212JGS PDF

MODEL: JGS INTEGRAL ENGINE/COMPRESSOR ARIEL CORPORATION 35 BLACKJACK ROAD, MOUNT VERNON, OHIO 43050 TELEPHONE: 740-397-0311 FAX: 740-397-3856 VISIT OUR WEB SITE: www.arielcorp.comTHE ARIEL JGS INTEGRAL ENGINE / COMPRESSOR SPECIFICATIONS COMPRESSOR FRAME COMPRESSOR CYLINDERS — 34” Stroke Model_JG3/1 Chase Operation Matera Bore MAW? ‘Nonber of Power Gyinders 2 23/0M— Doshle Acing — Ductie eon 2/7 W23/0 IMO pu Cree ‘ake 3M Dove Acting Duce Ion 3 1123 pet Bore on BAM Denble Accng —Ducele on 31/4632" 1050 pt Seoke _¢ H1EM Double Acsing Ductile on S7/E'W41/E" 720 ei Raced Speed 1400 REM SA/EM — Dovble Acting Dude ron 43/4°W5:1/8° S00 pes Rated Power 22HP SOM Double Acting —-Ductde lon S1/US3/7 Op Nonber of Compresot Cylinders 1 G1/TM Double Acting —Ductde kon G1/EWSL/" 275 at (andem cyinders Kenished for two BM —— Double Acting — Ductile ron THL/7-WE 15 pa sage compremice) ‘Soke (Conprene) wr D/P Tandem SACE © Duesle ron 21/2°23/4" 1440 pi [Rod Load: Teron ‘000. SIP TandemSAGE Duce lon SURI 1125 pa Coaprestin 6250 B. 32/P —Tandem$ACE Ductile lon S/FWS3/47 BOOP Tension + Compreain 10,000 b. SSP —TandemSAHE —Dvcale ron 43/4°B51/8" $00 pl Piston 817 & per min. S3/P— TandewSAHE © Duele leon S1/TWS3/4" 330 ph ‘Weigh of Assebled Unit 2500 opprox) GUT? TandemSAHE © Decade leon G1/S'W61/" 75 ph Length sor oP TandemSAHE © Ductde on 71/205" 15 pa wash mm Hep 2JGS CONSTRUCTION MATERIALS and STANDARD EQUIPMENT C Construction Materials Ceankease Crankshaft Power Rods (2) ‘Compressor Rod (1) Piston Rod (1) ‘Main Bearings (4) Connecting Rod Bearings (3) ‘Camshaft Bearings (4) Camshaft Power Liner (2) Power Piston (2) Power Cylinder Head (2) Flywheel Component Description (Standard Equipment) Lube Oi! Pump (Viking) Lube Oil Fleer (Caterpillar) Lube Oil Cooler (Basco) ‘Water Pump (Myers) Governor (Woodward $6) Carburetor (Impeo) Magneto (Fairbanks Morse) ‘Compressor Cylinder Lubricator (Lincoln) Distributor Block (Lincoln) Lube Oil Level Regulator (Ren) Cylinder Lube No-Flow Switch Air Intake Filter Muffler Crankcase Explosion Relief Valve Crankcase Breather Coolant Temperature Control Valve (Amot) Starter (Prestolite) Fuel cutoff valve, Murphy M-25-70-CD or equal, furnished by others. (Class 30 gray iron 65-45-12 ductile iron (C1045 steel forging 65-45-12 ductile iron 11/8" diameter steel 31/4" diameres x 2° teimetal 3° diameter x 111/16" tri-metal 25/16" diameter x 1” aluminum ‘Aly iron, bardened lobes ‘Alloy iron, hardened bore (Class 40 iroa, lubrited ‘Alloy iron Ductile iron Heaesatee 7472 GPM 15 micron (spin-on) R Shell & tube 18 GPM @ 30 ft. hd. Hydraulic Model 110 Solid seareATE 14, 1981 REV INTRODUCTION INTRODUCTION CROSS SECTION, TOP VIEW. SIZE, RATINGS, AND LIMITS PRIMARY COMPONENTS. ANCILLARIES.. JGS INTEGRAL ENGINE/ COMPRESSOR SECTION 1 L | inoex’ ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV 2 March 4, 1983 INTRODUCTION The JGS is basically a single throw Ariel Compressor. It runs 1400 RPM and utilizes Ariel's line of 8-1/2 inch stroke cylinders, including the tandem ones. It has two engine cylinders on the right side of its crankcase opposite one compressor cylinder on the left side. The engine cylinders provide power through a common crankshaft to run the compressor cylinder and cooling fan loads. A separate engine or electric motor driver is not required. In applications where compression up to 2000 PSI discharge pressure is required, and where 32 HP is adequate, the JGS Integral offers some advantages over coupled, engine- driven compressors: Its skid can be smaller because only one crankease needs to be mounted. Its skid can be fabricated using comparatively light structural members because there are no unbalanced forces or couples. There are no shaft flexible couplings to align or maintain. At turnaround, overhaul is simpler and less expensive because there are fewer parts and unbolting from the skid is unnecessary. Fuel rate is attractive because of the four-stroke cycle design and low friction resulting from a minimized parts count. Ariel quality is built into both the compressor and engine. ‘JGS INTEGRAL ENGINE/COMPRESSOR INTRODUCTION i ‘ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050-9482DATE August 14, 1981 REV 1 January 25, 1988 INTRODUCTION JGS INTEGRAL, ENGINE/COMPRESSOR ‘CROSS SECTION, TOP VIEW 12 ‘ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 48050-9482DATE August 14, 1981 REV 1 December 29, 1982 INTRODUCTION Number of Power Cylinders ciitseessesesssss 2 (Stroke Cycle) Bore -4-3/4 Inches Stroke poueoaneosouEaouo0n" : 6 Inches Operating Speed Range... --1000 to 1400 RPM Rated Horsepower ...............-.. 32 at 1400 RPM Fuel Rate at Rated Load . . 276 Ft./Hr. (Natural Gas) Fan Drive... . -Stub Shaft, Flywheel End Heat Rejected to Radiator at Rated Load...............-70,500 BTU/HR. at . 3-1/2 Inches . Lor 2 (Tandem Cylinders Furnished for Multi-Stage Compression) Number of Compressor Throws ..... Compressor Stroke Number of Compression Stages . Maximum Discharge Pressure .......... --2000 PSI Rated Rod Load .........00000ccceeeeeeeeeeeeteeeee 6,000 Lbs. Tension 7,000 Lbs. Compression Maximum Tension + Compression ..........-...2++. +. 12,000 Lbs. Assembled Unit Weight ............00000000seeeeeees 2300 to 2700 Lbs. (Depending on Compressor Cylinder) Length 47 Inches Width .. 72 Inches Height . 30 Inches il Sump Capacity seee+.7.0 Gallons Water Jacket Capacity ............000cseeeeeeeeeeees 5.0 Gallons JGS INTEGRAL, ENGINE/COMPRESSOR SIZE RATINGS AND LIMITS: 13 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, O10 43050-9482DATE August 14, 1981 Crankease, Cylinders, Crosshead, Crosshead Guide. Power Cylinder Head... Power Piston Gouconpobensonban Power Cylinder Liner........ Camshaft . . Power Connecting Rod (2) Compressor Connecting Rod (1)... Compressor Piston Rod. . Main Bearings (4) Connecting Rod Bearings (3)......... Camshaft Bearings (4)......... Flywheel REV 2 March 4, 1983 INTRODUCTION Class 30 Gray Iron Class 35 Gray Iron + -Class 40 Gray Iron --Alloy Iron, Hardened Bore . Alloy Iron, Hardened Lobes -Steel Forging Ductile Iron 1-1/8" Diameter Steel 3-1/4" Diameter x 2” Steel Backed Tri-Metal (F-77) - 3" Diameter x 1-11/16” Steel Backed Tri-Metal (F-77) 2.5/6" x 1” Steel Backed Aluminum - Steel JGS INTEGRAL. ENGINE/COMPRESSOR PRIMARY COMPONENTS 14 ‘ARIBL, CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHT0 450509482DATE August 14, 1981 REV 8 December 29, 1982 INTRODUCTION Lube Oil Pump. . Water Pump........ Lube Oil Filter........ Lube Oil Cooler... Governor ...... Carburetor....... Ignition... Air Filter... Starter Compressor Cylinder Lubricator............. Cylinder Lubricator Distribution Block................ Cylinder Lubricator No-Flow Switch............. Se eee eee eeecececeece . Gear Driven-7-1/2 GPM - Gear Driven-20 to 30 GPM . Spin On . Mounted On Engine (Shell and Tube) .- Ariel (Woodward Hydraulie Optional) .Impeo - Solid State, American Bosch or Altronie . On Engine-Dry Element (Ariel) 12 Volt Electric or Gas Motor Lincoln St. Louis -Lincoln St. Louis .-Kenco One Engine Mounted Muffler Per Cylinder ‘JGS INTEGRAL ENGINE/COMPRESSOR ANCILLARIES 15 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO #2050.9482DATE January 10, 191 REV 2 March 7, 1983 APPLICATION INTEGRAL ENGINE OUTLINE-P Class Cylinders. INTEGRAL ENGINE OUTLINE-M Class Cylinders. HORSEPOWER. »..--- eee eee ee oe INSTALLATION... +0... +55 RADIATOR HEAT LOAD.......+ 7 COOLING SYSTEM SCHEMATIC DIAGRAM, . ENGINE COGLANT posbod COOLANT PIPING, PRESSURIZATION.... FAN DRIVE SHAFT LUBRICATING OIL SCHENATIC DIAGRAM. LUBRICATING OIL, CRANKCASE HEATER ..... FUEL SYSTEM SCHEMATIC DIAGRAM. ..+.....00-seeeee eee PROPANE FUEL SYSTEM SCHEMATIC DIAGRAM (UPON REQUEST PROPANE FUEL SYSTEM-PARTS LIST (UPON.REQUEST).... CONTROLS. . MAGNETO & CONTROL MODULE TGS INTEGRAL ENGINE / COMPRESSOR SECTION 2 [__Inex ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050WOSSAUAWOO/ANTONG TWHOGINI SOF “paqHOD GATE Teer FT IsNsNY GLYee WOvIS OF ANI'TLAO ANTONE WOSSAUANOOANIONT TVWHOGLNI SOF by NOLLVOIIadV 2961 ‘f Joquiesog ¢ AMY ‘Ts6r ‘PL Isnsny GLVADATE August 14, 1981 REV 2 March 4, 1983 APPLICATION HORSEPOWER SHAFT POWER AVAILABLE FOR SIMULTANEOUS, COMPRESSION AND COOLING FAN LOADS DATA BASE: NATURAL GAS FUEL 29.0 INCHES BAROMETER 100'F AMBIENT TEMPERATURE eR A syne LOM [160 |Psi | —] BMEP 20] 80 J RECOMMENDED f+ 60 20 4 Continuous buTY |— 40 + ENVELOPE 10 5 2 wax. seeco-t—1 8 2 10 2 1344S RPM (HUNDREDS) ‘JGS INTEGRAL ENGINE/COMPRESSOR HORSEPOWER Ex] "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OFT0 40050-9482DATE August 14, 1981 REV March 18, 1983 APPLICATION 1 7 L 1/8" TO 3/8" RECOMMENDED THICKNESS TYP. BOTH ENDS: BEARERS OF BOTH SEIS OF SHINS ore be Level the crankcase using the four jackserews provided. (Precise level is not mandatory-just a good starting place.) Shim under each corner of the crankcase. Shims should be made approximately as shown above. Grind or peel the shims so each is just thick enough that it “drags” when slid into position by hand. The objective is to have equal weight on each shim. With the compressor cylinder in place, shim under the crosshead support using two shims (or shim packs). Peel or grind the compressor cylinder support shims so they also drag a little, but can still be pushed into place by hand. ‘To compensate for the weight of the compressor cylinder and the expansion of the crankease when the lube oil warms up, add .005” thickness to each of the two shims under the compressor cylinder support. It will be necessary to jack the cylinder up- wards to provide room for the additional .005”. Back out the four jackserews so they are completely unloaded. Tighten the hold down bolts. Good practice is: 6.1 Use 8/4”-10 bolts in the four corners of the crankease. Torque to 100 Ib x ft. 6.2 Use 5/8"-11 bolts under the crosshead supports. Torque to 65 Ib x ft. JGS INTEGRAL, ENGINE/COMPRESSOR INSTALLATION 24 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, O1110 430509482DATE August 14, 1981 REV APPLICATION Units that are “grouted-in” should also be shimmed between the unit and the grout. This allows the .005” extra shims to be added under the compressor cylinder and also simplifies realignment of the entire unit, if that should become necessary. Whether the unit is grouted-in or mounted on rails, the support under the crosshead should be somewhat flexible in the X-X direction. Such flexibility allows the compressor cylinder to “come-and-go” with temperature and compression forces. PIPING Process piping must be designed and fabricated so assembly and temperature forces on the compressor eylinder are trivial. Avoid cases where piping must be pulled into place with the flange bolts-cold or at operating temperature. PRESSURE RELIEF VALVES A relief valve in each stage of compression is required for compliance with API 618, Sec- tion 4.7. According to that section, “Relief valves shall be set to operate at not more than the maximum allowable working pressures but not less than 110 percent of the rated discharge pressure or the rated discharge pressure plus 25 PSI, whichever is greater.” The maximum allowable working pressure of each Ariel cylinder is stamped on it. Rated discharge pressure must be obtained from the purchaser/seller written agreements. JGS INTEGRAL, ENGINE/COMPRESSOR INSTALLATION 25 ‘ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 480509482DATE August 14, 1981 REV 2 March 4, 1983, APPLICATION HEAT CARRIED TO RADIATOR BY COOLANT (INCLUDES HEAT PICKED UP FROM LUBE OIL) FOR RADIATOR SELECTION MULTIPLY HEAT LOAD OF INTEREST BY 1.15 80} 78 . LJ 65| 60} BTU/HOUR (THOUSANDS) 55 50| HS 20 926 ees 0 esa e140) HORSEPOWER ‘JGS INTEGRAL ENGINE/COMPRESSOR RADIATOR HEAT LOAD 26 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHTO 43060-9482DATE August 14, 1981 REV 6 Mareh 4, 1983 APPLICATION —teceno— 200% Max apiaron wir Norey MAK: PRESSURE CAP xxx ENOTES hin ———sunwsheo ay ovnens CUSTOMER ae FURNISHED BY ARIEL ~ tor THERMOSTAT SET 190° F ca 7 Sis a Bes 7 Wary ie ey I ny | oie 1k ee rRY aes aot woud I iy L--»-4 FAN MAY 8E DRIVEN FROM OR CARRIED BY S1Ua SHAFT AT FLYWHEEL END OF ENGINE use on. COOLER ‘JGS INTEGRAL ENGINE/COMPRESSOR ‘COOLING SYSTEM SCHEMATIC DIAGRAM 27 ‘CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 4905009452,DATE August 14, 1981 REV 2 March 7, 1983 APPLICATION Do not use untreated water for coolant. Untreated water is usually “hard”, which means it contains caleium and magnesium. Calcium and magnesium are sources of “scale” which deposits on liner and cylinder head cooling surfaces. Scale reduces the rate of heat removal and can make heads and liners run hot enough to be damaged by cracking or lack of lubrication. Water that has been softened by removing calcium and magnesium is suitable for coolant. However, it must be treated further with a corrosion inhibitor to prevent rust on the