinder units , each cylinder will be developingthe same power when exhaust temperatures are main-tained at the same leve).

For this reason , an exhaust pyrometer and thermo-couples are provided as standard equipment on twincylinder units . The pyrometer as furnished is installedin the instrument panel when the unit leaves the factoryand exhaust thermocouples are included in the box ofparts shipped with each unit. The required connectingwire is installed in conduit on the unit. An exhaustpyrometer and thermocouple are optional equipmentfor single cylinder units.

To accommodate installation of the thermocouples,it will be necessary to attach '/z" half couplings in theexhaust pipes . These should be installed six inches be-low the exhaust flange and radially located to facilitateinstallation of wiring.

The thermocouples are equipped with an adequatestem permitting their use in exhaust pipes of a greatrange of sizes and should be inserted in the pipecouplings with their position in the couplings adjustedand fixed so the tip of the thermocouple líes in thecenter of the exhaust line . After installing the thermo-couple , the wiring should be connected from thethermocouple to the panel mounted pyrometer.

Figure 11-8Pyrometer Installation

Section IIPage 6 1-73

1 1 1 11 1 ^^I, 11 14, 1111 II I f: 11,.11 dlii 1 1 11 i.;1

TABLE 11-A

FUEL SYSTEM

VOLUME TANK AND REGULATOR SPECIFICATIONS

UNIT SIZE (H.P. RATING) 300 230 160 120 115 80 60 42 3022

VOLUME CU. FT. 5 4 3 3 4 3 3 2 2HOSE OR PIPE SIZE (BOTTLE TO UNIT) 2" 2 2" 2 " 2" 2" 2" 2" 2"

FISHER SIZE & MODEL NO. l"-620 1"-620 l"-620 l"-620 1"-620 l"-620 l"-620 l"-620 l"-620SPRING NO. (RED ) ID 8923 ID-8923 ID-8923 ID-8923 0-8923 ID-8923 ID-8923 ID-8923 ID-8923

R MAX. INLET PRESS . (P.S.I.) 500 500 500 500 500 500 500 500 500E BOTTLE PRESS . REQ'D . (P.S.I.) 5-12 5-12 5-12 5-12 5.12 5-12 5-12 5- 12 5-12G 1030 INLET PRESSURE USE 2" -630 BELOW 1/2 1/2"" 1/2"

LU

u30-50 INLET PRESSURE '/2 " 1/2" 1/2" '/2 " 3/a""

L^Ñ

50-75 INLET PRESSURE 1/211 '/2"" 1/2" 3/a"" 3/8"" 3/8 1/a 1/a""Ñ

AóÑ 76-150 INLET PRESSURE 3/8 3/8 '/4"" '/4'" 1/4 1/a'" 1/a '/a""

151-300 INLET PRESSURE 1/4"" 1/4"" 1/4" 1/4"" 1/4 1/4" 1/4" 1/4"T 300500 INLET PRESSURE 1/4 1/4 1/4" 1/4" '/a" 1/4" 1/4" 1/4

Ox

O FISHER SIZE & MODEL NO. 2"-630 2"-630 2"-630 2"-630 2"-630 2"-630R SPRING NO. (RED STRIPE ) W-192 W-192 W-192 W-192 W-192 W-192

MAX. INLET PRESS . (P.S.I.) 1500 1500 1500 1500 1500 1500

"B" BOTTIE PRESS . REQ'D. (P.S.I.) 5-12 5-12 5-12 5-12 5-12 5-1210-30 INLET PRESSURE 1/2 1/2" 1/2" 3/a 3/8

O'^ 30-50 INLET PRESSURE '/2 '/2" USE 1"-620 ABOYE

VOLUME CU. FT. (RECOMMENDED ) 13 10 6 4 10 6 4 4 2

W HOSE OR PIPE SIZE (BOTTLE TO UNIT)2".

2" 2"" 2"" 2" 2" 11/2" 11/2" 1""

FISHER SIZE & MODEL NO. 2-5201 2-S201 11/2-5201 11/2-5201 11/2-S201 11/2-5201 11/2-S201 11/25201 1-5100

u cAD.V E PLArED9840-8927

SPRING NO. 1D -OLI E ID-8927 ID-8927 ID-8927 ID-8927 ID-8927 ID-8927 ID-8927 ID -8927 IE-9840- - I

,^O

MAX. INLET PRESS. (P.S.I.) 50 50 50 50 50 50 50 50 50d á BOTTIE PRESS. REQ'D . ( P.S.I.) 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ.

Ó5-12 INLET PRESSURE 1 1 1" 1" 1" 1" 1/2"" 1/2 Ss

", ÓÑ13-25 INLET PRESSURE 3/4 3/4" 3/4 3/a""

26-50 INLET PRESSURE 1/2" '/2" 1/2 1/2" '/2" 1/2" 1/4" 1/4" 1

IF INLET GAS PRESSURE EXCEEDS 50 P.S.I. ADDITIONAL REGULATORS ARE REQUIRED.

FOR REGULATOR MODEL NO'S., SIZES AND PRESSURE LIMITATIONS SEE REGULATOR "B" ABOYE.

TABLE 11-BAIR STARTING

VOLUME TANK AND AIR COMPRESSOR DISPLACEMENT

200 psi

SORE AND STROKE MODEL AIR COMPRESSORDISPLACEMENT (CU. FT.)

VOLUME TANK(MIN. CU. FT.)

6112 x 8"" DC-22 7.10 - 4

71/4 x 8" DC-30 7-10 4

81/2" X 10" C-42 7-10 4

91/2 x 12" DPC-60 10-15 7

11 x 14" DPC-80-A 10-15 10-----

131/4x 16"--

DPC-115-- -----

13-20- ---

11

91/2x 12" TWIN DPC-120 20-30 12

11x 14" TWIN DPC-160-A 20-30 12

131/4" x 16" TWIN DPC-230 20-30 14

15" x 16" TWIN DPC-300 35-45 16

Section II1-73 Page 7

TABLE II-C

EXHAUST SYSTEM SPECIFICATIONS

SINGLE CYLINDER UNITS

BORE EXHAUST EXHAUST MUFFLER bURGESS• MANNINO SILENCER VANEC SILENCERCARSONSILENCER

AND MODELSTROXE

PIPESIZE

PIPE LENGTN(FT.)

OUTLETSME A a C D A d C 0 A

61/2" x 8" DC-22 4" 5000/RPM 5" BMA-5 BMA-5 BEO-5 BEO-5 131.05 131-05 131-05 141-05 #12

71/4" x 8" DC-30 4" 5000/RPM 5" BMA-5 BMA-5 BEO-5 BEO-5 131-05 131-05 131-05 141 -05 *12

81h" x 10" C-42 4" 5000/RPM 6" BMA-6 BMA-6 BEO-6 BEO-6 131-06 131.06 131.06 141-06 *12

91/2" x 12" DPC-60 6"e*.

5900/RPM 8" BMC-8 8MB-8 BMA-8 BEO-8 111-08 121-08 131 -08 141-08 #18

11" x 14" DPC-80-A 6" 5600/RPM 10" BMC-10 BMB- 10 BMA-10 BEO- 10 111-10 121-10 131.10 141-10 #18

131/4" x 16" DPC-115 a" 6000/RPM 12" BMC-12 =-12 BMA- 12 BEO.12 111-12 121-12 131-12 141-12 *24

TWIN CYLINDER UNITS

91/2" x 12" DPC-120*

(2) 6"•**

5900/RPM 8" (2)BMC-8

**BMB-8

**

BMA-8

**

BEO-8

(2)

111-8

:.

121-8

..

131-8

**

141-8

e•

#36

11" x 14" DPC- 160•

(2)6" 5600/RPM 10" (2)BMC-10

*•BMB-10

*e

BMA-10

•*

SEO- 10

(2)

111-10

*•

121 -TO

ee

131-10

e.

141-10

**

*36

131/4 x 16" DPC-230•

(2) 8" 6000/RPM 12" (2)BMC-12

•*BMB- 12

**BMA- 12

•*BEO-12

(2)111-12

e*

121.12

**

131-12

e•

141-12 #48

15" x 16" DPC -300•

(2) 10" 6400/RPM 14" (2)BMC-14

**BMB-14

"BMA-14

'*BEO-14

(2)111-14

**121-14

**131 - 14

•*141-14

**#60

Note : Muffler supplier must be advised that muffler is for an Alax unit lo insure proper construction.

'Twin cylinder engine requiring two exhaust pipas and two mufflera or twin inlet single muffler.

''Single muffler with twin ini*% for twin cylinder enginsa.

"*Exhauat pipe sine changad from 5" lo 6" with engine Serial No . 63476.

A Commercial -Industrial.

8 Standard, Metropolitan, Semi-Resideritlai.

C Residential.

D Critica¡, Ultra-Critlal, Hospital Zona.

Section IIPage 8 8-75

SECTION 111

ENGINE -COMPRESSOR START-UP

After the installation has been completed, a generalinspection should be made of the unit as the first stepin the starting procedure. Be certain that al¡ installationdetails have been properly completed. Inspect thecrankcase to be sure no sand, water, or other foreignmatter has collected.

Before inspecting the unit when not in operation,be sure to disconnect ignition Ieads from spark plugterminals as a safety precaution.

PRE-START-UP SERVICING

Before starting the engine-compressor, the follow-ing servicing steps must be performed. Refer to TableIV-A in Section IV for capacities of crankcase, radiator,etc., for each unit.

(1) Fill crankcase with recommended oil until leve¡reaches mark in dip stick.Do not switch dip sticks from one unit to anotheras casting irregularities could result in improper oilleve¡ if this practice is followed. See "LubricatingSystem" in Section IV for additional informationand oil recommendations.

(2) Remove side cover plates and throw oi¡ on cross-head guide surfaces. Pour oil on piston rod.

(3) Pour 1 "2 quarts of oil in control box.

4) Pour oil in bottom pan oí air filter in accordancewith instructions oh filter.Do not use crankcase oil. Use 10 weight oil only.Heavier oil will restrict air flow.

5) Fill cooling system with a solution of water contain-ing a rust inhibitor or anti-freeze which must bemixed before pourino finto the cooling system. As°he oower end is ccoied bv 'he 'hernio-syphon.vstem, ailure 'c mix he rusa nhibitcr or anti-'reeze with ',he .valer vill cause difficuity in cir-culation.Consult cooler manufacturer's instruction sheets forrecommendations for rust inhibitors.Always tightly replace the 7 P.S.I. pressure capafter filling radiator or cooler surge tank.

(6) Tighten al¡ capscrews and head stud nuts. Gasketsshrink in time. After engine is up to heat, tightenhead stud nuts again.

(7) Disconnect al¡ lubrication gines at cylinders andprime lubricator pumps by hand until oil completelyfills fines. If necessary, remove bleed screw at topof sight feed and fill from oil can to get rid of airlock.

(8) Bleed fuel fine at or close to engine until gas hasreplaced air in fine.

START-UP PROCEDURE

Ajax engine-compressor units are started by com-pressed air or gas. To start the unit, the crankshaft mustbe positioned to place the piston just past dead centeron the power stroke. To relieve compression whenrotating the wheel by hand, open pet cock and reliefvalve on cylinder head. Be sure to disconnect ignition

wire from spark plug before rotating flywheel. Thekeyway in the crankshaft is in fine with the throw, sothat the keyway can be used as a positioning referente.On single cylinder units, rotate the flywheel until thekey is toward the cylinder and just past dead center.On twin cylinder units, the keyway gines up with thethrow on the flywheel side of the crankshaft. For start-ing twin units, the key can be at either end of thestroke, just past dead center, since the two throws arelocated 180° apart.

After the flywheel key is positioned, the pet cockand air relief valve should be closed. Be sure the ig-nition lead is reconnected to the spark plug terminal.(1) Air Starting . Open air valve to rotate the unit. After

the engine-compressor is rolling over with air, openthe fuel gas cock halfway untii the power cylinderfires, then open fully. As soon as firing occurs, closethe air valve.

(2) Gas Starting . When starting with gas, the gas startvalve should be opened fully, then closed after theunir is turning over. When the engine fires, thenthe gas cock on the fuel gas inlet should be opened.Always remember to open pet cock on relief valve

after the unit is running.

COMPRESSOR CYLINDER START- UP PROCEDURE

(1) Clean and remove any debris and dirt from in-coming piping before connecting to the unit.

(2) Remove ail suction vaive covers and cages from

(3)

(4)

the first stage •_ylinder.

Open inlet fine vaive and blow gas through unitpioing and suction oassages of the first stagecy iinder untii no debris blows from the cyiindervaiu..e norts.

Remove suction valves and clean off any debriswhich may Nave collected.

(5) Turn the machine over until the first stage com-pressor is at the outer end of the stroke. Usingfeelers, lead, or wax tapers determine the clear-ance between the face of the piston and the headend head.

(6) Turn the machine over until step 5 can be repeat-ed on the crank end.

(7) Loosen the lock nut and set screws on the pistonrod at the crosshead in the frame.

(8) Turn the piston rod with a strap wrench to obtaintwice as much clearance on the head end (step 5)as on the crank end (step 6). The result will bethat two-thirds off the total end clearance is on thehead end and one-third is on the crank end. Great-er clearance on the head end compensates forexpansion of the piston rod and drive gear to giveapproximately equal clearance at operatiog tem-perature.

(9) Tighten the lock nut and set screws on the pistonrod at the crosshead.

(10) By looking through suction port holes (valves were

Section III

1.73 Page 1

removed in step 4) sight across bore to insurethat each discharge vaive is installed properly.Remember that a vaive opens in the same direc-tion as the fiow of the gas. A long dowei rod rundown through the suction port and across thebore will move the discharge valve piafe backand forth if the valve has been installed properly.(lf a dowel rod can open a valve , so can the gas.)

(11) Replace suction valves, cages , and covers on thefirst stage cylinder. Just before replacing thevalve covers , insure each vaive is installed prop-eriy by moving the suction vaive piafe back andforth with a screw driver.

(12) Repeat steps 2 through 11 for the second stagecylinder and succeeding stages.

(13), By manually operating lubricator pumps, removeall air from the lubrication tubing lines and pre-lube the piston rod packing and cylinder bore of

Section IIIPage 2

each cylinder.

(14) Consult unit performance curve and make ciear-ance adjustments to compressor cylinders basedon existing operating conditions.

(15) Pressurize compressor cylinders and check forleaks . Replace or tighten as required to stop leaks.

CAUTION ! Make sure all pressure is relieved fromthe cylinder before removing any part.

(16) Open biow down vaive and purge compressorcylinders and piping to remove all air.

(17) Position line valves according to furnished start-up arrangement.

(18) Compressor cylinders are now ready for start-up.(19) It is recommended the unit be turned over one

revolution by hand before starting. This procedurewill insure freedom of movement.

1-73

p4, 1 1 i1 1 r 1. 11 1 0#11 (11 II .1111 1 k IM 1 11 1 1 1, i r.1i 1 .n.

SECTION IV

MAINTENANCE

LUBRICATING SYSTEMS

The lubrication system is a combination of splash,flood, and force feed. The splash system in the crank-case provides ample lubrication for crank pins, mainbearings, crossheads, crosshead pins, crankshaft gear,layshaft gear, and layshaft bearing at the flywheelend. The fiood system in the control box provides abath of oil for the gears, etc. The force feed lubricatorpumps oil to the power cylinders, compressor cylindersand pressure packings.

CRANKCASE LUBRICATING SYSTEM

Before starting up the unit initially, remove the sidecover piafes and fill reservoirs until oil overflows intothe bottom of the crankcase and reaches the leve)marked on the dip stick. Thereafter, oil is added tocrankcase when required, by removing breather cap.

Do not switch dip sticks from one engine to anotheras casting irregularities could result in improper oillevel. These dip sticks are marked at the piant for in-dividual engines and will not be correct for other units.

