Ajax Gc600 700 900 Manual y Partes

DPC-2202 Compressor Package Composite Manual
Contract 10011 Engine

Model DPC-2202 Serial Number 84811
Com ressor
Model 12" YK11F 6" YKCC Serial number 132 99 13236
Aguarico
Contents
and
Select Package Component P/Ns (in italics)
Vendor
Bulletin No. OR Ajax Part Number
Tab 1
Installation, Startup , And Maintenance
Warranty Lube Oil & Low Temp Starting Recommendations Installation of Sheave and Flywheel Flywheel Installation and Ignition Timing
Ajax Ajax Ajax Ajax
ES-1006 ESS-F-961 ESS-F-963
Tab 2
Package Drawings
General Arrangement Foundation Plan P & lD
Ajax Ajax Ajax
3199-60 2336-G-272 SK-8880-605
Tab 3 Engine
Operation and Maintenance Manual - Integral Engine-Compressors Ajax Parts Lists & Illustrations Altronic Ignition System, lnstallation Altronic Ignition System, Shielded Altronic Ignition System, Service Altronic Ignition Coi] Premier Lubricator Pump Level Controller & Switch, 507L Lubricator Drive Failure Switch, NFS-6 Kenco Operation & Parts Bulletin Crankcase Oil Level Controller & Switch, LM300 Murphy Operation & Parts Bulletin Govemor, TG-13 w/8516133GH 3-15 psi input Woodward O & M Bulletin Mufer, Model 141 Intake Air Filter Element
DPC-2202 A1111-94 Al S 4-94 Al SM 1-94 591010S Model 55U BM-10693-M-3 2050 5150 BM-21072 LM-92164N BM-1126-N 54103A 6375 0343 BM-11837-19
Tab 4 Fuel Gas Fuel Filter Piping Drawing Fuel Filter Element Dump Valve, DV850 Scrubber Dump Valve Operator, L1200NDVO O & M Bulletin, L1200 & DV Series Regulator, Main Fuel , 3/8" orifice, 10-20 psig outlet O & M Bulletin Automatic Shutoff Valve, M2582-C, 1 " Instruction Bulletin Relief Valve, Main Fuel Gas , @ 80 psig, G orifice Operation & Maintenance Instructions Ajax PECO SK-8532-678 PCHG-24 2003 6222 2005 9120 See Tab 10 2040 6430 Form 5252 2090 2510 M-7980N 63M811715V36G11 0080 8100 Series
Murphy
Fisher Murphy Mercer
Tab 5 Starting System
Starting Motor, TI 128, 150 psig max Installation And Operation Manual Service Manual Illustrated Parts Manual Ball Valve, Spring Return, 89-548-01
TDI TDI TDI
BM-11679-R- I TI-702, rev TI-701 TI-720 2549 2010
Tab 6 Cooling System Coolant System Drawing Pump , Model F-820AM O & M Bulletin Pump Belt, 5V Pump Sheave Thermostatic Control Valve, 150F O & M Bulletin Liquid Level Shutdown Switch, L1200 O & M Bulletin Butterfly Valve O & M Bulletin Ajax
Peerless Ajax Ajax
SK-7940-668 5027 2825 4845749 1020 2131 4535 1451 2549 9243 2050 4200 See Tab 9 2549 2290 TC 1512
FPE Murphy DEMCO
Tab 7 Cooler & Drive Cooler, ACE C60B Cooler Spec Sheet Parts List Suggested Startup Procedure Operation And Maintenance Instructions Lubrication Instructions Adjustable Pitch Propeller Instructions Shutter Control Temperature Sensor, T 12 O & M Bulletin Shutter Control Air Motor, D-3153-5 O & M Bulletin
Cooler Drive Belt Cooler Sheave Idler Sheave
ACE ACE ACE ACE Aerovent Aerovent Kimray Johnson Johnson
62A2699 2699B
IM-100 TL775 2005 7318 H:10.1-10.2 LIT-2681054P 1023 2135 4535 1485 4535 1439
Tab 8 Compressor Performance Letter Performance Pd = 450; Ps = 10, 20, & 30 Illustrated Parts List, YK1 1G, 15" cylinder w/Coated Rod Illustrated Parts List, YK 11 EA, 10/2" cylinder w/Coated Rod Stem Seals For Variable Pockets Rod Packing Data Ajax Ajax Ajax Ajax Ajax C.Lee Cook G-0000 EA-0000 ESS-S-801 TPB97U
Tab 9 Process Gas Equipment Process Control Tubing Schematic

Motor Valve Piping Drawing Relief Valves Suction @ 600 psig, E orifice
Ajax
SK-8903-133 SK-7505-T-250
lnterstage @ 600 psig, E orifice Discharge @ 1200 psig, E orifice

Operation & Maintenance Instructions
Instrument Gas Pressure Regulator, P-125 Scrubber Dump Valve Operator, L 1200NDVO Scrubber Dump Valve, DV2100 Liquid Leve Shutdown Switch, L1200, SS Bulletin L1200 & DV2100 Series Ball Valve, Bypass, 2" 600 RF O & M Bulletin, 310C
Spiral Wound Gasket, 2" Ball Valve, Blowdown, 1 " 2000 WOG
63M91 17E511713N 0600 63M9117E511713N 0600 63M9117E511713N 1200 Mercer 9100 Series 2039 3200 2005 9120 2003 6201 2050 4209 LDV-92151 N Murphy 2549 0604N W-K-M TC 1418
Ajax 3019 0620
2549 2071
Tab 10 Control Panel And Instrumentation Conduit Drawing
Instrument and Control Panel

Annunciator, TTDJ-IGN-T Temperature Scanner, TDX6
Temperature Transmitter, DSG- 1301 DUP Pressure Swichgage, OPL Pressure Transmitter, PXMS series
Vibration Switch, VS2
Ajax Murphy Murphy Murphy Altronic Murphy Murphy Murphy Ajax Ajax Ajax Ajax
Operation & Parts Bulletin Thermowell, 2.50" L Thermowell, 4.50" L Thermocouple, Type J, 48" L Thermocouple, Type J, 36" L
SK-7795-348 50-30-3128 TTDJ-99062N TDX-91 I0N DSG 13 11 12-97 OPL-9109N PXM-94091N 2050 7090 VS-7037N 2557 7142 2557 7162 2059 5970 2059 5971

Contract 9798 Engine
Com ressor
Model 12" YK11F 6" YKCC Serial number 13371 13346
Parahuacu
Contents
and
Vendor
Tab 1
Installation , Startup , And Maintenance Ajax Ajax Ajax Ajax
ES-1006 ESS-F-961 ESS-F-963
Tab 2 Package Drawings General Arrangement Foundation Plan P & ID Ajax Ajax Ajax 3199-60 2336-G-272 SK-8880-605
Tab 3 Engine Operation and Maintenance Manual - Integral Engine-Compressors Parts Lists & lllustrations Ajax Ignition System , Installation Altronic Ignition System , Shielded Altronic Altronic Ignition System , Service Ignition Coi] Altronic Lubricator Pump Premier Level Controller & Switch, 507L Lubricator Drive Failure Switch , NFS-6 Operation & Parts Bulletin Kenco Crankcase Oil Leve] Controller & Switch, LM300 Operation & Parts Bulletin Murphy Governor, TG-13 w/8516133GH 3 - 15 psi input O & M Bulletin Woodward Muffler, Model 141 lntake Air Filter Element
DPC-2202 Al 11 1-94 Al S 4-94 Al SM 1-94 591 OIOS Model 55U BM- 10693-M-3 2050 5150 BM-21072 LM-92164N BM-11526-N 54103A 6375 0343 BM-11837-19

Contract 9799
Engine
Com ressor
Atacapi 2
Contents
and
Vendor
Tab 1 lnstallation , Startup And Maintenance Warranty Lube Oil & Low Temp Starting Recommendations Installation of Sheave and Flywheel Flywheel lnstallation and Ignition Timing Ajax Ajax Ajax Ajax
ES-1006 ESS-F-961 ESS-F-963
Tab 2 Package Drawings General Arrangement Foundation Plan P & ID Ajax Ajax Ajax 3199-60 2336-G-272. SK-8880-605
Tab 3 Engine Operation and Maintenance Manual - Integral Engine-Compressors Parts Lists & Illustrations Ajax Ignition System, Installation Altronic Ignition System, Shielded Altronic Ignition System, Service Altronic Ignition Coil Altronic Lubricator Pump Premier Leve! Controller & Switch, 507L Lubricator Drive Failure Switch, NFS-6 Operation & Parts Bulletin Kenco Crankcase Oil Level Controller & Switch, LM300 Operation & Parts Bulletin Murphy Governor, TG-13 w/8516133GH 3-15 psi input O & M Bulletin Woodward Mujer, Model 141 Intake Air Filter Element
DPC-2202 Al 11 1-94 Al S 4-94 Al SM 1-94 591 O1 OS Model 55U BM-10693-M-3 2050 5150 BM-21072 LM-92164N BM-11526-N 54103A 6375 0343 BM-11837-19

Contract 9800
Engine
Com ressor
Atacapi 1
Contents
and
Vendor
Tab l
lnstallation , Startup , 'And Maintenance
Ajax Ajax Ajax Ajax
ES-1006 ESS-F-961 ESS-F-963
Tab 2
Package Drawings
General Arrangement Foundation Plan P & ID
Ajax Ajax Ajax
3199-60 2336-G-272 SK-8880-605
Tab 3 Engine
Operation and Maintenance Manual - Integral Engine-Compressors Ajax Parts Lists & Illustrations Altronic Ignition System, Installation Altronic Ignition System, Shielded Altronie Ignition System, Service Altronic Ignition Coil Premier Lubricator Pump Leve! Controller & Switch, 507L Lubricator Drive Failure Switch, NFS-6 Kenco Operation & Parts Bulletin Crankcase Oil Leve] Controller & Switch, LM300 Murphy Operation & Parts Bulletin Governor, TG-13 w/8516133GH 3-15 psi input Woodward O & M Bulletin Muffler, Model 141 Intake Air Filter Element
DPC-2202 Al 11 1-94 Al S 4-94 Al SM 1-94 591 OIOS Model 55U BM-10693-M-3 2050 5150 BM-21072 LM-92164N BM-11526-N 54103A 6375 0343 BM-11837-19
WARRANTY
Warranties To Original Purchaser (Non-Transferable).
a) "Material and Workmanship Warranty": The Seller warrants to the Purchaser that the Equipment of Seller's own manufacture to be supplied hereunder will be complete in al] its parts, and, for the *Warranty Period - The warranty period shall extend for 12 months from date of start-up, but shall not exceed 18 months from date of shipment from factory. Warranty Period specified will be free from defects in material or workmanship caused by the Seller and arising under normal and proper operating conditions; and that such Equipment will be delivered free from any lawful security interest or other lien or encumbrance known to the Seller, except security interests or other liens or encumbrances arising hereunder. The obligation of the Seller and the Purchaser's sole and exclusive remedy hereunder shall be limited at the Seller's option: 1) To replacement or repair of any Equipment or parts thereof which are returned to the Seller's works within the Warranty Period, transportation charges prepaid. 2) Should the Equipment or parts thereof be determined by the Seller to be so defective, however, as to preclude the remedying of warranty defects by replacement or repair, the Purchaser's sole and exclusive remedy shall then be a refund of the purchase price, less a reasonable charge for any utilization of the Equipment by Purchaser. 3) Nothwithstanding the foregoing, the Seller shall have no obligation as a result of improper storage, installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, or misapplication of the Equipment after it has been delivered to the Purchaser. 4) Purchaser shall pay freight charges in connection with the return or replacement of the defective Equipment or parts. b) "Performance Warranty": The Seller warrants that the Equipment of its own manufacture, when shipped and/or installed, will operate within any performance characteristics which are expressly specified herein as a performance guarantee. Any performance characteristics indicated herein which are not expressly stated as guarantees are expected, "but not guaranteed". When factory testing is conducted for measuring any performance guarantee of the Equipment purchased, then certified test results verifying any such guarantees shall be considered both by the Purchaser and the Seller as conclusive. The Purchaser may have a representative present when such factory tests are conducted,
if requested at the time an order is placed. Should Purchaser desire to conduct a field performance test to verify any performance guarantee, such test must be conducted by Purchaser, at his expense, within thirty (30) days from the date of initial start-up of the Equipment, and in accordance with the appropriate ASME Power Test Code, except as otherwise agreed in writing by Seller. Seller shall be entitled to have a representative or representatives present to witness such test and Purchaser shall reimburse Seller for the time and expense of such representatives at the Seller's service yates then in effect at the time of the test. Purchaser shall give Seller fifteen (15) days written notice prior to the date Purchaser intends to commence such test. If the field performance test is not conducted within the aforesaid period all performance guarantees shall be deemed to have been met. In the event any Equipment performance guarantee which is to be verified by the field performance test is not successfully demonstrated within thirty (30) days from the commencement of such test, the obligation of the Seller and the Purchaser's sole and exclusive remedy hereunder shall be that set forth in paragraph (a) aboye. c) "OSHA" Warranty": The Seller warrants for installations within the United States that Equipment of its own manufacture, when shipped, will be in compliance with the Occupational Safety and Health Act, and any and all amendments thereto and regulations promulgated thereunder that may be in effect as of the date of the Seller's quotation insofar as said law and regulations may pertain to the physical characteristics of the Equipment "provided however", the Seller does not warrant such compliance with respect to the circumstances of use of said Equipment and "provided further", the Seller makes no warranty with respect to the noise level of said Equipment, when put into operation, since such noise levels will be influenced by and dependent upon the environment into which the Equipment may be placed. The Seller's obligation and the Purchaser's sole remedy with respect to this warranty shall be providing notice of any such non-compliance is given within one year from the date of delivery of said Equipment to Purchaser, to repair or replace any part of said Equipment that is proven to Seller's satisfaction not to have been in compliance with the Act as amended and regulations thereto in effect as of the date of quotation or, if it be determined by Seller that the Equipment or parts thereof cannot be repaired or replaced in such a manner as to put the Equipment in compliance, Purchaser's role and exclusive remedy shall then be a refund of the purchase price less a reasonable charge for any utilization of the Equipment by Purchaser. Purchaser shall pay freight charges in connection with the return or replacement of any Equipment or parts that are found not to be in compliance.
Notwithstanding the foregoing, the Seller shall have no obligation under this warranty as a result of installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, improper operation, or misapplication of the Equipment after it has been delivered to the Purchaser. d) "Warranty As To Equipment Not Made By The Seller": Equipment parts and accessories made by other manufacturers and supplied hereunder by the Seller are warranted only to the extent of the original manufacturer's warranty to the Seller. e) "EXCEPT AS SET FORTH HEREIN , AND EXCEPT AS TO TITLE IT IS EXPRESSLY AGREED": "THAT THERE IS NO IMPLIED WARRANTY OF MERCHANTABILITY, NOT OTHER WARRANTY, EXPRESS, IMPLIED , OR STATUTORY, NOR ANY AFFIRMATION OF FACT, OR PROMISE BY THE SELLER WITH REFERENCE TO THE EQUIPMENT OR PARTS THEREOF , OR OTHERWISE, WHICH EXTENDS BEYOND THE DESCRIPTION OF THE EQUIPMENT AS SET FORTH HEREIN , AND (2) THAT THE PURCHASER ACKNOWLEDGES THAT IT IS PURCHASING THE EQUIPMENT SOLELY ON THE BASIS OF THE COMMITMENTS OF THE SELLER EXPRESSLY SET FORTH HEREIN". DAMAGES. "IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL, CONSEQUENTIAL OR INCIDENTAL DAMAGES, NOR FOR LOSS OF ANTICIPATED PROFITS NOR FOR LOSS OF USE OF ANY EQUIPMENT, INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THE GOODS OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANY SERVICES MAY BE PERFORMED BY SELLER ". " THIS LIMITATION ON SELLER'S LIABILITY SHALL APPLY TO ANY LIABILITY FOR DEFAULT UNDER OR IN CONNECTION WITH THE GOODS, PARTS OF UNIT SALES OR SERVICESDELIVERED HEREUNDER , WHETHER BASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY OR OTHERWISE ". "ANY ACTION FOR BREACH OF CONTRACT HEREUNDER MUST BE COMMENCED WITHIN ONE YEAR AFTER THE CAUSE OF ACTION HAS ACCRUED".
Cooper Cameron Corporation Cooper- Bessemer Reciprocating Products Division
Aiax-Supartor Engineetm Standards rg
LUBRICATING OIL RECOMMENDATIONS FOR MAX ENGINES - COMPRESSORS

1..0 GENERAL
1.1 The iuhr:ication of A.jax euipment requires the use of premium quality lubricating oils designed specifically for natural gas 2-cycle engine - compressor service, This standard describes oils which nave proven successful in tield use. 1.2 Customers operating engines with exhaust catalyst systenis, fueis with high sulfur contents, landtili gas, inusual fueis or non-traditional applications should contact A.jax Engineering for lubricant and maintenance recommendations.
1..3 Recomrnendations for compressor cylnders and piston rod parking are found in Eng.neering Standard ES-1002. 2.0 QUALITY AND PERFORMANCE
2.1 Satsfactory oil quality is the responsibility of the refiner, biender or rebrander. Only reputable companies w.th proper service organizations should he used as supplers. 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, nforniation on oils by brand name s mantained by Cooper Energy Services. Customers are inviten to advise Ajax Engineering or service representatives what brands of ois are preferred. Cooper Energy 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 n Ajax equipment is an ashless oil specifically frmulated for 2-cycle natural gas engines with the fibllow.ng properties:
3.2 Physical Properties: Viscosity Index: Flash Point: Pour Point :

70 Minimum
ASTM D2270 ASTM D92 ASTM D97
400F (204C) Minimum 10F (-12C) Maximum
3.3 Ash Level: Ashless oils with a sulfated ash content of up to 0.1 % maximunm by ASTM D 874 are preferred. Oils with ash leveis up to 0.8% niay he used, but they may cause combustion chamber deposits, especially if they contain more than 0.04% by weight zinc,
Director of Engs}ee g 1^^^c. ._ f L. 1 7 hr ,cs
Manager. guaity Control

^.^
Supervisor, Ajex Engine Supervisor, Cornpreszor lssued by E ineerzrrg Engineerrng

.^r ^ ^-^'x.K"R^ _ .d ^^^ j .^ ^ . ...., f ^ . ._... _^`::s' rsnn .^.,
Date 68l95
Sâtea,s^,e4.,
ES
,00 6
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NEW
Pago 1 ot 3
Cooper Canneron Corporation Cooper-Bessemer Reciprocating Products Divsion
Ajax-Super oi Engneerg Standards
3.4
Viscosty Recluirements:
Ajax equipinent uses a splash lubrication system to lubricate the compressor crosshead . Lubricating oil 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 chart should be usen to select the proper viscosity grade tbr the lowest ambient temperature expected.
Oil Selection for Ambient Temperature
SAE 30 (Preferred) ^SAE 40 SAE 15W-40
20
40
Lowest Expected Temperature (F)
60
80
100
120
4.0 LOW TEIYIPERATU tE OPERATION
4.1
If freguent cold weather starts are necessary, contact vour local Aftermarket sales office for information about heated prelube systems for your engne.
4.2
'The following procedures are recomntended to warm the engine and oil in cold weather to prevent damage due to insufficient oil flow. Starting the engne arrd allowing it to run wth the oil too col to flow will result in severe engine damage. 4.2.1 Units Down Less '1'han 5 Hours: 4.2.1.1 For units that nave Meen down less than 5 hours and the anbient temperatures llave been aboye 40F, idle (mnimum 300 RPM) the unt for 20 minutes, then run 15 minutes with a 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 been 40F or below, idie (mnimum 300 RPM) the unit for 30 minutes, then run 30 minutes with a lght 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. This procedure will allow the unir time for thermal expansion in arder to maintain sufhcient running clearances.
Date ES 10. 06 ^? Gistributun Levs3 A,f3,t:,F. Page 2of 3
Director
Mannger,
Supervisor. A}ax
Supervisor . connpros,or
lssued by
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Cooper Cameron Corporation Cooper- Bessemer Reciprocating Products Division
Ajax-Superior Eng^neering Standards
42.2.2 To properly warni the unit, find the overnight low anlbient temperature in the first column of chart helow . Start. and idle the unit at 300 RPM for the number of minutes required for the overnight low ambient tenperature . Then chut the unit doten the number of minutes reciuired. Repeat this sequence the number of times Usted . Continue in Chis order until you Nave met the requirements for that temperature range. This procedure will allow components such as the crossheads , pies, bushines and hearings sufficient time for expansion to mantain proper running clearances.
Number ofTimes Sequence to be Done 1 1 1 3 1 Minutes wth Light Load Before Fuli Loading
15
Overnght LQ W Ambient
Temperature
90 to 70F (32 to 21 C) 69 to 50F (20 to 10 OC) 49 to 40F (9 to 5C) 39 to 32c (4 to 0C)
Minutes at ldle (300 RPM) 20 30 45
Mnutes
Down
0 0 0 ` 0 3 7 0 3 7 0 2 5
15
20 20 No Load 30 No Load No Load 30

No Load
40 3 31 to 18F (-1 to -7C) 7 50 17 to 0F(-8 to -17"C) 3 7
3
3 1 5 4 1 3 4
No Load 45 No Load No Load

No Load
60
2 -1 to -20F (-18 ta -28C)
Note : Rotor to Paragrapfts 4 . 1 s nd 4 . 2 .
5
15
3
1
30
30
No Load
60
45
Director n 'ne ring
Mafnager. Quaiity o fo ^
Supervisor, Ajnx Erigirte Supervisor, Cornpressor Ersgineerng }Engineeri n ...., .,,.^' ..+^`" li i `^V Gd.. . :. nx
issui d by
Date 5W9195
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ESS-F-961 Title: Installation Of Sheave And Flywheel
[OAPER
ENERGY5ERV1CE5
Engineering Sales & Service Bulletin

Engines/ Compressors
ESS-F-961
Ajax-Superior Oklahoma City, OK 73129
Installation of Sheave and Flywheel

This bulletin applies to all Ajax models 2201, 2202, 2801, 2803, & 2804. The flywheels and sheaves of these AJAX models are installed with a RINGFEDER locking device, which is inserted over the hub of the flywheel (or sheave) and locks them to the crankshaft. The special procedures which must be followed for installation and removal are as follows:
Installation
1. Clean the flywheel (or sheave) hub, bore and mating diameter on the crankshaft. Surfaces must be dry and free of any burrs, rust or lubricants. 2. Remove RINGFEDER (collar, inner ring and locking screws) from shipping container. Check if supplied locking screw threads, screw head bearing area, and the taper of the inner ring are lubricated. If not, lubricate them with a molybdenum disulfide grease, such as MolykoteGn Paste or similar. 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.
Note
When 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 into the corresponding collar holes, finger tight. See Figure 1:
Flywheel Hardened Washer
Figure 1
Collar Inner Ring Crankshaft
Locking Screw
00728
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 or perpendicular position of the Shrink Disk collar relative to the hub web or shaft, respectively. This will seat the collar on the taper of the Inner ring and avoid cocking of the collar.
Page 1 of 3 Released : 17 October 1996
ESS-F-961 Title: Installation Of Sheave And Flywheel
7. Using a torque wrench, tighten all locking screws gradually (no more than 1/2 turn on each screw at one time) and all the way around, in either a clockwise or a counterclockwise sequence (not in diametrically opposite sequence). Several passes are required until all screws are torqued to the specified tightening torque. See Table 1:
Table 1
Part Number
BM-11878-D-1 BM-1 1878-D-2 BM-11878-E-1 BM-11878-E-2
Hub of
Sheave Flywheel Flywheel Flywheel
Unit Model
2201, 2202, 2801, 2802, 2803, & 2804 2201, 2202, 2801, 2802 2803 2804
Torque ftlbs
185 185 185 185
8. Check and make sure that no screw will turn anymore by applying specified tightening torque (see Table 1). Only then is the installation completed.
9. After final tightening of screws, check flywheel run-out. See Figure 2 for maximum tolerances. If run-out exceeds maximum, loosen all socket head screws and tap flywheel into position using a soft hammer on wood block. Retighten screws following same sequence as before, and check that runout is within tolerance. Figure 2
Removal
1. Gradually release locking screws all the way around. Initially each screw should be released about a quarter of a turn only. Thus tilting and jamming of the collar will be avoided.
Note
DO 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, pul hub from shaft.
Page 2 of 3
r 0 1101119 111F111 11 N 1
Released : 17 October 1996
ESS-F-961 Titie: Installation Of Sheave And Flywheel
Re-Installation
1. 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 of 3 Released: 17 October 1996
ESS-F-963 Title: Keyless Flywheel Installation And Timing
COOPER
E N E R G Y S E R V I C E S Engineering Sales & Service Bulletin

Engines/ Compressors ESS-F-963
Ajax-Superior Oklahoma City , OK 73129
Keyless Flywheel Installation and Ignition Timing

This procedure applies to all Ajax models 2200 and 2800 series Ajax engines. It covers the installation of the keyless ringfeder locking device fitted on flywheels on 2200 and 2800 series engines. The procedure explains the method used to find top dead center (TDC) and proper ignition timing of the engine.
Installation
1. 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. Remove ringfeder (collar, inner ring, and locking screws) from shipping container. Verify that the supplied locking 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 is required 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 both for assembly. 6. Coat the flywheel and crankshaft sparingly with engine oil. The flywheel to crankshaft fit is between .00V'-.00Y. Do not over-lubricate.
Note
Step 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 create a 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.
Note
Do not wiggle the flywheel inlout or try to turn the flywheel onto the crankshaft! It will create heat and 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 to the 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 the pointer until it is located in the middle of vertical slot on the bracket.
Finding TDC and Timing Degree Marks