wetted liner and head surfaces. Cleaned softened water with a corrosion inhibitor added should have a pH between 8.5 and 10. In temperatures where freezing is expected, anti-freeze should be mixed with clean soft water according to the supplier's instructions. Most commereial anti-freezes contain their own rust inhibitor. Do not add anti-freeze to a cooling water solution that, already contains some other type of rust inhibitor. Do not select anti-freeze that contains sealer additives. Periodic replacement of the coolant is advisable. Antifreeze does not lose its ability to prevent freezing, but it does gradually lose its ability to prevent rust. Ariel recommends that treatment of the engine coolant be done according to the advice of a reputable manufacturer of that type of product. Before making a selection, consider: If the coolant requires a radiator larger than one for simple treated water. If there is an anti-foaming agent. If the coolant will harm gaskets, seals, hoses, ete. If there is danger to human eyes or skin. Laws and regulations regarding disposal of used coolant. JGS INTEGRAL. ENGINE/COMPRESSOR ENGINE COOLANT 28 ‘ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, O#T0 45050-9482DATE August 14, 1981 REV APPLICATION PRESSURE CAP VENT PLUG To avoid trapping air, arrange piping so there is continual upward slope in the direction of the coolant flow. ‘To avoid excessive pressure loss due to flowing friction, use piping with at least 1-1/4” inside diameter. . When filling cooling system, always vent trapped air using brass plug on water discharge manifold. PRESSURIZATION Positive pressure maintained by a pressure cap or standpipe is advisable to prevent air entrainment and consequential damage to the coolant additives. Air can be drawn in thru the engine-driven coolant pump shaft seal if pressure at the pump suction becomes negative. If such occurs continuously, the anti-corrosion agent in the coolant will be consumed rapidly. JGS INTEGRAL ENGINEIGOMPRESSOR COOLANT PIPING, PRESSURIZATION 29 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050 9482DATE January 7, 1983 REV 1 Mareh 7, 1983, APPLICATION FIGURE 1 FIGURE2 All JGS flywheels are furnished with a pilot and tapped hole circle for mounting a power take-off shaft. Details are shown on the main outline drawing. Figures 1 and 2 show two optional fan drive-shafts that can be supplied by Ariel. Each is capable of transmitting full engine torque. The shaft in Figure 1 is intended for a flexible coupling drive or V-belt drive. It has flats milled in two places to enable rotating the crankshaft for inspection or maintenance. V-belt side loads should not exceed 50 pounds force. Figure 2 shows a shaft for driving a fan mounted directly on the shaft outboard end. This shaft is long enough that the fan will be positioned about twelve inches from the flywheel. Total “side and top” discharge area of the cooling air path should be at least as great as the crossectional area of the fan. There are four holes in the shaft to enable rotating the crankshaft for inspection and maintenance. A mounted fan should not weigh more than 25 pounds. The INTEGRAL ENGINE OUTLINE(S) at the beginning of this section show dimensions that can be used for skid design. ‘JGS INTEGRAL, ENGINE/COMPRESSOR FAN DRIVE SHAFT 20 ‘ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHTO 43050 9482DATE August 14, 1981 REV 3 Mareh 7, 1983 APPLICATION 60 $2 psy y— Beessune SWITCH 35 SIS Pala "NO-FLOW” QE ate = agrnnuTon S Sat © cow mressune A ecutive if ave o rena wre Pl Moco ro Beanies Hess, Ee COVERNOR I LU eucnon A LU SHfaistn sume Stinoen —teceno— Sens ton xxx oe TOF 2% oenores Bet mn Lee ot Pum — unnisueo av ovens aw $$$ FURNISHED BY ARIEL ‘JGS INTEGRAL ENGINE/COMPRESSOR LUBRICATING OIL SCHEMATIC DIAGRAM| 241 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050-9482DATE August 14, 1981 REV 3, March 7, 1983 APPLICATION SAE 30 weight lubricating oil is recommended for most applications. In cold extremes, if starting is troublesome, a lower viscosity may be appropriate. In general, the JGS Integral does not require special oil. Oils found suitable for other four- stroke heavy duty gas engines are appropriate. When selecting a brand of oil, consideration should inelude the facts that the lubricating system serves both power and compressor cylinders and that the engine cylinders are four- stroke eycle and natural gas fueled. It should be kept in mind that lube oil is taken continuously from the crankease by the force feed lubricator pump to lubricate the compressor cylinder(s) and packing, That oi is not returned to the crankease. For that reason, residence time in the JGS is somewhat less than in “non-integral” engines, and consideration of a less expensive lube oil may be appropriate. Ariel recommends consultation with a lubricant specialist before changing to a “cheap” brand. See CYLINDER LUBRICATION SHEET to determine oil rate of the compressor side. CRANKCASE HEATER In old extremes, warming lube oil to about 50° F before cranking makes starting quicker and assures good lubrication immediately after starting. However, improperly sized heating elements in direet contact with lube oil ean become hot enough to “coke” the oil. To avoid such damage, heater skin temperatures must not exceed 300° F. A heat density not greater than 8 watts/in. is advisable. One 3/4"- NPT tapped hole in the crankcase is provided for a heater. It is located on the front wall of the crankcase. Maximum length for the submerged element is 28”. JGS INTEGRAL, ENGINE/COMPRESSOR LUBRICATING OIL, CRANKCASE HEATER 22 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 49050 9452DATE August 14, 1981 REV 4 March 7, 1983 APPLICATION M1 i ry | —— ie Wuaten bose a iil meselRe at EAremeTon FueL 7 tou sae ' i => oy i (7) ‘O. ' T s20 1 1 il It ' nD “{ i? = = Les / voume J “txp——1+—~ some fseconoaa aesutaTon nese?) Ler —— rr . { or I TOACLEAN FUEL GAS source - Lk} —fxPY ———J SHUT-OFF primany TaWE™ REGUS on enonaL -LEGEND- ——— Funnisuen ey ornens —— tuanisneo ay ‘ARIEL The diagram above is appropriate for ordinary natural gas whose composition is mostly methane and ethane, C, and Cp If the fuel contains a large percentage of propane, Cs, a vaporizer will be required. A schematic diagram, instruetions, and a parts list are available upon request. Butane or heavier, C,+ , in percentages of 1% or higher, may detonate. Low compression pistons are