The marking is accomplished by removing thebreather place on all single cylinder engines, addingoil to the crankcase until che oil reaches the bottomof the crank pin (when crank is down) as shown inFigure IV-1.

SIZE UNIT

K

DISTANCE 7( INCHES)

APPROX.OUAN.OIL

C-4z 19 - 7/e e GALLONSDPC- 60 22-1/2 17 GALLONSOPC-80A 26-7/8 23 GALLONS

DPC-115 25 22 GALLONSDPC- 120 22 - 1/2 25 GALLON SOPC-160A 26-7/8 30 GALLON SDPC-23D 28 30 GALLONS

DPC-300 2e 30 GALLONS

Figure IV-2

Oil Level, C-42 and Larger Units

Figure IV-1

Oil Level, DC-22, DC-30

On the C-42 and larger units, the proper oil leve)can be checked by measuring the distante from themachined surface on top of crankcase to the oil. Seedimension "A" on Figure IV-2.

Oil leve¡ should be read from che dip stick whenthe unit is stopped. When the unir is operating at ratedspeed, che oil leve) will be centered in the bull's eyesight gauge.

A special chamber cast at the cylinder end of thecrosshead guides act as settling sumps for the crank-case lubricating oil. Occasionally, remove the pipeplugs on the cooler side of the unit near che bottom ofthe side cover places and drain these chambers. Drain-ing remover the impurities that have settied out of theoil. Removing these impurities lengthens the intervalbetween oil changes. Experienced operators changeoil completely after 5,000 to 10,000 hours of continuousoperation . Do not drain with unit running.

An oil drain plug will be found on the cooler sideof the bed at fhe end near che power cylinder. Thisplug should be removed occasionally to permit any oilwhich may Nave accumulated in the scavenging cham-ber to run out. Do not drain with unit running.

On twin cylinder units only, a third drain plug willbe found on the cylinder end of the bed immediatelybelow, and to the right of the flywheel side powercylinder mounting flange. The same precautions givenaboye to the second drain plug, also apply to chisthird drain plug.

When changing oil, wipe out crankcase with cleanrags . Do not use waste . Approximate crankcase capaci-ty is tabulated in Table IV-A.

Inspect condition of oil in the crankcase regularly.

FORCE FEED LUBRICATOR

A force feed, rotary drive lubricator is used to in-

Section IV

1-73 Page 1

¡ect oil into the cylinders, providing lubrication to thepistons, piston rings, cylinder walls, and compressorpiston rod pressure packing.

Should the lubricator reservoir be allowed to rundry, it may be necessary to prime each pump again.Remove the vent screw at top of pump sight glass andfill from an oil can to get rid of air lock.

The hand flushing unit assembly incorporates feedadjustment and indicates the plunger stroke. Feed ad-¡ustment is accomplished by first loosening the locknut. The rate of feed is decreased by turning the ad-justing sleeve clockwise, and increased by turning thesleeve counterclockwise. Be sure to tighten the locknut after the feed adjustment.

Should a pump unit become inoperative , it is rec-ommended that it be cleaned in a can of gasoline,hand flushing while the suction tube is submerged. .

The lubricator drain cock should be checked regu-larly for condensaté.

Periodical cleaning of the reservoir, with cleangasoline , is recommended.

All lubricators used on Ajax engine-compressors areequipped with visible sight chambers, which instantlydisclose the exact amount of lubricant flowing from thedrip tube to the lubricant well. This makes it possibleto accurately gauge the amount of lubricant beingforced under pressure unto the system.

A !ow oil leve! shutdow and f! • ntrcl ;s^wv••^^ ^ w vú, w r.v

vided as standard equipment on the C-42 and largerunits.

The lubricator should be removed, cleaned andfiushed whenever changing oil in the engine crankcase.On al¡ single cylinder units, the lubricator mountingand drive connection require no special precautíonsother than alignment.

When replacing the lubricator, the lubricator shaftmust be lined up to match the layshaft. No other ad-justment is necessary.

The lubricator. on the twin cylinder units has abottom rotary drive which is gear driven from thelayshaft.

In replacing this lubricator, the following procedureshould be followed:

( 1) Remove magneto or alternator.(2) Remove control box flange.(3) Remove bronze drive gears and keys in control

box.(4) -'aplace lubricator drive gear without key so that

gear will move freely on shaft.(5) When slipping on gears , pul¡ layshaft away from

crankshaft so that it will not move toward fly-wheel. This assures that proper end clearance ismaintained and will not allow excessive axialmovement of layshaft when in operation. If it isnecessary to replace the bronze drive gear(s) onthe layshaft, proceed as follows:

(6) With lubricator in position, turn bronze gear byhand to make sure sufficient tooth clearance ispresent between the pinion and layshaft gear.Adjustment can be made by shimming under thelubricator front mounting lugs and /or adjustingthe nuts under the mounting stud5;.

Section IV4

(7) After correct clearance has been attained, boltlubricator securely in place and recheck freedomof lubricator drive.

(8) Replace control box flange.(9) Replace magneto or alternator.

(10) After al¡ parts have been returned to originalposition, be sure to re-time the engine ignitionwhen magneto ignition is used.

Before connecting the oil lines to the cylinder,operate the lubricator by means of the hand flushingunits to fill and flush the lines, also to demonstrate thatthe pump units are operative and that the check valvesare in good order.

POWER CYLINDER LUBRICATION

The amount and type of lubrication required toprovide safe and ample cylinder lubrication is basedon years of operating experience . A number of vari-ables , such as the gas being used as fuel, have a greatbearing on both the quantity and the characteristics ofthe lubricating oil best suited. As a guide, normallubricator oil consumption is tabulated in Table IV-A.In most cases , this consumption will be the maximumamount required. These rates can frequently be cutback and still maintain adequate lubrication.

Over lubrication is not only costly from the stand-point of quantity oí o¡! consumed, but siso it is thegreatest single cause of rarbon build up. Inasmuch asthe number of drops of oil in one pint is so dependentupon such things as temperature and viscosity of oil,the amount of oil used for cylinder lubrication shouldalways be based on the recommended pints per dayrather than the drops per minute or stroke. Due to thepoor reliability of the force feed lubricators at very lowrates , it is recommended that in no case should thelubricator feed rase be reduced to less than two dropsper stroke of the lubricator pump.

COMPRESSOR CYLINDER LUBRICATION

For lubrication of compressor cylinders and pres-sure packing refer to TD-1163 lubrication instructionsin Section IV.

LUBRICATING OIL FOR POWER CYLINDERSAND CRANKCASE

Traditiona¡ly, Cooper Penjax has relied upon thevarious refiners for recommendations as to any par-ticular brand of lubricating oil to be used either incrankcase or lubricator of its engines. We have simplysupplied general specifications of an oil which hasproved to be satisfactory. The general characteristicsof this oil, commonly known to refiners as a "neutral"oil, are as follows:

Lubrication Specifications

Flash .................................... 4350 MinimumFi re ...................................... 495 ° MinimumViscosity S.U.S . .................... 100° F - 300 - 550

210° F - 52 to 65Pour Point ............................ 0° F, or belowConradson Carbon .............. . 2%, or less

This oil contains no detergent, and the carbon thatforms from it is of a soft, fluffy nature which is readilyblown from the cylinder.

Most refiners, in an effort to provide suitable oilsfor automotive type engines equipped with trunk typepistons, have developed motor oils containing deter-gente and other additives, often in large quantities. Asa result, many of the refiners whose recommendationsfor a suitable oil for our engines we seek, are not in aposition to supply a non-additive oil. This does notmean, necessarily, that the oil recommended and con-taining detergents are unsuitable for use in Ajax powercylinders. In general, however, where the additivecontent is high, their use results in a tendency for ringsto stick, exhaust ports to fill up and become pluggedwith hard, gummy substances which -are difficult toremove.

Ali of this, of course, results in higher maintenanceCOSTS and, in some instances, unsatisfactory service.Moreover, operators have a tendency to rely on therecommendation of dealers, who, in some instances, atleast, not only do not understand the lubrication re-quirements of a crosshead type, port scavenged engine,but who, sometimos are uninformed as to the actualtests or specifications of the oil being recommended.

For the foregoing reasons, Cooper Penjax has con-tacted refiners giving them detailed information as tothe type of engine we build, the specifications forwhat has proved to be a satisfactory oil in the past, asshown aboye, and have asked for the brand name ofthe lubricating oil produced by each such refiner mostclosely paralleling these specifications, which the re-finer recommends for use in the power cylinder ofthe Ajax units.

It will be noted 'hat we show only SAE =20, and=30 weight oils. This is because that, generally speak-ing, =10 wwnieight oil dces not meet the 435 flash,95 tire cpec`.fications ir, the typical oil discussed

aboye. Where engines are to be operated n tempera-tures be;ovw zero, it will, of course, be necessary duringthe winter periods to select an oil having a pour pointat, or below, the lowest temperature to be encountered-

A list of oils recommended by the respective re-finers is tabulated in Table IV-C. It should be understood that this list of oils is not to be considered anendorsement or approval by Cooper Penjax. It is mere-ly submitted as a guide.

LUBRICATING OIL FOR COMPRESSOR CYLINDERAND PRESSURE PACKING

Refer to TD-1163 in Section IV for recommendedoil specifications.

COOLING SYSTEM

ENGINE CYLINDERS

The cooling system used on the power end is athermo-syphon system on al¡ Ajax engine-compressorsexcept the DPC-300 unit. Circulation of the coolant isaccomplished by the difference in density between hotand cold water which causes the hot water to rise fromthe power cylinders to the radiator or cooler and, con-versely, the coid water to flow down from the radiator

or cooler to the power cylinders. The advantages ofChis system are that the engine jacket water pump iseliminated and peak efficiency is realized by permittingthe power end to operate at the optimum temperature.The DPC-300 unir requires a forced circulation systemutilizing a water pump.

COMPRESSOR CYLINDERS

The cooling system on the compressor end may beeither a thermostatic, thermo-syphon or a forced circu-lating system depending upon the amount of heatwhich must be dissipated. The following are generalrecommendations for compressor cylinder coolingsystems.

Compressor cylinders may be operated with dryjackets providing gas discharge temperature is lessthan 140° F and differential between suction anddischarge gas temperatures is less than 80° F. Dryjackets must be vented.

When the discharge gas temperature is between140 F and 199' F and the differential between suc-tion and discharge gas temperature is less than 170°F, the compressor cylinder jacket must be filled with asuitable líquid. A vented standpipe should be providedto handie expansion of the liquid when the cylinderreaches operating temperature.

When the discharge gas temperature is between200' F and 249- F a thermo-syphon system may beused. This type system is described under "enginecylinder" cooling system.

When the discharge gas temperature is 250° Fand higher, or the differential between suction anddischarge gas temperature is 170° F or greater, thecompressor cylinder must be provided with a forcedcirculation cooling system.

A circulating cooiing system should be used in al¡cases regardless of temperature if both ends of thedoubie 3cting cviinder are equipped with valve liftersand or su--'ion valve unioaders. (For exceptions, seoTechnical cervices.)

NOTE: For al¡ non-lube applications, Technical Ser-vices approval must be obtained before a thermo-syphon system is used.

General limitations on water temperature are:(A) Minimum water supply temperature should be at

least 90° F but not greater than 160° F.(B) To prevent condensation of gas constituents on

cylinder walis and sticking pistons, water supplytemperature must be at least 10° F aboye suctiongas temperature.

(C) In order to limit capacity reduction, water supplytemperature should be no more than 30' F aboyesuction gas temperature except when suction gastemperature is below 60° F.

(D) Required water flow is to be based on a 10° Ftemperature rise.

PRECAUTIONS

Precautions to be taken with the cooling system areas follows:

Section IV1-73 Page 3

(1) Use cean, soft water: free from salt and othercorrosive compounds.

(2) Keep the radiator or cooler fui¡ of water or anti-freeze.

(3) Keep pressure cap at top of radiator or surge tankscrewed down tight. Replace if leaky.

(4) Keep fan belt(s) from slipping.(5) Water and ethylene glycol mixture is a suitable

liquid for either filling an uncooled cylinder or athermo-syphon system. It should be used if freez-ing temperatures are to be encountered and is verysatisfactory in non-freezing applications because ofthe inclusion of corrosive inhibitors. Plain watershould have a corrosive inhibitor added.If an anti-freeze is to be used , it must be mixedwith the water before being poured into the cool-ing system . The concentration of the mixture ofanti-freeze does not affect the system.

(6) Clean dirt and insects from outside of the radiatoror cooler regularly.If aboye instructions are followed, there will be no

scale.The pressure cap on the Ajax cooling system pre-

vents water from escaping alter the engine reachesoperating temperature after the initial filling. Whenchecking water leve¡ in radiator or surge tank, be surethe radiator cap is screwed down securely when re-placed.

This system, with a pressure cap in good conditio.i,should require very little or no additional water fornormal operation.

The approximate quantity of coolant required forthe -ooling system is tabulated in Table IV-A.

57 V ICING RADIATOR FAN BEARINGS(For Units with Radiators)

Under no circumstances should a grease pressurefitting be substituted the grease plug in the fanbearing housing ; the uz., of this fitting, in combinationwith a grease gun, will. almost inevitably result inpremature bearing failure and resultant radiator de-struction.

It is recommended that lubrication be applied tothe fan bearings as follows:

To Lubricate with Oil:(1) Turn fan so that the grease plug hole is in a hori-

zontal position.(2) Use a pump •type oil can filled with SAE -*30 or

heavier oil.(3) Add oil until leve¡ reaches hole in hub.(4) Re-oil every 30 days when operating engines in-

termittently.(5) Re-oil every 4,000 to 5,000 hours of service when

operating 24 hours per day continuous service.

To Lubricate with Grease:(1) Use hand grease gun with nozzle small enough to

allow excess grease to escape through annularspace between spout and I.D. of grease hole.

(2) Lubricate lightly with high grade bearing grease.

Section IVPage 4

(3) Remove enough grease to permit inserting greaseplug without compressing grease.

(4) Lubricate every 4,000 to 5,000 hours of service.The following is the proper procedure for dis-

assembly when repair or re-packing with grease isnecessary (for drawing of fan hub assembly, refer torespective Parts List Book):

Dis-assembly:Remove the fan assembly from the bracket. Remove

the lock wire holding the sea( retainer in the pulley.Unscrew retainer. Now the c"lley can be pushed offthe shaft and bearing asser— ,r., The bearings can bewashed on the shaft or rep_" d:ed, as required. Washthe interior of the pulley.Assembly:

Fill the hub and cap half full with a high gradebearing grease . Put some grease between the twobearings. Drive the shaft and bearing assembly inplace in the pulley. Always use a new oil gasket be-tween the rear bearing and sea¡ retaining washer.Replace sea¡ and retainer. Tighten retainer and replacelock wire.

Listed below are specifications of greases approvedby the bearing manufacturers. By observing thesespecifications, your refiner will be able to furnish asuitable grease.

The grease shall be a smooth, well compoundedproduct, componed of a high grade soap and a refined,filtered mineral oil. It shall be free from corrosivematter, grit, rosin, waxes, talc, mica, graphite, c(ay, orother fillers of any kind.Consistency

ASTM Penetration @ 77° F.No. 1 Grease 310-340No. 2 Grease 265-295

Ash: 2 percent maximumCorrosion: A br nt copper plate shall show

no discoloration subrnerged in thegrease for 24 hours at normal roomtemperature.

Moisture: 1 percent minimumThe oil from which the grease is compounded shallconform to the following specifications:Flash: 340° F. MinimumFire: 380° F. MinimumViscosity: 200 Saybolt Universal Seconds

minimum at 100° F.Cold Test (Pour) Plus 30° F. Maximum

A list of approved greases will be supplied uponrequest.