11. 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, keeping the 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 the packing. 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 temporary marks. 18. Measure the distance between the marks. Divide the distance by two and, using an ink marker, create a third mark equidistant between the two marks. This will be "Temporary Mark #T". Mark T represents the Top Dead Center (TDC) of the crankshaft.
Note
You can verify the position of the TDC mark by measuring the distance between marks #2 and T, then marks #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. Al12200 and 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, 90 or 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 crankshaft 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 be installed between the sheave and end cover. See Figure 2. This picture shows the method of locking the crankshaft used during engine assembly. Alternate methods of locking are acceptable for field installation.
23. Check that the timing mark is still aligned with the flywheel pointer. As a double check, verify that
Page 2 of 4
!lb 11 i.. 1181111 ip 11 . ilp 1 L.... p 1 ..^ 1 l 1' 11 {
Released: 618/99
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
Titie: Keyless Flywheel Installation And Timing
C OOP E R E N E R G Y SE R VILES
Ajax-Superior Oklahoma City , OK 73129
Engineering Sales & Service Bulletin

Engines/ Compressors ESS-F-963
Setting Timing Of the Flywheel

25. Ensure that the ignition pickup coils are in the proper holes:

3 - Top Holes
9 - Two Holes From The Bottom 11 - Bottom Holes
26. Rotate the flywheel on the crankshaft, without moving the crankshaft itself, until the recessed magnet is centered over the number 1 pickup coil. This is the "A" pickup coil or the one closest to the power end. 27. While keeping the magnet aligned, re-tighten the ringfeder to the flywheel. Now place a permanent timing 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 flywheel.
29. Remove all crankshaft locking devices and find TDC as in the aboye procedures to verify that the TDC position and the ignition timing mark have been correctly located relative to the magnet position. 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. Metal stamp 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 be centered 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 go directly to Step 29.The magneto should be adjusted via the slotted boles on the mounting flange until the cylinder #1 is aligned with the flywheel timing marks.
Page 4 of 4 Released : 6/8/99
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INSTRUCTION MANUALS
pp-
COOPER
Cooper Energy Services
WARNINGS , CAUTIONS , AND NOTES

These safety instructions and procedures are to prevent injury in the operation and maintenance of A4ax-Superior engines, compressors, and auxiliary equipment. These safety procedures should not be considered as the only precautions to be taken. Good judgement and carefui safety practices should always be used. DO NOT OPERATE OR ATTEMPT TO REPAIR THIS EQUIPMENT UNLESS YOU HAVE HAD THE PROPER TRAINING APPROVED BY AJAX-SUPERIOR. FOR TRAINING INFORMATION, CONTACT THE COOPER ENERGY SERVICES TRAINING DEPARTMENT IN MOUNT VERNON, OHIO, 43050; PHONE (614) 393-8200.
GENERAL
1. 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 this equipment to become familiar with the safety, design, and operating features. 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, and hearing protection. Note: Other items may be required by the equipment owner. 4. Do not wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating equipment as they can be caught in the moving machinery. Keep long hair tied back. 5. Locate nearest fire extinguisher to area where maintenance is to be performed. Ensure a clear path to fire extinguisher in case it should be needed for an emergency situation. 6. Do not open cooling or lubrication systems when engine or compressor is hot, as steam or hot liquids can be released, which can cause severe burns . Be aware that some surfaces can remain hot for severa hours after the unit has been shutdown. 7. When draining the coolant and lubricants, prevent contamination of the environment by the equipment fluids. Refer to equipment owner's material 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 to walk safely around the unit. Clean up spills and leaks quickly to prevent accidents caused by slipping and falling.
1 REV. 1 8/94
I INSTRUCTION MANUALS COOPER
Cooper Energy Services 9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT OWNER'S MATERIAL SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS. 10. Use fans, blowers, etc. during maintenance and clean-up work in enclosed areas to remove fumes from cleaning solvents and vented gases. 11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable surfaces when working on this equipment. 12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are clear of the equipment. 13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate skin. Use cardboard or a similar material to check for leaks. 14. The control panel that starts and stops this engine or compressor should have a safety nameplate like the one shown below mounted on the 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 OR INJ. Y. FOLLOW ALL SAFETY ROLES AND OPERATING PROCEDURES PUT IN PLACE BY THE COMPANY THAT OHMS AND OPERATES THIS EOUIPMENT. READ AND UNDERSTAND THE INSTRUCTION MANUALS PRIOR TO OPERATING THIS EOUIPMENT TO BECOME FAMILIAR WITH THE SAFETY. DESIGN. AND OPERATING FEATURES. DO NOT OPRATE OR ATTEMPT TO REPAIR THIS EQUIPMENT UNLESS YOU NAVE HAD APPLICABLE TRAINING APPROVED.BY AJAX -SUPERIOR. FOR TRAINING INFORMATION CONTACT THE COOPER ENERGY SERVICES TRAINING DEPARTMENT IN MOUNT VERNON. OHIO. DO NOT OPEN COOLING OR LUBRICATING SYSTEMS WFEN ENGINE OR COMPRESSOR IS HOT AS STEAM OR HOT LIOUIDS CAN BE RELEASED WHICH CAN CAUSE SEVERE BURLAS. BE AWARE THAT SOME SURfACES CAN REMAIN H0T FOR SEVERAL HOURS AFTER THE UNIT HAS BEEN SHUTDOMM. BEFORE ATTEMPTING ANY MAINTENANCE ON COMPRESSOR MAKE SUR( ALL GAS PRESSURE HAS BEEN VENTED FROM CYLINDERS. PIPING. CONTROL TUBING. UIEOADERS OR ANY OTHER PRESSURIZED GAS CONTAINING
C OMPONEN T S.
BEFORE STARTING. MAKE SUR[ ALL NEARBY PERSONNEL ARE AWARE OF THE START UP ANO ARE CLEAR OF THE EOUIPMENT.
2 REV. 1 8/94
INSTRUCTION MANUALS COOPER Cooper Energy Services
ENGINE MAINTENANCE
1. Shut down the engine first, then prevent it from being started before the work is done. Close the starting block valve and remove the tubing line to the starting pilot valve. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed on it. Note: After maintenance work is done, some adjustments may need to be done with the engine running. Stay clear of moving parts and follow instruction manual procedures as required. 2. Shut down the engine by SHUTTING OFF THE FUEL SUPPLY. Do not ground the ignition system to shut down a spark gas engine. This can leave an explosive mixture in the engine and exhaust system. 3. Do not remove engine cover doors immediately after shutdown. This can cause a sudden inrush of atmospheric air and result in an explosive mixture in the crankcase. Allow the engine to cool until cover doors can be removed with bare hands. 4. Check al safety shutdown devices (overspeed, low oil pressure, high jacket water temperature, vibration, etc.) according to the procedure and schedule in the maintenance section of this manual. 5. After completion of maintenance work, reconnect starter pilot valve line and open block valve. REMOVE MANUAL BARRING DEVICE, if used during maintenance. 6. Before attempting to start a gas engine, it must be cranked with the fuel and ignition off to purge the exhaust system of combustible gases. The engine should be cranked for a minimum of 15 seconds before the ignition is turned on and then the fuel valve opened. 7. Be prepared to shut down the engine if an overspeed or other control malfunction occurs on start up.
COMPRESSOR MAINTENANCE
1. Shut down the compressor first, then prevent it from being started before the work is done . (See ENGINE MAINTENANCE section previously if engine driven .) If electric motor driven , the electric power supply must be disconnected and locked out. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed on it. Suction and discharge block valves (see sita plan for location ) must be closed to prevent gas from flowing into the compressor during maintenance. (Gas pressure could rotate
3 REV. 1 8/94
INSTRUCTION MANUALS
COOPER
Cooper Energy Services
pp
the compressor and cause injury if not shut off and vented properly see compressor section of manual.) Note: After maintenance work is done, some adjustments may need to be done with the compressor running. Stay clear of moving parts and follow instruction manual procedures as required. 2. Before attempting any maintenance or repair on the compressor, vent al gas pressure from the cylinders, piping, and other pressurized components or chambers. Know the piping system associated with this compressor. Open discharge blowdown and/or bypass valves to vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTERSTAGE VENTS. Atmospheric air can be drawn in if a vacuum exists and can create an explosive mixture. CHECK LOCAL OR PANEL PRESSURE GAUGES FOR ZERO READING BEFORE REMOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Note: UNLOADER CONTROL PRESSURE IS TYPICALLY NOT SHOWN ON GAUGES. Vent unloader control pressure line by loosening control line tubing fitting. 3. IF POISONOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL PLANT SAFETY PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCES. 4. Regularly check around compressor and piping gaskets and joints for leaks which could result in a fire or an explosion. 5. Test al pressure gauges on a periodic basis (see maintenance schedule) to ensure accurate pressure readings. Likewise, check al relief valves for design opening pressure (see manufacturer's data for each relief valve in packaging section of manual). 6. Check all safety shutdown devices (low oil pressure, high and lw gas pressures, vibration, etc.) per the schedule in the maintenance section of this manual. 7. Remove electrical lockout function if motor driven when maintenance is completed and REMOVE MANUAL BARRING DEVICE, if used during maintenance, before starting unit.
OPERATi01V ANA MAINTENANCE MANUAL

FOR AJAR HORIZON TAL GAS ENGINE-COMPRESSORS
ENGINE MODEL BORE & STROKE COMPRESSOR STROKE
C-30 ................................
C-42 ................................ DPC-60 ............................ DPC-81 ............................ DPC-80-A ........................ DPC-105 .......................... DPC-115 .......................... DPC-120 DPC-140 ......................... DPC-162 ...................... DPC-180 .......................... DPC-230 .......................... DPC-280 .......................... DPC-300 .......................... DPC-360 ..........................
7'/2x10
8'/2 x 10 91/2 x 12 10'/2 x 12 11 x 14 12 x 14 131/4 x 16 ' 131/4 x 16 101/2 x 12 15 x 16 131/4 x 16 131/4 x 16 15 x 16 15 x 16
8
8 8 8 11 11 11 11 8 11 11 11 11 11
PREFACE
The Ajax gas engine-compressor is designed specifically to meet the rigorcus service requirements of continuous, heavy duty operation. Although built to tolerate the abuse of this service, reasonable and intelligent tare dunng installation and operation will add years to its life and keep maintenance costs to an absolute minimum. This manual outlines rhe procedures to be followed
and precautions ro be aken ro achieve maximum performance from the Ajax origine-compressor. A compiete review of rhe manual i, recommended for those esponsible for the operation of the unir. Installation instructions shouid be studi:id before setting the engine at its location. The trouble shooting guide sectien will be helpful in correcting any operating problem which may arise.
PARTS ORDERING INFORMATION

When ordering replacement parts for the Ajax engir:e-compressor, it is important that sufficient dentifying information be given to insure that the correct part will be supplied. Always include:
Part Number Correct Description (from Parts List) Size and Model of Unit Serial Number of Unit An illustrated pars list is provided with each unir, which lists part numbers for al parts and principal accessories. This list also shows rhe correct description or name of the part which should be used in ordering. The Size, Model, and Serial Number of the unit
should be recorded for convenient reference when ordering pars. This information is stamped on the Ajax Nameplate which is installed on the engine at the factory. When ordering replacement pars for rhe compressor cylinder, rhe following information shouid be supplied: Part Number Correct Descnption (from Parts List) Bore and Stroke of Cornpressor Cylinder Serial Number of Compressor Cylinder
(stamped on nameplate zttached to the compressor cylinder)
Preface Page 1
COMPRESSOR DATA C-30 Eng i ne Bore & Stroke Comp res so r S t roke Horsepower @ 525 RPM Fuel Injecticn System Specifications: y Volume Tank Hose or Pipe Size (Tank to Unit) Regulatcr (Fisher S ze & Model) Regulator Spring No. Maximum Irlet Pressure Tank Pres ureRequired Regul ator Orifico Size: Inlet Pressure 10-30 7-1/2" X 10"
TD-1326
10-29-82
81
30
2 Cu. Ft. 1-1/2" 1 620
ID-8923
500 PSI 5-12 PSI 1/2"
31-50 51-75
Inlet Pressure Inlet Pressure
3/8" 1/4"
76-500 Inlet Pressure
1/4"
Air/Gas Start ing System, Ring Gear Starting: A i r Pressure, Maximum 150 PSI Volume Required Per Minuto 5 Cu. Ft. Exhaust System: Exh aus t Pipe Size 4" - 6475 Exhaust Pipe Length in Feet 6" Muffler Outlet Size
RPM
Muffler - Min. to Max . Silencing BMA-6, BEO-6 Burgess - Manning Vanec 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 System Engine Jacket Water 6.5 Compressor Jacket Water 10
Gal. Gal.
Ni I. uipi 111 UM IIiN 1111' 1Î II. X, I i.. 1 Ii '.I^ ^-. ,.i^
COMPRESSOR DATA C- 30
Clearances: Crankpin Searing - Engine - Compressor Crosshead Pin Bearing - Engine - Compressor Crosshea to Guide Bore ( Feeler Cl earance ) - Engine - Compressor Pistan Ski rt to Power Cyl i nder Piston Ring End Gap Piston Ring to Side of lst Two Grooves to s i de of 0ther Grooves
.002 - .0064 .002 - .0064 .002-.0035 .002-.0035 .007-.009 .007-.009 .012-%017 -070--%085 .006-.0085 .004-.0065
Torque Values, in Ft. Lbs. Connecting Rod Bolts 325-360 Cylinder Head Stud Nuts 200 Pistan Rod to Crosshead Nuts 1000 Special Taols
Thimble, Engine Pistan Rod T-634-D Thimble, Compressor Pistan Rod T-634-E Wrench, Pistan Rod Nut A-3221 Not Furnished as Standard Equipment.
Operating Instructions Are Basicaily The Same As C-42
COMPRESSOR DATA C-42 . Eng i ne Bore & Stroke Compressor Stroke Horsepower @ 525 RPM Fuel Injection System Specifications: i Volume Tank Hose or Pipe Size (Tank to Unit) ;; Regulatcr ( Fisher Size & Model) Regulator Spring No. Maximum Inlet Pressure Tank Pressure Requi red Regulator Orifice Size: 10-30 Inlet Pressure 31-50 Inlet Pressure
8-1/2" X 10"
8 1 1
TD-1327 10-29-82
42 2 Cu. Ft. 1-1/2" 1" - 620
ID-8923
500 PSI 5-12 PSI
1/2"
3/8"
1/4"
51-75
Inlet Pressure
76-500 Inlet Pressure Air/Gas Starting System, Cylinder Head: Air Pressure, Maximum Volume Required Per Minute Exhaust System: Exhaust Pipe Size Exhaust Pipe Length in Feet Muffler Outlet Size
* Muffler - Min. to Max. Silencing Burgess-Mann i ng Vanec Ca rson
1/4"
250 PSI 7-10 Cu. Ft.
4"
5000 = RPM
611
BMA-6, BEO-6
131-06, 141-o6
,412-14
Capac i t i es : CranKCase
Oil
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 System Engine 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 DATA C- 42
C 1 ea ran ces : Crankpin Searing - Engine _ - Compressor Crosshead Pin Bearing - Engine - Compressor Crosshead to Guide Bore ( Feeler Cl earance ) - Engine
- Compressor Piston Ski r*_ to Power Cyl i nder Piston Ring End Gap
.002 - .0064 .002 - .0064 .002 - .0035 .002 - .0035 .007 .012-.012 .080 .006 .004 .009 .016 .017 .100 .0085 .0065
Piston Ring to Side of lst Two Grooves to side of Other Grooves Torque Values, in Ft. Lbs. Connecting Rod Bolts Cylinder Head Stud Nuts Piston Rod to Crossh ead Nuts Special Tools
Thimble, Engine Piston Rod Thimble, Compressor' Piston Rod Wrench., Piston Rod Nut
325/360 200
1000 T-634-D T-634-E A-3221
y Not Furnished as Standard Equipment.
COMPRESSOR DATA DPC-60 9-1/2" X 12"
TD-1 328 10-29-82
Engine Bore & Stroke Compressor Stroke Horsepower @475 RPM Fuel Injection System Specifications: Volume Tank Hose or Pipe Size (Tank to Unit) * Regulatcr ( Fisher Size & Model) Regulator Spring No. Maximum Inlet Pressure Tank Pressure Requi red Regulator Orifice Size: 10-30 Inlet Pressure 31-50 Inlet Pressure 51-75 Inlet Pressure 76-500 Inlet Pressure Ai r/Gas Start i ng System, Cyl i nder Head: Air Pressure, Maximum Volume Required Per Minute
11
60
3 Cu. Ft. 1-1/2" 1" - 620
1 D-8923
500 PSI 5-12 PSI 1/2''
3/8"
1/4"
1/4"
250 PSI 10-15 Cu. Ft.
Exhaust System: Exhaust Pipe Size 6" y Exhaust Pipe Length in Feet 6175 = RPM Muffler Outlet Size 8" * Muffler - Min. to Max. Silencing Burgess-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 :
17 Gal. (Approx.) Crankcase Oil 011 Leve] - Distance From Top of Bed to Oil Surface _ 22-1/2" 2.4 Pints/Day Power Cy1inder Lubricating Di] Radiater Cooling System 12.5 Gal. Coolr 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
.002 - .006
- Compressor .002 - .006 Crosshead Pin Bearing .003 - .0055 Engine .002 - .0035 Compressor Crosshead to Guide Bore ( Feeler 1 earance - Engine .009 - .013 .012 - .016 - Compressor Piston Ski rt to Power Cylinder .016 - .021 Piston Ring End Gap .075 - .095 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 - 360 Cylinder Head Stud Nuts 320 Pistan Rod to Crosshead Nuts 1000 Special Tools
Thimble, Engine Piston Rod T-634-D T-634-E Thimb. le, Compressor Piston Rod Wrench, Piston Rod Nut A-3221 Not Furnished as Standard Equipment.
TD-1329 10-29-82
10-1/2" X 12"
Engine Bore & Stroke Compressor Stroke Horsepower @ 475 RPM Fuel Injection System Specifications: 1 Volume Tank Hose or Pipe Size (Tank to Unit) * Regulatcr ( Fisher Size & Model ) Regulator Spri ng No. Maximum Inlet Pressure Tank Pressure Required Regulator Orifice Size: 10-30 Inlet Pressure
8 11
81 3 Cu. Ft. 1-1/2" 1" - 620
ID-8923
500 PSI 5-12 PSI 1/2"
31-50
Inlet Pressure
3/8"
1/4" 1/4"
Inlet Pressure 51-75 76-500 Inlet Pressure Air/Gas Starting System, Cylinder Head: Air Pressure, Maximum Volume Rqui red Per Minute
250
PSI 10-15 Cu. Ft.
Exhaust System: Exhaust Pipe Size 6" Exhaust Pipe Length in Feet 6400 = RPM Muffler Outlet Size 8" Muffler - Min. to Max. Silencing Burgess - Manning BMC - 8, BMB-8 , BMA-8, BEO-8 Vanec 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/Day Radiater Cooling System 12.5 Gal. Cooler Cooling System 24 Gal.
Clearances : Crankpin
Bearing - Engine .002 - .006 - Compressor .002 - .006 Crosshead Pin Bearing - Engine .003 - .0055 - Compressor .002 - .0035 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 - 360 Cylinder Head Stud Nuts 550 Piston Rod to Crosshead Nuts 1000 Special Tools Thimble, Engine Piston Rod Thimble, Compressor Piston Rod Wrench, Pistar Rod Nut
F.,
T-634-D T-634-E A-3221
Not Furnished as Standard Equipment. Operating Instructions Are 3asically The Same As DPC-60
COMPRESSOR DATA DPC-80-A 11" X

11"
TD-1330 10-29-82
tro tngine Bore u, S k Compressor Stroke Horsepower ' @400 RPM Fuel * * * Injection System Specifications: Volume Tank Hose or Pipe Size (Tank to Unit) Regulatcr (Fisher Size & Model) Regulator Spring No. Maximum Inlet Pressure Tank Pressure Required Regulator Orifice Size: Inlet Pressure 10-30 31-50 Inlet Pressure
14"
80 3 Cu. Ft. 1-1/2" 1" - 620
ID-8923
500 PSI 5-12 PSI 1/2"
1-112" 2" - 630 W - 192 1500 PSI 5-12 PSI 3/8 " -
51-75
Inlet Pressure
3/8"
1/4"
76-500 Inlet Pressure Air/Gas Starting System, Cylinder Head:
Air Pressure, Maximum 250 PSI Volume Required Per Minute 10-15 Cu. Ft.
Exhaust System: Exhaust
Pipe
Size
6"
* Exhaust Pipe Length in Feet 5600 + RPM 10" Muffler Outlet Size * Muffler - Min. to Max. Silencing
BMC - 10, BMB-10, BMA- 10, BEOBurgess - Manning 111-10, 121-10, 131-10, 141Vanec Carson 418-27
Caoacities: 23 Gal. (Approx.) Crankcase Oil Oil Leve] - Distance From Top of Bed to Oil Surface _ 26-7/8" 3.2 Pints/Day Power Cylinder Lubricating Oil Radiater Cooling System 14 Gal. Cooler Cooling System.
COMPRESSOR DAT,a DPC-80-A
Clearances : Crankpin Bearing - Engine - Compressor Crosshead Pin Bearing - Engine - Compressor Crosshead to Guide Bore ( Feeler earance - Engine
- Compressor Piston S k i rt to Power Cy l i n de r Pistan Ring End Gap
.003 - .007 .002 - .006 .002 - .0035 .003 - .0055 .009 - .012 .012 - .015 .017 - .023 .085 - . 105 .0075 - .010 .0055 - .008 700 (En g .) , 360 (Compr. ) 320 2000 T-935-A T-939-D A-2922 ( Engine). A-2921 (Compr.)
Piston Ring to Side of lst Two Grooves to s i de of Other Grooves Torque Val ues , in Ft. Lbs. Connecting Rod Bolts Cylinder Head Stud Pistan Rod to Crosshead Nuts Special Tools
Thimble, Engine Pistan Rod Thimble, Compressor Piston Rod '4rench, Piston Rod Nut
Nuts
Not Furnished as Standard Equipment.
TD- 1331 10-29-82
Engine Bore & Stroke Compressor Stroke Horsepower @425 RPM Fue] Injection System Specifications: * Volume Tank Hose or Pipe Size (Tank to Unit) * Regulator (Fisher Size & Model), Regulator Spring No. Maximum Inlet Pressure Tank Pressure Requi red Regul ator Orifice Size: 10-30 Inlet Pressure
12" X 14" 11" 105 4 Cu. Ft. 1-1/2'' 1-1/2" 1" 620 2" 630
ID-8923
500 PSI 5-12 PSI
W-192
1500 PSI 5-12 PSI
3/8"
1/2"
Inlet Pressure 51-75 76-500 Inlet Pressure Air/Gas Start ing System, Cy1 i nder Head: Air Pressure, Maximum Volume Required Per Minute c Exhaust System: Exhaust Pipe Size Exhaust Pipe Length in Feet Muffler Outlet Size Muffler - Min. to Max. Silencing Burgess - Manning
Vanec
3/811
1/4"
250 PSI 15-20 Cu. Ft.
8"
6375 = RPM
12" BMC-12, BMB-12, BMA-12, BEO
121-12, 131-12, 141-12, 151
Carson
#24-42
CaDac i t i es : 23 Gal. (Approx.) Crankcase Oil Oil Leve] - Distante From Top of Bed to Oil Surface _ 26-7/8"
4.2 Pints/Day Power Cylinder Lubricating Oii Radiater Cooling System 14 Gal. Cooler Cooling System 27 Gal.
IU., 1 i. u,unl upill^Nul I. II
^..W i^ r^ ^:.p
Clearances : Crankpin Bearing - Engine _ .003 - .007 - Compressor .002 - .006 Crosshead Pin Bearing - Engine .002 - .0035 - Compressor .003 - .0055 Crosshead to Guide Bore (Feeler Clearance) .009 - .012 - Engine .012 - .015 - Comp ressor Pistan Skirt to Power Cylinder .022 - .028 Pistan Ring End Gap 095 - .115 Pistan Ring to Side of lst Two Grooves .0075 - .010 to side of Other Grooves .0055 - .008 Torque Values, in Ft. Lbs. Connect i ng Rod Bo 1 ts 700 (Eng) , 360 (Compr) Cylinder Head Stud Nuts 550 Pistan Rod to Crosshead Nuts - 2000 Special Tcol Thimble, Engine Pistan Rod T-935-A Thimble, Compressor Pistan Rod T-939-D Wrench, Pistan Rod Nut A-2922 (Eng), A-2921 (Compr)
Operating Instructions Are Basically The Same As
DPC-80-A
COMPRESSOR DATA DPC-115 13-1/4'' X 16" 11" 360 RPM 115 4 Cu. Ft. 1-1/2" 1"-620. ID-8923 500 PSI 5-12 PSI
TD-1 332 10-29-82
Engine Bore & Stroke Compressor Stroke Ho rs epowe r @
Fue] Injection System Specifications: * Volume Tank j Hose or Pipe Size (Tank to Unit) Regulatcr ( Fisher Size & Model) Regulator Spring No. Maximum Inlet Pressure Tank Pressure Requi red Regulator Orifica Size: 10-30 Inlet Pressure 31-50 Inlet Pressure 51-75 Inlet Pressure 76-500 Inlet Pressure Ai r/Gas Starting System, Cyl i nder Head: A i r P re s-s u re , Max i mum Volume Required Per Minute Exhaust System:
1-1/2" 2" - 630 W - 192 1500 PSI 5-12 PSI
3/811
1/2"
3/8" 1/4"
250 PSI 13-20 Cu. Ft.
. Exh a us t Pipe Size 8"
Exhaust Pipe Length in Feet 6000 -. RPM Muffler Outlet Sizi 12"
= Muffler - Min. to Max . Buraess-Mann]ng Vanec Silencing
BMC-12, BMB - 12, BMA-12, BE0-' 111-12, 121-12, 131-12, 141-, 424-42
Carson
Capac i t i es : Crankcase O.11 25 Gal. (Approx.) Oil Level - Distante From Top of Bed to Oil Surface_28" 4.6 Pints/Day Power Cylinder Lubricating Oil Radiater Cooling System 26 Gal. Cooler Cooling System
.Clearances: Crankpin Bearing - Engine - Compressor Crosshead Pin Bearing - Engine - Compressor Crosshead to Guide Bore ( Feeler Cl earance ) - Engine - Compressor
Piston Skirt to Power Cyl inder
.003 - .006 .003 - .006 .0044 - .0074 .003 - .0055 .009 - .013 .012 - .015
.025 - -031
Piston Ring End Gap Piston Ring to Side of lst Two Grooves to side of Other Grooves Torque Values, in Ft. Lbs. Connecting Rod Bolts Cylinder Head Stud Nuts Pistan Rod to Crosshead Nuts Special Tcols Thimble, Engine Piston Rod Thimble, Compressor Piston Rod Wrench, Piston Rod Nut Not Furnished as Standard Equipment.
.100 - .120 .010 - .0125 .008 - .0105 700 490 3200 T-939-D T-939--D A-2921
TD-1333 10-29-82
Engine Bore & Stroke Compressor Horsepower @ Stroke 475 RPM
(2) 9-1/2" X 12" 8" 120
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" - 630 Regulator Spring No . I D-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" Air/Gas Start i ng System, Cylinder Head: Air Pressure, Maximum 250 Volume Required Per Minute 20-30 Exhaust System: Exhaust Pipe Size y Exhaust Pipe Length in Feet Muffler Outlet Size
y Muffler - Min. to Max. Silencing
PSI Cu. Ft.
(2) 6" 6175 = RPM 8" (2) BMC- 8, BMB - 8, BMA- 8, BE0-1 (2) 111-08, 121-08, 131-08,14'
Burgess - Manning Vanec
Carson
Capac i t i es :
36
25 Gal. (Approx.) Crankcase Oil 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 .009 .013 - Engine .012 - .016 - Como ressor Piston Skirt to Power Cyl inder .016 - .021 Piston Ring End Gap .075 - .095 Piston Ring to Side of lst Two Grooves .0075 - .010 to side of Other Grooves .0055 - .008 Torque Values, in Ft. Lbs. Connecting Rod Boits 360 320 Cylinder Head Stud Nuts Piston Rod to Crosshead Nuts 1000 Special Tcols
Thimbie, Engine Piston Rod Thimble , Compressor Pistan Rod '.Jrench, Piston Red L Not Furnished as Standard Equipment. T-634-D T-634-E A-3221
Nut
TD-1334 10-29-82
Engine Bore & Stroke Compressor Stroke Horsepowe r @ 400 RPM
13-1/4" X 16" 11" 140 4 Cu. Ft. 1-1/2" 1" - 620 ID-8923 500 PSI 5-12 PSI
Fuel Injection System SDecifications:

1 Volume Tank Hose or Pipe Size (Tank to Unit) * Regulatcr (Fisher Size F. Model ) Regulator Spring No. Maximum Inlet Pressure Tank Pressure Requi red Regulator Orifice Size: Inlet Pressure 10-30 31-50 Inlet Pressure 1-1/2" 2" - 630 W-192 1500 PSI 5-12 PSI
1/2"
51-75
Inlet Pressure
3 /81" 1/4"
1/2"
_ -
Air/Gas Starting System, Cylinder Head: Air Pressure, Maximum 250 PSI Volume Required Per Minute 13-20 Cu...Ft. Exhaust System: Exhaust Pipe Size j Exhaust Pipe Length in Feet Muffler Outlet Size y Muffler - Min. to Max. Silencing Burgess - Manning Vanec Carson
8" 6000 = RPM 12" BMC-12, BMB-12 , BMA-12, BEO 121-12, 131-12, 141-12, 151
#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/Day Radiator 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 - Compressor Crosshead Pin Bearing - Engine - Compressor Crosshead te Guide Bore (Feeler - Engine - Compressor
Piston Skirt te Power Cyl inder
.003 - .006 .003 - .006 .0044 - .0074 .003 - .0055 earance .009 .012
.025
- .013 .015
- .031
Pistan Ring End Gap Pistan Ring te Side of lst Two Gro oves te side of Other Grooves Torque Values, in Ft. Lbs. Connecting Rod Bolts Cylinder Head Stud Nuts Piston Rod te Crosshead Nuts Special Tools Thimble, Engine Pistan Rod Thimble, Compressor Pistan Rod Wrench, Piston Rod Nut
.100 - .120 .010 - .0125 .008 - .0105 700 490 3200 T-939-D T-939-D A-2921
Operating Instructions Are 3asically The Same As DPC-115
TD-1335 COMPRESSOR DATA DPC-162 10-29-82
Engine Bore & Stroke (2) 10-1/2" X 12" Compressor

Horsepower @
Stroke
RPM
8"
162
475
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 No. ID-3923 W-192 Regulator Spring 500 PSI - 1500 PSI Maximum Inlet Pressure Tank Pressure Required 5-12 PSI 5-12 PSI Regulator 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" Air/Gas Starting System, Cylinder Head: Air Pressure, Maximum 250 PSI Volume Required Per Minute 20-30 Cu. Ft. Exhaust System: Exhaust
*
Pipe
Size
in Feet
(2)
6400 =
6"
Exhaust Pipe Length Muffler Outlet Size Muffler - Min. to Max. Silencing Burgess - Mann i ng Vanec Ca rson
RPM
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 ^ûu1 u011 111111, 1 . 1111 1 1 1
Clearances .002" - .006" Crankpin Searing - Engine - Compressor .002" - .006" Crosshead Pin Searing - Engine .003" - .0055" - Compressor .002" - .0035" Crosshead to Guide Bore ( Feeler Cl earance ) - Engine .009" - .013" - Comp ressor .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 - 360 Cylinder Head Stud Nuts 550 Piston Rod to Crosshead Nuts 1000 Special Tools 1
Thimble, Engine Piston Rod T-634-D Thimble, 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 DATA DP C-180
TD-1336 10-29-82
Engine Bore & Stroke Comp res so r Stroke Horsepower @ 400 RPM Fuel Injection System Specifications: * Volume Tank Hose or Pipe Size (Tank to Unit) ;; Regulatcr ( Fisher Size & Model ) Regulator Spring No . Maximum Inlet Pressure Tank Pressure Requi red Regulator Orifica Size: 10-30 Inlet Pressure 31-50 Inlet Pressure
15" x 16"
11" 180 5 Cu. Ft. 1-1/2" 1" - 620 1-1/2" 2" - 630 W-192 1500 PSI 5-12 PSI 1/2" 1/2"
ID-8923
500 PSI 5-12 PSI
51-75
Inlet Pressure
3/8"
1/4"
76-500 Inlet Pressure Air/Gas Starting System, Cylinder Head:

Air Pressure, Volume Required Per Minute Maximum 250
PSI 20-30 Cu. Ft.
Exhaust System: Exhaust Pipe Size 10" Exhaust Pipe Length in.Feet 6400 = RPM Muffler Outlet Size 14" :: Muffler - Min . to Max. Silencing Burgess - Manning BMC - 14, BMB-14, BMA- 14, BEOVanec 121-14, 131-14, 141-14, 151Carson 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 Radiater Cooling System 48 Gal.
Clearances: Crankpin Bearing - Engine - Compressor Crosshead Pin Bearing - Engine - Compressor Crosshead to Guide Bore ( Feeler Cl earance)
.003 - .006 .003 - .006 .0044 - -0074 .0035 - .0055
- Engine .009 - .013 - Compressor .012 - .015 Piston Skirt to Power Cyl inder .027 - .033 Pistan Ring End Gap .115 - -135 Piston Ring to Side of lst Two Grooves .010 - .0125
to side of Other Grooves .008 - .0105 Torque Values, in Ft. Lbs. Connecting Rod Bolts 700 Cylinder Head Stud Nuts 740 Pistan Rod to Crossh ead Nuts 3200 Special Tools
Thimble, Engine Piston Rod T-939-D Thimble, Compressor Pistan Rod T-939-D Wrench, Pistan Rod Nut A-2921 Not Furnished as Standard Equipment.
Operating instructions Are Basically The Sane As DPC-115
TD-1337 10-29-82
Engine Bore & Stroke Compressor Stroke Horsepower @ 360 RPM Fuel Injection System Specifications: * Volume Tank * Hose or Pipe Size (Tank to Unit)
(2) 13-1/4" X 16" 11" 230 4 Cu. Ft. 2" 1" - 620
* Regulatcr (Fisher Size &. Model)

Regulator Spring No.
2" 2" - 630
I D-8923
500 PSI 5-12 PSI
W-192
1500 PSI 5-12 PSI 1/2"
Maximum Inlet Pressure

Tank Pressure Requi red Regulator Orifice Size: 10-50 Inlet Pressure 50-75 Inlet Pressure 75-150 Inlet Pressure 150-500 Inlet Pressure Air/Gas Start i ng System, Cylinder Head: Air Pressure, Maximum Volume Required Per Minute Exhaust System: Exh aus t Pipe Size * Exhaust Pipe Length in Feet Muffler Outlet Size * Muffler - Min. to Max . Silencing Burgess-Manning
Vanec
1/2"
3/8"
1/4"
250 PSI 20-30 Cu. Ft.
(2)
8"
6000 = RPM 12" ( 2) BMC-12, BMB - 12, BMA-12,BE

(2) 111-12, 121-12, 131-12, 1
Carson
Capac i t i es :
Crankcase Oil 30 Gal.
748-84
(Approx.)
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,
Clea rances : Crankpin Bearing - Engine - Compressor Crosshead Pin Bearing - Engine - Comp res s o r Crosshead to Guide Bore ( Feeler earance - Engine _ - Comp res s o r Piston Ski rt to Power Cy1 i nder Piston Ring End Gap
Piston Ring to Side of lst Twwo Grooves
.003 - .006 .003 - .006
.0044 - .0074
.002 .009 .012 .025 .100 .010 .008 700 490 3200 - .0035 - .013 - .015 - .031 - . 120 - .0125 - .0105
to side of Other Grooves Torque Va l ues , in Ft. Lbs. Connecting Rod Bolts Cylinder Head Stud Nuts Piston Rod to Cros sh ead Nuts Special Toals Thimble, Engine Piston Rod Thimble, Compressor Pistan Rod Wrench, Piston Red Nut y Not Furnished as Standard Equipment.
T-939-D
T-939-D A-2921
TD-1338 10-29-82
Engine Bore & Stroke Come res so r Stroke Horsepower @ 400 RPM Fuel Injection System Specifications: * Volume Tank Hose or Pipe Size (Tank to Unit) ;; Regulatcr ( Fisher Size & Model) Regulator Spring No. Maximum Inlet Pressure Tank Pressure Requi red Regulator Orifice Size: 10- 50 I n l e t Pressure 50-150 Inlet Pressure 150-500 Inlet Pressure
(2) 13-1/4" X 16-1111 2 80 4 Cu. Ft.

2" 2"
1" - 620
2" - 630
W-192 1500 PSI 5-12 PSI 1/2"
ID-8923
500 PSI 5-12 PSI
1/2"
3/81
Air/Gas Starting System, Cyl inder Head: Air Pressure , Maximum Volume Required Per Minute Exhaust System: Exhaust Pipe Size Exhaust Pipe Length in Feet Muffler Outlet Size * Muffler - Min. to Max. Silencing Burgess-Manning
Vanec
250 PSI 20-30 Cu. Ft.
(2)
11
6000 = RPM 12" (2) BMC-12, BMB-12, BMA-12, E (2) 121-12, 131-12, 141-12, 1
Carson
Capacities: C-ankcase Oil 30 Ga1.
X48-84
(Approx.)
Oil Leve] - Distante From Top of Bed to Oil Surface_ 28" Power Cylinder Lubricating Oil 5.6 Pints/Day/Cylinder
95 Gal.
;^.,1, 111 U lIfIIN(11[^,.II 11 oli 1 1 1 , p 0 , i
Clearances: Crankpin Bearing - Engine - Compressor Crosshead Pin Bearing - Engine - Compressor Crosshead to Guide Bore (Feeler Cl earance ) - Engine - Comp ressor Piston Ski r*_ to Power Cyl inder Pistan Ring End Gap Piston Ring to Sde of lst Two Grooves to s i de of Other Grooves Torque Va l ues , in Ft. Lbs. Connecting Rod Bolts Cylinder Head Stud Nuts Piston Rod to Crosshead Nuts Special Tocis Thimble, Engine Piston Rod Thimble, Compressor Piston Rod Wrench, Piston Rod Nut
{ Not Furnished as Standard Equipment.
.003 - .006 003 - .006
.0044 - .0074
.003 .009 .012 .025 .100 .010 .008 700 490 3200 T-939-D T-939-D A-2921 - .OC55 .013 .015 .031 .120 .0125 .0105
Operating Instructions Are Sasically The Same As DPC-230
COMPRESSOR DATA DPC- 300
TD-1339 10-29-82
Engin e Bore & Stroke
(2) 15" X 11" 300 5 Cu. Ft. 2" V' - 620
16"
Comp res so r Stroke Ho rs epowe r @ 360 RPM Fuel Injection System Specifications: Volume Tank * Hose or Pipe Size (Tank to Unit) Regulatcr ( Fisher Size & Model ) Regulator Spri ng No . Maximum Inlet Pressure Tank Pressure Requi red Regulator Orifica Size: 10-50 Inlet Pressure
2" 2" - 630
ID-8923
500 PSI 5 - 12 PSI
W-192
1500 PSI 5-12 PSI 1/211

76-150 I n l et Pressure 151-500 Inlet Pressure Air/Gas Start i ng System, Cyl i nder Head: Air Pressure , Maximum Volume Required Per Minute Exhaust System:
Exhaust Pipe Size y Exhaust Pipe Length in Feet
3 /8"
1/4"
1/2"
250 PSI 35-45 Cu. Ft.
(2) 10" 6400 = RPM

14"
Muffler Outlet Size

Muffler - Min. to Max. Silencing
Burgess-Manning Vanec Carson
( 2) BMC-14,BMB - 14,BMA-14,BEC (2) 111-14,121-14,131-14,141 #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
100 Gal.
1 11 11,011111 II11. 1'li 11 4111 1 11 1 :li (, b
COMPRESSOR DATA DPC-300 .
Clearances: Crankpin Bearing - Engine - Compressor .003 Crosshead Pin Bearing - Engine - Compresso r .002 Crosshead to Guide Bore (Feeler Cl earance )
.003 - .006 - .006 .0044 - .0074 .0035
- Engine .009 - .013 - Comp res s o r .012 - .015 Piston Skirt to Power Cylinder .027 - .033 Pistan Ring End Gap .115 - 135 Piston Ring to Side of lst Two Grooves .010 - .0215
to side of Other.Grooves .008 - .0105 Torque Values , in Ft. Lbs. Connecting Rod Bolts 700 Cylinder Head Stud Nuts 740 Piston Rod to Crosshead Nuts 3200 Special Tools Thimble, Engine Piston Rod T-939-D Thimble, Compressor Piston Rod T-939-D Wrench, Fiston Rod Nut A-2921 Not Furnished as Standard Equipment.
COMPRESSOR DATA TD-1340 DPC-360 10-29-82
Engine Bore &
Stroke
(2)
15"
16"
Compressor Ho rs epowe r @ 400
Stroke RPM
11"
360
Fuel Injection System Specifications:
* Volume Tank
Cu.
Ft.
Unit) 2" 2" * Hose or Pipe Size (Tank to * Regulatc r (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 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 PSI Volume Requi red Per Mi nute 35-45 Cu. Ft. Exhaust System: (2) 10" Exhaust Pipe Size * Exhaus t Pipe Length in Feet 6400 = RPM Muffler Outlet Size 14" * Muffler - Min. to Max. Silencing (2) BMC-14,BMB-14,BMA-14,5E Burgess - Manning Vanec (2) 121-14,131-14,141-14,15 Carson r6o-108 Capac i t i es : 30 Gal. (Approx.) Crankcase 011 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
.Clearances Crankpin Bearing - Engine - Compresscr Crosshead Pin Bearing - Engine - Compressor Crosshead to Guide Bore ( Feeler Cl earance ) - Engine - Comp res s o r
Pistan Ski rt to Power Cyl i nder
r .003 - .006 .003 - .006 .0044 - .0074 .0035 - .0055 .009 .012
.027
- .013 - .015
- .033
Pistan Ring End Gap Pistan Ring to Side of lst Two Grooves to side of Other Grooves
.115 .010 .008
- .135 - .0125 - .0105
Torque Val ues , in Ft. Lbs. Connecting Rod Bolts 700 740 Cylinder Head Stud Nuts Piston Rod to C ros sh ead Nuts 3200 -= Special Tools Thimble , Engine Piston Rod Thimble, Compresscr Piston Rod Wrench, Piston Rod Nut
T-939-D
T-939-D A-2921
Operating Instruct icns Are Sas ical ly The Same As. DPC-300
CONTENTS
SECTION PAGE SECTION PAGE IV CRANKCASE ASSEMBLY .......................... CRANKSHAFT OIL SEALS ................ CRANK PIN BEARINGS .................... CROSSHEAD .................................... LAYSHAFT DRIVE ............................ LAYSHAFT ROTARY OIL SEALS ...... CYLINDER WEAR ............................ 5 5 5 5 5 5 6
1 DESIGN AND APPLICATION

BASIC DESIGN ........................................ 1 PRINCIPIE OF ENGINE OPERATION ........ 2
ENGINE- COMPRESSOR APPLICATION .... 2
CROSSHEAD PIN BEARINGS .......... 5
II INSTALLATION
INSTALLATION DESIGN .......................... 1 FOUNDATION ........................................ 1 SETTING THE ENGINE- COMPRESSOR ...... 2
POWER CYLINDER ASSEMBLY ................ 6 MIXER MANIFOLD .......................... 6 ENGINE PISTON AND RINGS .......... 6 ENGINE PISTON ROD STUFFING BOX ........................ 7 SPARK PLUGS .................................. 7 ACCESSORIES .......................................... 7
AIR CLEANERS ................................ 7 BREATHER CAP .............................. 8 GOVERNOR .................................... 8
COOLER DRIVE INSTALLATION .............. 2 GROUTING .............................................. FABRICATED PIPING ERECTION .............. FLYWHEEL INSTALLATION ...................... FIELD CONNECTIONS .............................. 2 3 3 5
FUEL VOLUME TANK ...................... 5 AIR AND GAS STARTING .............. 5 EXHAUST SYSTEM .......................... 111 ENGINE -COMPRESSOR START-UP PRE-START-1.0P SERVICING ...................... 1 START- UP PROCEDURE ............................ 1 COMPRESSOR CYLINDER START - UP ........ 1 6
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 ........ 13 HYDROGEN SULFIDE GAS .............. 13 COMPRESSOR CYLINDER MAINTENANCE ...... 13 COMPRESSOR CYLINDER BODIES.... 13 COMPRESSOR CYLINDER LINERS .... 13 COMPRESSOR PISTONS .................. 14 COMPRESSOR PISTON RINGS ........ 14 COMPRESSOR PISTON RODS .......... 14 COMPRESSOR PRESSURE PACKING 14 COMPRESSOR VALVES .................... 15 COMPRESSOR TORQUE VALUES .... 15
IV MAINTENANCE
LUBRICATING SYSTEMS .......................... 1 CRANKCASE LUBRICATION ............ 1 FORCE FEED LUBRICATOR .............. 1 POWER CYLINDER LUBRICATION.... 2 POWER END LUB OIL SPECIFICATIONS ...... 2
COMPRESSOR CYLINDER LUBRICATION ........ 16 COOLING SYSTEM .................................. 3
ENGINE CYLINDER COOLING ........ 3 COMPRESSOR CYLINDER COOLING 3 PRECAUTIONS ................................ SERVICING RADIATOR FAN BEARINGS ...................... 3 4
V PREVENTATIVE MAINTENANCE MAINTENANCE PROGRAM ....................
VI SERVICING FOR EXTENDED PERIODS OF STORAGE

PREPARING FOR EXTENDED STORAGE .. 1 SERVICING AFTER STORAGE .................. 1
SERVICING COOLER FAN SHAFT BEARINGS .................... 4
VII TROUBLE -SHOOTING GUIDE

Index 1
1-73
Page
ILLUSTRATIONS
FIGURE-TITLE SECTION-PAGE 1.1 TOP VIEW, SINGLE CYUNDER ENGINE-COMPRESSOR .................... 1.2 TOP VIEW, TWIN CYUNDER ENGINE-COMPRESSOR .................... 1.3 OPERATING, SIDE VIEW .......................... 1.4 COMPRESSION STROKE .......................... 1.5 POWER STROKE ...................................... 1-6 SCAVENGING .......................................... 11-1 TYPICAL INSTALLATION .......................... 11.2 FLYWHEEL WEDGES ................................ 11.3 FLYWHEEL POSITION .............................. FIGURE-TITLE SECTION-PAGE 11-8 EXHAUST PYROMETER INSTALLATION .. 11.6 1-1 IV-1 OIL LEVEL, DC-22, DC-30 UNITS .............. IV-1 IV-2 OIL LEVEL, C.42 & LARGER UNITS .......... IV-1
1.1 1.1 1-2 1-2 1-2 11.1 11-3 11-4
IV-3 INSTALLATION SLEEVE, LAYSHAFT ROTARY 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
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
TABLES
TABLE-TITLE SECTION-PAGE
TABLE-TITIE SECTION-PAGE IV-C LUBE OIL TRADE NAMESREFINERS RECOMMENDATIONS FOR POWER CYUNDERS .......................... IV-20
II-A FUEL SYSTEM - VOLUME TANK AND REGULATOR SPECIFICATIONS ....... 11.7 11-B AIR STARTING - VOLUME TANK AND COMPRESSOR DISPLACEMENT ........ 11-7 II-C EXHAUST SYSTEM SPECIFICATIONS ........ 11-8
IV-A LUBRICATING AND COOLING SYSTEM CAPACITIES ................................ IV-19 IV-B RUNNING CLEARANCE CRANKSHAFT AND CROSSHEADS .......... IV-19
IV-E LUBRICATION BATES FOR