required for fuel with a substantial butane content. Fuels with a high heat value below 700 BTU/FT" require engine modification to achieve rated horsepower. Ariel will be pleased to help in cases where fuel is special. ‘IGS INTEGRAL ENGINE/COMPRESSOR FUEL SYSTEM SCHEMATIC DIAGRAM 23 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 49050 9482DATE August 14, 1981 REV 3 December 30, 1982 APPLICATION Ariel provides standard: Speed control governor. Force feed lubricator (for compressor eylinder(s)) with distribution block and no-flow switch connected and adjusted for break-in, ‘Thermostatic valve that maintains coolant within an acceptable temperature range. Switeh/gage in coolant discharge manifold to detect excessive coolant temperature. Switeh/gage in main crankease header to detect loss of lubricating oil pressure. Threaded locations to detect: RPM by magnetic pick-up from ring gear teeth. Coolant. pressure. Lube oil temperature. Intake manifold pressure and temperature. Power cylinder exhaust gas temperature. Compressor cylinder discharge temperature. Overspeed protection device: Furnished by others. JGS INTEGRAL ENGINE/COMPRESSOR CONTROLS 214 "ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHT0 43050-9482DATE November 18, 1982 REV 3 March 7, 1983 APPLICATION To CONTROL DEVICES ----K}+-- veLLow When the magneto is used to power monitoring and shutdown devices, a rec- tifier/eapacitor module is required to store electrical energy. See schematic above. Some modules have inputs for two magnetos. In that case connect the JGS magneto to either input. Pin “G”(yellow wire) above has positive polarity. The module must be compatible with positive (+) polarity. Ariel does not furnish modules. AMERICAN BOSCH. ‘JGS INTEGRAL, ENGINE/COMPRESSOR MAGNETO & CONTROL| MODULE 245 ‘ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHTO 430509482DATE December 14, 1982 REV 3 March 7, 1983 APPLICATION To CONTROL DEVICES SHUTDOWN TERMINAL =e J —S 1 f ti When the magneto is used to power monitoring and shutdown devices, a rec- tifier/eapacitor module is required to store electrical energy. See schematic above. Some modules have inputs for two magnetos. In that case, connect the JGS magneto to either input. Voltage at the shutdown terminal is positive ( + ). Use a control module requiring positive (+) input. Ariel does not furnish modules. ALTRONIC JGS INTEGRAL ENGINE/COMPRESSOR: MAGNETO & CONTROL, MODULE 2161 ‘ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 40050 9362 weDATE August 14, 1981 REY OPERATION JGS INTEGRAL ENGINE/COMPRESSOR-START UP CHECK LIST........ 3- 3. GS INTEGRAL ENGINE/ COMPRESSOR SECTION 3 INDEX. ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV OPERATION Compressor Model Serial No. & Cylinder Serial No. C + Ce. Rated Speed_1000 to 1400 RPM Packager. Packager Unit # Date Package Shipped. Start-Up Date. Serviceman. Customer. Location. Field Contact. Field Telephone Number. Make and Grade of O11_ PRIOR 10 STARTING YES NO 1. Do you have a parts book, instruction manual, tool box with special tools, and spares? 2. Have you checked the design limitations for the Integral Engine/Compressor Model (rod load, speed, discharge temperature, etc.)? _ 3. Have you determined what the sold operating conditions are#—————— = 4.jHave the crankcase and cylinder support feet been shimmed? (See INSTALLATION, Pages 2-3,4,) 5. Was the crankshaft end play checked? 6. Has the crankcase been filled with of1 to the proper level? 7, Is the crankcase oi] level control working, set to proper level, and the supply valve open? 8. Is the recommended spin-on filter installed? 9. Are the filter and all lube oil piping primed with oi1? OGS INTEGRAL ENGINE/ COMPRESSOR START UP CHECK LIST 3-1 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 198] REV OPERATION 19, Is the Low Pressure Shutdown installed and tubed correctly to the downstream side of the filter? 11. Does the low oi] pressure shutdown work? 12, Is _the crankcase breather element clean and oiled? 13. Is the Force Feed Lubrication System primed? 14. Is the Force Feed Lubrication System No-Flow Shutdown installed and working? 15. Is the Force Feed Blow Out Assembly installed? (Check disc for color.) 16. Is the Force Feed Lubricator Box filled with oil? 17, Have you checked the Lubricator Instruction Plate or the Parts Book for proper lube feed rate? 18. Is there 2 working Vibration Shutdown? 19. Are the Primary Packing Vents, Secondary Packing Vents, and the Distance Piece Vents open; and, where necessary, are they tubed off the skid or out of the building? 20. Is there some method of Suction Pressure Control? 21. Are the Suction Pressure and Interstage Pressure Shutdowns set and working? 22. Are Safety Valves installed and working to protect Cylinders and Piping for each stage of compression? 23. Are the Discharge Temperature Shutdowns installed, set, and working? NO. OGS INTEGRAL ENGINE/ COMPRESSOR START UP. CHECK LIST 322 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH:0 43050DATE Avaust 14, 1981 REV OPERATION YES NO. 24. Have the Gas Supply Lines been blown out to . remove water, slag, dirt, etc.? — _ 25. For Gas Starting Units, have you rolled the machine with the starter to make sure it is free? (The oi] pressure should come up — noticeably while rolling on the starter.) 26. For other Drivers, have you barred the machine over by hand to assure it is rolling free? ee 27. For machines compressing a Combustible Gas, have the Piping and Compressor been purged to remove all air? _ SGS_ INTEGRAL, ENGINE / COMPRESSOR ‘START UP. CHECK LIST ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV OPERATION AFTER STARTING YES NO 1. Did the Oi1 Pressure come up immediately? 2. Are the Filter Differential Pressure Gages working? 3. Are there any strange noises or shaking in the Compressor? 4. Have you set the Low Oil Pressure Shutdown for 35 PSIG? 5. Is the Distribution Block Indicator Pin moving, and have you set the Lubricator for its proper rate? 6. Are there any 0i1 Leaks? 7. Are the Scrubber Dump and High Level Shutdowns working? 8. Are Scrubbers removing all liquids from the gas? How often do they dump? ( minutes) 9. Are Sands and Oxides in the gas? 10. Is the Overspeed Shutdown set? 11. Are the Rod Packing Vents blowing? _ ENGINE/ COMPRESSOR START UP CHECK LIS a4 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE _Avaust 14, 1981 REY 2 1/13/83 COMPONENT DESCRIPTIONS & ADJUSTMENTS LUBE GIL PUMP, LUBE OIL PRESSURE.. THERMOSTAT, COOLANT..... eee CARBURETOR... GOVERNOR. GOVERNOR DROOP, HUNTING. GOVERNOR LINKAGE.......