SERVICING OF COOLER FAN SHAFT BEARINGS

Due to varied recommendations and warranties bydifferent manufacturers, it is not feasible to list anyone set of instructions.

Refer to the composite instruction manual suppliedwith the engine-compressor unit for instructions sup-plied by the cooler manufacturer for the lubrication andservice of the specific cooler fan shaft bearings.

1-73

^ 1 o- 1 Po111111 (1 111 111 1 1 1 ,w 1 11 1 1 1 H ,,., 1 , 0

Cranksnaft oli seais use0 on C--^2 dnd srnailer u,-,jisare of the s'arionary lip tvpe and use leather for *hesealing edce. This learher sea! is mounted i n a steelcase and installed on !he unit so t hat ihe lip o ihesea¡ points in or toward ihe crankcase.installation of Crankshaft Oil Seals:( 1) Check thet the leather of the sea¡ is not dry or hard.

For best service it is recommended that the sea¡ isthoroughly soaked in Neatsfoot oil for a few hoursbefore installation.

(2) AII burrs and sharp edges on the bronze oil slingershould be removed before oil sea¡ is installed.

(3) The sea¡ is to be pressed squarely in position ap-plying press -fitting force as closely as possible toihe outside diameter of the seal , so that the sealdoes not become cocked and when in place ihesea¡ must be square with the shaft. Use a coned ortapered assembly sleeve so as to prevent damagingthe lip of the sealing element.

(4) When fastening spiral gear shield to the bearingsupport , carefully center the oil sea¡ to the crank-shaft.

CRANK PIN BEARINGS - SHIM ADJUSTED TYPE

The crank pin bearings are bronze-backed, centrifu-gally-cast babbitt lined shells in haives, with la.ninatedmetal shims. In addition to being used to adjust clear-ance , ihe shims prevent the bearing from turningwithin the rod. For taking up bearing wear, peel off asmany layers as required to obtain proper clearance. Becareful to remove an equal number at top and bottomof pin. Correct clearances for the crank pin bearingsare shown in Table IV-B.

To check this clearance, ¡ay a short length of ihin.soft lead wire in the half shell in the connecting rodcap and tighten securely on the crank pin. The thick-ness of ihe compressed wire will be the clearance inthe bearing. From this total clearance, as measuredwith the micrometer, subtract the running clearance toobtain the thickness of the shims to be removed at thetop and bottom of the bearing. If the thickness of thecompressed lead wire is less than the correct runningclearance , then shims must be added to increase theclearance . Replace the shims and shell, and tightendown the cap.

To be certain that the bearing is not loo tight, in-spect as follows:

Place finger partly on ihe connecting rod and partlyon the web of the crank. Have flywheel rocked slightlyand note by feel whether or not there is a slight butdefinite movement (play) of the crank pin bearing. Ifbearing is too tight, replace a layer of ihe shim on eachside and try ágain . Total side clearance between flangeof the bearing and crankshaft is .023 to .035 incheson the DPC-60 and larger units only.

Since there is no flange on the crank pin bearingon the DC-22, DC-30 and C-42 units, check the sideclearance by using a small pinch bar or screw driverand pry the connecting rod from one side to the other.A slight but definite play should be noticed.

Caution: Do not use ihe connecting rod bolts as ameans of adjustment; Chis error has been the cause ofnuts backing off and wrecking engine-compressors. Toassure correct tightening , a torque wrench should beused . Correct. connecting rod boli torques are shownin Table IV-B.

8-75

PRECSON TYPE•

,`... .. uni_c: s h s ^^.. >,rnke Nave

-.^r'.r ec :ng roGS 'Wi'`1 rBciSion tupe crank pin bearings.

Precision bearings are :-nanufac,,ured to closer tolerantes

than ihe shim adjusted bearings and therefore no

adjustment is required or provided with ihe precision

bearings. This eliminates the necessity of "fitting-up" a

connecting rod when changing the bearings. Al¡ that is

required is to insta¡¡ the precision bearings and tighten

the connecting rod bolis to 650-700 foot-pounds tor-

que as shown in tabie V.B.

IPrecision bearings are prevented from turning in

the rod by a dowel between the bearing shell and thecap of ihe connecting rod.

Conrecting rod assemblies with precision bearingsare interchangeable with connecting rod assemblieswhich have shim adjusted bearings, however, due todifferen.ces in design 'he individual components arenot interchangeable.

Since the crank pin bearings and bolts are not in-terchangeable, it will be necessary for the personsordering parts to determine which type of connectingrod assembly they are servicing.

Precision bearing connecting rod assemblies areeasily recognized by the absence of shims betweenthe bearing halves and the twelve point- external-socket-type heads on the connecting rod bolis.

CROSSHEAD

The crossheads operate in bored guides, and thereshould be clearance at the top of each guide after thepiston and connecting rod have been securely fastenedin the crosshead. This crosshead guide clearance isshown in Table IV-B. Measure by using long feelersat the top and with crosshead at various positions forthe enrire length of *he guide. Shims are sometimesinserted between ihe piston rod nut and the face ofthe crosshead ro maintain alignment of crosshead inthe guide and insure clearance.

On C-42 and smaller units, either the power endcrosshead alone, crosshead and piston with metallicpacking, or complete assembly of connecting rod,crosshead and piston can be removed through thepower cylinder bore.

CROSSHEAD PIN BEARING

This bearing consists of a removable bronze bush-ing which is pressed finto the connecting rod. Whenthis bearing becomes excessively worn, it must be re-placed by a new bushing, which is lined up and forcedfinto the rod, using a piece of wood or block of softmetal as a cushion. Fil bushing to crosshead pin byscraping. The clearance between the bushing and thecrosshead pin is given in Table IV-B.

The crosshead pin bearings on C-42 and largerunits are locked in position in the connecting rod bymeans of a hollow dog point set screw. This prevenísthe bearing from working loose in the connecting rod.This feature is not required on the DC-22 and DC-30units.

LAYSHAFT DRIVE

The layshaft drive gear on the crankshaft has "0"stamped on two adjacent teeth and the driven qear onthe layshaft has "0" stamped on one tooth. When re-

Section IV

Page 5

assembling che engine after dismantling, be careful tomesh gears with the marked tooth on the layshaft gearlocated between the two marked teeth on the crank-shaft gear.

LAYSHAFT ROTARY OIL SEALS

Although there is seidom a need to replace therotary type oil sea¡ in the control box rear plate onsingle cylinder units, tare must be taken to assureproper installation in those instantes where such fieldreplacement is necessary.

As indicated in Figure IV-3, a sleeve should firstbe made to facilitate installation of the oil sea¡. Thissleeve should be made up with dimensions approxi-mating a 3" O.D., 23'a" I.D., and 11/2" length.

The sleeve should then be used to press the oil sea¡into the control box rear plate. Extreme tare should betaken in pressing in the oil sea¡ to be certain that it is

Figure IV-3Installation Sleeve

Layshaft Rotary Oil Sea¡

pressed in straight, making sure that no pressure isexerted on the "0"' ring retainer hub, until it bottomsin the control box rear place ccunterbore. Figure IV-4shows the oil sea¡ correctiy positioned. After the oilseal is placed into the rear place as described aboye,tare must be exercised when bolting the píate to thecontrol box to line up the rol¡ drive pin in che leal tothe keyway in the bronze layshaft gear as shown inFigure IV-4.

POWER CYLINDER ASSEMBLY

CYLINDER WEAR

Cylinders should be checked for finish and weareach time the piston is pulled. It is difficult to makerecommendations regarding the point of wear at whichthe cylinder shouid be rebored. It is evident, however,that such a point of wear depends to a large extentupon the fuel load and fuel cost conditions underwhich the engine is required to operate. Because ofthese variable factors, any given point of wear couldbe economical under one set of conditions and un-economical under another.

On the average, however, it is recommended thatcylinders be rebored if worn:(1) Eccentric, or out of round, more than .002" per inch

of nominal cylinder bore.(2) Tapered more than .002" per inch of nominal cylin-

der bore. Only reputable machine shops who Naveexperience in doing this type of work should beselected for reboring cylinders and fitting oversizepistons. Before reboring and ordering oversize pis-tons and rings, refer to Ajax Bulletin 601-B.

MIXER MANIFOLD

The air and gas enter the mixing chamber, thenthe mixture is sucked into the scavenging chamberwhere it is compressed to a few pounds pressure. Themixer check valves prevent the compressed mixturefrom returning to the mixing chamber. Each "feather"rype valve is a thin fíat blade of steel which is heldagainst its seat by smail coil springs.

PISTON AND PISTON RINGS, POWER END

The engine pistons are finish machined on the rodto assure accurate concentricity and alignment.

When réplacing a piston and rod assembly, adjustit so that the set screw in the crosshead finds its origi-nal seats on the fiat of the rod. If the set screw istightened down on the threads instead of the fíat,both the piston rod threads and crosshead threads wiilbe damaged. Care should be taken to avoid droppinqthe piston and rod assemblies during handling. Roughhandling will cause misalignment between the rod andpiston.

The cylinder head end of the piston has a crownconfiguration which varíes slightly for each engine.When the piston and rod have been properly installed,and with the crankshaft at firing dead. center, thiscrown will extend out of the cylinder, with the edgeof the fui¡ piston diameter flush with the end of thecylinder. This correct position is illustrated in FigureIV-5.

TNIS EDGE OF PISTONTO BE FLUSH WITHENO OF CYUNDER ATFIRING OEAO CENTER

Figure IV-5Correct Piston Position

Figure IV-4Layshaft Rotary Oil Sea¡ Installed

Section IVPage 6

If piston has been removed for inspection or repairand if the oíd rings can be re-used, scrape carbon offall cides of rings and ring grooves, also wash pistonand rings in kerosene or fuel oil. Replace each ring inthe same groove from which removed and with saneside toward firing end of piston.

8-75

l i , 1 1 .1 1 , ItI 4 ¡¡mil 111 II 1.p 1 IU 1!11 1 1 1 1' 1 .,, 0 1 I

Rings which become stuck reduce the compressionpressure and cause hard starting, imperfect combus-tion, loss of power and blow-by, which later destroysthe lube oil film on the cylinder wall. An engina can-not operate properly with stuck rings . Such a conditionrequires an immediate shut down for servicing.

When necessary to replace the rings, fit each newring to the cylinder.

Check carefully that the gap or end clearance atring joint is sufficient . The recommended end clearanceof standard or over-size piston rings , when coid, arelisted in Table IV-G.

lf this precaution is not taken and there is insuf-ficient clearance , when the rings heat and expanda theends may come in contact producing outward pressurewhich will score the cylinder.

The joints in the rings should be staggered, andarranged so the ring gap does not pass over the ports.

Engine piston rings on al¡ units have tapered facesas shown in Figure IV-6.

1..TÁPERED

J L-GAP USTED IN TABLE IV-G

Figure IV-6

Engine Piston Ring Tapered Face

Care should be exercised in installing new rings tobe certain that the smaller diameter of the rings on thecylinder head end of the piston face the cylinder head.On 'he skirt end of the piston, the smaller diameterfaces the crankshaft. The smaller diameter can be readi-ly dentified as it is marked TOP. !mproper installationof these rings will materially increase break-in timeand shorten their life. See Figure IV-7.

Figure IV-7Engine Piston Ring Installation

ENGINE PISTON ROD STUFFING BOX

The stuffing box seals off the crankcase from thescavenging chamber at the crank end of the piston, inwhich pressure and vacuum are alternately developed.The stuffing box contains metallic packing, which pre-vents products of combustion from entering crankcaseand contaminating the lubricating oil, and, at the sametime, prevents leakage of lubricating oil from thecrankcase to the scavenging chamber.

Before re-assembling the stuffing box on the rods,carefully inspect the piston rod Tfor any roughness ornicks. Al¡ marks must be removed from the rod with afine stone. If the marks cannot be removed, the pistonand rod should be replaced.

Use a thimble, which slips over the piston rod andprevents the packing rings from being marred by thethreads on the rod, when the rod is being removed orinserted through the packing rings.

Thimbles for piston rod installation are listed below:

UNIT SIZE ENGINE COMPRESSOR

DC-22, DC-30 T-633- B T-633-B

C-42, DPC-60 T-634-D T-634-EDPC-120

DPC-80-A T-935-A T-939-DDPC-160-A

DPC-1 15, DPC-230T-939-D T-939-D

DPC-300

Figure IV-8Piston Rod Thimbles

To remove the power end stuffing box, the cylinderhead, piston and rod assembly must be detached fromthe bed. The stuffing box is removed through thepower cylinder bore on all units except the DPC-115,DPC-230 and DPC-300. On these units the stuffing boxis removed through the side cover opening after re-moving the piston and rod assembly and cylinder head.

SPARK PLUGS

Units equipped with Altronic capacitor dischargeignition svstem, should Nave spark plug gap set at.030 inches.

If unit is equipped with magneto ignition, the sparkpiug gap should be checked weekly as excessíveopening throws an overload on the magneto, and onthe insulation in general, and results in a weak spark.The gap must be kept within the range of .015 and.020 inches, the latter being maximum.

The spark plug must be kept clean, also check tosee that the porcelain insulation is not cracked.

Starting is facilitated by removing the spark plugand drying the entire end, which is sometimes shortedby moisture accumulating thereon after a shutdown.Warming the spark plug will dry it.

Spare spark plugs should always be on hand.W-14 7/8"-18 or equal should be used on DC-22,

DC-30 and C-42 units. W-18 '/8"-18 or equal shouldbe used on all other units.

The spark plug cable must also be inspected regu-larly and replaced when insulation has failed.

ACCESSORIES

AIR CLEANERS

Fill cup with oil before starting the unit accordingto the directions given on the instruction plate attachedto air cleaners. Caution : Do not use oil heavier thanSAE X10, in alI weather.


Changing Oil

Empty cups and refill when oil becomes too thickto spray readily, or when about 1/4 of the oil is dis-placed by sediment. The frequency of this. serviceoperation depends on the severity of the dust condi-tions. In rainy weather, or in a climate with heavyrainfall, water may collect in the cups, and, in time,form a sludge which may plug the cleaners . The aircleaner cups, therefore , should be inspected frequentlyuntil the operator is able to judge how often the oilshould be changed.

Filter Compartment

The main filter element is a self-cleaning type thatis not removable . However , the air cleaner on al¡ en-gines , 12" stroke and larger, has a pre-filter that canbe removed . It should be cleaned in fuel oil or kero-sene as required , blown dry with compressed air andthen dipped in lubricating oil before re -assembling.

Replacing the oil in the cup as recommended andcleaning of the pre-filter will assure clean air to theengine.

The proper oil leve ) in air cleaners cannot bechecked with the engine running.

BREATHER CAP

Saturate the breather cap filters with oil beforeinstalling at the crank end of the bed or on crankcasetop covers.

Remove and clean the breather caps at least eachtime the oil in the crankcase is drained; more often ifnecessary.

The crankcase breather is cleaned by removing andshaking in a bucket of fuel oil, kerosene, or light lubri-cating oil. If compressed air is available, breather maythen be further cleaned and blown dry. Be sure tore-oil the filter element after washing.

GOVERNOR

Description

The governor is a vertical flyball, centrifugal type,self-lubricating, and gear driven from the Iayshaft. Thethreads on the spindle pump oil from an oil pocketon the governor body to the governor weight pins,sleeve , and spindle bearings.

The governor spring wing nut or adjusting knobis turned clockwise to increase speed of the engine;counterclockwise to decrease speed . Speed changes aremade while the engine is running.

The governor is connected to the throttle valvethrough the linkage to regulate the speed of theengine-compressor.