COMPRESSOR CYLINDERS ...................... IV-22 IV-F LUBRICATION BATES FOR PISTON ROD PRESSURE PACKING .......... IV-22 IV-G POWER END PISTOLA RING CLEARANCE IV-21
Index Pago 2
Ip,^ n ^^ruiaauplÛlopî^.^F^ 4tii 1 I^ ;^,p {
1-73
SECTION 1
DESIGN AND APPLICATION BASIC DESIGN
The Ajax gas engine-compressor units covered in this manual use the proven Ajax standard two-cycle, crosshead type, single or twin cylinder engine componente as the power end. The compressor end is a conventional horizontal reciprocating design. The power and compressor cylinders are mounted on a common integral frame except for units rated at 22 and 30 horsepower. These small engine-compressor units use separate frames for the engine end and the compressor end. The crank throws are on a one-piece crankshaft for all units except the smaller non-integral units which use separate crankshafts directly connected through a flexible coupling. Figures 1-1, 1-2, 1-3 show outline views typical of Ajax engine-compressor units. In identifying various components of the enginecompressor, reference may be made to the flywheel side and the cooler or radiator side of the unit. When standing at the flywheel side of the unit, the power end is to the left while the compressor end is to the right. Viewed from the power cylinder end, the cooler or radiator side of the unit is to the left while the flywheel side is to the right. When viewed from the flywheel side, the crankshaft rotation is clockwise. On twin cylinder units, the number one cylinder is on the flywheel side; the number two cylinder is on the cooler or radiator side. Simplicity of operation and maintenance has been stressed throughout the design of the basic enginecompressor unir and related accessories. The crosshead construction with sealed power end piston rod eliminates contamination of the crankcase by producs of combustion. Power end intake and exhaust valvas and related componente are eliminated by the trouble free port-scavenging design of the engine end. Fuel systems are selected for optimum performance and simplicity for each sine unir. A low pressure fuel system is standard equipment on all engine-compressor units. A high pressure fuel injection system is available as optional equipment on engine-compressor units rated at 42 horsepower and higher. The power end cooling system employs a fan cooled radiator or unitized fin tuba cooler and dependable thermo-syphon circulation on all units except the DPC-300. Coolant circulation is induced by the difference in density that existe between hot and cold water which causes the hot water to flow from the power cylinder to the higher elevation of the radiator or jacket water section of the unitized cooler. The cooled water flows downward and returns to the power cylinder. This system eliminates an engine jacket water pump and increases efficiency by causing the power end to operare at the proper temperatura. The DPC-300 unir utilizas a forced circulation cooling system. The lubrication system uses a combination of splash, flood and forced feeding of oil to the required points. The crankcase splash system provides ample lubrication to the crossheads, crankshaft and layshaft assemblies. The flood system provides a bath of oil for all componente in the control box. The rotary driven force-feed lubricator insures proper lubrication to the power end piston, compressor cylinder pistons and compressor cylinder piston rod pressure parkings. Altronic capacitar discharge salid state ignition is standard equipment on all Ajax engine-compressor units; low tension ignition systems are optional for al units.
îR QEAMER
//^` OWER
COwPRESSOR C''LMOER
_^^^.oER a
1r-^
suc1iOR sUUe&R ^fCY^ME El
Figure I-1
Top View - Single Cylinder Engine-Compressor
Figure 1-2 Top View - Twin Cylinder Engine-Compressor
Figure 1-3 Engine-Compressor Operating Side View
1-73
Page
Section 1 1
PRINCIPLE OF OPERATION The two-stroke cycle has one working stroke of the piston for each revolution of the crankshaft. Compression, firing, expansion, exhaust, and scavenging take place in that order, and because these events are completed in two strokes of the piston , this is called the two-cycle design. As the piston moves toward the cylinder head, it first closes the intake ports, then the exhaust ports, trapping a fresh charge of fuel and air mixture. The piston compresses this charge, which is ignited by the spark near the firing end of the compression stroke. This burning produces a rise in pressure which forces the piston toward the crank end on its power stroke. Expansion of the gases continues until the piston uncovers the exhaust ports, permitting escape of the burned gases . As the piston moves further toward the crank, the intake ports open and the entering fuel mixture displaces remaining burned gases. After reaching the crank end of the stroke, the piston starts toward the cylinder head on another cycle. The crosshead construction of this engine-compressor permits complete isolation of the crankcase from the engine cylinder chamber. By this design, the crank end of the piston and cylinder forms a scavenging chamber and provides an efficient scavenging pump. On the compression stroke, a partial vacuum is created in the scavenging chamber at the crank end of the cylinder. The differential in pressure opens the check valves and- a fresh fuel-air charge enters until the piston reaches the firing end of the stroke. The power stroke of the piston snaps the check valves closed and compresses the mixture in the scavenging chamber to a few pounds pressure. When the intake ports are opened in the cylinder, the slightly compressed charge transfers to the combustion chamber. Figures 1-4 and 1-5 illustrate the two cycle principie which provides one power stroke for each revolution of the crankshaft, or one power stroke for each two strokes (compression and power) of the piston. Figure 1-6 shows the scavenging process which takes place while exhaust and intake ports are uncovered at the conclusion of the power stroke.
Figure 1-4 Compression
Figure 1-5 Power
ENGINE-COMPRESSOR APPLICATION Ajax engine-compressor units are designed for continuous heavy duty operation and perform best when loaded to the rated capacity at the operating speed. Performance curves furnished for each unit show compressor capacity versus suction and discharge pressures at maximum rated unit speed. The rated horsepower of the engine-compressor unit is conservatively based at 65% of maximum horsepower, and can be used as the continuous duty design capacity at sea leve) and 60 F Ambient temperature without further deration. When the engine-compressor installation is to be located at an appreciable elevation aboye sea leve, or in an ambient temperature exceeding 60 F, deration of the rated horsepower must be taken into consideration in applying the engine-compressor unit to the anticipated conditions of loading. The power that any gas engine can deliver decreases with an increase in altitude and/or temperature of the air at the intake due to the reduction in air density and weight of oxygen for combustion in a given volume. The calculated reduction in horsepower is 3% per 1,000 feet aboye 1,500 ft. elevation and 1 % for each 10 F temperature rise aboye 60 F.
Section 1 Page 2
1-73
11- [ 1 ' 1 1 ., 0 1 km IFI1l11 U 111 1 1 b 111 1 1 1 1' i .1, 0 i 11
SECTION II INSTALLATION
INSTALLATION DESIGN When designing the engine-compressor installation, severa) factors should be taken into consideration which can affect the overall performance of the installation. An adequate foundation must be provided to assure a stationary mounting base for the engine-compressor skid and any accessory equipment not mounted on the skid. If the unit is installed inside a building or adjacent to other machinery, sufficient space must be allowed around the unit to facilitate maintenance and service work to be accomplished. In outdoor locations, units equipped with engine radiators should be oriented in relation to the prevailing winds so that the natural air flow is from the flywheel side of the unit to the cooler; i.e., in the normal direction of air flow through the engine radiator. The orientation of units equipped with vertical discharge unitized coolers may be to suit other requirements. In multiple unit installations, arrangements should be avoided which result in hot 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 designed to allow for the passage of hot air from the radiators and/or coolers to the outside through adequate natural ventilation or through ducting to the outside of the building. Unitized vertical discharge coolers may frequently be installed outside the building to ease the disposal of heated air. The exhaust system must be properly designed for the operating conditions of the engine-compressor, both for proper scavenging of the power cylinders, and for correct dissipation of exhaust heat. Recommended exhaust pipe size and length are established for each engine-compressor unit at various operating speeds. Muffler type and size are also critica) to good operation, and recommendations have been established for this equipment. See Table ll-C.
FOUNDATION
The size and construction of the foundation must be selected to suit the soil conditions at the unit location. In well compacted, high load capacity soils, (6 tons square foot minimum) the mnimum dimensions shown on the appropriate foundation drawing supplied should be adequate for a reinforced concrete foundation. In soils having a low load support capacity, a wider and longer foundation or one which angles out at the bottom should be used to distribute the load over a larger area on the bottom face of the foundation. In general, it is poor practice to economize on the amount of concrete used on the engine-compressor unit foundation. If the soil bearing capacity is questionable, it is highly recommended that a soil analysis be made prior to designing or pouring the foundation. If unsuitable soil is encountered, the foundation design must be changed to accommodate the soil. In designing the foundation, the static and dynamic loads must both be considered. The unbalanced forces and couples of each engine-compressor unit are available on request fror. the factory. In most installations, it is recommended that the engine-compressor skid and accessories be placed on grouting on the foundation to insure full even bearing support under the equipment. The grouting is poured after the equipment has been set and aligned on the foundation. For Chis type installation, the top surface of the foundation should not be troweled, but should have a rough finish to insure a better bond with the grouting.
Figure 11-1 Engine-Compressor Typical Installation
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Section II Page 1
SETTING THE ENGINE - COMPRESSOR The engine-compressor mounted on its skid is normally set directly on the foundation block with the primary precaution being certain that the unit is set leve, accurately aligned with the cooler where applicable, aligned with any other off-skid accessories where applicable, and adequately supported so that all bearing surfaces on the bottom of the skid have fuil contact to avoid deflections in the bed or skid. In setting the engine-compressor on the foundation, necessary to place foundation bolts in the foundation, either by pouring the foundation with bolts in place, or by sulphuring in the bolts after the foundation has been poured. The location and sizes of the foundation bolts are shown on the appropriate foundation drawing. The bolts must extend aboye the foundation to insure fuil thread engagement in the nuts, taking into account the space required for adequate grouting. To allow for adjustment in the location of the bolts if placed before the block is poured, a common practice is to center the boli inside a piece of 2" or 21/2" pipe, positioned so that the top of the pipe is flush with the top of the complet. d foundation. The bottom of the pipe should be closed to kc:Ep out the foundation concrete. The pipe must be filled with grout after the engine is set.
After the foundation has thoroughly set, as required by its size, climatic -onditions and the concrete -rnpressor skid (and cooler mixture used, the engine-:-,when applicable; can be placed on the foundation and leveled, using wedges or leveling screws. The enginecompressor should then be accurately aligned with the unitized cooler where applicable and the cooler drive connected. Accurate alignment is essential to insure acceptable service life from the drive components, and to eliminate detrimental loads and vibrations to the engine-compressor and the driven unitized cooler
shaft between the compressor and the cooler must be aligned and coupled to the cooler drive shaft. The installation 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 floatng fine shaft. Gap between the two hubs should be approximately 1/800.
(4) Slip gasket over grid members up to hub flange and pack grease into spaces around grid members. (5) Draw the cover up and fasten in place with bolts provided. Use nail or small screw driver under sea ring for venting during assembly of cover. Add lubricant with grease gun. Make cure that Neoprene sea is squarely seated on hub and not pinched under cover. (6) Bolt split aligning fixture, furnished with unit, to sheave. This will fine up floating shaft with coupling hub, which is bolted and doweled to the inside of the sheave. (7) By clamping dial indicator to the hub on the cooler shaft, indicate run out on floating shaft by revolving this shaft while the cooler shaft is held stationary. If necessary, bump floating shaft into line. (8) After floating shaft is running true, fasten indicator to floating shaft or extended hub on shaft and indcate outside flange and face of hub on cooler shaft. Shift cooler into position so that the hub 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 cgoler to its base.
(10) Recheck to make sure nothing has moved out of position.
V-BELT COOLER DRIVE INSTALLATION The V-belt sheave for the cooler drive should be installed as close to the shaft supporting bearing as possible . The farther the outer edge of the sheave is located from the bearing , the greater the side loading becomes which leads to premature bearing failure. Accurate alignment between the driver and driven sheaves contributes to longer belt fe and a smooth running accessory drive . The alignment of the drive is checked by drawing a line taut between the adjacent faces of the two sheaves , lined up to intersect the two hubs . When the drive is properly aligned, the string will just touch the face of each sheave at the points where it crosses the sheave rims. LINE SHAFT COOLER DRIVE INSTALLATION
Some cooler drives are supplied with a long fine shaft between two flexible couplings with the V-belt drive components rigidly mounted on the engine-co-npressor bed. The alignment of the cooler, cooler drive shaft and couplings must be held within specified limits.
(11) Install grid members, grease, and bolt in cover as done before on sheave end of shaft. Use good grade of wheel bearing grease with non-fluidity at temperatures up to 150' F. GROUTING After the cooler drive has been connected and rechecked for alignment, the engine-compressor and cooler can be grouted to the foundation. A thin mixture of grout should be used to fill the grout tubes around the foundation bolts, and to fill under the skid. A thicker mixture can be used to fill under the bearing areas of the skid. This should be forced in under the skid, and compacted to eliminate air holes and to assure full bearing support for the unit skid. The grouting around the outside of the skid should have enough slope to drain oil and water away from the unit. After the grouting has thoroughly set, the foundation bolts should be tightened evenly in rotation, then the leveling screws should be backed off two turns and finally the foundation boits should be evenly retightened. The leve of the unir and the alignment of the unit should be rechecked again. Single cylinder unit skid mounted installations are generally arranged so that the entire unir and al ac-
After the basic unit has been leveled and the unitized cooler mounted on its foundation block but not tightened down nor grouted, the floating drive
Section II Page 2 N, ^: ^NMo ^p , ^r ,:
1-73
essorv eq;,ioment are instalied on a single L'nitizln:, sKici. Tre avive oetween the engine-commpressor unir and the auxiliarv cooler should be rechecked again after the skid has been secured to the foundation. Per-
tec?:v aiigned eauipment can easily become misaligned ir handl ing, ,vi- e mo,-ing the skid unto the aundation or in securing the skid to the foundation.
FABRICATED PIPING ERECTION

Ajax engine-compressor units are sold as completey packaged units, including al water piping and al gas piping between the unit suction flange and final discharge flange. Twin cylinder engine-compressor unit piping is prefabricated at the shop and shipped to the job site for installation. By following the piping layout furnished with the unit, it is a routine job to connect the prefabricated lines. compressor job cite. Exhaust piping, gas or air starting piping and the fuel piping connecting the unit fuel bottle to the unit are not supplied by Cooper Penjax on al units and are generally fabricated in the field to suit the specific job location requirements. The cooling system must be filled with coolant and the lubricating system filled as required with suitable lubricants as specified hereafter.
Air cleaners must be installed on the unit at the FLYWHEEL INSTALLATION

The flywheel must be installed at location on ali engine-compressor units. This is due to the size and weight of the flywheel which would create excessive handling problems if mounted before shipment. The flywheel is cast with a split hub having a straight bore which is machined to have a slight interference fit on the straight crankshaft extension. This split hub is opened slightly by wedges to facilitate mounting on the crankshaft extension. A straight keyway on the shaft matches a tapered keyway in the flywheel hub to accept a tapered key which is installed after the flywheel is in place on the shaft. This tapered key design contributes to a more secure mounting of the flywheel. The split hub is secured to the shaft alter positioning by tightening a bolt through the split in the hub. At final factory assembly of al Ajax engine-compressors, the tapered key is custom fitted to the crankshaft and flywheel to assure accurate alignment and positioning of the flywheel and key. The serial number or the unit is then stamped on the flywheel, crankshaft end, and the tapered face of the key so that these custom fitted parts will remain with the unir. The large end of the tapered key, which is tapped with 1/2"-13NC threads to facilitate removal, is installed to the outside of the flywheel. Installation of the flywheel on the crankshaft is not difficult, however the correct procedure must be followed to prevent splitting the hub when wedging for installation. The appropriate flywheel wedge or wedges are included in the box of parts shipped with the unit. The DC-22 and DC-30 units use a single wedge which is to be inserted in the center of the flywheel hub. Larger units are furnished with two wedges. A wedge (and pate if required) to be inserted at each end at the wheel hub siot.
drive them into the siot evenly. Wedges can most easily be driven when the flywheel is being suspended in an upright position.
(2) Check end of crankshaft and bore in flywheel. File burrs if necessary, clean and oil bore and shaft.
The following steps must be carefully followed when installing the flywheel: (1) Insert the wedge as shown in Figure 11-2, and drive into the slot using a ten-pound sledge. Be sure the wedge entes the slot squarely, and drive only deep enough to open the hub bore sufficiently to slip over the shaft. Where two wedges are used,
Figure 11-2 Flywheel Wedges
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Section II Page 3
(3) To install flywheel , slide it on shaft by rotating back and forth and pushing manually until the end of the shaft is flush with hub Pace. On the DC-22, DC-30 and C-42 units , the flywheel hub should butt up against the shrink collar . Do not sledge or attempt to drive flywheel onto shaft with any other device . If it has been wedged properly, no difficulty should be encountered in sliding wheel into place.
Figure 11-3 Flywheel Position on Shaft
(4) After wheel is in place and before removing wedge(s), insert key loosely approximately onehalf its length. Place key so that tapered surface (stamped with serial number) faces wheel. Clearance should be noted between top of keyway in wheel and key.
(5) Remove wedge(s) and tighten flywheel bolt securely. Extreme cara must be exercised in knocking out wedges to be sure that no personnel are in the immediate vicinity . Remember , the wedges are under extreme pressure and Nave a tendency to fly when knocked out of slot.
(6) Drive key Nome . Key should seat with end flush to the shaft face or extending up to approximately beyond shaft end . If it seats before reaching this point , do not siedge , but remove to find and correct the problem. If these instructions are carefully followed , the result will be a true running wheel which will never work loose on the shaft.
Figure 11-5 Flywheel Installed
Section II Page 4
1-73
FIELD CONNECTIONS FUEL VOLUME TANK

Every engine-compressor unit is supplied with a two compartment fuel volume tank of a size suitable lo the size of the unir. Al units are equipped with the standard low pressure fuel system which requres fuel gas delivered lo the unir throttle valve at 4 lo 6 ounces per square inch (7 lo 10 inches of water). The fuel volume tank must be installed as close as possible lo the engine-compressor unit lo insure a clean dry fuel supply at a constant pressure. The tank can be installed in a vertical or hoizontal position, either on the compresscr skid or on the concrete foundation block adjacent lo the skid. The low pressure regulator fvrnished with the fuel bottle is sized to reduce fuel gas at 5 to 12 psi from the small high pressure compartment lo the 4 lo 6 ounce pressure required at the low pressure throttle valve. High pressure regulators are available lo reduce fuel gas of any inlet pressure lo the 5 lo 12 psi required at the inlet of the high pressure compartment of the fuel bottle. lf the enqine-compressor unit is equipped with the optional fuel injection system, the fuel required is taken from the high pressure compartment of the fuel bottle at 5 lo 12 psi. A fue shutoff valve may be used lo ciose off the fuel aas supoly lo the unit in event of an emeraencv shutdown. This fuel valve should be located between the high pressure fuel regulator and the high pressure compartment of the fuel bottle. In Chis location, the fuel shutoff valve will close the fuel system regardiess of which of the two fuel systems may be in use at the moment of unit shutdown. Figure 11-6 illustrates a typical two compartment fuel volume tank arrangement. Table II-A tabulates volume tank capacity, gas connection sizes and pressure regulator specifications for al engines, both low pressure and high pressure fuel systems. In all cases, the recommended sizing and hook-up should be strictly followed as any deviation from these standards can greatly impair engine performance. Particular attention should be given to orifice sizing and spring selection in the regulator lo insure maintenance of correct fuel pressure lo the engine.
AIR OR GAS STARTING SYSTEM Air startinq equipment is standard on al enginecompressors. This permits the use of air or gas, at approximately 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 cylinder ust after the piston begins its power stroke. This turns the crankshaft at sufficient speed to permit starting as fuel is introduced. When air is used for starting, a volume tank or air receiver should be installed near the unit to provide sufficient air at the required starting pressure. Pressure can be maintained n this tank either by a compressor mounted on the tank or on a service vehicle. Minimum tank volume required for each engine and recommended minimum compressor displacement is tabulated in Table II-B. If an adequate supply of field gas is available at 200 p.s.i., or more, no volume tank should be required at the unir for starting purposes. If field gas pressure s greater than 250 p.s.i., a regulator must be used to reduce the pressure lo 250 p.s.i. maximum. A '/a" orifice should be used in Chis high pressure regulator.
Figure 11-7 Gas Starting System
NEGULATOR-8
TO GAS INJECTION INLET ON UNIT
TO LP INLET O UN1T
RECOMMENDED LOCATION OF FUEL SMUT-OFF. 1F USED
1
PRESSURE GAUGE
ORESSER LOUPLING
PRESSURE GAUGE
Figure 11-6 Fuel Volume Tank
1-73
Section II Page 5
EXHAUST SYSTEM Exhaust Pipe and Mufflers Because of the port scavenging design of Ajax engines , the design and installation of the exhaust system is critica) to satisfactory performance of the enginecompressor . Recommendations as to size and length of the exhaust pipe and the size and type muffler used must be strictly followed. The full length of the exhaust pipe must be the same pipe size as the exhaust flange on the power cylinder . Use as few elbows as possible , preferably no more than two, and aiways use long radius elbows.
The exhaust pipe must not be covered or insulated as this will backup excessive heat to the cylinder. lf mufflers are required , they should be installed at the end of the recommended length of exhaust pipe. Table ll-C tabulates al recommended sizing for
exhaust pipes and mufflers . Exhaust pipe length is stated as a function of engine speed . Maximum anticipated speed should be used to determine this length. Exhaust Temperature Thermocouples The exhaust gas temperature will vary with the load the engine-compressor is carrying . Therefore, on
twin cylinder units, each cylinder will be developing the same power when exhaust temperatures are maintained at the same leve). For this reason , an exhaust pyrometer and thermocouples are provided as standard equipment on twin cylinder units . The pyrometer as furnished is installed in the instrument panel when the unit leaves the factory and exhaust thermocouples are included in the box of parts shipped with each unit. The required connecting wire is installed in conduit on the unit. An exhaust pyrometer and thermocouple are optional equipment for single cylinder units. To accommodate installation of the thermocouples, it will be necessary to attach '/z" half couplings in the exhaust pipes . These should be installed six inches below the exhaust flange and radially located to facilitate installation of wiring. The thermocouples are equipped with an adequate stem permitting their use in exhaust pipes of a great range of sizes and should be inserted in the pipe couplings with their position in the couplings adjusted and fixed so the tip of the thermocouple les in the center of the exhaust line . After installing the thermocouple, the wiring should be connected from the thermocouple to the panel mounted pyrometer.
Figure 11-8 Pyrometer Installation
Section II Page 6
1 1 1 11 1 ^Î, 11 14, 1111 II I f: 11,.11 dlii 1 1 11 i.;1
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TABLE 11-A FUEL SYSTEM VOLUME TANK AND REGULATOR SPECIFICATIONS

UNIT SIZE ( H.P. RATING) VOLUME CU. FT. HOSE OR PIPE SIZE (BOTTLE TO UNIT) FISHER SIZE & MODEL NO. SPRING NO. (RED) R E G
LU
300 5 2" l"-620 ID 8923 500 5-12
230 4 2 1"-620 ID-8923 500 5-12
160 3 2" l"-620 ID-8923 500 5-12

'/2 "
120 3 2" l"-620 ID-8923 500 5-12 1/2" 3/a""

'/4'" 1/4"" 1/4" 2"-630 W-192
115 4 2" 1"-620 0 -8923 500 5.12
80 3 2" l"-620 ID-8923 500 5-12 '/2 " 3/8

1/a'" 1/4 '/a"
60 3 2" l"-620 ID-8923 500 5-12 1/2 3/a"" 1/a

1/4"
42 2 2" l"-620 ID-8923 500 5- 12

1/2""
30 22 2
2"
l"-620 ID-8923 500 5-12 1/2"
MAX. INLET PRESS . (P.S.I.) BOTTLE PRESS. REQ'D . ( P.S.I.) 1030 INLET PRESSURE 30-50 INLET PRESSURE ^ 50-75 INLET PRESSURE 76-150 INLET PRESSURE
151-300 INLET PRESSURE
USE 2" -630 BELOW

1/2"
u L A
1/211 3/8
1/4"" 1/4 2"-630 W-192
'/2"" 3/8
1/4"" 1/4 2"-630 W-192
1/2"
'/4"" 1/4" 1/4" 2"-630 W-192
3/8""
1/4
1/a""
1/a 1/4" 1/4"
'/a""
1/4"
O x
T O
R
300500 INLET PRESSURE

FISHER SIZE & MODEL NO. SPRING NO. (RED STRIPE)
1/4"
1/4
2"-630 W-192
2"-630 W-192
MAX. INLET PRESS . (P.S.I.) "
1500 5-12 1/2 '/2 13

2".
1500 5-12
1/2" '/2"
1500 5-12 1/2" 6

2""
1500 5-12
1500 5-12 3/a
1500 5-12 3/8 USE 1"-620 ABOYE 6

2"
B"
BOTTIE PRESS. REQ'D. (P.S.I.) 10-30 INLET PRESSURE

O'^
30-50 INLET PRESSURE
VOLUME CU. FT. (RECOMMENDED )

W HOSE OR PIPE SIZE (BOTTLE TO UNIT)
10
2"
4
2""
10
2"
4
11/2"
4
11/2"
2
1""
FISHER SIZE & MODEL NO. u ,^ d

", V -8927 cAD. E PLArED SPRING NO. 1D- 9840 --OL I IE
2-5201 ID-8927 50 4-6 OZ.

1
3/4
2-S201 ID-8927 50 4-6 OZ.

1 3/4" '/2"
11/2-5201 ID-8927 50 4-6 OZ.

1" 3/4 1/2
11/2-5201 ID-8927 50 4-6 OZ.

1" 3/a"" 1/2"
11/2-S201 ID-8927 50 4-6 OZ.

1"
11/2-5201 ID-8927 50 4-6 OZ.

1"
11/2-S201 ID-8927 50 4-6 OZ.

1/2""
11/25201 ID -8927 50 4-6 OZ.

1/2
1-5100 IE-9840 50 4-6 OZ.
MAX. INLET PRESS. (P.S.I.) BOTTIE PRESS. REQ'D . ( P.S.I.)