- MAGNETO-IGNITION ASSEMBLY & AMERICAN BOSCH. MAGNETO-IGNITION ASSEMBLY & TIMING-ALTRONIC...... seven 41051 FORCE FEED LUBRICATOR... eee ee old RUPTURE DISC, SIGHT GLASS, FORCE FEED OIL ee AND PRIMING... sees 4-18 DISTRIBUTION BLOCK. CYCLE INDICATOR............ NO-FLOW SWITCH... .....e sce e eee 4-15,16 4-17 oe AA18 UGS INTEGRAL ENGINE / COMPRESSOR SECTION 4 INDEX. ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050par: 2/2/82 PON LOCKNUTS | (TURN Cw, INCREASE - CAP peor! — La PUMP 0i1 pump discharge pressure is held nearly constant b. a spring loaded regulating valve within the pump head. Lubi system pressure can be raised or lowered by adjusting this valve. (See illustration above.) Normal pressure on the discharge (engine) side of th lube oil filter is about 55 PSI when crankshaft speed is 9 RPM or more. If 011 pressure drops below 45 PS:, the reaso should be found. Possible causes are: Dirty lube oil filter element, Plugged lube of1 suction strainer. Major leak. Defective lube oi1 pump. Brewe Ger soo stom Continued operation with lube oi] pressure below 35 P: can cause serious bearing and crankshaft damage. LUBE OIL LUBE OIL MOVE STMENTS. ADJUSTMENT BOLT To PRESS) SHOWN y e e 00 n ST OGS INTEGRAL ENGINE/ COMPRESSOR PUMP PRESSURE C-58. 4-1 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV 1 12/2/82 COMPONENT DESCRIPTIONS & ADJUSTMENTS THERMOSTATIC ELEMENT i WATER DISCHARGE | To =< HEADER | RADIATOR| _| Z uF \ Y to Luge on COOLER The thermostat maintains engine coolant temperature to the radiator at about 180° F, Coolant, returning from the radiator passes through the lube oi]. cooler before going to the cylinder heads and cylinders; thus, lube 61 :temperature,:as:well7asccoolan temperature, is controlled by this one thermostatic valve. The temperature at which this valve operates is not adjustable. | _, [emperature rating is stamped on the device. The thermostat will "crack" open at aout 5° F below the stamped value and be "full open" at about 5° above the stamped value. GS INTEGRAL ENGINE/ COMPRESSOR THERMOSTAT, COOLANT A=560 4-2 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV COMPONENT DESCRIPTIONS & ADJUSTMENTS DLE ADJUSTMENT! Rn) / LEANN _o RICH Zaje RATIO ADJUSTMENT NUT CARBURETOR VIEWED FROM INTAKE MANIFOLD _.. The carburetor is an Impco Model 110, With it, the JGS will run satisfactorily on most ordinary gaseous fuels. Liquid fuels can not be used. Gas pressure at the carburetor fuel inlet connection should be maintained between 5 and 7 inches-of-water pressure. When the engine is running, the carburetor senses intake air rate and admits fuel in a proportion that promotes good combustion in the power cylinders. When the engine is stopped and the carburetor senses air rate to be "0", it shuts off the fuel tight. The ability of the carburetor to shut off fuel when the engine is stopped is not a substitute for a separate fuel shut- off valve. The ratio of air to fuel (A/F) is adjustable to accomodate use of various fuel compositions. To change the A/F ratio, rotate the adjusting nut shown above. Turning the pointer toward "L" leans the mixture and turning toward "R" | makes the mixture richer. OGS INTEGRAL ; ENGINE/COMPRESSOR Fuel consumption rate will be lowest when the A/r ratio is as lean as can be adjusted CARBURETOR without misfiring or dropping off rapidly in RPM. (Pointer toward "L".) 448 4-3 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV COMPONENT DESCRIPTIONS & ADJUSTMENTS Maximum horsepower can be pulled when the mixture is as rich as it can be without misfiring. (Pointer toward "R".) Carburetor adjustments should be made after the unit has warmed up and the load has stabilized. The idle screw has little effect since the JGS minimum speed is 900 RPM, OGS INTEGRAL ENGINE/COMPRESSOR CARBURETOR 5-444 48 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050| j | DATE August 14, 1981 REV. COMPONENT DESCRIPTIONS & ADJUSTMENTS TURN‘INY TO INCREASE. MAXIMUM RPM (al TURN"OUT" TO REDUCE MINIMUM RPM 4 The JGS governor is a mode] "SG" manufactured by the Woodward Governor Company. It senses engine speed and controls fuel rate to hold RPM within satisfactory limits for gas compressor service. It can be fitted with a head that accepts a 3 to 15 PSI or 6 to 30 PSI signal for remote or automatic control of engine speed and compressor thruput. The governor will not function unless its hydraulic circuitry is pressurized from the engine lube oil system. The output shaft remains in its "no fuel" position until engine oil pressure comes up. If engine lube pressure is lost during routine operation, the governor will return to its no fuel position. The JGS has enough lube oi] pressure during cranking to activate the governor for starting. Maximum and minimum speeds are set during “run-in” tests. The adjusting screws shown above are then seal wired. The maximum speed adjusting screw is not a substitute for @ separate overspeed protection device. OGS INTEGRAL GOVERNOR ENGINE/COMPRESSOR ——E—e ORDATE fugust 14, 1981 REY. COMPONENT DESCRIPTIONS & ADJUSTMENTS SPEED DROOP BRackeT MAX. DROOP MIN, DROOP. Lock screw Tf a properly adjusted 06S is loaded to its maximum horsepower while running 1400 RPM, then unloaded completely , its speed will increase to about 1500 RPM. This change in RPM is due to the "droop" adjustment within the governor, Droop is set correctly during factory quelity assurance tests. If the governor were set to have less droop, the JGS would probably “hunt”. If the governor were set to have more droop, the JGS might overspeed when it is taken off load. HUNTING Hunting is cyclic motion of the fuel linkage that causes engine speed to rise and fall repeatedly without end. After a governor is adjusted properly, it.is not likely that it will become a source of hunting. If hunting is encountered, a search for worn fuel linkage or INTEGRAL 2 faulty fuel pressure regulator should be ENGINE / COMPRESSOR completed before adjustment of the governor OVERNOREDRODE js attempted. MTTHCWE a ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE Auaust 14, 1981 REV “COMPONENT DESCRIPTIONS & ADJUSTMENTS TO CHANGE DROOP With the engine’ running, remove the governor top cover, (Some of1 will spill out of the case.) Loosen the jock screw and adjust for more or less droop. When finished, retighten