On 8" stroke EA-22 and EA-30 engines and 10"stroke C-42 engine-compressors, this linkage connectsthe governor to the gas throttle valve and an air but-terfly valve. The correct method of adjusting thislinkage on these engines is as follows:

Section IVPage 8

Linkage Adjustment

8" Stroke EA-22 and EA-30 Engines Used onDC-22 and DC-30 Engine-Compressor Units

Refer to Figure IV-9

(1) Disconnect linkage from air butterfly stem lever(K-3725-A). Rotate lever counterclockwise until lugcontacts stop on air manifold . Set screw in stopshould be flush with contact face.

(2) With lever in this position , rotate butterfly stemwith screw driver until slot in end of stem is straightup and down . Lock lever to stem in this position.

(3) Pull governor arm wide open and adjust linkagerod (K-6247-A) to fit while lever and stem is inaboye position.

(4) With gas throttle linkage disconnected, rotate gasthrottle valve stem lever (A-2770) clockwise untillever hits stop . With lever against stop, positionscrew driver slot in end of throttle valve stem atapproximately 45' from vertical. Lock in place.

(5) With governor in wide open position and gasthrottle valve lever as aboye, set throttle valve tojack shaft linkage so that distante from inside ofnut to inside of nut measures 3'/2". To obtain thisdimension , you will note that no threads will showbetween the nuts on one end to the nuts on theothet end. Set linkage length from governor tojack shaft so that it measures 23/11" inside of nut toinside of nut.

C-42 Engine-Compressor

Refer to Figure IV-l0

(1) Disconnect linkage from air butterfly stem lever(K-3725-A). Rotate lever counterclockwise until lugcontacts stop on air manifold. Set screw in stopshould be flush with contact face.

(2) With lever in this position, rotate butterfly stem

(3)

with screw driver until slot in end of stem is straightup and down. Lock lever to stem in this position.Pull governor arm wide open and adjust linkagerod (M-1853) to fit while lever and stem is inaboye position.

(4) With gas throttle linkage disconnected, rotate gasthrottle valve stem lever (A-2770) clockwise untillever hits stop. With lever held against stop, posi-tion screw driver slot in end of throttle valve stemat approximately 20° from vertical. Lock in place.

(5) With governor in wide open position and gasthrottle valve lever as aboye, set throttle valve tojack shaft linkage so that distante from inside ofnut to inside of nut measures 41/4". Set linkagelength from governor to jack shaft so that it mea-sures 43/s" inside of nut to inside of nut.Note: Use the top hole on the jack shaft lever(K-3725) on the governor side and use the secondhole down on the jack shaft lever on the throttlevalve side. The top hole of the governor levershould be used to connect air linkaqe and themiddle or second hole down goes to the gas link-age.

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111411111111 11111 1 r.,, 1111

U PULL GOVERNOR ARM WIOE OPENARO_AOJUST UNIIAGE ROD TO FITWNILÉ BUTTERFLY LEVER IS INPOSITION A PQSITI N

WITH GAS TNROTTLE LINKAGEDISCONNECTED ROTATE GAS TRROTTLEVALVE LE VER"8 " GIDGKWISE UNTILLEVER HITS STOP . WITN LEVEN NELO INTRIS POSITION TURN SGREW DRIVERS_LOT APP-ROXLMATELT 4 5' FROMVERTICAL _ PIN IN TRIS POSIT10N-

ISEE NOTE)

NOTE-AFTER SETTINGS ARE COMPLETEDDRILL 5/32 DIA TNRU EACROF FOURLEVÉ 4t ANO INSERT 8M-10293 ROLLPIN TO LOCK SETTINGS IN PLACE.

LINKAGE SETTING FORFUEL ANO AIRCONTROL

8'STROKE EA SERIES AJAX ENGINES

Figure IV-9Throttle Control Linkage

For EA Series Engines Used onDC-22 and DC-30 Engine-Compressors

3 PULL GOVERNOR ARM WIDE OPENANO ADJUST UNKAGE ROO TO FIT

WNILÉ BUTTERFLT LEVERPOSITION Ij-POSITIQN •^

wITR LEVER_ 1N POSITION ^A^IÑOTATE BUTTE LT 5 T[4 WITIA $CREW DRIVER UNTIL SLOT 15$TRAI RT UP ANO W PI LEVERIN TRIS POSITION .ISEE NOTE BEL)

TRROTTLE VALVE

LEVER

- COM*CT TO

CENTER ROLI

mº U -AFTER SETTINGS ARE COMPI.ETEDDRILL S/32 DIA TNRU EACÑ OF FOURLEVE RS ANO INSERT 8M-10293 ROLLRIN TOLOCK SETTINGS IN PLACE

WITN GAS TRROTTLE UNKAGEOISCONNECTED.ROTATE GAS TNROTTLEVALVE LEVER-0- CLDCKWISE UNTILLEVER HITS STOPWITH LEVER HELD INTRIS POSITION TURN SCREW ORIV_ERSLOT APPROXIMATELY Q'FROMVERTILAI. PIN IN TRIS PQSITIQI

ISEE NO )

LINKAGE SETTING FOR FUEL AND AIR CONTROLC-42 AJAX ENGINE COMPRESSOR

Figure IV-10Throttle Control Linkage

C-42 Engine-Compressors

O DISCONNECT UNKaZE , ROtATE IEVERCOUÑTERCCNWISE UNTIL LL& TACTSSTOP.. SET _MF_W I /q 5OUID BE FLUSWITN CONTACT FACE ... LEVER 15 NOW

DISCONNECT UNKAGE ROTATE LEVERCOUNTERCLOCKWISE UNTII+ LUG . CQNTACT5STOP SET SCREW IN LUG SROUU BE FWSNWITN CONTACT FACE. LEVER IS NOW


ALTRONIC IGNITION

Altronic ignition is standard equipment on all Ajaxengine-compressors. The Altronic ignition system is asolid state capacitor discharge ignition system consíst-ng of an alternator with electronic component box,ignition coi¡, pick up coi¡ assembly and flywheelmounted timing magnets.

The assembly of alternator and component box isinstalled on the control box replacing the magneto. Thealternator is driven at twice engine speed and gen-erates power which is stored in a capacitor located inthe component box. During operation the magnetsmounted on the flywheel pass a pick up coi¡ assemblylocated near the inner face of the flywheel and inducesa voltage which is sufficient to trigger a solid stateswitch. This switch releases the energy stored in thecapacitor which is then transmitted through wiring-tothe ignition coil located on the engine cylinder head.The ignition coil transforms the energy to a voltagehigh enough to fire the spark plug.

The position of the magnets on the flywheel estab-lishes the ignition timing of the Altronic system. Sincethese magnets are installed in holes drilled into theflywheel face at the factory, the timing of the Altronicignition cannot be readily changed.

The spark produced by the solid state ignition is ofvery short duration and high intensity. This permitssuccessful firing of plugs with wider gaps or partialfouling than woutd be possible with magneto ignition,thus giving a much longer spark plug life.

ALTRONIC IGNITION-TROUBLESHOOTING

1. If ignition problems are suspected , first check thatal¡ ignition wiring is in good condition. Make surea ground leed is run from the negative terminal ofthe ignition coil(s) back to the alternator housing.Check that gap between pick-up coi¡ and flywheelmagnets does not exceed '/4".

2. If system appears to be installed correctly with al¡wiring in good condition, first remove alt shutdownwires from center terminal of the etectronic boxon the alternator . This will isolate the shutdownswitches and wiring which may be causing theproblem by partially or completely shorting out the

1-cy1. box

NUT SHOULD BE TIGHT;DO NOT DISTURB TRIS NUT IF TIGHT.

Ground vires should be connected under one of

the two screws holding the box to the alternator.

Figure IV-11Electronic Boxes

Section IVPage 10

ignition. (NOTE: Electronic ignition is more suscep-tible to shorting out from this source due to its lowprimary current output.) Also remove capacitor leadif one is present.

3. Remove wire from spark plug and hold approxi-mately '/a" away from the spark plug terminal tocheck for spark with the engine cranking over. Ifthe ignition system is functioning properly, thespark should jump at least 1/4" to the spark plugterminal.

4. If there is no spark or a weak spark in test 3, checkfor output at the etectronic box center terminal us-ing a screwdriver to short to the alternator housing.(a) A strong flash indicates that the alternator-con-

trol box unit is OK. In this case , first replace theignition coil; if this does not solve the problem,replace the pick-up coil assembly. In general, abad ignition coil will produce a weak spark intest 3. A bad pick-up coil assembly will usuallyresult in no spark. Replace any pick-up coi¡where the gray cable insulation has been cutor damaged.

(b) A weak flash or no flash indicates a problem ineither the alternator or electronic box. Any typeof erratic firing or continuous firing is usuallythe result of a fautty electronic box. Remove theAltronic unit from the engine ; then remove theelectronic box from the alternator and discon-nect the two leads. The alternator's stator wind-ing may be easity checked in the following way:Spin the alternator shaft with the two leadsshorted together. A definite loading effect willbe noticed as compared with spinning the shaftwith the two leads separated if the alternatorstator is OK. Replace stator winding if this is notthe case. Replace the etectronic box if the statorwinding checks OK.

DO NOT disconnect the blue wire from the ignition coi¡and short to ground to check for spark. This :an dam-age the etectronic box.

DO NOT disturb the nut on thé etectronic box illustrat-ed below . See Figure IV-11.

6111ko01111111 1 11 ^' 1 X11 1141

2-cvl. box

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MAGNETO (On Units Equipped with Magneto Ignition)

Single low tension or high tension magneto ignitionis optional equipment on al¡ Ajax engine-compressors.

Units with 14" or 16" power strokes may befurnished with modified dual low tension ignition.Modified dual low tension equipment consists of onelow tension magneto and two spark plugs and coilsfor each cylinder.

The low tension, rotary type, gear driven magneto,which operates at twice engine speed, is equipped withimpulse coupling for starting. Facing the drive couplingon the magneto, the direction of rotation is clockwise.

Impulse Coupling

The impulse coupling automatically retards thespark 20° so that the spark occurs 3` to 5° after firingdead center at cranking speed. At cranking speed, thisimpulse coupling causes a stop to impede the rotationof the magneto armature for a part of a revolutionwhile a spring is wound up. When the stop is releasedby further rotation, the armature springs forward fora part of a revolution producing a strong spark. Asthe engine gains speed, centrifugal force throws theimpulse coupling out of action, changing the magnetoback to normal operation with the spark automaticallyadvanced. With the engine running and impulse cou-pling disengaged, the spark should occur 17° to 15°before firing dead center.

If the clicking noise of the impulse coupling cannotbe heard when the engine is turned by hand pastfiring dead center, the coupling is inoperative andprobably dirty. Remove the magneto and wash impulsecoupling in cleaning fluid. Do not pound the magnetoto make the coupling work, because it will not beeffective, and will damage the magneto.

If the magneto is purchased from any other sourcethan Ajax, a careful check must be made to determinethat the impulse coupling has a 40° lag. AII informationin this manual is predicated on the magneto having a40` lag. No other magneto impulse lag will workproperly with Ajax engines. (40° lag is usually stampedon the nameplate. lf not marked, check with an au-thorized dealer.)

When the magneto has been removed for repairsor cleaning, it must be retimed when installed on theengine as follows:(1) Position the crankshaft so that the piston is 3° to

5° past firing dead center.(2) Holding the magneto in hand, facing the impulse

coupling, turn impulse coupling clockwise until aspark jumps from the ignitíon cable to the ground.Do not turn the impulse coupling further.

(3) Install the magneto to the magneto bracket witha 3/8" x 11/2" capscrew and fíat washer at the topof the magneto (siotted hole) and a %" x 1'/a"capscrew and fíat washer in the bottom hole.

(4) Check magneto timing by procedure outlined be-low:The siotted SAE mounting fiange permits angular

adjustment of the magneto to any fraction of the drivegear pitch. If greater adjustment is required to time

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the magneto, remove the magneto drive and rotatethe drive gear to properly mesh with the gear on thelayshaft when the magneto is in the proper positionto correctly time the spark.

Timing the Magneto

It is important to make sure that the starting sparkfrom the impulse coupling is properly timed, as fol-lows:

When adjusting the timing, tghten only the topcapscrew.

Turn crankshaft very slowly, in normal directionof rotation, past firing dead center. Stop turning in-stantly on hearing the click of the impulse coupling,which should occur at 3° to 5° after passing center.The exact angle can be measured by a bevel protractoron the flywheel key, which is in line with the crankpin. See Figure IV-12.

If the ignition cable is disconnected at the sparkplug and terminal heid at a shight distante, .010 inches,from the engine base (or other grounded metal surfaceon the engine) the same objective can be attained byobserving the spark, which will occur simultaneouslywith the click of the impulse coupling.

Adjust the magneto until the spark occurs at 3° to5° past firing dead center.

Moving the top of the magneto toward the engineretards the spark. Tighten both capscrews after thespark is correctly timed. Install the weather cover onthe magneto.

Figure IV-12

Crank Angle, Protractor Check

Servicing of Magneto

In the event of difficulty with the magneto, it isrecommended that you contact your nearest authorizedmagneto service station. A list of authorized servicestations in your area will be furnished upon request.

Premature magneto failure will occur if spark pluggap becomes excessive.

INSTRUMENT PANEL

Ajax engine-compressors are normally equippedwith a custom enciosed weatherproof instrument panelthat provides all necessary information for daily opera-tion. Usually included in the panel are the followinggauges: (1) Engine jacket water temperature, (2) Com-pressor jacket water temperature, (3) Discharge gas

Section IVPage 11

temperature, (4) Suction pressure, (5) Discharge pres-sure , (6) Interstage pressure (when required for multi-stage operation ). The jacket water temperature gaugesare equipped with adjustable high temperature shut-down contacts , while the pressure and discharge gastemperature gauges are fitted with adjustable highand low shutdown contacts.

Additional items included on the instrument panelare a 15-minute spring wound start -run timer switchand an emergency stop button . The 15-minute start-runtimer is used at starting to deactivate all of the safetyshutdown switch functíons except engine overspeed.At the end of the start-run period , the timer auto-matically reconnects the remaining shutdown functionswitches into the instrument panel system . The stopbutton is used to'stop the engine -compressor duringthe 15-minute interval that the automatic shutdownswitches are not operating.

SAFETY DEVICES

Ajax engine-compressor instrument paneis have acomplete set of safety devices to shut down the unitin the event of malfunction . Unit shutdown is accom-plished by grounding out the alternator or magneto.

Each safety switch is connected to its individualindicating relay known as a "tattle tale." This relay isidentified by a nameplate and if a specific malfunctionoccurs , the relay that is - connected to the specificswitch closes the grounding circuit connected to theignition system thus stopping the unit . A red buttonpops out on the front of the panel to identify whichmalfunction shut the unit down . This red button mustbe pushed in by hand to reset the relay before theunit can be started . The tattle tale relay requires onlya momentary closing of the safety device , thus theunit will still shut down even in the event of a mal-function which then corrects itself.

The safety switches furnished on the unit shouldnever be disconnected. The cause of a recurring mal-function should be determined and corrected beforerestarting the unit. Any other action could cause seriousdamage to the unit.

Safety devices normally included on the Ajax en-gine-compressor include the following:

Overspeed Shutdown Device-Thé unit overspeedshutdown device uses a spring loaded weight , locatedin the rim of the flywheel, installed in such a mannerthat the centrifuga ) force of the weight is opposed bythe action of the spring . As the speed of the engineincreases , the weight compresses the spring and theplunger extends outward from the rim of the flywheeluntil it strike1 and trips a lever on the overspeed switchassembly . The lever being tripped releases a springloaded plunger which thén closes the overspeed switch,thus grounding the ignition system through its relatedpanel mounted tattle tale relay . The overspeed switchbolt spring is factory adjusted to trip the switch at25-50 RPM over maximum.

The overspeed trip lever must be manually resetbefore the unit can be restarted alter a shutdown.