5-12 INLET PRESSURE 13-25 INLET PRESSURE 26-50 INLET PRESSURE
Ss
1
1/2"
'/2"
1/2"
1/4"
1/4"
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-B AIR STARTING

VOLUME TANK AND AIR COMPRESSOR DISPLACEMENT 200 psi
SORE AND STROKE 6112 x 8"" 71/4 x 8" 81/2" X 10"
91/2 x 12"
MODEL DC-22 DC-30 C-42

DPC-60
AIR COMPRESSOR DISPLACEMENT (CU. FT.) 7.10 7-10 7-10

10-15
VOLUME TANK (MIN. CU. FT.) - 4 4 4

7
11 x 14" ----131/4x 16" 91/2x 12" TWIN 11x 14" TWIN 131/4" x 16" TWIN 15" x 16" TWIN
DPC-80-A -DPC-115 DPC-120 DPC-160-A DPC-230 DPC-300 --
10-15 ----13-20 20-30 20-30 20-30 35-45
10 - --11 12 12 14 16
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Page
Section II 7
TABLE II-C EXHAUST SYSTEM SPECIFICATIONS

SINGLE CYLINDER UNITS
BORE AND MODEL STROXE EXHAUST PIPE SIZE EXHAUST PIPE LENGTN (FT.) MUFFLER OUTLET SME bURGESS MANNINO SILENCER A a C D A VANEC SILENCER CARSON SILENCER 0 A
d 131-05 131-05 131.06
61/2" x 8" DC-22 71/4" x 8" DC-30
4" 4"
5000/RPM 5000/RPM
5" 5"
BMA-5 BMA-5
BMA-5 BMA-5 BMA-6
BEO-5 BEO-5
BEO-5 BEO-5
131.05 131-05
131-05
141-05 141 -05 141-06
#12 *12 *12
131-05 131.06
81h" x 10" C-42
4"
5000/RPM
6"
BMA-6
BEO-6
BEO-6 BEO-8
131-06
91/2" x 12" DPC-60
6" e*.
5900/ RPM
8"
BMC-8
8MB-8
BMA-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

=- 12 BMA- 12 BEO.12
111-10
121-10
131.10
141-10
#18 *24
131/4" x 16"
DPC-115
a"
6000/RPM
12"
BMC-12
111-12
121-12
131-12
141-12
TWIN CYLINDER UNITS

91/2" x 12" DPC- 120 * 11" x 14" DPC- 160 131/4 x 16" DPC-230 (2) 6" ** (2)6" 5900/RPM 8" (2) BMC-8 ** BMB-8
** BMA-8
** BEO-8 * SEO- 10
(2) 111-8 (2) 111-10 (2) 111-12 (2) 111-14
:. 121-8 * 121 -TO e* 121.12 ** 121-14
.. 131-8 ee 131-10 ** 131-12 ** 131 - 14
** 141-8
e.
e #36 ** *36
5600/RPM
10"
*e * (2) BMC-10 BMB-10 BMA- 10
141-10 e 141-12 * 141-14
(2) 8"
6000/RPM
12"
* ** * (2) BMC-12 BMB- 12 BMA- 12 BEO-12 (2) ** " '* BMC-14 BMB-14 BMA-14 BEO-14
#48 ** #60
15" x 16" DPC-300
(2) 10"
6400 / RPM
14"
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, C Residential. Metropolitan, Semi-Resideritlai.
D Critica, Ultra-Critlal, Hospital Zona.
Section II Page 8
8-75
SECTION 111 ENGINE- COMPRESSOR START-UP

After the installation has been completed, a general inspection should be made of the unit as the first step in the starting procedure. Be certain that al installation details have been properly completed. Inspect the crankcase to be sure no sand, water, or other foreign matter has collected. Before inspecting the unit when not in operation, be sure to disconnect ignition Ieads from spark plug terminals as a safety precaution. PRE-START-UP SERVICING
Before starting the engine-compressor, the following servicing steps must be performed. Refer to Table IV-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.
wire from spark plug before rotating flywheel. The keyway in the crankshaft is in fine with the throw, so that the keyway can be used as a positioning referente. On single cylinder units, rotate the flywheel until the key is toward the cylinder and just past dead center. On twin cylinder units, the keyway gines up with the throw on the flywheel side of the crankshaft. For starting twin units, the key can be at either end of the stroke, just past dead center, since the two throws are located 180 apart.
After the flywheel key is positioned, the pet cock and air relief valve should be closed. Be sure the ignition lead is reconnected to the spark plug terminal. (1) Air Starting . Open air valve to rotate the unit. After
Do not switch dip sticks from one unit to another as casting irregularities could result in improper oil leve if this practice is followed. See "Lubricating System" in Section IV for additional information and oil recommendations.
(2) Remove side cover plates and throw oi on crosshead guide surfaces. Pour oil on piston rod. (3) Pour 1 "2 quarts of oil in control box. 4) Pour oil in bottom pan o air filter in accordance with instructions oh filter.
the engine-compressor is rolling over with air, open the fuel gas cock halfway untii the power cylinder fires, then open fully. As soon as firing occurs, close the air valve. (2) Gas Starting . When starting with gas, the gas start valve should be opened fully, then closed after the unir is turning over. When the engine fires, then the 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 incoming piping before connecting to the unit.
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 containing a rust inhibitor or anti-freeze which must be mixed 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 circulation. Consult cooler manufacturer's instruction sheets for recommendations for rust inhibitors.
(2) Remove ail suction vaive covers and cages from

the first stage _ylinder.
(3) Open inlet fine vaive and blow gas through unit
pioing and suction oassages of the first stage cy iinder untii no debris blows from the cyiinder vaiu..e norts. (4) Remove suction valves and clean off any debris which may Nave collected.
Always tightly replace the 7 P.S.I. pressure cap after filling radiator or cooler surge tank. (6) Tighten al capscrews and head stud nuts. Gaskets shrink in time. After engine is up to heat, tighten head stud nuts again. (7) Disconnect al lubrication gines at cylinders and prime lubricator pumps by hand until oil completely fills fines. If necessary, remove bleed screw at top of sight feed and fill from oil can to get rid of air lock. (8) Bleed fuel fine at or close to engine until gas has replaced air in fine. START- UP PROCEDURE
Ajax engine-compressor units are started by compressed air or gas. To start the unit, the crankshaft must be positioned to place the piston just past dead center on the power stroke. To relieve compression when rotating the wheel by hand, open pet cock and relief valve on cylinder head. Be sure to disconnect ignition
(5) Turn the machine over until the first stage compressor is at the outer end of the stroke. Using feelers, lead, or wax tapers determine the clearance between the face of the piston and the head end head. (6) Turn the machine over until step 5 can be repeated on the crank end. (7) Loosen the lock nut and set screws on the piston rod at the crosshead in the frame.
(8) Turn the piston rod with a strap wrench to obtain twice as much clearance on the head end (step 5) as on the crank end (step 6). The result will be that two-thirds off the total end clearance is on the head end and one-third is on the crank end. Greater clearance on the head end compensates for expansion of the piston rod and drive gear to give approximately equal clearance at operatiog temperature.
(9) Tighten the lock nut and set screws on the piston rod at the crosshead. (10) By looking through suction port holes (valves were
1.73
Page
Section III 1
removed in step 4) sight across bore to insure that each discharge vaive is installed properly. Remember that a vaive opens in the same direction as the fiow of the gas. A long dowei rod run down through the suction port and across the bore will move the discharge valve piafe back and 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 the first stage cylinder. Just before replacing the valve covers, insure each vaive is installed properiy by moving the suction vaive piafe back and forth with a screw driver. (12) Repeat steps 2 through 11 for the second stage cylinder and succeeding stages. (13), By manually operating lubricator pumps, remove all air from the lubrication tubing lines and prelube the piston rod packing and cylinder bore of
each cylinder. (14) Consult unit performance curve and make ciearance adjustments to compressor cylinders based on existing operating conditions. (15) Pressurize compressor cylinders and check for leaks . Replace or tighten as required to stop leaks. CAUTION ! Make sure all pressure is relieved from the cylinder before removing any part.
(16) Open biow down vaive and purge compressor cylinders and piping to remove all air.
(17) Position line valves according to furnished startup 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 procedure will insure freedom of movement.
Section III Page 2

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.
1-73
SECTION IV MAINTENANCE
LUBRICATING SYSTEMS The lubrication system is a combination of splash, flood, and force feed. The splash system in the crankcase provides ample lubrication for crank pins, main bearings, crossheads, crosshead pins, crankshaft gear, layshaft gear, and layshaft bearing at the flywheel end. The fiood system in the control box provides a bath of oil for the gears, etc. The force feed lubricator pumps oil to the power cylinders, compressor cylinders and pressure packings. CRANKCASE LUBRICATING SYSTEM Before starting up the unit initially, remove the side cover piafes and fill reservoirs until oil overflows into the bottom of the crankcase and reaches the leve) marked on the dip stick. Thereafter, oil is added to crankcase when required, by removing breather cap. Do not switch dip sticks from one engine to another as casting irregularities could result in improper oil level. These dip sticks are marked at the piant for individual engines and will not be correct for other units. The marking is accomplished by removing the breather place on all single cylinder engines, adding oil to the crankcase until che oil reaches the bottom of the crank pin (when crank is down) as shown in Figure IV-1.
SIZE UNIT C-4z K DPC- 60 OPC-80A DPC-115 DPC- 120 OPC-160A DPC-23D DPC-300
DISTANCE 7 ( INCHES)
APPROX.OUAN. OIL
19 - 7/e 22-1/2 26-7/8 25 22 - 1/2 26-7/8 28 2e
e GALLONS 17 GALLONS 23 GALLONS 22 GALLONS 25 GALLON S 30 GALLON S 30 GALLONS 30 GALLONS
Figure IV-2 Oil Level, C-42 and Larger Units A special chamber cast at the cylinder end of the crosshead guides act as settling sumps for the crankcase lubricating oil. Occasionally, remove the pipe plugs on the cooler side of the unit near che bottom of the side cover places and drain these chambers. Draining remover the impurities that have settied out of the oil. Removing these impurities lengthens the interval between oil changes. Experienced operators change oil completely after 5,000 to 10,000 hours of continuous operation . Do not drain with unit running. An oil drain plug will be found on the cooler side of the bed at fhe end near che power cylinder. This plug should be removed occasionally to permit any oil which may Nave accumulated in the scavenging chamber to run out. Do not drain with unit running. On twin cylinder units only, a third drain plug will be found on the cylinder end of the bed immediately below, and to the right of the flywheel side power cylinder mounting flange. The same precautions given aboye to the second drain plug, also apply to chis third drain plug. When changing oil, wipe out crankcase with clean rags . Do not use waste . Approximate crankcase capacity 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-
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 the machined surface on top of crankcase to the oil. See dimension "A" on Figure IV-2.
Oil leve should be read from che dip stick when the unit is stopped. When the unir is operating at rated speed, che oil leve) will be centered in the bull's eye sight gauge.
Section IV 1-73 Page 1
ect oil into the cylinders, providing lubrication to the pistons, piston rings, cylinder walls, and compressor piston rod pressure packing. Should the lubricator reservoir be allowed to run dry, it may be necessary to prime each pump again. Remove the vent screw at top of pump sight glass and fill from an oil can to get rid of air lock.
The hand flushing unit assembly incorporates feed adjustment and indicates the plunger stroke. Feed adustment is accomplished by first loosening the lock nut. The rate of feed is decreased by turning the adjusting sleeve clockwise, and increased by turning the sleeve counterclockwise. Be sure to tighten the lock nut after the feed adjustment. Should a pump unit become inoperative , it is recommended that it be cleaned in a can of gasoline, hand flushing while the suction tube is submerged. . The lubricator drain cock should be checked regularly for condensat. Periodical cleaning of the reservoir, with clean gasoline, is recommended.
All lubricators used on Ajax engine-compressors are equipped with visible sight chambers, which instantly disclose the exact amount of lubricant flowing from the drip tube to the lubricant well. This makes it possible to accurately gauge the amount of lubricant being forced under pressure unto the system. A !ow oil leve! s ^wv^^ ^ w v, w r.v h u tdow a nd f! ntrcl ;s vided as standard equipment on the C-42 and larger units. The lubricator should be removed, cleaned and fiushed whenever changing oil in the engine crankcase. On al single cylinder units, the lubricator mounting and drive connection require no special precautons other than alignment. When replacing the lubricator, the lubricator shaft must be lined up to match the layshaft. No other adjustment is necessary. The lubricator. on the twin cylinder units has a bottom rotary drive which is gear driven from the layshaft. In replacing this lubricator, the following procedure should be followed: ( 1) Remove magneto or alternator. (2) Remove control box flange. (3) Remove bronze drive gears and keys in control box.
(7) After correct clearance has been attained, bolt lubricator securely in place and recheck freedom of lubricator drive. (8) Replace control box flange. (9) Replace magneto or alternator. (10) After al parts have been returned to original position, be sure to re-time the engine ignition when magneto ignition is used.
Before connecting the oil lines to the cylinder, operate the lubricator by means of the hand flushing units to fill and flush the lines, also to demonstrate that the pump units are operative and that the check valves are in good order. POWER CYLINDER LUBRICATION
The amount and type of lubrication required to provide safe and ample cylinder lubrication is based on years of operating experience . A number of variables , such as the gas being used as fuel, have a great bearing on both the quantity and the characteristics of the lubricating oil best suited. As a guide, normal lubricator oil consumption is tabulated in Table IV-A. In most cases , this consumption will be the maximum amount required. These rates can frequently be cut back and still maintain adequate lubrication. Over lubrication is not only costly from the standpoint of quantity o o! consumed, but siso it is the greatest single cause of rarbon build up. Inasmuch as the number of drops of oil in one pint is so dependent upon such things as temperature and viscosity of oil, the amount of oil used for cylinder lubrication should always be based on the recommended pints per day rather than the drops per minute or stroke. Due to the poor reliability of the force feed lubricators at very low rates , it is recommended that in no case should the lubricator feed rase be reduced to less than two drops per stroke of the lubricator pump. COMPRESSOR CYLINDER LUBRICATION For lubrication of compressor cylinders and pressure packing refer to TD-1163 lubrication instructions in Section IV. LUBRICATING OIL FOR POWER CYLINDERS AND CRANKCASE Traditionaly, Cooper Penjax has relied upon the various refiners for recommendations as to any particular brand of lubricating oil to be used either in crankcase or lubricator of its engines. We have simply supplied general specifications of an oil which has proved to be satisfactory. The general characteristics of this oil, commonly known to refiners as a "neutral" oil, are as follows: Lubrication Specifications Flash .................................... 4350 Minimum Fi re ...................................... 495 Minimum Viscosity S.U.S . .................... 100 F - 300 - 550 210 F - 52 to 65 Pour Point ............................ 0 F, or below Conradson Carbon .............. . 2%, or less
(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 flywheel. This assures that proper end clearance is maintained and will not allow excessive axial movement of layshaft when in operation. If it is necessary to replace the bronze drive gear(s) on the layshaft, proceed as follows: (6) With lubricator in position, turn bronze gear by hand to make sure sufficient tooth clearance is present between the pinion and layshaft gear. Adjustment can be made by shimming under the lubricator front mounting lugs and /or adjusting the nuts under the mounting stud5;.
Section IV
4
This oil contains no detergent, and the carbon that forms from it is of a soft, fluffy nature which is readily blown from the cylinder. Most refiners, in an effort to provide suitable oils for automotive type engines equipped with trunk type pistons, have developed motor oils containing detergente and other additives, often in large quantities. As a result, many of the refiners whose recommendations for a suitable oil for our engines we seek, are not in a position to supply a non-additive oil. This does not mean, necessarily, that the oil recommended and containing detergents are unsuitable for use in Ajax power cylinders. In general, however, where the additive content is high, their use results in a tendency for rings to stick, exhaust ports to fill up and become plugged with hard, gummy substances which -are difficult to remove. Ali of this, of course, results in higher maintenance COSTS and, in some instances, unsatisfactory service. Moreover, operators have a tendency to rely on the recommendation of dealers, who, in some instances, at least, not only do not understand the lubrication requirements of a crosshead type, port scavenged engine, but who, sometimos are uninformed as to the actual tests or specifications of the oil being recommended. For the foregoing reasons, Cooper Penjax has contacted refiners giving them detailed information as to the type of engine we build, the specifications for what has proved to be a satisfactory oil in the past, as shown aboye, and have asked for the brand name of the lubricating oil produced by each such refiner most closely paralleling these specifications, which the refiner recommends for use in the power cylinder of the Ajax units. It will be noted 'hat we show only SAE =20, and =30 weight oils. This is because that, generally speaking, =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 temperatures be;ovw zero, it will, of course, be necessary during the winter periods to select an oil having a pour point at, or below, the lowest temperature to be encounteredA list of oils recommended by the respective refiners is tabulated in Table IV-C. It should be under stood that this list of oils is not to be considered an endorsement or approval by Cooper Penjax. It is merely submitted as a guide.
or cooler to the power cylinders. The advantages of Chis system are that the engine jacket water pump is eliminated and peak efficiency is realized by permitting the power end to operate at the optimum temperature. The DPC-300 unir requires a forced circulation system utilizing a water pump. COMPRESSOR CYLINDERS The cooling system on the compressor end may be either a thermostatic, thermo-syphon or a forced circulating system depending upon the amount of heat which must be dissipated. The following are general recommendations for compressor cylinder cooling systems.
Compressor cylinders may be operated with dry jackets providing gas discharge temperature is less than 140 F and differential between suction and discharge gas temperatures is less than 80 F. Dry jackets must be vented. When the discharge gas temperature is between 140 F and 199' F and the differential between suction and discharge gas temperature is less than 170 F, the compressor cylinder jacket must be filled with a suitable lquid. A vented standpipe should be provided to handie expansion of the liquid when the cylinder reaches operating temperature. When the discharge gas temperature is between 200' F and 249- F a thermo-syphon system may be used. This type system is described under "engine cylinder" cooling system. When the discharge gas temperature is 250 F and higher, or the differential between suction and discharge gas temperature is 170 F or greater, the compressor cylinder must be provided with a forced circulation cooling system. A circulating cooiing system should be used in al cases regardless of temperature if both ends of the doubie 3cting cviinder are equipped with valve lifters and or su--'ion valve unioaders. (For exceptions, seo Technical cervices.) NOTE: For al non-lube applications, Technical Services approval must be obtained before a thermosyphon system is used. General limitations on water temperature are:
LUBRICATING OIL FOR COMPRESSOR CYLINDER AND PRESSURE PACKING

Refer to TD-1163 in Section IV for recommended oil specifications.
(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 supply temperature must be at least 10 F aboye suction gas temperature.
COOLING SYSTEM ENGINE CYLINDERS

The cooling system used on the power end is a thermo-syphon system on al Ajax engine-compressors except the DPC-300 unit. Circulation of the coolant is accomplished by the difference in density between hot and cold water which causes the hot water to rise from the power cylinders to the radiator or cooler and, conversely, the coid water to flow down from the radiator
(C) In order to limit capacity reduction, water supply temperature should be no more than 30' F aboye suction gas temperature except when suction gas temperature is below 60 F.
(D) Required water flow is to be based on a 10 F temperature rise.
PRECAUTIONS Precautions to be taken with the cooling system are as follows:
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Page
Section IV 3
(1) Use cean, soft water: free from salt and other corrosive compounds. (2) Keep the radiator or cooler fui of water or antifreeze. (3) Keep pressure cap at top of radiator or surge tank screwed 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 a thermo-syphon system. It should be used if freezing temperatures are to be encountered and is very satisfactory in non-freezing applications because of the inclusion of corrosive inhibitors. Plain water should have a corrosive inhibitor added. If an anti-freeze is to be used, it must be mixed with the water before being poured into the cooling system . The concentration of the mixture of anti-freeze does not affect the system. (6) Clean dirt and insects from outside of the radiator or cooler regularly. If aboye instructions are followed, there will be no scale. The pressure cap on the Ajax cooling system prevents water from escaping alter the engine reaches operating temperature after the initial filling. When checking water leve in radiator or surge tank, be sure the radiator cap is screwed down securely when replaced. This system, with a pressure cap in good conditio.i, should require very little or no additional water for normal operation. The approximate quantity of coolant required for the -ooling system is tabulated in Table IV-A. 57 V ICING RADIATOR FAN BEARINGS (For Units with Radiators) Under no circumstances should a grease pressure fitting be substituted the grease plug in the fan bearing housing ; the uz., of this fitting, in combination with a grease gun, will. almost inevitably result in premature bearing failure and resultant radiator destruction. It is recommended that lubrication be applied to the fan bearings as follows: To Lubricate with Oil: (1) Turn fan so that the grease plug hole is in a horizontal 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 intermittently. (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 annular space between spout and I.D. of grease hole. (2) Lubricate lightly with high grade bearing grease.
(3) Remove enough grease to permit inserting grease plug without compressing grease. (4) Lubricate every 4,000 to 5,000 hours of service. The following is the proper procedure for disassembly when repair or re-packing with grease is necessary (for drawing of fan hub assembly, refer to respective 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 off the shaft and bearing asser ,r., The bearings can be washed on the shaft or rep_" d:ed, as required. Wash the interior of the pulley.
Assembly: Fill the hub and cap half full with a high grade bearing grease . Put some grease between the two bearings. Drive the shaft and bearing assembly in place in the pulley. Always use a new oil gasket between the rear bearing and sea retaining washer. Replace sea and retainer. Tighten retainer and replace lock wire. Listed below are specifications of greases approved by the bearing manufacturers. By observing these specifications, your refiner will be able to furnish a suitable grease. The grease shall be a smooth, well compounded product, componed of a high grade soap and a refined, filtered mineral oil. It shall be free from corrosive matter, grit, rosin, waxes, talc, mica, graphite, c(ay, or other fillers of any kind. Consistency ASTM Penetration @ 77 F. No. 1 Grease 310-340 No. 2 Grease 265-295 Ash: 2 percent maximum
Corrosion: A br nt copper plate shall show no discoloration subrnerged in the grease for 24 hours at normal room temperature.
Moisture: 1 percent minimum The oil from which the grease is compounded shall conform to the following specifications: Flash: 340 F. Minimum Fire: 380 F. Minimum Viscosity: 200 Saybolt Universal Seconds minimum at 100 F. Cold Test (Pour) Plus 30 F. Maximum A list of approved greases will be supplied upon request. SERVICING OF COOLER FAN SHAFT BEARINGS Due to varied recommendations and warranties by different manufacturers, it is not feasible to list any one set of instructions. Refer to the composite instruction manual supplied with the engine-compressor unit for instructions supplied by the cooler manufacturer for the lubrication and service of the specific cooler fan shaft bearings.
Section IV Page 4
^ 1 o- 1 Po111111 (1 111 111 1 1 1 ,w 1 11 1 1 1 H ,,., 1 , 0
1-73
PRECSON TYPE ,`... .. uni h s ^^.. >,rnke Nave _c: s
Cranksnaft oli seais use0 on C--^2 dnd srnailer u,-,jis are of the s'arionary lip tvpe and use leather for *he sealing edce. This learher sea! is mounted i n a steel case and installed on !he unit so t hat ihe lip o ihe sea points in or toward ihe crankcase.
-.^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 torque as shown in tabie V.B.
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 is thoroughly soaked in Neatsfoot oil for a few hours before installation. (2) AII burrs and sharp edges on the bronze oil slinger should be removed before oil sea is installed. (3) The sea is to be pressed squarely in position applying press -fitting force as closely as possible to ihe outside diameter of the seal , so that the seal does not become cocked and when in place ihe sea must be square with the shaft. Use a coned or tapered assembly sleeve so as to prevent damaging the lip of the sealing element. (4) When fastening spiral gear shield to the bearing support , carefully center the oil sea to the crankshaft. CRANK PIN BEARINGS - SHIM ADJUSTED TYPE The crank pin bearings are bronze-backed, centrifugally-cast babbitt lined shells in haives, with la.ninated metal shims. In addition to being used to adjust clearance , ihe shims prevent the bearing from turning within the rod. For taking up bearing wear, peel off as many layers as required to obtain proper clearance. Be careful to remove an equal number at top and bottom of pin. Correct clearances for the crank pin bearings are 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 rod cap and tighten securely on the crank pin. The thickness of ihe compressed wire will be the clearance in the bearing. From this total clearance, as measured with the micrometer, subtract the running clearance to obtain the thickness of the shims to be removed at the top and bottom of the bearing. If the thickness of the compressed lead wire is less than the correct running clearance , then shims must be added to increase the clearance . Replace the shims and shell, and tighten down the cap.
IPrecision bearings are prevented from turning in the rod by a dowel between the bearing shell and the cap of ihe connecting rod. Conrecting rod assemblies with precision bearings are interchangeable with connecting rod assemblies which have shim adjusted bearings, however, due to differen.ces in design 'he individual components are not interchangeable. Since the crank pin bearings and bolts are not interchangeable, it will be necessary for the persons ordering parts to determine which type of connecting rod assembly they are servicing. Precision bearing connecting rod assemblies are easily recognized by the absence of shims between the bearing halves and the twelve point- externalsocket-type heads on the connecting rod bolis. CROSSHEAD The crossheads operate in bored guides, and there should be clearance at the top of each guide after the piston and connecting rod have been securely fastened in the crosshead. This crosshead guide clearance is shown in Table IV-B. Measure by using long feelers at the top and with crosshead at various positions for the enrire length of *he guide. Shims are sometimes inserted between ihe piston rod nut and the face of the crosshead ro maintain alignment of crosshead in the guide and insure clearance. On C-42 and smaller units, either the power end crosshead alone, crosshead and piston with metallic packing, or complete assembly of connecting rod, crosshead and piston can be removed through the power cylinder bore. CROSSHEAD PIN BEARING This bearing consists of a removable bronze bushing which is pressed finto the connecting rod. When this bearing becomes excessively worn, it must be replaced by a new bushing, which is lined up and forced finto the rod, using a piece of wood or block of soft metal as a cushion. Fil bushing to crosshead pin by scraping. The clearance between the bushing and the crosshead pin is given in Table IV-B. The crosshead pin bearings on C-42 and larger units are locked in position in the connecting rod by means of a hollow dog point set screw. This prevens the bearing from working loose in the connecting rod. This feature is not required on the DC-22 and DC-30 units. LAYSHAFT DRIVE The layshaft drive gear on the crankshaft has "0" stamped on two adjacent teeth and the driven qear on the layshaft has "0" stamped on one tooth. When reSection IV Page 5
To be certain that the bearing is not loo tight, inspect as follows: Place finger partly on ihe connecting rod and partly on the web of the crank. Have flywheel rocked slightly and note by feel whether or not there is a slight but definite movement (play) of the crank pin bearing. If bearing is too tight, replace a layer of ihe shim on each side and try gain . Total side clearance between flange of the bearing and crankshaft is .023 to .035 inches on the DPC-60 and larger units only. Since there is no flange on the crank pin bearing on the DC-22, DC-30 and C-42 units, check the side clearance by using a small pinch bar or screw driver and 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 a means of adjustment; Chis error has been the cause of nuts backing off and wrecking engine -compressors. To assure correct tightening , a torque wrench should be used . Correct. connecting rod boli torques are shown in Table IV-B.
8-75
assembling che engine after dismantling, be careful to mesh gears with the marked tooth on the layshaft gear located between the two marked teeth on the crankshaft gear.
POWER CYLINDER ASSEMBLY
CYLINDER WEAR
Cylinders should be checked for finish and wear each time the piston is pulled. It is difficult to make recommendations regarding the point of wear at which the cylinder shouid be rebored. It is evident, however, that such a point of wear depends to a large extent upon the fuel load and fuel cost conditions under which the engine is required to operate. Because of these variable factors, any given point of wear could be economical under one set of conditions and uneconomical under another. On the average, however, it is recommended that cylinders 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 cylinder bore. Only reputable machine shops who Nave experience in doing this type of work should be selected for reboring cylinders and fitting oversize pistons. Before reboring and ordering oversize pistons and rings, refer to Ajax Bulletin 601-B. MIXER MANIFOLD The air and gas enter the mixing chamber, then the mixture is sucked into the scavenging chamber where it is compressed to a few pounds pressure. The mixer check valves prevent the compressed mixture from returning to the mixing chamber. Each "feather" rype valve is a thin fat blade of steel which is held against its seat by smail coil springs. PISTON AND PISTON RINGS, POWER END The engine pistons are finish machined on the rod to assure accurate concentricity and alignment. When rplacing a piston and rod assembly, adjust it so that the set screw in the crosshead finds its original seats on the fiat of the rod. If the set screw is tightened down on the threads instead of the fat, both the piston rod threads and crosshead threads wiil be damaged. Care should be taken to avoid droppinq the piston and rod assemblies during handling. Rough handling will cause misalignment between the rod and piston. The cylinder head end of the piston has a crown configuration which vares slightly for each engine. When the piston and rod have been properly installed, and with the crankshaft at firing dead. center, this crown will extend out of the cylinder, with the edge of the fui piston diameter flush with the end of the cylinder. This correct position is illustrated in Figure IV-5.
LAYSHAFT ROTARY OIL SEALS