the lock screw and renlace the top cover. Speed regulation will be best if droop is such that the engine hunts a little when it is running unloaded between 1000 and 1400 RPM, and then stops hunting when load is applied. This point is generally reached by trial and error. JGS INTEGRAL ENGINE/COMPRESSOR GOVERNOR DROOP, HUNTING c-325 [4-7 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE Auoust 14, 1981 REV COMPONENT DESCRIPTIONS & ADJUSTMENTS soverwon } PEE eSNao. Thad? (a Seaninde shaer ha] CARBURETOR BUTTERFLY Aa LINKAGE SHOWN IN TERMINAL SHAFT LINKAGE SHOWN IN Although it's hidden from view, the element that has final control of fuel and air rates is the butterfly valve in the carburetor. Butterfly valves are non-linear devices that must be connected to linéar governors by compensating linkages and linkage adjustments. The JGS linkage, adjusted as shown above, causes fuel rate to change in about direct proportion to angular position of the governor output shaft. Such adjustment allows droop to be minimized and gives the governor maximum ability to hold RPM constant without hunting. ——_.__ OGS INTEGRAL ENGINE/COMPRESSOR GOVERNOR LINKAGE Lag ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV COMPONENT DESCRIPTIONS & ADJUSTMENTS After reassembling the JGS fuel control linkage: Be sure the butterfly valve (in the carburetor) is closed when the governor is in its no fuel position. Otherwise, the governor may not be able to reduce fuel rate enough to keep the engine from overspeeding. Be sure the governor can pull the butterfly valve to its "full fuel" or wide open: position. Otherwise, the engine will not get enough fuel to pull its maximum horsepower. You can determine the position of the butterfly by the mark on the end of the Carburetor Butterfly Terminal Shaft. The mark and the butterfly are parallel. Be sure there is no free play in the linkage. Free play causes continuous hunting. Free-up or replace all “sticky” or "rough" rod ends. They cause hunting, too. UGS” INTEGRAL, ENGINE/COMPRESSOR GOVERNOR LINKAGE 4-9 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050REV. COMPONENT DESCRIPTIONS & ADJUSTMENTS *1 CYLINDER TIMING MARK wen \ ANGLES VIEW OF DRIVE : COUPLING ON END OF, VIEW OF DRIVE END Se OF MAGNETO VIEW A VIEW B The number one cylinder fires when the notch on the magneto drive tongue aligns with the notch on the magneto housing as shown in View A. DESCRIPTION This magneto is solid state without breaker points or distributor. It is "low tension" employing a transformer (Ignition Coil) for each spark plug. In the magneto there is an impulse coupling to aid in starting. At cranking speeds, the impulse makes an easily heard clicking sound each time the magneto sparks. Centrifugal force “locks out" the impulse feature above 350 crankshaft RPM. An automatic (electronic) ignition timing function becomes effective when the impulse "locks out". The electronic function Causes timimg to advance in proportion to crankshaft RPM. At 1400 RPM, spark timing is about 5 crankshaft degrees earlier than it is at 1000 RPM. Variable timing improves fuel economy throughout the operating speed range over that which would exist with fixed timing. UGS INTEGRAL ENGINE /COMPRESSCR MAGNETO- IGNITION. ASSEMBLY & TIMING ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050ASSEMBLY IGNITION TIMING & ADJUSTMENTS 1, Install the fibre drive disc on the end of the camshaft. 2. Place the O-ring of seal over the locating pilot on the magneto. 3. Install the magneto in place on the crankcase being sure that the notched end of the drive tongue is aligned with were stamped on the end of the camshaft. (See Views ARB. 4. Torque the nut and bolt that hold the magneto to the front of the crankcase "finger tight.” 5. Rotate the magneto body to an approximate “vertical” position, or if you prefer, pos{tion the magneto so the impulse click occurs at about 5° BTC. 6. Start the engine. If it does not accelerate to a speed above where the impulse locks out, advance ignition timing by rotating the magneto about its drive pilot. The engine should then speed up. After the engine has begun to warm up, set crankshaft speed at 1400 RPM and adjust timing per the data plate on the top cover of the crankcase. Tighten the bolt and nut that secure the magneto to the crankcase. Always check and set timing while running at 1400 RPM. {See data plate that ts riveted to the top cover of the crankcase.) The flywheel is marked so timing can be read with an ordinary timing light, It generally helps to mark the timing point of interest with white or yellow chalk so it can be seen with the timing light. Tes INTEGRAL ENGINE /COMPRESSOR MAGNETO-IGNITION ASSEMBLY & TIMING 390 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050August 14, 1981 REV TO IGNITION SWITCH AN SPARK PLUG DA icge ROL MAGNETO LEAD WIRE ac PWR CYL. TRANSFORMER Connected as shown, initial voltage excursion of the spark plug center electrode is negative. Such connection reduces voltage requirements and maximizes spark plug life. Tes INTEGRAL ENGINE/COMPRESSOR IGNITION WIRING SCHEMATICDATE: November 19, 1982 REV: COMPONENT DESCRIPTIONS & ADJUSTMENT: LEAD #2 PWR CYL. \WiRE MAGNETO BLACK 1 A = ao oo ~~ BROWN PARK. PLUG & \ YELLOW | © | 10 \ ) TACHOMETER TO PANEL POWER MODULE c= AND/OR KILL SWITCH Connected as shown, initial voltage excursion of each spark plug center electrode {$ negative. Such reduces voltage requirements and extends spark plug life. Output of the yellow (panel/kill) lead is positive. Use a control module requiring positive (+) input. The brown tachometer lead pulses once each revolution of the magneto rotor shaft (engine camshaft). The pulse is 175V to 200V positive (+). It can be used to power and drive either analog or digital tachometers that have compatible voltage ratings. If the brown tachometer lead is not used secure it as required to prevent grounding. AMERICAN BOSCH OGS_INTEGRAL EKGINE COMPRESSOR MASNETO-IGNITION ASSEMBLY & TIMIN 4-10 = ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE: November 19, 1982 REV. 1 COMPONENT DESCRIPTIONS & ADJUSTNENT! #1 CYLINDER | TIMING MARK ecu MAGNETO DRIVE END OF CAMSHAFT (DRIVE MAGNETO DRIVE END DISC IN POSITION) VIEW A VIEW B Installed as described below, the magneto fires the #1 cylinder (red wire) when the timing marks are aligned as shown in View A. One timing mark is fixed on the front face of the magneto fit ring the other rotates