Low Oil Level-Float operated safety switches areprovided on the crankcase and the force -feed lubri-cator . These float operated switches serve a dual pur-

Section IVPage 12

pose; first, these switches act as a float operated valveto permit automatic refilling of the unir crankcase andforce-feed lubricator reservoir, and second, they act asa shutdown switch that will ground the ignition throughthe tattle tale relay in the event that the refill operationis not completed. The refill function is not normallysupplied on the DC-22 and DC-30 engine-compressorcrankcases. These units are supplied with low leve)shutdown switches only.

High Engine Jacket Water and Compressor JacketWater Temperatures-These combined indicating ther-mometers and high temperature shutdown switchesprotect the power and compressor cylinders from dam-age due to possible Ioss of coolant and consequentoverheating. These devices use capillary tubes move-ment to actuate the temperature indicators. The capil-lary tubes should be protected from damage by beinginstalied in such a manner that the tubes will not bestepped on by mistake. The capillary tube bulb shouldbe inserted in the top (outlet or hot) side of the engineor compressor jacket water system at the point wherethe jacket water leaves the cylinder. The compressorcylinder jacket water shutdown switch should be ad-¡usted to shut the unit down if water temperatureexceeds 160 ° F. The engine jacket water shutdownswitch should be adjusted to shut the unit down if thewater temperature exceeds 206° F.

Abnormal Gas Temperatures and Pressures - Thegas temperature and pressure indicating gauges areequipped with separately adjustable contacts to shutdown the unit on excessively high or Iow gas pressureand final discharge temperaturas. Each panel is nor-mally supplied with suction and discharge pressuregauges (and interstage pressure gauges when required)as well as a temperature gauge to indicate the gastemperature at the outlet of the final stage of compres-sion on the unit. (interstage discharge temperaturegauges and shutdowns can be supplied where re-quired.)

High Liquid Level in Separators - It is commonpractice on gas compressor packaging to install sepa-rators in the lines before the intake of each stage ofcompression. The separator removes liquids from thegas passing through and prevenís possible damageto the compressor cylinders.

AII separators are fitted with automatic dump trapsto remove the collected liquid. In the event of a mal-function , the float operated high liquid leve) shutdownswitch will ground out the ignition through its respec-tive tattle tale relay before the liquid in the separatorrises to a dangerous leve).

Other shutdown devices are available and mayusually be instalied in the field. The instrument panelsare usually equipped with spare openings to installadditional tattle tales and possible temperature shut-down gauges.

COMPRESSOR CYLINDER ASSEMBLY

PERFORMANCE

By using a few simple checks, the operator canquickly determine if the compressor cylinder is operat-ing properly. The most obvious indication of troubleis reduced capacity.

1-73

When a capacity reduction is noticed, feel the in-take valve covers. A warm or hot intake cover indicatesa leaking valve. The discharge valve covers will nat-urally run hot. However, if one cover is hotter thanothers, valve leakage is indicated.

For a unit having two or more stages, it is a goodidea to record the normal interstage pressures andtemperatures. Many times a change of interstage con-ditions is merely the normal reaction to a change inthe unit's overail compression ratio. However, if thefirst stage suction conditions and the final stage dis-charge pressure have not changed, then any changein interstage conditions should be investigated.

An abnormal increase in interstage pressure indi-cates problems in the higher stages; whereas, anabnormal decrease in interstage pressure indicatesproblems in the lower stages.

Temperature gauges may be installed to show theoperating gas temperature cut of each stage. Anysignificant rise in temperature from a cylinder indicatesan abnormal condition, such as a leaking valve ora broken ring.

CLEARANCE ADJUSTMENT-COMPRESSOR

One of the methods used to alter the horsepowerand capacity of a compressor cylinder is to change itshead end clearance percent. "Normal" clearance per-cent is by definition the mínimum possible and willresult in maximum horsepower requirement and ca-pacity. Reduction of horsepower and capacity is ac-complished by the addition of clearance volume tothe head end of the compressor cylinder. Variousdevices such as bottles, plugs and pockets are availableto add clearance volume.

PERFORMANCE CURVES-COMPRESSOR

Performance curves are normally furnished which

illustrate the proper clearancing required to fully loadthe unit over various ranges of suction or dischargepressures. Sometimes unpredictable situations occurwhich are not covered by the performance curve andadjustments are made by "feel". The problem withoperating out of the scope of an appropriate per-formance curve is that the operator can easily exceedthe allowable rod load or encounter a very low ornegative volumetric efficiency without having knowl-edge of doing so. A typical problem encountered isthe result of adding too much clearance volume to thehead end of a cylinder. A point is reached (between20% and 0% volumetric efficiency) where the headend is incapable of producing a specific capacity. Thecrank end of the cylinder will still be producing, butthe head end will be erratic or non-producing. In thissituation, the head end works continuously on thelame volume of gas and generates undesirable heat.A better arrangement producing the same capacitywouid be to operate single acting.

SINGLE ACTING OPERATION

When the required capacity drops the volumetricefficiency of the cylinder below 50% it may be desirable to operate single acting with one end of thecylinder unloaded. This can be accomplished by re-moving the suction valves from the end to be unload-ed. The cylinder will then compress gas only on theloaded end.

HYDROGEN SULFIDE GAS

Compressor cylinders are specially built wheneverthe gas contains more *han 32 grains of hydrogensulfide (.05% by volume ). Higher percentages ofhydrogen sulfide increase the precautions taken.

COMPRESSOR CYLINDER MAINTENANCE

COMPRESSOR CYLINDER BODIES

Cylinder bodies are provided with water jacketswhich are accessible by removing the cover plates.Cover places should be removed periodically for in-spection and cleaning of the cooling surfaces.

Some cylinder groups are solid bore types andthe piston runs directly on the cylinder body bore.If the gas is clean and proper lubrication is maintained,solid bore cylinders will rarely need reconditioningor replacement.

The walls of solid bore cylinder bodies are thickenough to allow reboring to a maximum of ','a" largerdiameter as a preparation for building the cylinderbore back to original size . Oversize pistons and ringsare not normally recommended.

SLIP LINERS

Slip liners are held in place by the cylinder headpressing against the flange portion of the liner. Slipliners do not Nave interferente with the cylinder boreand can be removed easily after the cylinder headhas been removed. In order to get the liner started

out of the body, the unit should be barred over withthe end of the piston rod pushing against a woodenblock in the valve ports of the liner. Once the lineris out far enough for a man to get hold of the linerflange, remove the piston and rod assembly. The linercan now be removed by hand.

Use new "O" rings, new back-up rings, and newliner flange gaskets when installing a slip liner. Becure factory flange gaskets are used since impropermaterials and sizes contribute to flange failures.

Slide the inner flange gasket over the liner O.D.before installing back-up rings and "O" rings on theliner. Slide the liner into the cylinder body makingsure the oil hole in the liner is aligned with the oilhole in the cylinder body. Replace the cylinder headand torque the cylinder head nuts to 300 foot pounds.

SHRINK LINERS

Shrink liners are held in place by an interferentefit between the O.D. of the liner and the I.D. of thecylinder body. Shrink liners do not Nave flanges or"O" ring grooves.


To remove a shrink Iiner from the compressorbody, it is necessary to place the body off center ona boring mili and cut out part of the Iiner. Usually theIiner will collapse due to the interference fit stresses'.'..hen the Iiner wall becomes thin.CAUTIONI Do not apply heat to the compressor body

in an attempt to remove the liner . Distortionand warpage of the compressor body canresult.

Prepare the cylinder body for a new liner by hea-ing the body in a 350° F oven for three hours. Thecylinder body must be stood on end and a provisionmade to locate the liner in the body in the same posi-tion as the original liner . The Iiner must be droppedinto the heated body immediately (in a matter ofseconds) before the liner can start heating due to con-tact and radiation of the hot cylinder body. Coolingof the liner with dry ice can be employed to gainedditional assembly time. If cooling is used to shrink'he !iner, beware of frost action which may cause theiner -o srick while being instailed.

Cnce the new Iiner has been instailed and thecylinder body has cooled off, drill lubricator holes inthe Iiner by using the holes in the body as a pilot.

.n cases where heating the cylinder body is im-practical, a hydraulic press can be employed to installthe Iiner if adequate precautions are taken to preventdamage to the mating surfaces.

COMPRESSOR PISTONS

The design and- material of the piston will varyconsiderably with the class of compressor. Generally,cast ¡ron pistons are used in the smaller diameter andslower speeds while aluminum pistons may be usedin the larger diameter and higher speed cylinders.

End clearance between piston and cylinder headsshould be adjusted as outlined in start-up procedure.

COMPRESSOR PISTON RINGS

The piston rings should be fitted to the cylinderseparately to check for proper end gap. Too small agap will allow the ends of the ring to butt togetherwhen the ring is heated to operating temperature andcause excessive wear of both the ring and the cylinder.A gap too largo will allow blowby to wipe the lubri-cant from the cylinder wall.

The side clearance between the ring and the groovein the piston should also be checked. Make sure thering is free in the groove in all positions and that theside clearance is not excessive . Rings and groovesshould be cleaned to remove al¡ dirt or carbon thatmay have accumulated during previous operation. Aring having too much side clearance tends to tip inthe groove causing wear while a tight ring can stickand fail to seal.

End gap and side clearance of new pistons andnew rings vary according to ring material and diameter:

Section IVPage 14

MICARTA

Diameter End Gap Side Clearance3" to 6'/s" 1/8 to 3S6 Approximately .0157" to ] 1" 3f6 to '/a Approximately .015

12" to 17" '/a to 5 6 Approximately .01518" to 20" 3f6 to 3/8 Approximately .015

Minimum End GapMaximum End GapMinimum Side Clearance

TEFLON

_ .014" per inch of diameter_ .015" per inch of diameter_ .020" per inch of groove

width, but never lessthan .008"

Maximum Side Clearance = minimum plus .005"

If the outer corners of the ring are sharp, theseshould be broken with a fine file to prevent thescraping of lubrication from the cylinder wall. Ringsshould be checked for roundness to insure a minimumwear in time. Also check that the ring can be de-pressed below the diameter of the piston at al¡ points.

Coat the rings and ring grooves liberally withclean oil before inserting the piston into the cylinder.Stagger the end gaps of the piston rings with respectto one another.

COMPRESSOR PISTON RODS

Piston rods are generally high strength alloy steel.Special materials or coatings are used when the gasis corrosive . It is essential that the rod be free fromscratches.or nicks to prevent damage to the oil scraperor packing rings.

The piston rod is screwed into the crosshead andlocked by set screws . Be sure to loosen set screwssufficiently to prevent damage to threads when re-.moving piston rod. Whenever removing or installingthe piston rod, use a thimble which slips over thecrank end of the piston rod and prevents the threadson he rod from damaging the wiper packing or pres-sure packing. See Figure IV-8 for a listing of pistonrod thimbles.

COMPRESSOR PRESSURE PACKING

Particular care should be taken during the initialbreak-in period of a compressor piston rod pressurepacking. It is recommended that the lubricator feedrate for the packing be set at twice the normal ratoand the unit ran without pressure in. the compressorcylinder for thirty minutes.

If a satisfactory seal is not obtained during break-in, Time Saver Number 80 fino compound has beenused successfully as follows: Mix ¡he powder withlube oil to form a light paste. Apply with a smallbrush to the upper half circle of the rod with the unitrunning at a reduced speed. Under normal conditionsthe Iapping can be continued as long as there is no

8-75

NI ' p f^ - i lo411IIIII 111 1,1 i111 1 1 1 1 1.11 1 ild 1

overheating. It is preferable to make the appiicationof short duration and repeat as often as necessaryAfter lapping action has been completed, flush therod with a t,16" stream of clean lubricating oil on therod outside the case. lf the lapping does not showresults, then something else is wrong and it is not justa question of rod contact or fit. It is not necessary todisassemble the packing after lapping and flushingif the packing seals properly.

Periodic inspections should be established to detectpacking malfunctions before they cause major damage.It is good practice not to disturb the packing as longas it does not leak. However, continued use of aleaking packing can result in damage to the pistonrod. Inspect the piston rod for surface defects such asscores or shoulders. lf the rod is not in good condition,it should be refinished or replaced.

Normally Ajax compressors are furnished witheither micarta packing rings or teflon rings dependingupon the cylinder group.

A. Micarta Packing Rings-The most common useof micarta rings is the radial tangent pair. Theradial cut ring faces the pressure and coversup che leak paths in the tangent cut ring.

B. Tefion Packing Rings - The most cornmon useinvolves a teflon,'metal pair. The teflon ringfaces the pressure; whereas, the metal ringbacks up the teflon ring to prevent the pressurefrom extruding che teflon between che rod andthe packing case.

COMPRESSOR VALVES

AII Ajax compressor valves are the píate type.Some valves have a separate plate covering each portin che seat and are called " individual ring" píate valves.Other valves have the individual places webbed to-gether to form a single place and are called "web"piafe valves. In all cases, the place or rings seal on thesmoothly ground surface of the seat. The vaive guardhouses the springs which hoid the place or ringsagainst the seat.

Valves should be removed periodically for inspec-tion and cleaning. Check the valve plates for tracks,indentations, wear, and distortions. lf any of theseconditions exist, replace the valve place as well asthe springs. New valve platel are finished on bothsides so either side can be used initially. If plates arereused, they should be assembied in the vaive thesame way they carne out. Places should not be "turnedover" since the guard and springs remove the srnoothsurface from the guard side of the vaive plate.

Examine the gasket seating surfaces on the vaiveas well as in che cylinder body. These surfaces shouldbe free from nicks, scratches, and dirt.

When compressor valves are assembled, a screwdriver should be used to lift each place off the seatat various points around the piafe to insure each piareis free at al¡ points. Assemble che valve into the com-pressor cylinder with extreme caution making sure

suction valves are not installed in discharge ports orvice versa. Trace che flow of the gas and remember avalve opens in the same direction as the flow of thegas. Use a screw driver to verify the flow of gasthrough each vaive before it is installed in the cylinder.

To get the maximum efficiency from a compressorcylinder, the inlet and discharge valves must be cleanand tight. Valves should be inspected periodically.Experience will tell how often they must be cleanedunder che particular operating conditions.

If valves require frequent cleaning, the cause maybe one of che following:

(A) Excess oil, or an improper grade of oil. Thiswill cause carbon to deposit on the valves,and also throughout the compressor cylinder.Use only enough oil to properly lubricate thecylinders and be sure to use the best gradeoils.

(B) High gas temperature, which is usua ► ly theresult of leaking valves as explained in previ-ous discussion under compressor cylinders.Leaking valves should be repaired or replaced.Also check for improper cooling water cir-culation.

(C) Dirty intake qas. This situation can be reme-died by installing a filter in the intake line.

The underside of cylinders have valve cages withset screws to keep the valve seat gasket, valve assem-bly, and vaive cage from falling out of the cylinderwhile the valve cap gasket and valve cap are beinginstalled.

Tighten ail valve cap nuts finger tight beforeapplying a wrench to them. Using a toque wrench,tighten the nuts opposite each other a little at a timeso the valve cap will be brought down evenly on thevalve cap gasket.

TORQUE VALUES

Valve cap studs and nuts should be torqued asfollows:

Stud Diameter (In.) 5/a 3/a 7/8

Torque (Ft.-Lbs.) 70 125 200 225

The nut holding the piston on the rod should betorqued as follows:

Thread Size(I n.) 7/8 11/8 11/4 13/8 13/a l ?/a

Torque (Ft.-Lbs.) 230* 500* 500 680 1500 2000

*Only che bottom part of drake lock nuts are torquedto full value. Top parts are torqued to half value; i.e.,with a '/s drake lock nut, torque the bottom part to230 ft.-lbs. and the top part to 115 ft.-lbs.


TD•1 163Page 1 of 3

COMPRESSOR CYUNDER AND PRESSURE PACKING LUBRICATIONCAUTION: READ THESE INSTRUCTIONS THOROUGHLY BEFORE SELECTING A LUBRICANT.