Although there is seidom a need to replace the rotary type oil sea in the control box rear plate on single cylinder units, tare must be taken to assure proper installation in those instantes where such field replacement is necessary. As indicated in Figure IV-3, a sleeve should first be made to facilitate installation of the oil sea. This sleeve should be made up with dimensions approximating 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 be taken in pressing in the oil sea to be certain that it is
Figure IV-3 Installation Sleeve Layshaft Rotary Oil Sea pressed in straight, making sure that no pressure is exerted on the "0"' ring retainer hub, until it bottoms in the control box rear place ccunterbore. Figure IV-4 shows the oil sea correctiy positioned. After the oil seal is placed into the rear place as described aboye, tare must be exercised when bolting the pate to the control box to line up the rol drive pin in che leal to the keyway in the bronze layshaft gear as shown in Figure IV-4.
TNIS EDGE OF PISTON TO BE FLUSH WITH ENO OF CYUNDER AT FIRING OEAO CENTER
Figure IV-5 Correct Piston Position If piston has been removed for inspection or repair and if the od rings can be re-used, scrape carbon off all cides of rings and ring grooves, also wash piston and rings in kerosene or fuel oil. Replace each ring in the same groove from which removed and with sane side toward firing end of piston.
Figure IV-4 Layshaft Rotary Oil Sea Installed Section IV Page 6
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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 compression pressure and cause hard starting, imperfect combustion, loss of power and blow-by, which later destroys the lube oil film on the cylinder wall. An engina cannot operate properly with stuck rings . Such a condition requires an immediate shut down for servicing.
Before re-assembling the stuffing box on the rods, carefully inspect the piston rod Tfor any roughness or nicks. Al marks must be removed from the rod with a fine stone. If the marks cannot be removed, the piston and rod should be replaced.
When necessary to replace the rings, fit each new ring to the cylinder. Check carefully that the gap or end clearance at ring joint is sufficient . The recommended end clearance of standard or over-size piston rings , when coid, are listed in Table IV-G. lf this precaution is not taken and there is insufficient clearance , when the rings heat and expanda the ends may come in contact producing outward pressure which will score the cylinder.
The joints in the rings should be staggered, and arranged so the ring gap does not pass over the ports. Engine piston rings on al units have tapered faces as shown in Figure IV-6.
Use a thimble, which slips over the piston rod and prevents the packing rings from being marred by the threads on the rod, when the rod is being removed or inserted through the packing rings. Thimbles for piston rod installation are listed below:
UNIT SIZE DC-22, DC-30 C-42, DPC-60 DPC-120 DPC-80-A

DPC-160-A DPC-1 15, DPC-230
ENGINE T-633- B T-634-D T-935-A

T-939-D
COMPRESSOR T-633-B T-634-E T-939-D

T-939-D
1
J
L-GAP USTED
..TPERED
DPC-300
Figure IV-8 Piston Rod Thimbles To remove the power end stuffing box, the cylinder head, piston and rod assembly must be detached from the bed. The stuffing box is removed through the power cylinder bore on all units except the DPC-115, DPC-230 and DPC-300. On these units the stuffing box is removed through the side cover opening after removing the piston and rod assembly and cylinder head. SPARK PLUGS
Units equipped with Altronic capacitor discharge ignition svstem, should Nave spark plug gap set at .030 inches. If unit is equipped with magneto ignition, the spark piug gap should be checked weekly as excessve opening throws an overload on the magneto, and on the 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.
IN TABLE IV-G
Figure IV-6 Engine Piston Ring Tapered Face

Care should be exercised in installing new rings to be certain that the smaller diameter of the rings on the cylinder head end of the piston face the cylinder head. On 'he skirt end of the piston, the smaller diameter faces the crankshaft. The smaller diameter can be readily dentified as it is marked TOP. !mproper installation of these rings will materially increase break-in time and shorten their life. See Figure IV-7.
Figure IV-7 Engine Piston Ring Installation ENGINE PISTON ROD STUFFING BOX The stuffing box seals off the crankcase from the scavenging chamber at the crank end of the piston, in which pressure and vacuum are alternately developed. The stuffing box contains metallic packing, which prevents products of combustion from entering crankcase and contaminating the lubricating oil, and, at the same time, prevents leakage of lubricating oil from the crankcase to the scavenging chamber.
The spark plug must be kept clean, also check to see that the porcelain insulation is not cracked. Starting is facilitated by removing the spark plug and drying the entire end, which is sometimes shorted by 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 should be used on all other units. The spark plug cable must also be inspected regularly and replaced when insulation has failed. ACCESSORIES AIR CLEANERS
Fill cup with oil before starting the unit according to the directions given on the instruction plate attached to air cleaners. Caution : Do not use oil heavier than SAE X10, in alI weather. Section IV 7
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Changing Oil
Empty cups and refill when oil becomes too thick to spray readily, or when about 1/4 of the oil is displaced by sediment. The frequency of this. service operation depends on the severity of the dust conditions. In rainy weather, or in a climate with heavy rainfall, water may collect in the cups, and, in time, form a sludge which may plug the cleaners . The air cleaner cups, therefore , should be inspected frequently until the operator is able to judge how often the oil should be changed. Filter Compartment The main filter element is a self-cleaning type that is not removable. However , the air cleaner on al engines , 12" stroke and larger, has a pre-filter that can be removed . It should be cleaned in fuel oil or kerosene as required , blown dry with compressed air and then dipped in lubricating oil before re - assembling. Replacing the oil in the cup as recommended and cleaning of the pre-filter will assure clean air to the engine. The proper oil leve ) in air cleaners cannot be checked with the engine running. BREATHER CAP Saturate the breather cap filters with oil before installing at the crank end of the bed or on crankcase top covers. Remove and clean the breather caps at least each time the oil in the crankcase is drained; more often if necessary. The crankcase breather is cleaned by removing and shaking in a bucket of fuel oil, kerosene, or light lubricating oil. If compressed air is available, breather may then be further cleaned and blown dry. Be sure to re-oil the filter element after washing. GOVERNOR Description The governor is a vertical flyball, centrifugal type, self-lubricating, and gear driven from the Iayshaft. The threads on the spindle pump oil from an oil pocket on the governor body to the governor weight pins, sleeve, and spindle bearings. The governor spring wing nut or adjusting knob is turned clockwise to increase speed of the engine; counterclockwise to decrease speed . Speed changes are made while the engine is running. The governor is connected to the throttle valve through the linkage to regulate the speed of the engine-compressor. On 8" stroke EA-22 and EA-30 engines and 10" stroke C-42 engine-compressors, this linkage connects the governor to the gas throttle valve and an air butterfly valve. The correct method of adjusting this linkage on these engines is as follows:
Linkage Adjustment 8" Stroke EA-22 and EA-30 Engines Used on DC-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 lug contacts stop on air manifold . Set screw in stop should be flush with contact face. (2) With lever in this position , rotate butterfly stem with screw driver until slot in end of stem is straight up and down . Lock lever to stem in this position. (3) Pull governor arm wide open and adjust linkage rod (K-6247-A) to fit while lever and stem is in aboye position. (4) With gas throttle linkage disconnected, rotate gas throttle valve stem lever (A-2770) clockwise until lever hits stop . With lever against stop, position screw driver slot in end of throttle valve stem at approximately 45' from vertical. Lock in place. (5) With governor in wide open position and gas throttle valve lever as aboye, set throttle valve to jack shaft linkage so that distante from inside of nut to inside of nut measures 3'/2". To obtain this dimension , you will note that no threads will show between the nuts on one end to the nuts on the othet end. Set linkage length from governor to jack shaft so that it measures 23/11" inside of nut to inside 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 lug contacts stop on air manifold. Set screw in stop should be flush with contact face. (2) With lever in this position, rotate butterfly stem with screw driver until slot in end of stem is straight up and down. Lock lever to stem in this position. (3) Pull governor arm wide open and adjust linkage rod (M-1853) to fit while lever and stem is in aboye position. (4) With gas throttle linkage disconnected, rotate gas throttle valve stem lever (A-2770) clockwise until lever hits stop. With lever held against stop, position screw driver slot in end of throttle valve stem at approximately 20 from vertical. Lock in place. (5) With governor in wide open position and gas throttle valve lever as aboye, set throttle valve to jack shaft linkage so that distante from inside of nut to inside of nut measures 41/4". Set linkage length from governor to jack shaft so that it measures 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 second hole down on the jack shaft lever on the throttle valve side. The top hole of the governor lever should be used to connect air linkaqe and the middle or second hole down goes to the gas linkage.
Section IV Page 8
111411111111 11111 1 r.,, 1111
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U PULL GOVERNOR ARM WIOE OPEN ARO_AOJUST UNIIAGE ROD TO FIT WNIL BUTTERFLY LEVER IS IN POSITION A
O DISCONNECT UNKaZE , ROtATE IEVER COUTERCCNWISE UNTIL LL& TACTS STOP.. SET _MF_W I / q 5OUID BE FLUS WITN CONTACT FACE ... LEVER 15 NOW PQSITI N
WITH GAS TNROTTLE LINKAGE DISCONNECTED ROTATE GAS TRROTTLE VALVE LE VER"8 " GIDGKWISE UNTIL LEVER HITS STOP . WITN LEVEN NELO IN TRIS POSITION TURN SGREW DRIVER S_LOT APP-ROXLMATELT 4 5' FROM VERTICAL _ PIN IN TRIS POSIT10NISEE NOTE) NOTEAFTER SETTINGS ARE COMPLETED DRILL 5/ 32 DIA TNRU EACROF FOUR LEV 4t ANO INSERT 8M-10293 ROLL PIN TO LOCK SETTINGS IN PLACE.
LINKAGE SETTING FORFUEL ANO AIRCONTROL 8'STROKE EA SERIES AJAX ENGINES
Figure IV-9 Throttle Control Linkage For EA Series Engines Used on DC-22 and DC-30 Engine-Compressors
3 PULL GOVERNOR ARM WIDE OPEN ANO ADJUST UNKAGE ROO TO FIT WNIL BUTTERFLT LEVER POSITION
DISCONNECT UNKAGE ROTATE LEVER COUNTERCLOCKWISE UNTII+ LUG . CQNTACT5 STOP SET SCREW IN LUG SROUU BE FWSN WITN CONTACT FACE. LEVER IS NOW Ij-POSITIQN ^
wITR LEVER 1N POSITION Â^ _ IOTATE BUTTE LT 5 T[4 WIT IA $CREW DRIVER UNTIL SLOT 15 $TRAI RT U P ANO W PI LE V ER IN TRIS POSITION .ISEE NOTE BEL)
TRROTTLE VALVE LEVER
- COM*CT TO CENTER ROLI
WITN GAS TRROTTLE UNKAGE OISCONNECTED.ROTATE GAS TNROTTLE VALVE LEVER-0- CLDCKWISE UNTIL LEVER HITS STOPWITH LEVER HELD IN TRIS POSITION TURN SCREW ORIV_ER SLOT APPROXIMATELY Q'FROM VERTILAI. PIN IN TRIS PQSITIQI
ISEE NO )
m U AFTER SETTINGS ARE COMPI.ETED DRILL S / 32 DIA TNRU EAC OF FOUR LEVE RS ANO INSERT 8M-10293 ROLL RIN TOLOCK SETTINGS IN PLACE
LINKAGE SETTING FOR FUEL AND AIR CONTROL C-42 AJAX ENGINE COMPRESSOR
Figure IV-10 Throttle Control Linkage C-42 Engine-Compressors
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Section IV 9
ALTRONIC IGNITION Altronic ignition is standard equipment on all Ajax engine-compressors. The Altronic ignition system is a solid state capacitor discharge ignition system consstng of an alternator with electronic component box, ignition coi, pick up coi assembly and flywheel mounted timing magnets. The assembly of alternator and component box is installed on the control box replacing the magneto. The alternator is driven at twice engine speed and generates power which is stored in a capacitor located in the component box. During operation the magnets mounted on the flywheel pass a pick up coi assembly located near the inner face of the flywheel and induces a voltage which is sufficient to trigger a solid state switch. This switch releases the energy stored in the capacitor which is then transmitted through wiring-to the ignition coil located on the engine cylinder head. The ignition coil transforms the energy to a voltage high enough to fire the spark plug. The position of the magnets on the flywheel establishes the ignition timing of the Altronic system. Since these magnets are installed in holes drilled into the flywheel face at the factory, the timing of the Altronic ignition cannot be readily changed. The spark produced by the solid state ignition is of very short duration and high intensity. This permits successful firing of plugs with wider gaps or partial fouling 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 that al ignition wiring is in good condition. Make sure a ground leed is run from the negative terminal of the ignition coil(s) back to the alternator housing. Check that gap between pick-up coi and flywheel magnets does not exceed '/4". 2. If system appears to be installed correctly with al wiring in good condition, first remove alt shutdown wires from center terminal of the etectronic box on the alternator . This will isolate the shutdown switches and wiring which may be causing the problem by partially or completely shorting out the
1-cy1. box
ignition. (NOTE: Electronic ignition is more susceptible to shorting out from this source due to its low primary current output.) Also remove capacitor lead if one is present. 3. Remove wire from spark plug and hold approximately '/a" away from the spark plug terminal to check for spark with the engine cranking over. If the ignition system is functioning properly, the spark should jump at least 1/4" to the spark plug terminal. 4. If there is no spark or a weak spark in test 3, check for output at the etectronic box center terminal using a screwdriver to short to the alternator housing. (a) A strong flash indicates that the alternator-control box unit is OK. In this case , first replace the ignition coil; if this does not solve the problem, replace the pick-up coil assembly. In general, a bad ignition coil will produce a weak spark in test 3. A bad pick-up coil assembly will usually result in no spark. Replace any pick-up coi where the gray cable insulation has been cut or damaged. (b) A weak flash or no flash indicates a problem in either the alternator or electronic box. Any type of erratic firing or continuous firing is usually the result of a fautty electronic box. Remove the Altronic unit from the engine; then remove the electronic box from the alternator and disconnect the two leads. The alternator's stator winding may be easity checked in the following way: Spin the alternator shaft with the two leads shorted together. A definite loading effect will be noticed as compared with spinning the shaft with the two leads separated if the alternator stator is OK. Replace stator winding if this is not the case. Replace the etectronic box if the stator winding checks OK.
DO NOT disconnect the blue wire from the ignition coi and short to ground to check for spark. This :an damage the etectronic box. DO NOT disturb the nut on th etectronic box illustrated below . See Figure IV-11.
2-cvl. 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-11 Electronic Boxes
Section IV Page 10
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MAGNETO (On Units Equipped with Magneto Ignition) Single low tension or high tension magneto ignition is optional equipment on al Ajax engine-compressors. Units with 14" or 16" power strokes may be furnished with modified dual low tension ignition. Modified dual low tension equipment consists of one low tension magneto and two spark plugs and coils for each cylinder. The low tension, rotary type, gear driven magneto, which operates at twice engine speed, is equipped with impulse coupling for starting. Facing the drive coupling on the magneto, the direction of rotation is clockwise. Impulse Coupling The impulse coupling automatically retards the spark 20 so that the spark occurs 3` to 5 after firing dead center at cranking speed. At cranking speed, this impulse coupling causes a stop to impede the rotation of the magneto armature for a part of a revolution while a spring is wound up. When the stop is released by further rotation, the armature springs forward for a part of a revolution producing a strong spark. As the engine gains speed, centrifugal force throws the impulse coupling out of action, changing the magneto back to normal operation with the spark automatically advanced. With the engine running and impulse coupling disengaged, the spark should occur 17 to 15 before firing dead center. If the clicking noise of the impulse coupling cannot be heard when the engine is turned by hand past firing dead center, the coupling is inoperative and probably dirty. Remove the magneto and wash impulse coupling in cleaning fluid. Do not pound the magneto to make the coupling work, because it will not be effective, and will damage the magneto. If the magneto is purchased from any other source than Ajax, a careful check must be made to determine that the impulse coupling has a 40 lag. AII information in this manual is predicated on the magneto having a 40` lag. No other magneto impulse lag will work properly with Ajax engines. (40 lag is usually stamped on the nameplate. lf not marked, check with an authorized dealer.) When the magneto has been removed for repairs or cleaning, it must be retimed when installed on the engine 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 a spark jumps from the igniton cable to the ground. Do not turn the impulse coupling further. (3) Install the magneto to the magneto bracket with a 3/8" x 11/2" capscrew and fat washer at the top of the magneto (siotted hole) and a %" x 1'/a" capscrew and fat washer in the bottom hole. (4) Check magneto timing by procedure outlined below: The siotted SAE mounting fiange permits angular adjustment of the magneto to any fraction of the drive gear pitch. If greater adjustment is required to time
the magneto, remove the magneto drive and rotate the drive gear to properly mesh with the gear on the layshaft when the magneto is in the proper position to correctly time the spark. Timing the Magneto It is important to make sure that the starting spark from the impulse coupling is properly timed, as follows: When adjusting the timing, tghten only the top capscrew. Turn crankshaft very slowly, in normal direction of rotation, past firing dead center. Stop turning instantly 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 protractor on the flywheel key, which is in line with the crank pin. See Figure IV-12. If the ignition cable is disconnected at the spark plug and terminal heid at a shight distante, .010 inches, from the engine base (or other grounded metal surface on the engine) the same objective can be attained by observing the spark, which will occur simultaneously with the click of the impulse coupling. Adjust the magneto until the spark occurs at 3 to 5 past firing dead center. Moving the top of the magneto toward the engine retards the spark. Tighten both capscrews after the spark is correctly timed. Install the weather cover on the magneto.
Figure IV-12 Crank Angle, Protractor Check Servicing of Magneto In the event of difficulty with the magneto, it is recommended that you contact your nearest authorized magneto service station. A list of authorized service stations in your area will be furnished upon request. Premature magneto failure will occur if spark plug gap becomes excessive. INSTRUMENT PANEL Ajax engine-compressors are normally equipped with a custom enciosed weatherproof instrument panel that provides all necessary information for daily operation. Usually included in the panel are the following gauges: (1) Engine jacket water temperature, (2) Compressor jacket water temperature, (3) Discharge gas
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Section IV Page 11
temperature, (4) Suction pressure, (5) Discharge pressure , (6) Interstage pressure ( when required for multistage operation). The jacket water temperature gauges are equipped with adjustable high temperature shutdown contacts , while the pressure and discharge gas temperature gauges are fitted with adjustable high and low shutdown contacts. Additional items included on the instrument panel are a 15- minute spring wound start -run timer switch and an emergency stop button . The 15- minute start-run timer is used at starting to deactivate all of the safety shutdown switch functons except engine overspeed. At the end of the start- run period , the timer automatically reconnects the remaining shutdown function switches into the instrument panel system . The stop button is used to'stop the engine -compressor during the 15- minute interval that the automatic shutdown switches are not operating.
SAFETY DEVICES
Ajax engine-compressor instrument paneis have a complete set of safety devices to shut down the unit in the event of malfunction . Unit shutdown is accomplished by grounding out the alternator or magneto. Each safety switch is connected to its individual indicating relay known as a "tattle tale." This relay is identified by a nameplate and if a specific malfunction occurs , the relay that is - connected to the specific switch closes the grounding circuit connected to the ignition system thus stopping the unit . A red button pops out on the front of the panel to identify which malfunction shut the unit down . This red button must be pushed in by hand to reset the relay before the unit can be started . The tattle tale relay requires only a momentary closing of the safety device , thus the unit will still shut down even in the event of a malfunction which then corrects itself. The safety switches furnished on the unit should never be disconnected. The cause of a recurring malfunction should be determined and corrected before restarting the unit. Any other action could cause serious damage to the unit. Safety devices normally included on the Ajax engine-compressor include the following: Overspeed Shutdown Device-Th unit overspeed shutdown device uses a spring loaded weight , located in the rim of the flywheel, installed in such a manner that the centrifuga ) force of the weight is opposed by the action of the spring . As the speed of the engine increases, the weight compresses the spring and the plunger extends outward from the rim of the flywheel until it strike1 and trips a lever on the overspeed switch assembly . The lever being tripped releases a spring loaded plunger which thn closes the overspeed switch, thus grounding the ignition system through its related panel mounted tattle tale relay . The overspeed switch bolt spring is factory adjusted to trip the switch at 25-50 RPM over maximum. The overspeed trip lever must be manually reset before the unit can be restarted alter a shutdown. Low Oil Level - Float operated safety switches are
pose; first, these switches act as a float operated valve to permit automatic refilling of the unir crankcase and force-feed lubricator reservoir, and second, they act as a shutdown switch that will ground the ignition through the tattle tale relay in the event that the refill operation is not completed. The refill function is not normally supplied on the DC-22 and DC-30 engine-compressor crankcases. These units are supplied with low leve) shutdown switches only. High Engine Jacket Water and Compressor Jacket Water Temperatures-These combined indicating thermometers and high temperature shutdown switches protect the power and compressor cylinders from damage due to possible Ioss of coolant and consequent overheating. These devices use capillary tubes movement to actuate the temperature indicators. The capillary tubes should be protected from damage by being instalied in such a manner that the tubes will not be stepped on by mistake. The capillary tube bulb should be inserted in the top (outlet or hot) side of the engine or compressor jacket water system at the point where the jacket water leaves the cylinder. The compressor cylinder jacket water shutdown switch should be adusted to shut the unit down if water temperature exceeds 160 F. The engine jacket water shutdown switch should be adjusted to shut the unit down if the water temperature exceeds 206 F. Abnormal Gas Temperatures and Pressures - The gas temperature and pressure indicating gauges are equipped with separately adjustable contacts to shut down the unit on excessively high or Iow gas pressure and final discharge temperaturas. Each panel is normally supplied with suction and discharge pressure gauges (and interstage pressure gauges when required) as well as a temperature gauge to indicate the gas temperature at the outlet of the final stage of compression on the unit. (interstage discharge temperature gauges and shutdowns can be supplied where required.) High Liquid Level in Separators - It is common practice on gas compressor packaging to install separators in the lines before the intake of each stage of compression. The separator removes liquids from the gas passing through and prevens possible damage to the compressor cylinders. AII separators are fitted with automatic dump traps to remove the collected liquid. In the event of a malfunction , the float operated high liquid leve) shutdown switch will ground out the ignition through its respective tattle tale relay before the liquid in the separator rises to a dangerous leve). Other shutdown devices are available and may usually be instalied in the field. The instrument panels are usually equipped with spare openings to install additional tattle tales and possible temperature shutdown gauges. COMPRESSOR CYLINDER ASSEMBLY PERFORMANCE By using a few simple checks, the operator can quickly determine if the compressor cylinder is operating properly. The most obvious indication of trouble is reduced capacity.
provided on the crankcase and the force -feed lubricator. These float operated switches serve a dual pur-
Section IV Page 12
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When a capacity reduction is noticed, feel the intake valve covers. A warm or hot intake cover indicates a leaking valve. The discharge valve covers will naturally run hot. However, if one cover is hotter than others, valve leakage is indicated.
For a unit having two or more stages, it is a good idea to record the normal interstage pressures and temperatures. Many times a change of interstage conditions is merely the normal reaction to a change in the unit's overail compression ratio. However, if the first stage suction conditions and the final stage discharge pressure have not changed, then any change in interstage conditions should be investigated. An abnormal increase in interstage pressure indicates problems in the higher stages; whereas, an abnormal decrease in interstage pressure indicates problems in the lower stages. Temperature gauges may be installed to show the operating gas temperature cut of each stage. Any significant rise in temperature from a cylinder indicates an abnormal condition, such as a leaking valve or a broken ring.
illustrate the proper clearancing required to fully load the unit over various ranges of suction or discharge pressures. Sometimes unpredictable situations occur which are not covered by the performance curve and adjustments are made by "feel". The problem with operating out of the scope of an appropriate performance curve is that the operator can easily exceed the allowable rod load or encounter a very low or negative volumetric efficiency without having knowledge of doing so. A typical problem encountered is the result of adding too much clearance volume to the head end of a cylinder. A point is reached (between 20% and 0% volumetric efficiency) where the head end is incapable of producing a specific capacity. The crank end of the cylinder will still be producing, but the head end will be erratic or non-producing. In this situation, the head end works continuously on the lame volume of gas and generates undesirable heat. A better arrangement producing the same capacity wouid be to operate single acting.
SINGLE ACTING OPERATION

When the required capacity drops the volumetric efficiency of the cylinder below 50% it may be de sirable to operate single acting with one end of the cylinder unloaded. This can be accomplished by removing the suction valves from the end to be unloaded. The cylinder will then compress gas only on the loaded end.
CLEARANCE ADJUSTMENT-COMPRESSOR
One of the methods used to alter the horsepower and capacity of a compressor cylinder is to change its head end clearance percent. "Normal" clearance percent is by definition the mnimum possible and will result in maximum horsepower requirement and capacity. Reduction of horsepower and capacity is accomplished by the addition of clearance volume to the head end of the compressor cylinder. Various devices such as bottles, plugs and pockets are available to add clearance volume.
HYDROGEN SULFIDE GAS

Compressor cylinders are specially built whenever the gas contains more *han 32 grains of hydrogen sulfide (.05% by volume ). Higher percentages of hydrogen sulfide increase the precautions taken.
PERFORMANCE CURVES-COMPRESSOR
Performance curves are normally furnished which
COMPRESSOR CYLINDER MAINTENANCE