on the drive coupling. Installation With the polyurethane drive disc in place on the camshaft, rotate the engine until the slot in the drive disc is positioned approximately as shown in View B. Position the drive tongue on the magneto as shown jn View A and place the magneto in position on the crankcase Description This magneto is solid state without breaker points or distributor. It is "low tension" and uses one transformer (ignition coil) for each spark plug. It does not spark on exhaust strokes. In the magneto there is an impulse coupling to aid in starting. “Centrifugal force "locks out" the impulse feature above 700 crankshaft RPM. AMERICAN BOSCH UGS INTEGRAL ENGINE/ COMPRESSOR MAGNETO-IGNITION ASSEMBLY & TIMING 4-11 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE: October 19, 1982 REV _1 COMPONENT DESCRIPTIONS & ADJUSTMENTS Ignition Timing o then using good separated fuel, recommended timing i 24° BTC at 1400 RPM. At slower speeds timing should be retarded according to the following schedule: 1400 RPM 24° BTC 1300 RPM 23° BTC 1200 RPM 220 BIC 1100 RPM 210 BTC 1000 RPM 20° BTC If the fuel is one that detonates audibly, timing should be retarded as required to stop detonation without regard to the table above. Adjust ignition timing by rotating the magneto within its pilot fit in the front wall of the crankcase. Always retighten the bolt and nut that secure the magneto when finished There -is a timing pointer and there are timing marks on the flywheel, It generally helps to brighten the timing marks with white or yellow chalk so they are easier to see with a timing light AMERICAN BOSCH JGS INTEGRAL ENGINE/ COMPRESSOR, MAGNETO-IGNITION ASSEMBLY & TIMING ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050 4-12DATE November 29, 1982 REY] OMPONENT DESCRIPTIONS & ADJUSTMENTS ~ - 7 p ALTERNATOR [] [Iruvwnee _ | (FC MAGNET TERMINAL | PICK UP LA if BT reo], { tewt—l f ] rT 8 BLUE ® { Lt o-@) —& [Oe GROUND POST ON ELECTRONIC BOX TO PANEL AND/OR #1 PWR, KILL SWITCH \ cyt TRANSFORNER \TRANSFORMER Desc Connected as shown, the spark plugs in, both power cylinders fire simultaneously each time the magnet in the flywheel passes the pick-up coil. The system is solid state without breaker points or distributor. It is "low tension" requiring an ignition coil for each spark plug. Voltage at the panel/kill terminal is positive (+). Use a control module requiring positive (+) input. UGS INTEGRAL ENGINE/ COMPRESSOR MAGNETO- IGNITION ASSEMBLY & TIMING [4-10 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE October 20, 19) REY 1 COMPONENT DESCRIPTIONS & ADJUSTMENT! Ignition Timing When using good seperated fuel, recommended timing is 24° BIC at 1400 RPM. At slower speeds, timing should be retarded according to the following schedule. 1400 RPM 24° BTC 1300 RPM 230 BIC 1200 RPM 220 BTC 1100 RPM 210 BIC 1000 RPM 20° BTC If the fuel is one that detonates, timing should be retarded as required to stop detonation without regard to the table above. Adjust ignition timing by sliding the pick-up coil appro- priately in the slot provided. Always retighten the clamp nut when finished. There is a timing pointer and there are timing marks on the flywheel. It generally helps to brighten the timing marks with white or yellow chalk so they are easier to see with a timing light. GS INTEGRAL ENGINE/ COMPRESSOR MAGNETO- IGNITION ASSEMBLY & TIMING ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050i DATE August 14, 1981 REV COMPONENT DESCRIPTIONS ¢._ ADNISTMENTS Instruction Plate 7 Pump Outlet P to Dist. Block / Pump Inlet! from Header “Priming stem Es Adjustment Locknut— Plunger Stroke Adjustment Force Feed Lubricators used on the JGS are identical to those used on all other Ariel Compressors. They can pump Jubricant in quantities from "0" to more than 16 pints per day at pressures from "O" up to several thousand PSI. Their purpose is to periodically inject drops of lubricating of] into compressor cylinders and packing glands that cannot be lubricated by other methods. The pump is a positive displacement, cam actuated, plunger type and, as such, delivers a constant quantity per stroke regardless of pressure in the cavity into which it is discharging. Thus it lubricates high pressure cylinders, low pressure cylinders, or packing, with consistent accuracy. The plunger drive cam is on the low speed side of a worm/gear speed reducer, making the pump cycle at about 40 strokes per minute. Lubricant rate from the pump ig adjustable by changing the plunger stroke. Lowering the priming stem reduces stroke and delivery rate; conversely, raising the priming stem increases delivery rate. 4 ———_______ See DISTRIBUTION BLOCK for break-in lube JGS INTERGRAL rates, operating lube rates, and adjustment ENGINE/COMPRESSOR procedures. [~~ FORCE FEED] LUBRICATOR 4-13 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH10 43050DATE August 14, 1981 COMPONENT DESCRIPTIONS & ADJUSTMENTS: RUPTURE DISC Except for special applications, each force feed assembly is fitted with a rupture disc that ruptures if pump discharge pressure exceeds 2950 PSI due to a fault such as a blocked lube oil passage. When the disc ruptures, oi] from the pump escapes past the disc rather than following a proper path through the “no-flow" switch. When that happens, the "no-flow" switch closes; and, with proper control circuitry, it secures all connected machinery. SIGHT GLASS Before operating, the force feed lubricator case must be filled about halfway up the sight glass to lubricate the worm/ gear, cam, and bearings. Use the same lube oi] as in the main crankcase. During operation, enough oi1 leaks past the pump plunger to maintain the oil level to the sight glass. There is a drain to prevent overfilling. FORCE FEED OIL SUPPLY Oil inside the case of the Force Feed Lubricator has nothing to do with oi] being pumped to the distribution block and cylinders-that oi] enters the pump through the fitting marked "pump Inlet". See illustration PRIMING Since the Force Feed Lubricator Pump takes its oi1 from the main lube oi] header, force feed lines cannot be primed by manually actuating the cam driven pump In order to fill or prime the Force Feed Lube System, it is necessary to remove the brass plug provided and connect a “priming” gun to the fitting. See OPERATION OGS INTEGRAL ENGINE/ COMPRESSOR RuP. DISC, S. GLASS, F.F, OIL SUP.