1. OIL SPECIFICATIONS

For clean dry gases such as air, natural gas, helium,hydrogen, nitrogen, and temperatures up to 350° F,a high grade 100% distilled, solvent refined, straightmineral oil containing an oxidation and corrosion orrust inhibitor will generally provide satisfactory com-pressor cylinder lubrication. It should have good polarcharacteristics, good wetting ability, high film strength,good chemical stability, be resistant to sludging, andshould contain as low a carbon content as possible.Since petroleum or hydrocarbon lubricants always con-tain some carbon, the oil selected should be of the typethat produces loose, flaky carbon in order to keep valvedeposits at a minímum. For the same gases mentioned,the following viscosity ranges have generally provedsatisfactory:

Cylinder Pressures-PSIG Viscosity @ 2100 F

0 - 1000 55 to 75 SSU1000 - 1500 75 to 95 SSU1500 - 2000 95 to 115 SSU2000 - 3500 115 to 150 SSU3500 Up 150 SSU Minimum

Since it is virtually impossible for a compressormanufacturer to test al¡ of the lubricants on the markettoday, with al¡ the various gases and compressor ap-plications encountered , these specifications are givenas a guide only.

Because customers or end users are usually morefamiliar with ' actual gas compositions and finalresults expect .f the entire process application, it isa must that th., make initial contad and work with alubricant suppiier of their choice to obtain a specificrecommendation for the lube oil. However, when re-quested to do so, Cooper Penjax will work with ourcustomers and a refiner of their choice in a coordinatedattempt to arrive at a suitable lube oil recommendation.

It should be noted, however. that since differentoils do have different characteri :s and lubricatingqualitíes, some with specifications siightly different thanthose mentionec may prove perfectly satisfactory.

It is generally safe to say that napthenic base oilsgive better results for reciprocating compressor applica-tions than paraffinic base oils. However , Chis may notaiways be the case and the entire application must bereviewed thoroughly before a final decision can bemade . As a rule , napthenic base oils have lower VI's,and lower flash points than paraffinic oil, and they areessentially wax free.

Whenever "wet" gas is encountered , i.e., gasescontaining the heavy hydrocarbon ends, a compound-ed oil of such nature that it is not readily washed fromthe rubbing surfaces should be used. A mineral oilcontaining 3 to 5% lard, or a hydrocarbon oil contain-ing 2 3% of tallow oil should prove satisfactory.These a. itives are less soluble in butanes , pentanes,etc. than straight hydrocarbon lubricants. lf any greateramount of compounding is used than necessary tokeep cylinder walls and rings in good condition, a gum-ming condition of the valves and rod packin may result.

Oils containing rapeseed oil should never be used whensour gases, such as H.S., are present as severe gummingmay result.

Again it should be emphasized that a reputablelubricant manufacturer be consulted and given allí theconditions of the application before a final lubricant isdecided upon . These conditions should include boresize, stroke, RPM, pressures, temperatures, complete gascomposition, cleanliness of gas, "wetness" of the gas,miscibility of the lubricant with the gas being compres-sed, and any effects a specific lubricant may Nave onthe end product. It would also be well to mention pistonring, rod packing, rod, and liner materials.

When changing lubricant grades or manufacturers,drain Iubricators, (and crankcases) of existing oils. Donot mix different grades or brands of lubricants.

2. CYLINDER LUBRICATION QUANTITIES

Wide variations in actual field operating conditionssuch as the cleanliness of the gas, the "wetness" of thegas, and even the type of gas make it almost impos-sible to specify the exact quantities of lubricants requiredfor compressor cylinders. However, for dry, clean gasessuch as those mentioned under "Oil Specifications", thefollowing rules will generally suffice to provide amplelubrication alter initial run-in:(a) The actual volume of lubrication used is generally

expressed in pints-per-day. Since the rubbing sur-face of a reciprocating motion is involved, anamount of oil equivalent to 1/2 pint per day per onemillion square feet of swept area plus a "pressurefactor" amount will give satisfactory results. Fromthis rule the following formula can be used:

(31.4 x Bore Dia. x Stroke x RPM) + (333 x Disch . Press.)

The answer to this formula gives a factor whichrepresents the relative amount of lubricant requiredper cylinder. To convert this lubrication factor topints/day/cylinder, move the decimal point six (6)places to the left. Another conversion that willexpress the quantity in approximate drops/minuteis to move the decimal point only five (5) places tothe left.

(b) Since cylinder lubrication is nearly always suppliedby a sight feed lubricator which permits visual ob-servance of pump strokes and "so many dropsper-minute" of lubricant being supplied to eachcylinder point or points, it is convenient to be ableto express "Pts./Day" in "Drops/Min." A roughrule of thumb for making this conversion is to con-sider approximately 10 Drops/Min. equal tó 1 Pt./Day. This is equivalent to about 14,400 drops perpint, considering the drops to be approximately5/32" in diameter which is the average size putout by most gravity and vacuum sight feed lubri-cators.

For lubricators having the glycerine filled sight feed,about 3 to 4 "drops," or expulsions per minute upthe wire is equivalent to 1 Pt./Day.

(c) On the initial start-up of new compressors, and

Section IVPage 16 5-73

- 4 1010 111 11 )pVM 1 114 1

iv-i loo

Page 2 of 3

especially if high humidity and/or "wet" gas con-ditions are encountered, the aboye rases should benearly doubled for the first few hours of operation,and then cut back generally to the point of suffi-cient lubrication.

(d) Since it is always less expensive to start out over-lubricated than it is to replace or repair scoredcylinders, rings, rod packing, and rods, it is never-the-less undesirable and uneconomical to continueat such a rate. Over-lubrication can cause excessiveoil carry-over into air ¡fines, instruments, and evento the end producís, plus resulting in over-carbon-ing and gumming of valves and rod packing.Therefore, after the first few hours of lubrication,and it is observad that more than sufficient lubri-cation has been achieved, the rate can be cut backby steps of 2 to 3 drops per minute, until the de-sirable oil film as noted in the next paragraph isattained.

(e) By shutting the compressor down, and removingone or two of the valves, inspection of the cylinderinterior can be made for sufficient lubrication.Over-lubrication is the result of excessive oil andsmall puddles of oil will collect in the cylinder lowspots. This indicates a cut-back in lube rate is re-quired. On ¡he other hand, if surfaces are dry, andno oil film appears present, the rase should be in-creased. A generally accepted test for sufficientlubrication is to wipe the rubbing surfaces with 3or 4 layers of tissue or cigarette paper immediatelyafter removing a valve, and following a shutdown.A yellow stain or clear oily discoloration throughthe first ¡ayer and finto the second ¡ayer of tissue isindication of proper lubrication. Lube rases shouldbe adjusted up or down according to the indicationof this test. Any evidence of gray, black, or bronzediscoloration in the oil may indícate abrasion, scuf-fing, or some other malfunction which should beinvestigated prior to stars-up.

(f) Certain air compressors having rod packing lubri-cated by carry-over from the compressor cylinderscan be checked for sufficient lubrication by apply-ing tissue test to the rod surface through the dis-tance piece opening. The lube rases as calculatedby the formula in paragraph "a" are sufficient forsuch cylinders and packing arrangement, bus thefinal lube rase will generally be dependent uponmaintaining a proper oil film on the rod surface,rather than on the cylinder surface. However, siñceappiicaticns and cylinder sizes can vary, both sur-faces should be• periodically checked for determina-tion of which surface takes precedence in decidingthe final lube rete.

(g) To summarize the aboye:

1. Careful selection of the lubricant for the specificapplication is most important.

2. Periodic examination of the cylinder and rod isrequired to ascertain that the proper lube raseis being applied.

3. Extended over-lubrication is as detrimental asunder-lubrication. The formar will result in ex-cess oil and heavy carbon deposits while thelatter may result in scoring and scuffing.

(h) TD-1165, Table IV-E Chart for estimating lube oilrases in accordance with the formula given in Para-graph A can be used for convenience.

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3. PACKING LUBRICATION QUANTITIES

Since many lubricated applications require rodpressure packings having one or more points of lubri-cation supplied by individual pumps on the samelubricator supplying the cylinders, the same notesapplying to "Cylinder Lubrication Quantities" generallyhold true. However, a safe quantity of "rod oil" forthe same dry, clean gases listed previously is 3/a pintper day per million square feet of swept area plus a"pressure factor" amount. This is expressed by theformula:

(47 x Rod Dia. x Stroke x RPM) + (75 x Disch . Press.)

The answer to this formula gives a factor whichrepresents the relative amount of lubricant requiredper rod. To convert this lubrication factor to pints/day/rod, move the decimal point six (6) places to the ieft.Another conversion that will express the quantity inapproximate drops,'minute is to move the decimal pointonly five (5) places to the left.

Drops minute, start-uo rates and final lube ratesare determined in the same manner as that outlinedunder "Cylinder Lubrication Quantities".

TD-1166, Table IV-F Chart for estimating rod luberetes in accordance with the aboye formula can beused for conveniente.

4. FIRE-RESISTANT LUBRICANTS

Quite often in air compressors and certain process,applications, synthetic or fire resistant lubricants suchas Pydraul AC, Fyrquel (formerly Cellulube) andHoughto-Safe are used for cylinder and rod lubrication.General experience to date indicates that these lubri-cants will do a fair job providing the compressor isproperly prepared, the lubricant is carefully selectedand is supplied in sufficient quantity.

Initial preparation of the machine is very importantsince gaskets, seals, o-rings and paints must be com-patible with the particular ¡ubricant being used. A checkwith the particular lubricant manufacturer will reveal thenecessary compatible materials.

When synthetic lubricants are to be used, it isrecommended that the cylinders be broken- in using aheavy mineral oil, (SAE-60 or greater) and running forat least 150 hours or until the cylinders have taken ona glazed appearance . After break-in, the proper gradeof synthetic lubricant can then be used . Since the syn-thetic lubricants may vary in density from those ofhydrocarbon lubricants, the required lube rate at initialuse should be increased by 11/2 to 2 times those ratesestablished in Articles 2 and 3 for cylinder and rodpressure packings. However , the same general tissuetest for sufficient surface film is usually satisfactory,and a possible cut back in lubrication rete may berealized after a few hours of operation.

In cases where it is absolutely impossible to break-in the compressor cylinders on a mineral oil and thesynthetic lubricants must be used , it should be notedthat the danger of cylinder scoring does exist . Extremecleanliness of suction piping is an absoluta must ifscuffing is to be avoided since the film thickness ofsynthetic lubricant is generally less than with themineral oils. It is further recommended that the par-ticular grade of synthetic lubricant be on the higherside of the available viscosity range and that thehighest lube rase possible be used for the first 100-150

Section IVPaga 17

hours. This initial lube rase must be at least 1'h to 2times the rases established in Articies 2 and 3.

Occasionally, units must be started-up and broken-in during iow ambient temperature conditions. Whenthis is the case , lubricator heaters are usually necessaryto insure that the lubricant is warm enough to flowproperly. This requirement is due to the generally higherviscosity index of most synthetic lubricants as comparedto that of hydrocarbon lubricants.

If it is decided to change from a hydrocarbon lubri-cant to a synthetic lubricant on a machine that hasoperated for a period of time with the former lubricant,it is best to select a fire resistant fluid that is compatiblewith most standard materials of construction. Ore-lubeis one such lubricant. If such a fully compatible fluidis not going to be used , then gaskets , seals , o-ringsand paints may have to be changed out since the lubri-cant may have a deteriorating effect on these items.When making such a change , it is advisable to checkcylinder internals and to remove al¡ carbon deposits onvalves , etc., to prevent their being loosened by thenew lubricant.

Since there are a number of different syntheticlubricants on the market today, it is best to get al¡ theavailable information about the specific lubricant tobe used prior to establishing materials of construction,start-up and normal operation rases . For example,Flurosilicone lubricants are coming into use in com-pressor applications and the Iube rates for this particu-lar synthetic material may be as low as one (1) pint permonth; therefore , it must be stressed that the lubricantmanufacturer be consulted prior to the use of any newand unfamiliar synthetic lubricant.

5. ADDITIONAL COMMENTS AND GENERAL INFOR-MATION:

The terms "non-Iube", "normal-Iube", "semi-Iube","min-Iube" are often applied to compressor applications.A brief description of each of these terms is as follows:

"Non-Iube" is described as those applications wherethe compressor cylinders are constructed so that nolubrication need be supplied to, the cylinder and rodpressure packing. Construction may even be such thatit is impossible for any accidental lubrication to reachthe rod pressure packing and cylinder . The sealing andrubbing materials for piston rings and packing rings areof a suitable filled Teflon material that has self-lubri-cating characteristics , and is specially selected to meetall the operating conditions of each specific job. Thepiston is supplied with rider rings _or bands of the samematerial so that there will be no metal -to-metal rubbingparts in the cylinder.

"Normal-Iube" applications generally have suitablemetallic piston rings and packing rings that depend onan oil film to prevent metal-to-metal contact in the seal-ing and rubbing area . The normal Iube rate is thatamount supplied to the cylinders and rods in accordancewith the rules of Articles 2, 3 and 4. Remember though,what may be normal for one application may be too

Section IVPage 18

Page 3 of 3

much or too little for the next. It is also possible tohave non-lube construction as outlined aboye and supplynormal Iube to the cylinders and packing even thoughthe sealing and rubbing trim is Teflon. However, normalIube in this case would be less than normal Iube forthe same application with metallic rings.

"Semi-Iube" is generally considered as one-half the"normal-Iube" rase. Sometimes Chis can be accomplishedby special lubricants. It can also be accomplished by theuse of suitable Teflon piston rings and packing ringswith no rider rings on the pistons.

"Min-Iube" is defined as a controlled amount of oilat about one-quarter the normal rate of lubricant asspelled out aboye. For special applications, this cansometimes be accomplished by use of the exotic Fluoro-silicone lubricants where the lube rate may even beas low as one pint per month with metallic sealing andrubbing materials. However, the standard cylinder con-struction for min-Iube consists of suitable Tefion riderand seal rings on the piston and Teflon rod pressurepacking. In other words, construction is identical tothat defined for non-lube, the exception being that thecylinders and packing are supplied with lubricationpoints. When this is done and lubrication is appliedproperly, long ring and packing life results with littleor no rod or cylinder wear. (This, of course, results onlyif the gas is free of dirt or fine abrasives which is alwaysdetrimental regardless of the type of construction andlubrication used.)

For min-Iube, viscosities of the lubricant should belower than for normal lubricated services. The followingis recommended.

Viscosity @ 100 °F Viscosity @ 210 °F130 to 160 SSU 40 to 45 SSU

(These viscosities are equivalent to SAE 5 to 10 weightoil.)

A straight napthenic oil will generally be a betterchoice than a paraffinic oil; however, here again thelubricant must meet the specifics of the application.

It may be detrimental to the Teflon trim to use lubri-cants with higher viscosities than those listed. Alsoproper min-Iube construction can sometimes be oper-ated non-Iube if all parameters are receptive to suchoperation with Teflon trim.

One important word of caution with regards tomin-lube applications: too little Iube may cause a gum-ming and high wear condition that is worse than noIube at all. Some min-Iube applications will require asmuch as what is normal Iube for others, while othermin-Iube applications may work satisfactory at lowIube rases.

"Accidental-lube" is some oil that gets to the pack-ing and /or cylinders in an unknown and uncontrolledamount.

"Mínimum -Iube" is that quantity of oil which reachesthe packing and cylinders in a controlled amount thathas been determined to be the Ieast amount necessaryfor satisfactory ¡¡fe of the rubbing parts.

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1 .p ^... N 1010 11111 1 11 ^ 11, 1 1111

TABLE IV-A

LUBRICATIWG AND COOLING SYSTEM CAPACITIES

MODEL CRANKCASECAPA I Y**

POWER CYLINDER RADIATOR COOLINGCOOLER COOLINGSYSTEM CAPACITY

C T LUBRICATING OIL SYSTEM CAPACITYE .J.W. C.J.W.