COMPRESSOR CYLINDER BODIES Cylinder bodies are provided with water jackets which are accessible by removing the cover plates. Cover places should be removed periodically for inspection and cleaning of the cooling surfaces. Some cylinder groups are solid bore types and the piston runs directly on the cylinder body bore. If the gas is clean and proper lubrication is maintained, solid bore cylinders will rarely need reconditioning or replacement. The walls of solid bore cylinder bodies are thick enough to allow reboring to a maximum of ','a" larger diameter as a preparation for building the cylinder bore back to original size . Oversize pistons and rings are not normally recommended. SLIP LINERS Slip liners are held in place by the cylinder head pressing against the flange portion of the liner. Slip liners do not Nave interferente with the cylinder bore and can be removed easily after the cylinder head has been removed. In order to get the liner started out of the body, the unit should be barred over with the end of the piston rod pushing against a wooden block in the valve ports of the liner. Once the liner is out far enough for a man to get hold of the liner flange, remove the piston and rod assembly. The liner can now be removed by hand.
Use new "O" rings, new back-up rings, and new liner flange gaskets when installing a slip liner. Be cure factory flange gaskets are used since improper materials 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 the liner. Slide the liner into the cylinder body making sure the oil hole in the liner is aligned with the oil hole in the cylinder body. Replace the cylinder head and torque the cylinder head nuts to 300 foot pounds. SHRINK LINERS Shrink liners are held in place by an interferente fit between the O.D. of the liner and the I.D. of the cylinder body. Shrink liners do not Nave flanges or "O" ring grooves.
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Section IV 13
To remove a shrink Iiner from the compressor body, it is necessary to place the body off center on a boring mili and cut out part of the Iiner. Usually the Iiner 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 . Distortion and warpage of the compressor body can result. Prepare the cylinder body for a new liner by heaing the body in a 350 F oven for three hours. The cylinder body must be stood on end and a provision made to locate the liner in the body in the same position as the original liner . The Iiner must be dropped into the heated body immediately (in a matter of seconds) before the liner can start heating due to contact and radiation of the hot cylinder body. Cooling of the liner with dry ice can be employed to gain edditional assembly time. If cooling is used to shrink 'he !iner, beware of frost action which may cause the iner -o srick while being instailed. Cnce the new Iiner has been instailed and the cylinder body has cooled off, drill lubricator holes in the Iiner by using the holes in the body as a pilot. .n cases where heating the cylinder body is impractical, a hydraulic press can be employed to install the Iiner if adequate precautions are taken to prevent damage to the mating surfaces. COMPRESSOR PISTONS The design and- material of the piston will vary considerably with the class of compressor. Generally, cast ron pistons are used in the smaller diameter and slower speeds while aluminum pistons may be used in the larger diameter and higher speed cylinders. End clearance between piston and cylinder heads should be adjusted as outlined in start-up procedure. COMPRESSOR PISTON RINGS The piston rings should be fitted to the cylinder separately to check for proper end gap. Too small a gap will allow the ends of the ring to butt together when the ring is heated to operating temperature and cause excessive wear of both the ring and the cylinder. A gap too largo will allow blowby to wipe the lubricant from the cylinder wall. The side clearance between the ring and the groove in the piston should also be checked. Make sure the ring is free in the groove in all positions and that the side clearance is not excessive . Rings and grooves should be cleaned to remove al dirt or carbon that may have accumulated during previous operation. A ring having too much side clearance tends to tip in the groove causing wear while a tight ring can stick and fail to seal. End gap and side clearance of new pistons and new rings vary according to ring material and diameter:
MICARTA Diameter 3" to 6'/s" 7" to ] 1" 12" to 17" 18" to 20" End Gap 1/8 to 3S6 3f6 to '/a '/ a to 5 6 3f6 to 3/8 TEFLON _ .014" per inch of diameter Minimum End Gap _ .015" per inch of diameter Maximum End Gap Minimum Side Clearance _ .020" per inch of groove width, but never less than .008" Maximum Side Clearance = minimum plus .005" If the outer corners of the ring are sharp, these should be broken with a fine file to prevent the scraping of lubrication from the cylinder wall. Rings should be checked for roundness to insure a minimum wear in time. Also check that the ring can be depressed below the diameter of the piston at al points. Coat the rings and ring grooves liberally with clean oil before inserting the piston into the cylinder. Stagger the end gaps of the piston rings with respect to one another. COMPRESSOR PISTON RODS Piston rods are generally high strength alloy steel. Special materials or coatings are used when the gas is corrosive . It is essential that the rod be free from scratches.or nicks to prevent damage to the oil scraper or packing rings. The piston rod is screwed into the crosshead and locked by set screws . Be sure to loosen set screws sufficiently to prevent damage to threads when re-. moving piston rod. Whenever removing or installing the piston rod, use a thimble which slips over the crank end of the piston rod and prevents the threads on he rod from damaging the wiper packing or pressure packing. See Figure IV-8 for a listing of piston rod thimbles. COMPRESSOR PRESSURE PACKING Particular care should be taken during the initial break-in period of a compressor piston rod pressure packing. It is recommended that the lubricator feed rate for the packing be set at twice the normal rato and the unit ran without pressure in. the compressor cylinder for thirty minutes. If a satisfactory seal is not obtained during breakin, Time Saver Number 80 fino compound has been used successfully as follows: Mix he powder with lube oil to form a light paste. Apply with a small brush to the upper half circle of the rod with the unit running at a reduced speed. Under normal conditions the Iapping can be continued as long as there is no Side Clearance Approximately .015 Approximately .015 Approximately .015 Approximately .015
Section IV Page 14
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overheating. It is preferable to make the appiication of short duration and repeat as often as necessary After lapping action has been completed, flush the rod with a t,16" stream of clean lubricating oil on the rod outside the case. lf the lapping does not show results, then something else is wrong and it is not just a question of rod contact or fit. It is not necessary to disassemble the packing after lapping and flushing if the packing seals properly.
suction valves are not installed in discharge ports or vice versa. Trace che flow of the gas and remember a valve opens in the same direction as the flow of the gas. Use a screw driver to verify the flow of gas through each vaive before it is installed in the cylinder.
Periodic inspections should be established to detect packing malfunctions before they cause major damage. It is good practice not to disturb the packing as long as it does not leak. However, continued use of a leaking packing can result in damage to the piston rod. Inspect the piston rod for surface defects such as scores or shoulders. lf the rod is not in good condition, it should be refinished or replaced.
Normally Ajax compressors are furnished with either micarta packing rings or teflon rings depending upon the cylinder group. A. Micarta Packing Rings-The most common use of micarta rings is the radial tangent pair. The radial cut ring faces the pressure and covers up che leak paths in the tangent cut ring. B. Tefion Packing Rings - The most cornmon use involves a teflon,'metal pair. The teflon ring faces the pressure; whereas, the metal ring backs up the teflon ring to prevent the pressure from extruding che teflon between che rod and the packing case.
To get the maximum efficiency from a compressor cylinder, the inlet and discharge valves must be clean and tight. Valves should be inspected periodically. Experience will tell how often they must be cleaned under che particular operating conditions. If valves require frequent cleaning, the cause may be one of che following:
(A) Excess oil, or an improper grade of oil. This will cause carbon to deposit on the valves, and also throughout the compressor cylinder. Use only enough oil to properly lubricate the cylinders and be sure to use the best grade oils. (B) High gas temperature, which is usua ^ ly the result of leaking valves as explained in previous discussion under compressor cylinders. Leaking valves should be repaired or replaced. Also check for improper cooling water circulation. (C) Dirty intake qas. This situation can be remedied by installing a filter in the intake line. The underside of cylinders have valve cages with set screws to keep the valve seat gasket, valve assembly, and vaive cage from falling out of the cylinder while the valve cap gasket and valve cap are being installed. Tighten ail valve cap nuts finger tight before applying a wrench to them. Using a toque wrench, tighten the nuts opposite each other a little at a time so the valve cap will be brought down evenly on the valve cap gasket. TORQUE VALUES
COMPRESSOR VALVES
AII Ajax compressor valves are the pate type. Some valves have a separate plate covering each port in che seat and are called " individual ring " pate valves. Other valves have the individual places webbed together to form a single place and are called "web" piafe valves. In all cases, the place or rings seal on the smoothly ground surface of the seat. The vaive guard houses the springs which hoid the place or rings against the seat. Valves should be removed periodically for inspection and cleaning. Check the valve plates for tracks, indentations, wear, and distortions. lf any of these conditions exist, replace the valve place as well as the springs. New valve platel are finished on both sides so either side can be used initially. If plates are reused, they should be assembied in the vaive the same way they carne out. Places should not be "turned over" since the guard and springs remove the srnooth surface from the guard side of the vaive plate.
Valve cap studs and nuts should be torqued as follows:

Stud Diameter (In.) 5/a 3/a 7/8
Torque (Ft.-Lbs.) 70 125 200 225
Examine the gasket seating surfaces on the vaive as well as in che cylinder body. These surfaces should be free from nicks, scratches, and dirt. When compressor valves are assembled, a screw driver should be used to lift each place off the seat at various points around the piafe to insure each piare is free at al points. Assemble che valve into the compressor cylinder with extreme caution making sure
The nut holding the piston on the rod should be torqued 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 torqued to full value. Top parts are torqued to half value; i.e., with a '/s drake lock nut, torque the bottom part to 230 ft.-lbs. and the top part to 115 ft.-lbs.
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Section IV 15
TD1 163 Page 1 of 3
COMPRESSOR CYUNDER AND PRESSURE PACKING LUBRICATION

CAUTION: 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, straight mineral oil containing an oxidation and corrosion or rust inhibitor will generally provide satisfactory compressor cylinder lubrication. It should have good polar characteristics, good wetting ability, high film strength, good chemical stability, be resistant to sludging, and should contain as low a carbon content as possible. Since petroleum or hydrocarbon lubricants always contain some carbon, the oil selected should be of the type that produces loose, flaky carbon in order to keep valve deposits at a minmum. For the same gases mentioned, the following viscosity ranges have generally proved satisfactory: Cylinder Pressures-PSIG Viscosity @ 2100 F 0 - 1000 1000 - 1500 55 to 75 to 75 SSU 95 SSU Oils containing rapeseed oil should never be used when sour gases, such as H.S., are present as severe gumming may result. Again it should be emphasized that a reputable lubricant manufacturer be consulted and given all the conditions of the application before a final lubricant is decided upon . These conditions should include bore size, stroke, RPM, pressures, temperatures, complete gas composition, cleanliness of gas, "wetness" of the gas, miscibility of the lubricant with the gas being compressed, and any effects a specific lubricant may Nave on the end product. It would also be well to mention piston ring, rod packing, rod, and liner materials.
When changing lubricant grades or manufacturers, drain Iubricators, (and crankcases) of existing oils. Do not mix different grades or brands of lubricants.
2. CYLINDER LUBRICATION QUANTITIES Wide variations in actual field operating conditions such as the cleanliness of the gas, the "wetness" of the gas, and even the type of gas make it almost impossible to specify the exact quantities of lubricants required for compressor cylinders. However, for dry, clean gases such as those mentioned under "Oil Specifications", the following rules will generally suffice to provide ample lubrication alter initial run-in: (a) The actual volume of lubrication used is generally expressed in pints-per-day. Since the rubbing surface of a reciprocating motion is involved, an amount of oil equivalent to 1/2 pint per day per one million square feet of swept area plus a "pressure factor" amount will give satisfactory results. From this rule the following formula can be used:
(31.4 x Bore Dia. x Stroke x RPM) + (333 x Disch . Press.)
1500 - 2000 2000 - 3500
95 to 115 SSU 115 to 150 SSU
3500 Up 150 SSU Minimum Since it is virtually impossible for a compressor manufacturer to test al of the lubricants on the market today, with al the various gases and compressor applications encountered , these specifications are given as a guide only. Because customers or end users are usually more familiar with ' actual gas compositions and final results expect .f the entire process application, it is a must that th., make initial contad and work with a lubricant suppiier of their choice to obtain a specific recommendation for the lube oil. However, when requested to do so, Cooper Penjax will work with our customers and a refiner of their choice in a coordinated attempt to arrive at a suitable lube oil recommendation. It should be noted, however. that since different oils do have different characteri :s and lubricating qualites, some with specifications siightly different than those mentionec may prove perfectly satisfactory. It is generally safe to say that napthenic base oils give better results for reciprocating compressor applications than paraffinic base oils. However , Chis may not aiways be the case and the entire application must be reviewed thoroughly before a final decision can be made. As a rule , napthenic base oils have lower VI's, and lower flash points than paraffinic oil, and they are essentially wax free. Whenever " wet" gas is encountered , i.e., gases containing the heavy hydrocarbon ends, a compounded oil of such nature that it is not readily washed from the rubbing surfaces should be used. A mineral oil containing 3 to 5% lard, or a hydrocarbon oil containing 2 3% of tallow oil should prove satisfactory. These a. itives are less soluble in butanes , pentanes, etc. than straight hydrocarbon lubricants. lf any greater amount of compounding is used than necessary to keep cylinder walls and rings in good condition, a gumming condition of the valves and rod packin may result.
The answer to this formula gives a factor which represents the relative amount of lubricant required per cylinder. To convert this lubrication factor to pints/day/cylinder, move the decimal point six (6) places to the left. Another conversion that will express the quantity in approximate drops/minute is to move the decimal point only five (5) places to the left. (b) Since cylinder lubrication is nearly always supplied by a sight feed lubricator which permits visual observance of pump strokes and "so many drops per-minute" of lubricant being supplied to each cylinder point or points, it is convenient to be able to express "Pts./Day" in "Drops/Min." A rough rule of thumb for making this conversion is to consider approximately 10 Drops/Min. equal t 1 Pt./ Day. This is equivalent to about 14,400 drops per pint, considering the drops to be approximately 5/32" in diameter which is the average size put out by most gravity and vacuum sight feed lubricators. For lubricators having the glycerine filled sight feed, about 3 to 4 "drops," or expulsions per minute up the wire is equivalent to 1 Pt./Day. (c) On the initial start-up of new compressors, and
Section IV Page 16
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especially if high humidity and/or "wet" gas conditions are encountered, the aboye rases should be nearly doubled for the first few hours of operation, and then cut back generally to the point of sufficient lubrication. (d) Since it is always less expensive to start out overlubricated than it is to replace or repair scored cylinders, rings, rod packing, and rods, it is neverthe-less undesirable and uneconomical to continue at such a rate. Over-lubrication can cause excessive oil carry-over into air fines, instruments, and even to the end producs, plus resulting in over-carboning and gumming of valves and rod packing. Therefore, after the first few hours of lubrication, and it is observad that more than sufficient lubrication has been achieved, the rate can be cut back by steps of 2 to 3 drops per minute, until the desirable oil film as noted in the next paragraph is attained.
(e) By shutting the compressor down, and removing one or two of the valves, inspection of the cylinder interior can be made for sufficient lubrication. Over-lubrication is the result of excessive oil and small puddles of oil will collect in the cylinder low spots. This indicates a cut-back in lube rate is required. On he other hand, if surfaces are dry, and no oil film appears present, the rase should be increased. A generally accepted test for sufficient lubrication is to wipe the rubbing surfaces with 3 or 4 layers of tissue or cigarette paper immediately after removing a valve, and following a shutdown. A yellow stain or clear oily discoloration through the first ayer and finto the second ayer of tissue is indication of proper lubrication. Lube rases should be adjusted up or down according to the indication of this test. Any evidence of gray, black, or bronze discoloration in the oil may indcate abrasion, scuffing, or some other malfunction which should be investigated prior to stars-up. (f) Certain air compressors having rod packing lubricated by carry-over from the compressor cylinders can be checked for sufficient lubrication by applying tissue test to the rod surface through the distance piece opening. The lube rases as calculated by the formula in paragraph "a" are sufficient for such cylinders and packing arrangement, bus the final lube rase will generally be dependent upon maintaining a proper oil film on the rod surface, rather than on the cylinder surface. However, sice appiicaticns and cylinder sizes can vary, both surfaces should be periodically checked for determination of which surface takes precedence in deciding the final lube rete.
3. PACKING LUBRICATION QUANTITIES

Since many lubricated applications require rod pressure packings having one or more points of lubrication supplied by individual pumps on the same lubricator supplying the cylinders, the same notes applying to "Cylinder Lubrication Quantities" generally hold true. However, a safe quantity of "rod oil" for the same dry, clean gases listed previously is 3/a pint per day per million square feet of swept area plus a "pressure factor" amount. This is expressed by the formula:
(47 x Rod Dia. x Stroke x RPM) + (75 x Disch . Press.) The answer to this formula gives a factor which represents the relative amount of lubricant required per 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 in approximate drops,'minute is to move the decimal point only five (5) places to the left. Drops minute, start-uo rates and final lube rates are determined in the same manner as that outlined under "Cylinder Lubrication Quantities". TD-1166, Table IV-F Chart for estimating rod lube retes in accordance with the aboye formula can be used for conveniente. 4. FIRE-RESISTANT LUBRICANTS Quite often in air compressors and certain process, applications, synthetic or fire resistant lubricants such as Pydraul AC, Fyrquel (formerly Cellulube) and Houghto-Safe are used for cylinder and rod lubrication. General experience to date indicates that these lubricants will do a fair job providing the compressor is properly prepared, the lubricant is carefully selected and is supplied in sufficient quantity. Initial preparation of the machine is very important since gaskets, seals, o-rings and paints must be compatible with the particular ubricant being used. A check with the particular lubricant manufacturer will reveal the necessary compatible materials. When synthetic lubricants are to be used, it is recommended that the cylinders be brokenin using a heavy mineral oil, (SAE-60 or greater) and running for at least 150 hours or until the cylinders have taken on a glazed appearance . After break-in, the proper grade of synthetic lubricant can then be used . Since the synthetic lubricants may vary in density from those of hydrocarbon lubricants, the required lube rate at initial use should be increased by 11/2 to 2 times those rates established in Articles 2 and 3 for cylinder and rod pressure packings. However , the same general tissue test for sufficient surface film is usually satisfactory, and a possible cut back in lubrication rete may be realized after a few hours of operation. In cases where it is absolutely impossible to breakin the compressor cylinders on a mineral oil and the synthetic lubricants must be used , it should be noted that the danger of cylinder scoring does exist. Extreme cleanliness of suction piping is an absoluta must if scuffing is to be avoided since the film thickness of synthetic lubricant is generally less than with the mineral oils. It is further recommended that the particular grade of synthetic lubricant be on the higher side of the available viscosity range and that the highest lube rase possible be used for the first 100-150 Section IV Paga 17
(g) To summarize the aboye: 1. Careful selection of the lubricant for the specific application is most important. 2. Periodic examination of the cylinder and rod is required to ascertain that the proper lube rase is being applied. 3. Extended over-lubrication is as detrimental as under-lubrication. The formar will result in excess oil and heavy carbon deposits while the latter may result in scoring and scuffing. (h) TD-1165, Table IV-E Chart for estimating lube oil rases in accordance with the formula given in Paragraph A can be used for convenience.
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Page 3 of 3 hours. This initial lube rase must be at least 1'h to 2 times the rases established in Articies 2 and 3. Occasionally, units must be started-up and brokenin during iow ambient temperature conditions. When this is the case , lubricator heaters are usually necessary to insure that the lubricant is warm enough to flow properly. This requirement is due to the generally higher viscosity index of most synthetic lubricants as compared to that of hydrocarbon lubricants. much or too little for the next. It is also possible to have non-lube construction as outlined aboye and supply normal Iube to the cylinders and packing even though the sealing and rubbing trim is Teflon. However, normal Iube in this case would be less than normal Iube for the same application with metallic rings. "Semi-Iube" is generally considered as one-half the "normal-Iube" rase. Sometimes Chis can be accomplished by special lubricants. It can also be accomplished by the use of suitable Teflon piston rings and packing rings with no rider rings on the pistons. "Min-Iube" is defined as a controlled amount of oil at about one-quarter the normal rate of lubricant as spelled out aboye. For special applications, this can sometimes be accomplished by use of the exotic Fluorosilicone lubricants where the lube rate may even be as low as one pint per month with metallic sealing and rubbing materials. However, the standard cylinder construction for min-Iube consists of suitable Tefion rider and seal rings on the piston and Teflon rod pressure packing. In other words, construction is identical to that defined for non-lube, the exception being that the cylinders and packing are supplied with lubrication points. When this is done and lubrication is applied properly, long ring and packing life results with little or no rod or cylinder wear. (This, of course, results only if the gas is free of dirt or fine abrasives which is always detrimental regardless of the type of construction and lubrication used.) For min-Iube, viscosities of the lubricant should be lower than for normal lubricated services. The following is recommended. Viscosity @ 100 F Viscosity @ 210 F 130 to 160 SSU 40 to 45 SSU (These viscosities are equivalent to SAE 5 to 10 weight oil.) A straight napthenic oil will generally be a better choice than a paraffinic oil; however, here again the lubricant must meet the specifics of the application. It may be detrimental to the Teflon trim to use lubricants with higher viscosities than those listed. Also proper min-Iube construction can sometimes be operated non-Iube if all parameters are receptive to such operation with Teflon trim. One important word of caution with regards to min-lube applications: too little Iube may cause a gumming and high wear condition that is worse than no Iube at all. Some min-Iube applications will require as much as what is normal Iube for others, while other min-Iube applications may work satisfactory at low Iube rases. "Accidental-lube" is some oil that gets to the packing and /or cylinders in an unknown and uncontrolled amount. "Mnimum-Iube" is that quantity of oil which reaches the packing and cylinders in a controlled amount that has been determined to be the Ieast amount necessary for satisfactory fe of the rubbing parts.
If it is decided to change from a hydrocarbon lubricant to a synthetic lubricant on a machine that has operated for a period of time with the former lubricant, it is best to select a fire resistant fluid that is compatible with most standard materials of construction. Ore-lube is one such lubricant. If such a fully compatible fluid is not going to be used , then gaskets , seals, o-rings and paints may have to be changed out since the lubricant may have a deteriorating effect on these items. When making such a change , it is advisable to check cylinder internals and to remove al carbon deposits on valves , etc., to prevent their being loosened by the new lubricant.
Since there are a number of different synthetic lubricants on the market today, it is best to get al the available information about the specific lubricant to be used prior to establishing materials of construction, start-up and normal operation rases . For example, Flurosilicone lubricants are coming into use in compressor applications and the Iube rates for this particular synthetic material may be as low as one (1) pint per month; therefore, it must be stressed that the lubricant manufacturer be consulted prior to the use of any new and unfamiliar synthetic lubricant. 5. ADDITIONAL COMMENTS AND GENERAL INFORMATION: 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 where the compressor cylinders are constructed so that no lubrication need be supplied to, the cylinder and rod pressure packing. Construction may even be such that it is impossible for any accidental lubrication to reach the rod pressure packing and cylinder . The sealing and rubbing materials for piston rings and packing rings are of a suitable filled Teflon material that has self-lubricating characteristics, and is specially selected to meet all the operating conditions of each specific job. The piston is supplied with rider rings _or bands of the same material so that there will be no metal -to-metal rubbing parts in the cylinder. "Normal-Iube" applications generally have suitable metallic piston rings and packing rings that depend on an oil film to prevent metal-to-metal contact in the sealing and rubbing area . The normal Iube rate is that amount supplied to the cylinders and rods in accordance with the rules of Articles 2, 3 and 4. Remember though, what may be normal for one application may be too
Section IV Page 18
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TABLE IV-A
LUBRICATIWG AND COOLING SYSTEM CAPACITIES

CRANKCASE CAPA C I T Y** 6 Quarts* 6 Quarts * 8 Gallons 17 Gallons 23 Gallons
22 Gallons
MODEL
POWER CYLINDER LUBRICATING OIL .8 Pints Per Day . 9 Pints Per Day 1.7 Pints Per Day 2.4 Pints Per Day 3.2 Pints Per Day
4.6 Pints Per Day
RADIATOR COOLING SYSTEM CAPACITY 25 Quarts 26 Quarts 7 Gallons 121/2 Gallons 14 Gallons
26 Gallons
COOLER COOLING SYSTEM CAPACITY E .J.W. C.J.W.
DC-22 DC-30 C-42 DPC-60 DPC-80-A

DPC-1 15
7 Gallons
11 Gallons
13 Gallons 11 Gallons 14 Gallons 13 Gallons

26 Gallons 13 Gallons
DPC-120 DPC-160-A DPC-230 DPC-300
25 Gallons 30 Gallons 30 Gallons 30 Gallons
2.4 Pints Per Cyl. Per Day 3.2 Pints Per Cyl. Per Day 4.6 Pints Per Cyl. Per Day 6 Pints Per Cyl. Per Day 31 Gallons 45 Gallons 53 Gallons
39 Gallons 20 Gallons 55 Gallons 24 Gallons 68 Gallons 24 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 DC-30 C-42 DPC-60 DPC-80-A DPC-1 15 DPC-120 DPC-160-A DPC-230 DPC-300
.003 11 .003 .004 .004 .005 .005 .004 .005 .005 .005
.003 .003 .004 .004 .004 .005 .004 .004 .005 .005
75-85 75-85 325-360 325-360 650-700 650-700 325-360 650-700 650-700 650-700
75-85 75-85 325-360
.001-.0025 .001-.0025 .002-.0035
.001-.0025 .001-.0025 .001-.0025 .002-.0035 .002-.004 .002-.004 .002-.0035 .002-.004 .002-.004 .002-.004
.005-.009 .005-.009 .008-.011 .008-.012 .009-.013 .008-.012 .008-.012 .009-.013 . 008-.012 .008-.012
.003 .003 .004 .005 .007 .005 .005 :007 . 005 .005
.005-.009 .005-. 009 .013-. 017.013-. 017 . 013-.017 . 013-.017 .013-. 017 . 013-.017 .013 -. 017 . 013-.017
.003 .003 .008 .008 .008 .008 .008 .008 .008 .008
325-360 fi .002-.004 325-360 650-700 325-360 325-360 650-700 650-700 .002-.004 .004-.006 .002-.004 .002-.004 .004-.006 .004-.006
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Section IV 19
TABLE IV-C
LUBRICATING OIL TRADE NAMES - REFINERS ' RECOMMENDATIONS
Section IV Page 20
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FMGIME S R/NG - SA L ES - SER VICE DATA Engines Pumps 4' COOPER ENERGY SERVICES
COOPfR WXbT1t1ES
CORRY PENNSYLVANIA 16407
Compressors
ESS-L-811
LUBRICATING OIL RECOMMENDATIONS FOR ENGINES AND COMPRESSORS 1. GENERAL This specification is intended as a guide for our customers in selecting the best available lubrication for their Ajax machinery.
Ajax cannot guarantee specific lubricant quality or performance; thus, the intent here is only to describe those types of lubricants which have proven successful in our equipment through many hours of field use.
The quality and performance of a lubricating oil is the responsibility of the lubricant supplier, whether refiner, blender, or rebrander; thus, only reputable companies with established customer-service organizations should be used as a source of supply. Unusual applications and/or conditions not covered by Chis standard should be referred to the Ajax Engineering Department for specific lubrication recommendations. 2. LUBRICATING OIL FOR POWER CYLINDERS AND CRANKCASE
In general, power cylinder + crankcase lubrication for Ajax quipment is best accomplished using oils which have been specifically formulated for two-cycle gas engine service. Such lubricants are formulated from 100% distilled , soivent-refined natural base-stocks and should contain sufficient additive treatment to enable the finished 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. -
at 210 'F S.U.S. -
450 - 650 58 - 70
37.0 - 140.2
at 37.8'C cST. at 98.9'C cST. Viscosity Index - Min. -
9.64 - 12.96 70
400 (204) 10 (-12)
Flash Point 'F ('C) - Min. Pour Point ' F ('C) - Max. -
Preferred lubrtcants for Ajax engine -compressors are oils meeting the aboye general specifications but which contain an essentially ashless additive package . These lubrtcants , generally termed "Ashless Gas Engine Oils", will exhtblt 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 aboye general specifications but containing not more than 0.80% by weight of sulfated ash per A.S.T.M. D874, Lubricants of this type should not contain zinc dithiophosphate in their additive package in excess of 0.04% by weight of zinc. Use of oils containing significantly higher amounts of this addIti" may result in 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 grades other 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 either hect the oil or use a multi-viscosity oil that meets the aboye requirements.
Section IV Page 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 with outlet temperatures up to 350 ' F (149'C ), a high quality , solvent refined straightmineral oil will usually provide satisfactory lubrication . Crankcase oiis specified in Point 12 are satsfactory. Reciprocating compressors in air service are often trcubled by hard carbon deposits which i nterfere with dischargs valva operation . Such a problem mey oftsn be alleviated by usa of so - callad naphthenic or low viscosity-index *la which tend to produce less carbon , and of a softer natura , than the more paraffinic .or high viscosity - index olla . For air compressor service in which discharge temperaturas exceed 300'F , but do not exceed 350'F , a fire -resistant synthetic lubrlcant is recommended dus to the fire hazard present. CAUTION : Synthetic lubricante must not be used without specific permission from Ajax. A11 compressor cylinder non -metallic components must be reviewed to make sure they are compatible with the specific brand of synthetic lubricant. ere oil filma may be washed or displaced from Under certain conditions , lubricated 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% compounding should prove satisfactory. The following tabla lista recommended oil viscosity for various cylinder pressures: CYLINDER PRESSURE - PSG VISCOSITY S.U.S. 9 210'F 0 - 1000 1000 - 1500 1500 - 2000 2000 - 3500 3500 t Up 150 55 - 75 75 - 95 95 - 115 115 - 150 Mnimum VISCOSITY cST e 98.9'C
8.77 - 14.26 14.26 - 19.18