DC-22 6 Quarts* .8 Pints Per Day 25 Quarts

DC-30 6 Quarts* . 9 Pints Per Day 26 Quarts

C-42 8 Gallons 1.7 Pints Per Day 7 Gallons 7 Gallons 11 Gallons

DPC-60 17 Gallons 2.4 Pints Per Day 121/2 Gallons 13 Gallons 11 Gallons

DPC-80-A 23 Gallons 3.2 Pints Per Day 14 Gallons 14 Gallons 13 Gallons

DPC-1 15 22 Gallons 4.6 Pints Per Day 26 Gallons 26 Gallons 13 Gallons

DPC-120 25 Gallons 2.4 Pints Per Cyl. Per Day 39 Gallons 20 Gallons

DPC-160-A 30 Gallons 3.2 Pints Per Cyl. Per Day 31 Gallons 55 Gallons 24 Gallons

DPC-230 30 Gallons 4.6 Pints Per Cyl. Per Day 45 Gallons 68 Gallons 24 Gallons

DPC-300 30 Gallons 6 Pints Per Cyl. Per Day 53 Gallons 95 Gallons

Per Each Bed on DC-22 or DC-30 Units.

" Capacities are 3pproximate.

TABLE IV-B

RUNNING CLEARANCE - CRANKSHAFT AND CROSSHEADS

CRANKPIN CONNECTING ROD CROSSHEAD PIN

UNIT SIZE BEARING BOLT TORQUE FT . = TO BEARING

CROSSHEAD TO

GUIDE CLEARANCE

ENGINE i COMPRESSION

ENGINE COMPR . ENGINE COMPR . ENGINE COMPR . COLD MIN .HOT

COLD MIN.HOT

DC-22 .003 11 .003 75-85 75-85 .001-.0025 .001-.0025 .005-.009 .003 .005-.009 .003

DC-30 .003 .003 75-85 75-85 .001-.0025 .001-.0025 .005-.009 .003 .005-.009 .003

C-42 .004 .004 325-360 325-360 .002-.0035 .001-.0025 .008-.011 .004 .013-.017- .008

DPC-60 .004 .004 325-360 325-360 fi .002-.004 .002-.0035 .008-.012 .005 .013-.017 .008

DPC-80-A .005 .004 650-700 325-360 .002-.004 .002-.004 .009-.013 .007 . 013-.017 .008

DPC-1 15 .005 .005 650-700 650-700 .004-.006 .002-.004 .008-.012 .005 . 013-.017 .008

DPC-120 .004 .004 325-360 325-360 .002-.004 .002-.0035 .008-.012 .005 .013-.017 .008

DPC-160-A .005 .004 650-700 325-360 .002-.004 .002-.004 .009-.013 :007 . 013-.017 .008

DPC-230 .005 .005 650-700 650-700 .004-.006 .002-.004 .008-.012 .005 .013 -.017 .008

DPC-300 .005 .005 650-700 650-700 .004-.006 .002-.004 .008-.012 .005 . 013-.017 .008


TABLE IV-C

LUBRICATING OIL TRADE NAMES - REFINERS ' RECOMMENDATIONS

Section IV 5-75Page 20

FMGIMESR/NG - SA L ES - SER VICE DATA

4'COOPfRW«XbT1t1ES

COOPER ENERGY SERVICESCORRY PENNSYLVANIA 16407

Engines

Compressors

LUBRICATING OIL RECOMMENDATIONS FORENGINES AND COMPRESSORS

1. GENERAL

This specification is intended as a guide for our customers in selecting thebest available lubrication for their Ajax machinery.

Ajax cannot guarantee specific lubricant quality or performance; thus, theintent here is only to describe those types of lubricants which have provensuccessful in our equipment through many hours of field use.

Pumps

ESS-L-811

The quality and performance of a lubricating oil is the responsibility of thelubricant supplier, whether refiner, blender, or rebrander; thus, only reputablecompanies with established customer-service organizations should be used as asource of supply.

Unusual applications and/or conditions not covered by Chis standard should bereferred to the Ajax Engineering Department for specific lubrication recommen-dations.

2. LUBRICATING OIL FOR POWER CYLINDERS AND CRANKCASE

In general, power cylinder + crankcase lubrication for Ajax équipment is bestaccomplished using oils which have been specifically formulated for two-cyclegas engine service.

Such lubricants are formulated from 100% distilled , soivent-refined naturalbase-stocks and should contain sufficient additive treatment to enable thefinished lubricant to meet A.P . I. Engine Service Classification CA or CS.

A general specification is as follows:

Viscosity * at 100 'F S.U.S. - 450 - 650

at 210'F S.U.S. - 58 - 70

at 37.8'C cST. - 37.0 - 140.2

at 98.9'C cST. - 9.64 - 12.96

Viscosity Index - Min. - 70

Flash Point 'F ('C) - Min. - 400 (204)

Pour Point 'F ('C) - Max. - 10 (-12)

Preferred lubrtcants for Ajax engine -compressors are oils meeting the aboyegeneral specifications but which contain an essentially ashless additivepackage . These lubrtcants , generally termed "Ashless Gas Engine Oils", willexhtblt sulfated ash contents , per A.S.T.M. D874, of less than 0 .1% by weight.

Acceptable lubricants for AJax engine-compressors are oils meeting the aboyegeneral specifications but containing not more than 0.80% by weight of sulfatedash per A.S.T.M. D874, Lubricants of this type should not contain zinc dithio-phosphate in their additive package in excess of 0.04% by weight of zinc.Use of oils containing significantly higher amounts of this addIti" may resultin accelerated ash deposition on combustion surfaces.

*Specified viscosity is for SAE 130 grade oil, which is applicable for normal

conditions. Certain applications involving start -up and operation with very

low (or very high) ambient temperatures may dictate the use of viscosity gradesother than SAE 130.

CAUTION : The crankcase oil temperature must be aboye pour point temperature

before attempting to start unit. Equipment failure will result due to lack

of lubrication when oil temperature i s below pour point temperature. Where

low temperature oil starts are required, provision should be nade to eitherhect the oil or use a multi-viscosity oil that meets the aboye requirements.

Section IVPage 20.1

3. LUBRICATiNG OIL FOR COMPRESSOR CYLINDERS ANO PISTON ROD PRESSURE PACKING

For ciean , dry gases such as natural gas, helium, hydrogen , and nitrogen withoutlet temperatures up to 350 'F (149'C ), a high quality , solvent refined straight-mineral oil will usually provide satisfactory lubrication . Crankcase oiisspecified in Point 12 are satísfactory.

Reciprocating compressors in air service are often trcubled by hard carbondeposits which interfere with dischargs valva operation . Such a problem mey

oftsn be alleviated by usa of so -callad naphthenic or low viscosity-index *¡lawhich tend to produce less carbon , and of a softer natura , than the more

paraffinic .or high viscosity- index olla . For air compressor service in whichdischarge temperaturas exceed 300'F , but do not exceed 350'F , a fire-resistantsynthetic lubrlcant is recommended dus to the fire hazard present.

CAUTION : Synthetic lubricante must not be used without specific permission fromAjax. A11 compressor cylinder non-metallic components must be reviewed to makesure they are compatible with the specific brand of synthetic lubricant.

Under certain conditions , ere oil filma may be washed or displaced fromlubricated surfaces , either by light hydrocarbon liquids or entrained water,coa ounded oiis (1.. ., petroleum olla containing acidless animil , vegetable,or synthetic fatty oils) are recommended. In most cases 3% to 5% compoundingshould prove satisfactory.

The following tabla lista recommended oil viscosity for

CYLINDER PRESSURE - PSÍG VISCOSITY S.U.S. 9 210'F

0 - 1000 55 - 75 8.77 - 14.26

1000 - 1500 75 - 95 14.26 - 19.18

1500 - 2000 95 - 115 19.18 - 23.83

2000 - 3500 115 - 150 23.83 - 31.68

3500 t Up 150 Mínimum

various cylinder pressures:

VISCOSITY cST e 98.9'C

31.68 Minimwn

Since Is it virtuaily i mpossible for a compressor manufacturar to test ail ofthe available lubricants on today ' s market, with all of the various gases andcoepressor applicatlons encountered , this standard is offered as a guide only.

It is suggested that each customer request a specific lubricant recommendationfor his application froe the oii supplier of his choice . Of ccurse , if requestedto do so, Ajax Engineering will work with che customer and his lubricant supplierin a coordinated atta" t to arrive at a suitable lube oil recommendation.

11

Section IV

11111 111 ^,11 1 1111 1 1 1 11 1ja1 1 ^ 1 1 9

TABLE IV-G

POWER END PISTON RING CLEARANCE

ENGINE MINIMUMUNIT SIZE

BORE X STROKE RING ENO CLEARANCECOLD

DC-22 61/2 x 8 .020

DC-30 71/4 x 8 .030

C-42 81/2 X 10 .038

DPC-60DPC-120 91/2 x 12 .040

DPC-80-ADPC-160-A 11 x 14 .040

DPC-115DPC-230 131/a x 16 .075

DPC-300 15 x 16 .110

8-75

TABLE 1V-E

LUBRICATION RATES FOR COMPRESSOR CYLINDERS

4 ,50 RG E-PR É—S U ° °

COMPRESSOR CYUNDER LUSE RATES

Tu determine amount of lubricont required, follow= vertical lino up from specific "cylinder boro" tu prop-

er "stroke", thence horizontally tu operating "RPM",and then vertically tu "discharge pressure" lino. Fol-

_ ó low horizontally tu left from this point and reod "pints° per doy". Follow horizontally tu right and read ap-

proximote equivalent in "drops per minuta".- Exomple: An 18" cylinder with un 11" stroke

1 14,1, /y c =9 operating al 327 RPM at 200 P51G dischorgo-o pressure requires about 2.1 pts./day or about

21 drops/min.

- - - NOTE - Read instructions on TD-1163, in Seetion IV,before using Chis chut.

P

6 O

70 II

9 0

0

i

íC N E 13

TABLE IV-F

LUBRICATION RATES FOR COMPRESSOR PISTON ROD PRESSURE PACKING

IS NR E TD-1166

I i

q ó

oo°

=

44, 1

ROD PRESSURE PACKING LUBE RATES

To determine amount of i': bricont required, followvertical Iine up from specific 'rod diameter" tu proper"stroke", thence horizontally to operating "RPM",and then vertically tu "discharge pressure" lino. Fol-low horizontally tu left from this point and read "pintsper day". Follow horizontally tu right and read ap-

equivolent in "drops per minuté'.

Exomple: A 21" diameter rod with un 11stroke operoting el 440 RPM at 1500 PSIGdischarge pressure requires about 7 pint perdoy or about 7 drops per minuto.

NOTE - Reod instructions on 141163, in Section IV,before using ibis chart.

P

I M

1-73

jI 1, 1 1n 1, ^ ^0@lo 111 11 .111 u 1111 1 1 1 II 1,1 1

SECTION V

PREVENTIVE MAINTENANCE

A good preventive maintenance program can addyears of trouble-free performance at minimum operat-ing cost. The first requirement for this kind of main-tenance is consistent observance of good operatingpractices. In the operation of Ajax engine-compressors,the following points will contribute to maximum per-formance and economy.

Cleanliness is most essential in the operation andmaintenance of the unit. Clean air, clean water, freefrom scale-forming minerals, and clean lubricantsshould be th.e rule - always.

When starting a cold engine, allow to idle untilwarm before applying load.

Before starting, it is always good practice to lubri-cate cylinder walls by pumping lubricator hand flush-ing units with the piston at various positions.

Observe that the cooling water system is fui¡ andoperating properly before starting. Be sure that al¡water connections are tight.

Under no circumstances should a iarge amountof cold water be allowed suddenly to enter a heatedengine cylinder.

In freezing weather, al¡ parts which contain waterand which are subject to freezing should be carefullydrained and anti-freeze added. Aiways mix anti-freezeand water in clean container before adding to thecooling system.

Aiways be certain that there is sufficient oil in thecrankcase and in the force feed lubricator before start-i ng.

Every precaution should be taken to prevent theentry of water into the lubricating system.

Do not exceed the rated speed for normal opera-tion.

The cause of any unusual noise or knocks shouldbe investigated immediately. Locate the cause insteadof experimenting with adjustments.

SUGGESTIONS FOR PREVENTIVEMAINTENANCE PROGRAM

DAILY

Once fuel pressure has been adjusted for smoothoperation, further adjustment should be required onlywhen appreciable load changes are made.

Check spark plug and maintain proper gap. Whenoperating on magneto ignition, spark plug gap shouldbe set at .015 inches. When operating on capacitordischarge ignition system (altronic) spark plug gapshould be set at .030 inches.

Note : Some operators report exceptionally longlife from platinum point plugs with magneto ignitionsystem. When these plugs are used, period betweeninspections can be increased to thirty days . Becauseof greatly increased spark plug life gained with thecapacitor discharge ignition system, the economic ad-vantage of platinum point plugs with this system isquestionable.

Drain any accumulation of fluid from fuel gasvolume tank.

Check water leve¡ in radiator or cooler.

MONTHLY

Replace oil in the air filter. Use -210 weight oil.While monthly changes are normally ail that is

required , filters should be checked after heavy duststorms.

Check water leve¡ in cooling system, keep pressurecap tight. Replace if leaky.

Drain the scavenging chamber to remove accumu-lation of spent iubricating oil.

DO NOT DRAIN WHILE ENGINE IS RUNNING.

SEMI-ANNUALLY

Test al¡ safety devices to make sure they areproperly set and operating.

Inspect and change spark plugs if necessary.

Inspect and tighten al¡ exposed nuts and fasteners.

Inspect and clean compressor valves; replace wornor broken parts.

Check the lubricator oil leve¡ to make sure thatthe oil from the reserve tank is maintaining properleve) through proper functioning of float valve in Iubri-cator compartment.

Check sight feeds to make sure each pump isfunctioning.

Check crankcase oil leve¡. When adding oil bringoil oniy up to the running leve) mark when unit is inoperation . If too much is added, drain back to the run-ning mark. Carrying oil too high a leve) will not onlywaste oil, but will also cause ring sticking, excessiveport carboning, rapid ring and cylinder wear, and lossof power.

WEEKLY

Check fuel gas pressure and adjust if necessary.

ANNUALLY

Replace spark plugs and cables.Check magneto at reliable authorized service

station.Inspect governor and replace worn parts.Clean and inspect lubricator and replace worn

parts.

Clean breather caps on the crankcase, and fuelinjection reservoirs (if used).

Thoroughly clean al¡ dirt accumulation from theradiator and check for leaks.

Inspect and replace worn cooling system fan drivebelts.

Section V

1-73 Page 1

Drain and flush crankcase.Remove cylinder head . Inspect intake and exhaust

ports and remove al¡ carbon in ports.Check compressor piston rod pressure packing.

BI-ANNUALLY

Inspect and, if necessary, replace worn piston rings

Section VPage 2

thoroughly cleaning piston and ring grooves.Inspect and, if necessary, adjust crank pin bearings.Inspect and, if necessary, replace crosshead pin

bearing.Check cooler tubes and remove any accumulated

deposits.

1-73

b11 * 10111111111.. 1 ii 1 111 1

SECTION VI

SERVICING FOR EXTENDED PERIODS OF STORAGE

PREPARING FOR EXTENDED STORAGE

(1) Drain cooling system by removing pipe plug atbottom of cylinder(s). Make sure complete coolingsystem is drained at all low points.

(2) Drain oil from crankcase, and ahead of crossheadguide(s). Remove side cover and wipe crankcaseclean with rags. DO NOT USE WASTE. Using anoil can with a good grade lubricating oil, squirtoil on piston rod(s) and around stuffing box andconnecting rod bearing(s). Wipe oil on both upperand lower guide(s) and replace cover.