19.18 - 23.83 23.83 - 31.68
31.68 Minimwn
Since Is it virtuaily i mpossible for a compressor manufacturar to test ail of the available lubricants on today ' s market, with all of the various gases and coepressor applicatlons encountered , this standard is offered as a guide only. It is suggested that each customer request a specific lubricant recommendation for his application froe the oii supplier of his choice . Of ccurse , if requested to do so, Ajax Engineering will work with che customer and his lubricant supplier i n 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 ^
119
TABLE IV-G POWER END PISTON RING CLEARANCE

ENGINE BORE X STROKE MINIMUM RING ENO CLEARANCE COLD
.020
UNIT SIZE
DC-22
61/2 x 8
DC-30 C-42 DPC-60 DPC-120 DPC-80-A

DPC-160-A
71/4 x 8 81/2 X 10 91/2 x 12
.030 .038 .040
11 x 14
.040
DPC-115 DPC-230 DPC-300
131/a x 16 15 x 16
.075 .110
8-75
TABLE 1V-E
LUBRICATION RATES FOR COMPRESSOR CYLINDERS
4 ,5 0 RG EPR U S
= _ 1 14,1, / y
= c9
o
- -
COMPRESSOR CYUNDER LUSE RATES Tu determine amount of lubricont required, follow vertical lino up from specific "cylinder boro" tu proper "stroke", thence horizontally tu operating "RPM", and then vertically tu "discharge pressure" lino. Follow horizontally tu left from this point and reod "pints per doy". Follow horizontally tu right and read approximote equivalent in "drops per minuta". Exomple: An 18" cylinder with un 11" stroke operating al 327 RPM at 200 P51G dischorgo 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.
6 O
70 9 0 0 II
i C NE 13
TABLE IV-F
LUBRICATION RATES FOR COMPRESSOR PISTON ROD PRESSURE PACKING
IS NR E
TD-1166 q
ROD PRESSURE PACKING LUBE RATES To determine amount of i': bricont required, follow
I
vertical Iine up from specific 'rod diameter" tu proper
o
=
"stroke", thence horizontally to operating "RPM",

and then vertically tu "discharge pressure " lino. Follow horizontally tu left from this point and read "pints per day". Follow horizontally tu right and read apequivolent in "drops per minut'.
44, 1
Exomple: A 21" diameter rod with un 11 stroke operoting el 440 RPM at 1500 PSIG discharge pressure requires about 7 pint per doy or about 7 drops per minuto.
NOTE - Reod instructions on 141163, in Section IV, before using ibis chart.
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 add years of trouble-free performance at minimum operating cost. The first requirement for this kind of maintenance is consistent observance of good operating practices. In the operation of Ajax engine-compressors, the following points will contribute to maximum performance and economy.
Cleanliness is most essential in the operation and maintenance of the unit. Clean air, clean water, free from scale-forming minerals, and clean lubricants should be th.e rule - always. When starting a cold engine, allow to idle until warm before applying load.
Before starting, it is always good practice to lubricate cylinder walls by pumping lubricator hand flushing units with the piston at various positions. Observe that the cooling water system is fui and operating properly before starting. Be sure that al water connections are tight.
Once fuel pressure has been adjusted for smooth operation, further adjustment should be required only when appreciable load changes are made. Check spark plug and maintain proper gap. When operating on magneto ignition, spark plug gap should be set at .015 inches. When operating on capacitor discharge ignition system (altronic) spark plug gap should be set at .030 inches.
Note : Some operators report exceptionally long life from platinum point plugs with magneto ignition system. When these plugs are used, period between inspections can be increased to thirty days . Because of greatly increased spark plug life gained with the capacitor discharge ignition system, the economic advantage of platinum point plugs with this system is questionable.
Under no circumstances should a iarge amount of cold water be allowed suddenly to enter a heated engine cylinder.
In freezing weather, al parts which contain water and which are subject to freezing should be carefully drained and anti-freeze added. Aiways mix anti-freeze and water in clean container before adding to the cooling system. Aiways be certain that there is sufficient oil in the crankcase and in the force feed lubricator before starti ng.
Drain any accumulation of fluid from fuel gas volume 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 dust storms. Check water leve in cooling system, keep pressure cap tight. Replace if leaky. Drain the scavenging chamber to remove accumulation of spent iubricating oil. DO NOT DRAIN WHILE ENGINE IS RUNNING. SEMI-ANNUALLY
Test al safety devices to make sure they are properly set and operating. Inspect and change spark plugs if necessary. Inspect and tighten al exposed nuts and fasteners. Inspect and clean compressor valves; replace worn or broken parts.
Every precaution should be taken to prevent the entry of water into the lubricating system.
Do not exceed the rated speed for normal operation. The cause of any unusual noise or knocks should be investigated immediately. Locate the cause instead of experimenting with adjustments.
SUGGESTIONS FOR PREVENTIVE MAINTENANCE PROGRAM DAILY Check the lubricator oil leve to make sure that the oil from the reserve tank is maintaining proper leve) through proper functioning of float valve in Iubricator compartment. Check sight feeds to make sure each pump is functioning.
Check crankcase oil leve. When adding oil bring oil oniy up to the running leve) mark when unit is in operation . If too much is added, drain back to the running mark. Carrying oil too high a leve) will not only waste oil, but will also cause ring sticking, excessive port carboning, rapid ring and cylinder wear, and loss of power.
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.
WEEKLY Check fuel gas pressure and adjust if necessary.
Clean breather caps on the crankcase, and fuel injection reservoirs (if used). Thoroughly clean al dirt accumulation from the radiator and check for leaks. Inspect and replace worn cooling system fan drive belts.
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
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.
Section V Page 2
b11 * 10111111111.. 1 ii 1 111 1
1-73
SECTION VI SERVICING FOR EXTENDED PERIODS OF STORAGE

PREPARING FOR EXTENDED STORAGE (1) Drain cooling system by removing pipe plug at bottom of cylinder(s). Make sure complete cooling system is drained at all low points. (2) Drain oil from crankcase, and ahead of crosshead guide(s). Remove side cover and wipe crankcase clean with rags. DO NOT USE WASTE. Using an oil can with a good grade lubricating oil, squirt oil on piston rod(s) and around stuffing box and connecting rod bearing(s). Wipe oil on both upper and lower guide(s) and replace cover. (3) Remove breather cover pate or crankcase top cover(s) and wipe remainder of crankcase clean: Squirt oil in and around main bearings and crank pin bearings. Remove breather cap or caps and wash in solvent and blow dry with air. Then reoil filter element and install on unit. (4) Drain scavenging chamber and if equipped with side clean-out, remove cover and remove sludge and wipe clean , and replace cover and plug. (5) Swab engine piston rod with oil while piston is at back dead center. On twin cylinder units, make certain that both rods are oiled with piston in back dead center. (6) Remove engine cylinder head(s) and swab cylinder bore(s) with oil while piston is at back dead center. Install cylinder head and rotate crank so that piston is about midstroke. Pump each cylinder lubricator 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 incide tapped holes for the exhaust fiange. Insert disc over exhaust opening. Draw flange capscrews up tight, thus sealing cylinder from dust and other foreign matter.
clean and apply oil to plunger and bore before re-assembling. Oil overspeed shutdown mechanism. (15) Remove distance piece covers and wipe chamber clean . Thoroughly wipe compressor piston rod with a rust inhibiting oil . Rotate crank to cover maximum length of rod. Pump lubricator feeds by hand to flood stuffing box(es) and cylinder(s). (16) Remove compressor valves and coat al components with oil. Before replacing valves, squirt oil on cylinder wall and on piston rod. (17) Pump each lubricator pump ten or tweive times by hand to lubricate compressor piston and pressure packing. Rotate crankshaft to distribute oil. (18) On cylinders equipped with variable volume clearance pockets, oil piston and threaded rod. Cover exposed rod with grease. (19) AII exposed valve stems should be protected with grease. (20) Cover all flange openings with plywood covers cut 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 remove 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 precaution to prevent corrosion or rust in bearings, piston rods, crossheads, metallic packing, cooling system, etc., by treating all of these parts with approved rust inhibitors. However, the following additional precautions should be taken when placing engine-compressors in service alter long periods in storage after shipment from the factory, or other extended storage periods.
(8) Apply liberal amount of grease to all ball and socket joints used in. linkage arrangement for fuel system. (9) Remove mixer manifold(s) and apply a light rust inhibiting oil to the seating surfaces of valve strips. (10) Remove spool from throttle valve(s) and thoroughly oil spool and bore in body before re-assembling. (11) Remove cup from air cleaner and wash thoroughly with solvent, removing al sediment. Wipe dry. Re-fill to proper leve) with #10 weight oil and install on engine.. (12) If engine is equipped with gas injection, DO NOT drain fluid from system . Do not drain oil from control box and lubricator. (13) If unit is moved from foundation and flywheel is removed from crankshaft, coat the crankshaft, and flywheel bore with grease. Also plug all openings such as air starting valve and rotary throttie valve inlets. (14) Remove overspeed switch bolt from flywheel,
(1) Remove side and top covers and see that the crankcase is clean . Fill crankcase with oil. See lubrication recommendations in Section W. (2) Remove cylinder head and clean cylinder bore. Swab the cylinder with clean lubricating oil to provide initial lubrication for piston and rings. (3) Inject a light oil in the various bearings, as well as around crosshead and on piston rod. For a completely thorough job of reconditioning, the metallic packing should be cleaned and oiled. Packing on lubricator shaft should be loosened and oiled, and the governor lever shaft outer bearings should be oiled. (4) Al screws and nuts which hold gaskets should be tightened, as with lapse of time the various gaskets may have shrunk. This applies particularly to cylinder heads.
1-73
Page
Section VI 1
(5) Carefully drain the lubricator before filling. Alter filling the lubricator, disconnect each of the oil feed lines, operate the lubricator flushing units by hand and see Ibat oil flows freely through each oil line, and through the check valve. (6) Remove governor cap and inspect governor weight pins and remove an- òrrosion which has accumulated during storage --^riod. Oil and make sure that all working parts are operating freely. (7) Clean air filter and refill to proper leve) with SAE X10 oil. (8) Remove all plywood storage covers and plugs from flange openings and threaded connections.
(9) Tighten fan adjusting screw or idier to apply proper tension to V-belts. (10) Be sure to check adjustment of overspeed shutdown switch and adjust if necessary. ( 11) Refer to Section III for startup instructions.
Cooper Penjax feels it is a poor practice to disturb factory assembly and testing of the unit by robbing parts while the unit is in storage . We strongly oppose this practice . If the engine-compressor has been robbed during storage , a thoroughly experienced serviceman should inspect the unit and supervise startup.
Section VI Page 2
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 DIFFICULTY
MANUAL REFERENCE
( 1) Engine will not fire.
Ignition. a. Check ,spark plug gap. b. Check altronic ignition. c. Check magneto. d. Check timing. e. Check for incorrect ignition coil. Shutdown switch grounding out ignition. Lack of compression. Faulty gas regulator. Linkage to throttle valve improper length, thus IV-7 IV-10 IV-1 1 IV-11 IV-10,1V-11 IV-12 IV-6 11-5
not opening throttle valve when governor calls

for more gas. Fuel pressure too high or too low. IV-8 11-5
Volume tank filled with fluid.

Regulator flow off or too small orifice. Air flow restricted. Air cleaner plugged. Too heavy oil in air cleaner. Reed valve broken in mixer manifold. Blind gasket between exhaust flange and cylinder was not removed at installation.
11-5
11-5, 11-7 IV-7 IV-7 IV-7 IV-6
VI-1
(2) Lubricator fails to pump.
Air lock in lubricator pump. Check valves to the cylinder plugged. Faulty check valves in lubricator. No oil in the lubricator. Lubricator drive failure. Suction strainers in the lubricator plugged off.
IV-1 IV-2 IV-2 IV-2 IV-2 IV-2
ias
Page
Section VII 1
DIFFICULTY
MANUAL REFERENCE IV-1

IV-7
(3) Excessive crankcase oil

consumption.
Oil leve) too high.

Wom stuffing box packing.
Scored piston rod.
IV-7
Oil used in air cleaner too heavy.

Air cleaner plugged.
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.
IV-7
IV -7
(4) Racing or irregular

operation.
Improper spark plug gap. Gas volume tank too small . Faulty gas regulator . Magneto dirty or wom. Govemor binding. Wom connection in governor linkage.
IV-7 II-5, II-7 II-5, II-7 IV-11 IV-8 IV-8
(5) Detonation or pinging.
Overload.
1-2
Oil used for cylinder is too light and is burning. Fuel gas pressure too high. Wet fuel. Timing too early. Air cleaner plugged or oil in air claner too heavy.
IV-2, IV-20 11-5 11-5 IV-11 IV-7
(6) Knock in engine .
Restriction of air through air cleaner.
IV-7
Fuel gas pressure too high. Wet fuel.

Air-fuel mixture too rich.
11-5 11-5
11-5
Section VII Page 2

1 ,1 ln1,,op411111 p4 11 1 1 1011 1 1 1 11 1P,1 1 1,1 11 lo
1-73
DIFFICULTY
MANUAL REFERENCE IV-10,1V-11 IV-5
(6) Knock in engine .
Improper timing. Loose crank pin bearings or crosshead pin bearings.
(7) Engine slows down. (While firing regularly.)
Excessive load.
1-2
Pistons or rings sticking because of

improper lubrication. Hot bearings. Ports plugged with carbon. Insufficient fuel system. IV-2 IV-5 1-2, IV-2, IV-20 11-5
(8) Engine will not pull load.
Overload. Improper air-fuel mixture. Improper timing. Volume bottle and/or fuel line regulator and orifice in regulator inadequately sized. Loss of compression due to worn or stuck rings. Ports plugged with carbon. Exhaust pipe improper size or length. Air cleaner plugged, or oil in air cleaner too heavy. Muffler too smail or carboned up.
1-2 11-2 IV-11
11-5, 11-7 IV-6 1-2, IV-2, IV-20 11-6,11-8 IV-7 11-6, 11-8
(9) Overheating.
Overload. Improper exhaust pipe length. Oil in air cleaner too heavy or air cleaner plugged. Muffler or exhaust ports plugged. Air passage through the radiator or cooler restricted. Recirculation of hot air through the radiator or cooler.
1-2 11-6, 11-8 IV-7 1-2 IV-3 11-1
1.73
Page
Section VII 3
DIFFICULTY
MANUAL REFERENCE
(9) Overheating .
Improper running timing.
IV-11
Loss of water caused by faulty pressure cap. Radiator or cooler plugged. Excessive carbon build up in port and rings . Entrained Iiquids in fuel gas.
IV-3 IV-3 1-2, IV-2, IV-20 11-5
(10) Excessive carbon deposit

in ports and rings.
Entrained liquids in fuel gas.
11-5
Oil feed ratos from lubricator too high . Leakage of oil from crankcase past
piston rod stuffing box.
IV-1, IV-19
IV-7
(11) Hot main or crank pin bearing.
Oil too heavy or used too long .
IV-1, IV-20
Water in oil. Crankcase oil low.
IV-1 IV-1
Insufficient bearing clearance given alter an inspection or overhaul .
IV-5, IV-19
(12) Burning of engine piston .
Gas pressure too high. Too rich mixture. Excessive carbon deposits . Oil in lubricator too light .
11-5 11-5 1-2, IV-2, IV-20 IV-1, IV-20
Section Vi Pago 4
i
1-73
b1 piU **lo 11 i 11 0 11 1, 1 1111
DIFFICULTY
MANUAL REFERENCE
(13) Backfiring.
Improper timing. Replacement magneto of wrong design. Impulse coupling timing off. Excessive carbon deposits in ports. Fuel gas pressure too high.
IV-11 IV-11 IV-11 1-2, IV-2, IV-20 11-5
(14) Engine stops.
Spark plug gap excessive. Air cleaner plugged. Faulty ignition. Overload. Loss of fuel gas pressure. Regulator frozen up. Safety switch grounding out ignition. Broken spark plug wire. Worn magneto drive coupling.
IV-7 IV-7 IV-10,1V-11 1-2 11-5 11-5, 11-7 IV-12 IV-7 IV-1 1
(15) If engine stops when operating on gas injection, also check the following.
Dirty or improper type of hydraulic fluid. Air entrained in hydraulic fluid. Lost motion in linkage. Wallowed out seat in nylon ball check valve. See Gas Injection Manual
1.73
Page
Section VII 5
DIFFICULTY
MANUAL REFERENCE
(16) Out of balance - twin cylinder units.
Reed valves broken in mixer manifold.
IV-6 IV-2, IV-10, IV-11,IV-20 1-2, IV-2, IV-20 IV-8
Spark plug fouling or ignition problems. Port carboning. Throttle valve linkage out of adjustment.
(Note: If in the procesa of balancing it becomes necessary to set linkage so that the throttle vaive settings between cylinders is considerably different , it is an indication of broken reed mixer valve(s).
(17) H gher fuel pressure than 'recommended is necessary in order to pull

rated load.
Insufficient fuel system .

Regulator too small or not equipped with proper orfice. Regulator spring selection wrong. Volume tank too small or too great a pressure drop between tank and engine throttle vaive.
II-5, II-7
(18) Muffier glowing red.
Overfueling (see 17 aboye). Using oil with too low flashpoint . Plugged muffler.
11-5, 11-7 IV-2, IV-20 11-6,11-8
Overload.
1-2
Section VII Page 6

Lnr M*lo o 1 fl{11 1, 1, ItllI 1 1 1 II I,11I
1-73
TD-1169
COMPRESSOR
TROUBLE 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 ! 3 e=
'c `c
Li 0
Ew
UU
g
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p
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Restricted Suction Une Dirty or Defective Air Filter Worn or Broken Valves L. P. Worn or Broken Valves H. P. Defective Unioading System L. P. Defective Unloading System H. P. Excessive System leakage Speed Incorrect Worn Piston Rings L. P. Worn Piston Rings H. P. System Demand Exceeds Compressor Capacity
Inadequate Cooling Water Quantity
4 3 2 1 2 2 1 4 2
4 3 1 2 1 3
4
3 3 3 d
5 6
2 5 6 7
1 3 6 4 3
7 5 3
8 9 6
5
4 4 1
Excessive Discharge Pressure Inadequate Cylinder Lubrication

Inadeq .; ate Running Gear Lubrication
1 6
12 l0
1
9 8
3 1 5 8 j I 2
6 I I
Incorrect E'ectrical Characteristics

Motor Too Small
5 1
Excessive Belt Tension Voltage Low
2i 7 5
4 9 6
7 7 6 6 2
_
V Loose Flywheel or Pulley Excessive Bearing Clearance

Loose Pistan Rod Nut Loose Motor Rotor or Shaft
4. Excessive Crosshead Clearance Insufficient Head Clearance Loose Piston Running Unlo3ded Too long
Irnp-aper Foundation or Grouting
3 2 6 8 5 l0 3
1 7 7
i 2-
Wedges left Under Foundation Misalignmenr (Duplex Type)

Piping Improperly Supported Abnormal Intercooler Pressure
Dirty Intercooler Dirty Cylinder lackets Motor Overload Relay Tripped Excessive Cylinder Lubrication
Incorrect Lubncating Oil 7 II
4 5
6 5
6 2 1
I1 10 2
1 2
_ 8
2
Discharge Gas Temperature Too High liquid Carry-over

Diri, Rcsi Entering Cylinder
7 3
4
3
4
Resonanr Pulsation (Inlet or Discharge) ' Inler Valves
1-73
Index of Assemblies DPC-2202
Assy # 0102-000 0202-000 0300-000 0512-100 ,0802-001-00 ` 0902-000 1002-000-01 1102-100 / 1202-000-01 1302-000-02 '
Description Frame & Crosshead Crankshaft & Flywheel Assy Power Connecting Rod Power Cy1, Head, Piston w/Rod Fuel System Control Box & Layshaft Air Intake Cooling System
Lubrication System with Two Compartment Lubricator
Qty/unit 1 1 2 2 1 1 1 1 1 1
TG- 13 Governor & Linkage
Note: uses pneumatic input assembly # 8516133GH
1402-000 1512-000 1802-000-04 2300-000 "
Compressor Crosshead & Guide Compressor Connecting Rod Shielded Ignition System Special Tools
1 2 1 1
021502
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Contract 10011 Engine

Select Package Component P/Ns (in italics)

Bulletin No. OR Ajax Part Number

Installation, Startup , And Maintenance

Ajax Ajax Ajax Ajax

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

General Arrangement Foundation Plan P & lD

Ajax Ajax Ajax

3199-60 2336-G-272 SK-8880-605

Fisher Murphy Mercer

Tab 5 Starting System

TDI TDI TDI

BM-11679-R- I TI-702, rev TI-701 TI-720 2549 2010

FPE Murphy DEMCO

ACE ACE ACE ACE Aerovent Aerovent Kimray Johnson Johnson

Tab 9 Process Gas Equipment Process Control Tubing Schematic

lnterstage @ 600 psig, E orifice Discharge @ 1200 psig, E orifice

Tab 10 Control Panel And Instrumentation Conduit Drawing

Instrument and Control Panel

DPC-2202 Compressor Package Composite Manual

Select Package Component P/Ns (in italics)

Bulletin No. OR Ajax Part Number

Installation , Startup , And Maintenance Ajax Ajax Ajax Ajax

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

DPC-2202 Compressor Package Composite Manual

Select Package Component P/Ns (in italics)

Bulletin No. OR Ajax Part Number

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

DPC-2202 Compressor Package Composite Manual

Select Package Component P/Ns (in italics)

Bulletin No. OR Ajax Part Number

lnstallation , Startup , 'And Maintenance

Ajax Ajax Ajax Ajax

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

General Arrangement Foundation Plan P & ID

Ajax Ajax Ajax

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Cooper Cameron Corporation Cooper- Bessemer Reciprocating Products Division

Aiax-Supartor Engineetm Standards rg

LUBRICATING OIL RECOMMENDATIONS FOR MAX ENGINES - COMPRESSORS

3.2 Physical Properties: Viscosity Index: Flash Point: Pour Point :

ASTM D2270 ASTM D92 ASTM D97

400F (204C) Minimum 10F (-12C) Maximum

Director of Engs}ee g 1^^^c. ._ f L. 1 7 hr ,cs

Manager. guaity Control

Supervisor, Ajex Engine Supervisor, Cornpreszor lssued by E ineerzrrg Engineerrng

,Xasrbvtaan LeaeF A.6.C.

Cooper Canneron Corporation Cooper-Bessemer Reciprocating Products Divsion

Ajax-Super oi Engneerg Standards

Oil Selection for Ambient Temperature

SAE 30 (Preferred) ^SAE 40 SAE 15W-40

Lowest Expected Temperature (F)

4.0 LOW TEIYIPERATU tE OPERATION

Date ES 10. 06 ^? Gistributun Levs3 A,f3,t:,F. Page 2of 3

Cooper Cameron Corporation Cooper- Bessemer Reciprocating Products Division

Ajax-Superior Eng^neering Standards

Minutes at ldle (300 RPM) 20 30 45

20 20 No Load 30 No Load No Load 30

40 3 31 to 18F (-1 to -7C) 7 50 17 to 0F(-8 to -17"C) 3 7

No Load 45 No Load No Load

Director n 'ne ring

^C` a7 1006 rssibutwn ievel A.B,.1