(3) Remove breather cover píate or crankcase topcover(s) and wipe remainder of crankcase clean:Squirt oil in and around main bearings and crankpin bearings. Remove breather cap or caps andwash in solvent and blow dry with air. Then re-oil filter element and install on unit.

(4) Drain scavenging chamber and if equipped withside clean-out, remove cover and remove sludgeand wipe clean , and replace cover and plug.

(5) Swab engine piston rod with oil while piston is atback dead center. On twin cylinder units, makecertain that both rods are oiled with piston inback dead center.

(6) Remove engine cylinder head(s) and swab cylin-der bore(s) with oil while piston is at back deadcenter. Install cylinder head and rotate crank sothat piston is about midstroke. Pump each cylinderlubricator pump ten or twelve times by hand,thus flushing oil around piston and rings.

(7) Using 3/1' plywood, cut a disc that will fit incidetapped holes for the exhaust fiange. Insert discover exhaust opening. Draw flange capscrews uptight, thus sealing cylinder from dust and otherforeign matter.

(8) Apply liberal amount of grease to all ball andsocket joints used in. linkage arrangement for fuelsystem.

(9) Remove mixer manifold(s) and apply a light rustinhibiting oil to the seating surfaces of valvestrips.

(10) Remove spool from throttle valve(s) and thorough-ly oil spool and bore in body before re-assem-bling.

(11) Remove cup from air cleaner and wash thorough-ly with solvent, removing al¡ sediment. Wipe dry.Re-fill to proper leve) with #10 weight oil andinstall on engine..

(12) If engine is equipped with gas injection, DO NOTdrain fluid from system . Do not drain oil fromcontrol box and lubricator.

(13) If unit is moved from foundation and flywheel isremoved from crankshaft, coat the crankshaft, andflywheel bore with grease. Also plug all openingssuch as air starting valve and rotary throttie valveinlets.

(14) Remove overspeed• switch bolt from flywheel,

clean and apply oil to plunger and bore beforere-assembling. Oil overspeed shutdown mech-anism.

(15) Remove distance piece covers and wipe chamberclean . Thoroughly wipe compressor piston rodwith a rust inhibiting oil . Rotate crank to covermaximum length of rod. Pump lubricator feedsby hand to flood stuffing box(es) and cylinder(s).

(16) Remove compressor valves and coat al¡ compo-nents with oil. Before replacing valves, squirt oilon cylinder wall and on piston rod.

(17) Pump each lubricator pump ten or tweive timesby hand to lubricate compressor piston and pres-sure packing. Rotate crankshaft to distribute oil.

(18) On cylinders equipped with variable volumeclearance pockets, oil piston and threaded rod.Cover exposed rod with grease.

(19) AII exposed valve stems should be protectedwith grease.

(20) Cover all flange openings with plywood coverscut to suit.

(21) Plug all threaded openings.(22) Disassemble trap, clean and oil orifice and seat

before reassembling.(23) Grease fan shaft and bearings.(24) Loosen fan adjusting screw or idler pulley to re-

move load from V-belts. -(25) Protect instrument panel and any other exposed

area which might be damaged during storage.

SERVICING AFTER EXTENDED PERIODS IN STORAGE

Cooper Penjax has taken every practical precautionto prevent corrosion or rust in bearings, piston rods,crossheads, metallic packing, cooling system, etc., bytreating all of these parts with approved rust inhibitors.However, the following additional precautions shouldbe taken when placing engine-compressors in servicealter long periods in storage after shipment from thefactory, or other extended storage periods.

(1) Remove side and top covers and see that thecrankcase is clean . Fill crankcase with oil. Seelubrication recommendations in Section W.

(2) Remove cylinder head and clean cylinder bore.Swab the cylinder with clean lubricating oil toprovide initial lubrication for piston and rings.

(3) Inject a light oil in the various bearings, as wellas around crosshead and on piston rod. For acompletely thorough job of reconditioning, themetallic packing should be cleaned and oiled.Packing on lubricator shaft should be loosenedand oiled, and the governor lever shaft outerbearings should be oiled.

(4) Al¡ screws and nuts which hold gaskets should betightened, as with lapse of time the various gas-kets may have shrunk. This applies particularly tocylinder heads.

Section VI

1-73 Page 1

(5) Carefully drain the lubricator before filling. Alterfilling the lubricator, disconnect each of the oilfeed lines, operate the lubricator flushing units byhand and see Ibat oil flows freely through eachoil line, and through the check valve.

(6) Remove governor cap and inspect governorweight pins and remove an- `orrosion which hasaccumulated during storage --^riod. Oil and makesure that all working parts are operating freely.

(7) Clean air filter and refill to proper leve) with SAEX10 oil.

(8) Remove all plywood storage covers and plugsfrom flange openings and threaded connections.

Section VIPage 2

(9) Tighten fan adjusting screw or idier to applyproper tension to V-belts.

(10) Be sure to check adjustment of overspeed shut-down switch and adjust if necessary.

( 11) Refer to Section III for start-up instructions.

Cooper Penjax feels it is a poor practice to disturbfactory assembly and testing of the unit by robbingparts while the unit is in storage . We strongly opposethis practice . If the engine-compressor has been robbedduring storage , a thoroughly experienced servicemanshould inspect the unit and supervise startup.

1-73

p,D ep419111 9111 1 s in 101 1 1 1 11 111 ,11,1 ,1 11 W

SECTION VII

TROUBLE-SHOOTING GUIDE

DIFFICULTY POSSIBLE CAUSE OF DIFFICULTYMANUAL

REFERENCE

( 1) Engine will not fire. Ignition.

a. Check ,spark plug gap. IV-7

b. Check altronic ignition. IV-10c. Check magneto. IV-1 1d. Check timing. IV-11

e. Check for incorrect ignition coil. IV-10,1V-11

Shutdown switch grounding out ignition. IV-12

Lack of compression. IV-6

Faulty gas regulator. 11-5

Linkage to throttle valve improper length, thusnot opening throttle valve when governor callsfor more gas. IV-8

Fuel pressure too high or too low. 11-5

Volume tank filled with fluid. 11-5

Regulator flow off or too small orifice. 11-5, 11-7

Air flow restricted. IV-7

Air cleaner plugged. IV-7

Too heavy oil in air cleaner. IV-7

Reed valve broken in mixer manifold. IV-6

Blind gasket between exhaust flange andcylinder was not removed at installation. VI-1

(2) Lubricator fails to pump. Air lock in lubricator pump. IV-1

Check valves to the cylinder plugged. IV-2

Faulty check valves in lubricator. IV-2

No oil in the lubricator. IV-2

Lubricator drive failure. IV-2

Suction strainers in the lubricator plugged off. IV-2

Section VIIias Page 1

DIFFICULTY POSSIBLE CAUSE OF DIFFICULTY MANUALREFERENCE

(3) Excessive crankcase oil Oil leve) too high. IV-1consumption.

Wom stuffing box packing. IV-7

Scored piston rod. IV-7

Oil used in air cleaner too heavy. IV-7

Air cleaner plugged. IV -7

When both the Iubriator and crankase are connected up to

a single auxiliary oil supply , check to make sure that high

oil consumption la not a result of excess oil through the

lubricator.

(4) Racing or irregular Improper spark plug gap. IV-7operation.

Gas volume tank too small . II-5, II-7

Faulty gas regulator . II-5, II-7

Magneto dirty or wom. IV-11

Govemor binding. IV-8

Wom connection in governor linkage. IV-8

(5) Detonation or pinging. Overload. 1-2

Oil used for cylinder is too light and is burning. IV-2, IV-20

Fuel gas pressure too high. 11-5

Wet fuel. 11-5

Timing too early. IV-11

Air cleaner plugged or oil in air cléaner too heavy. IV-7

(6) Knock in engine . Restriction of air through air cleaner. IV-7


Wet fuel. 11-5

Air-fuel mixture too rich. 11-5

Section VIIPage 2 1-73

1 ,1 ln1,,op411111 p4 11 1 1 1011 1 1 1 11 1P,1 1 1,1 11 lo


REFERENCE

(6) Knock in engine . Improper timing. IV-10,1V-11

Loose crank pin bearings or crosshead pin bearings. IV-5

(7) Engine slows down. Excessive load. 1-2(While firing regularly.)

Pistons or rings sticking because ofimproper lubrication. IV-2

Hot bearings. IV-5

Ports plugged with carbon. 1-2, IV-2, IV-20

Insufficient fuel system. 11-5

(8) Engine will not pull load. Overload. 1-2

Improper air-fuel mixture. 11-2

Improper timing. IV-11

Volume bottle and/or fuel line regulator andorifice in regulator inadequately sized. 11-5, 11-7

Loss of compression due to worn or stuck rings. IV-6

Ports plugged with carbon. 1-2, IV-2, IV-20

Exhaust pipe improper size or length. 11-6,11-8

Air cleaner plugged, or oil in air cleanertoo heavy. IV-7

Muffler too smail or carboned up. 11-6, 11-8

(9) Overheating. Overload. 1-2

Improper exhaust pipe length. 11-6, 11-8

Oil in air cleaner too heavy or air cleaner plugged. IV-7

Muffler or exhaust ports plugged. 1-2

Air passage through the radiator or coolerrestricted. IV-3

Recirculation of hot air through the radiatoror cooler. 11-1

Section VII

1.73 Page 3

DIFFICULTY POSSIBLE CAUSE OF DIFFICULTYMANUALREFERENCE

(9) Overheating . Improper running timing. IV-11

Loss of water caused by faulty pressure cap. IV-3

Radiator or cooler plugged. IV-3

Excessive carbon build up in port and rings . 1-2, IV-2, IV-20

Entrained I iquids in fuel gas. 11-5

(10) Excessive carbon deposit Entrained liquids in fuel gas. 11-5in ports and rings.

Oil feed ratos from lubricator too high . IV-1, IV-19

Leakage of oil from crankcase pastpiston rod stuffing box. IV-7

(11) Hot main or crank pin Oil too heavy or used too long . IV-1, IV-20

bearing.

Water in oil. IV-1

Crankcase oil low. IV-1

Insufficient bearing clearance givenalter an inspection or overhaul . IV-5, IV-19

(12) Burning of engine piston . Gas pressure too high. 11-5

Too rich mixture. 11-5

Excessive carbon deposits . 1-2, IV-2, IV-20

Oil in lubricator too light . IV-1, IV-20

Section Vi¡Pago 4

i

1-73

b1 piU **lo 11 i 11 0 11 1, 1 1111


REFERENCE

(13) Backfiring. Improper timing. IV-11

Replacement magneto of wrong design. IV-11

Impulse coupling timing off. IV-11

Excessive carbon deposits in ports. 1-2, IV-2, IV-20


(14) Engine stops. Spark plug gap excessive. IV-7

Air cleaner plugged. IV-7

Faulty ignition. IV-10,1V-11

Overload. 1-2

Loss of fuel gas pressure. 11-5

Regulator frozen up. 11-5, 11-7

Safety switch grounding out ignition. IV-12

Broken spark plug wire. IV-7

Worn magneto drive coupling. IV-1 1

(15) If engine stops when op- Dirty or improper type of hydraulic fluid.erating on gas injection,also check the following. Air entrained in hydraulic fluid. See Gas

Injection ManualLost motion in linkage.

Wallowed out seat in nylon ball check valve.

Section VII1.73 Page 5

DIFFICULTY POSSIBLE CAUSE OF DIFFICULTY MANUALREFERENCE

(16) Out of balance - twin Reed valves broken in mixer manifold. IV-6cylinder units.

Spark plug fouling or ignition problems .IV-2, IV-10,IV-11,IV-20

Port carboning . 1-2, IV-2, IV-20

Throttle valve linkage out of adjustment. IV-8

(Note : If in the procesa of balancing it becomes necessary toset linkage so that the throttle vaive settings between cylin-

ders is considerably different , it is an indication of brokenreed mixer valve(s).

(17) H gher fuel pressure than Insufficient fuel system . II-5, II-7'recommended is neces-sary in order to pull Regulator too small or not equipped with proper orífice.rated load.

Regulator spring selection wrong.

Volume tank too small or too great a pressure drop

between tank and engine throttle vaive.

(18) Muffier glowing red. Overfueling (see 17 aboye). 11-5, 11-7

Using oil with too low flashpoint . IV-2, IV-20

Plugged muffler. 11-6,11-8

Overload. 1-2

Section VIIPage 6 1-73

Lnr M*lo o 1 fl{11 1, 1, ItllI 1 1 1 II I,11I

TD-1169

COMPRESSORTROUBLE SHOOTING CHART

POSITIVE DISPLACEMENT COMPRESSORS

Check List for Compressor Inspection and Observation

or-^p' ^nl+s

NUMBERS IN PROBLEM COLUMN

INDICATE ORDER IN WHICH

POSSIBLE CAUSES SHOULD

BE TRACED

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Restricted Suction Une 4 4

Dirty or Defective Air Filter 3 3 3 5 5Worn or Broken Valves L. P. 2 1 2 2 1 1 3 4 3 3 d 6Worn or Broken Valves H. P. 1

Defective Unioading System L. P.4 2

1Defective Unloading System H. P.

I 2 1 82

2 4 3 4 5 7

Excessive System leakage 5 3

Speed Incorrect 6 6 3 3 7 8

Worn Piston Rings L. P.7 4 5 9 6

Worn Piston Rings H. P. 3

System Demand Exceeds Compressor Capacity 5

Inadequate Cooling Water Quantity 4 4 1

Excessive Discharge Pressure 4 1 12 9 2 3 1 5 2 1 6

Inadequate Cylinder Lubrication 6 l0 8 8 I I

Inadeq •.;ate Running Gear Lubrication 1 ¡ 1 j I 5

Incorrect E'ectrical Characteristics 2

Motor Too Small 5 1

Excessive Belt TensionÑ 2i 7 7

Voltage Low 6 6

V Loose Flywheel or Pulley 7 2

Excessive Bearing Clearance 5

Loose Pistan Rod Nut 4 _

Ó Loose Motor Rotor or Shaft 9 6

4. Excessive Crosshead Clearance 3

Insufficient Head Clearance 2

Loose Piston 6 i

Running Unlo3ded Too long 2-

Irnp-aper Foundation or Grouting 8 5

Wedges left Under Foundation l0

Misalignmenr (Duplex Type) 3

Piping Improperly Supported 1

Abnormal Intercooler Pressure 7 7

Dirty Intercooler 4 6 6 I1

Dirty Cylinder lackets 5 5 2 10 _ _

Motor Overload Relay Tripped 1

Excessive Cylinder Lubrication 2 8

Incorrect Lubncating Oil 7 II 1 2 2

Discharge Gas Temperature Too High 7

liquid Carry-over 3 3

Diri, Rcsi Entering Cylinder 4 4

Resonanr Pulsation (Inlet or Discharge) 9

' Inler Valves

1-73

Index of Assemblies

DPC-2202

Assy # Description Qty/unit

0102-000 Frame & Crosshead 1

0202-000 Crankshaft & Flywheel Assy 1

0300-000 Power Connecting Rod 2

0512-100 ,- Power Cy1, Head, Piston w/Rod 2

0802-001-00 ` Fuel System 1

0902-000 Control Box & Layshaft 1

1002-000-01 Air Intake 1

1102-100 / Cooling System 1

1202-000-01 Lubrication System

with Two Compartment Lubricator

1

1302-000-02 ' TG- 13 Governor & Linkage 1

Note: uses pneumatic input assembly # 8516133GH

1402-000 Compressor Crosshead & Guide 1

1512-000 Compressor Connecting Rod 2

1802-000-04 Shielded Ignition System 1

2300-000 " Special Tools 1

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Ajax Gc600 700 900 Manual y Partes

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