& PRIN. 1 4-14 | ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 198] REV 3 2/18/83 COMPONENT DESCRIPTIONS & ADIOSTREATS. Connection from Force Feed Lubricator Pump CYCLE. PIN: The number stamped on each valve Connections to z oes ne nets Tube points Fie eee, th : . Ye = jousandth's of a (out, etther /® | > cubic inch that is or both s discharged from that valve at each stroke of the cycle pin By selecting appropriate divider valves and assembling | them on a common base plate, distribution blocks can be made to proportion large amounts of oi1 to large cylinders, smal amounts to small cylinders, etc, Each Ariel machine has its own custom assembled distribution block that "matches" the compressor cylinders on. that machine. Ariel's formulas for proportioning oi1 and selecting divider valves are shown on the CYLINDER LUBRICATION SHEET. A completed copy of a CYLINDER LUBRICATION SHEET is shipped! with each unit in each of the instruction books for that unit Those copies show the original divider valves that were put on at the factory, and how they were arranged and tubed. The distribution block can only divide up and distribute the oil that it receives from the force feed lubricator pump. It cannot control the total quantity being pumped; that must be done by changing the stroke length of the force feed lubricator pump. Each distribution block has a CYCLE PIN. The cycle pin, along with a watch, is used to verify the quantity of oi1 being passed thru the assembly and onto the lubrication points. Recommended cycle rates for break-in and normal operation are stamped on top of the force feed lubricator pump. To make the cycle pin go slower, shorten the stroke of the force feed lubricator pump and vice versa. The CYCLE PIN is driven by one of the divider valves in the distribution block assembly. It is important to realize that each and every divider block cycles once each time the cycle pin cycles once. A "cycle" is UGS INTEGRAL ‘int to ‘out’ to 'in’. ENGINE /COMPRESSOR Always replace the cycle pin cover after | DISTRIBUTION BLOCK testing is completed. [as ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1987 REV. COMPONENT DESCRIPTIONS & ADJUSTMENT! WARNING If valve sections are removed from a valve block at any time, it is mandatory that they be returned to their original Position. Failure to do so will result in improper lubrication causing machine damage and shutdown. ———“ JGS INTEGRAL }ENGINE/COMPRESSOR | DISTRIBUTION BLOCK ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV 2 2/16/83 COMPONENT DESCRIPTIONS & ADJUSTMENTS The table below lists divider blocks that are available. The letter after the number indicates whether the assembly has one or two outlets; i.e. S for a single port and T for twin ports. TINGLE PORT DISCHARGE TWIN PORT DISCHARGE CONFIGURATION PER CYCLE § CONFIGURATION PER CYCLE PER PORT H 6 S 2012 cu. 7 T 4 O06 cu. in 95 018 cu. ing ot i one cu 4 | t vail FES .024 cu int 412 T oie *18 S 036 cu. inf a 18 cu. in | x24 s 04a cu, ind +24 1 024 cu. in * Can use cycle indicator. If compressor cylinders are exchanged in the field for ones of different size, divider valves should be changed accordingly. It is advisable to record tnese changes. The CYLINDER LUBRICATION SHEET is a good place. If assistance is needed for selecting new divider valves, the people at Ariel will be pleased to help. JGS INTEGRAL ENGINE /COMPRESSOR DISTRIBUTION BLOCK 4-16 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV. COMPONENT DESCRIPTIONS & ADJUSTMENTS. From the no-flow shutdown oi] travels to the distribution block which apportions oi] to the piston packings and cylinders. Divider valve sections of different sizes are used so that Proportional rates are applied to the various lube points. The number stamped on the valve assembly indicates the volume in thousandth's of a cubic inch that is discharged with each stroke of the valve assembly metering piston. The letter after the number indicates whether the assembly has one or two outlets, i.e S for a single outlet and T for a twin or two outlets. Below is a chart of identification markings and lube rates. VALVE BLOCK | OUTLETS TWIN (TT T W 1 DESIGNATION OQUTPUT/CYCLE OQUTPUT/CYCLE | (CUBIC INCH) (cuBIc INCH) | 6 | 2 006 1 012 | i 7 1 9 | 2 009 1! 2018 | +12 [eae 2012 1 i 2024 | j 7 *18 ! 2 2018 i 1 036 i *24 | 2 024 l 1 2048 | * Can use cycle indicator. Valve sections are mounted to a base block that contains the interrelated passageways, built-in check 36S INTEGRAL valves, and inlet and outlet connections. O-ring eyciue/COMPRESSOR seals between the valve block and the base block provide leak proof sealing of lubricants at DISTRIBUTION BLOCK Pressures up to 6000 PSI. ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH:O “3050DATE August 14, 1981 REV. COMPONENT DESCRIPTIONS & ADJUSTMENTS GROOVE PIN VALVE BLOCK INDICATOR PIN om Monitoring of the force feed lubricating section is done by the use of a cycle indicator, which monitors the cycling of the master block. An indicator pin, which is an extension of the metering piston in a divider valve, will cycle back and forth as the piston moves. Indicator pins are mounted on either the right or left of the valve block. They are connected to the piston by a groove pin. Cycle indicators are mounted on MC 12, NC 18, or MC 24 valve Sections on either the right or left hand side. See illustration above. JGS INTEGRAL ENGINE / COMPRESSOR, CYCLE INDICATOR 4-17 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO %3050DATE August 14, 1981 REV_1 2/1/83 COMPONENT DESCRIPTIONS & ADJUSTMENTS: ‘Stud and terminal Contact assembly Contact insulator Contact FROM LUBRICATOR Piston Spring seat TO DISTRIBUTION BLOCK: ‘Adjusting screw Adjusting screw cover During normal operation, all lube oi] pumped by the force feed lubricator passes thru the no-flow switch. If flow stops for an extended period, the piston is forced slowly upward by the spring until the switch contacts close. When the switch closes, the connector (stud and terminal) “goes to ground". This signal is generally used to secure operating machinery when lubrication ts. lost. The piston is made to move slowly by the yiscous force of oil trapped between the piston and bore. Since viscosity of lube oil varies with temperature, it is advisable to test the no-flow device frequently-especially in the spring and fall. Contacts should close within one to three minutes after the unit is shutdown. Check closure (from stud to case) with a continuity checker. Switch closure time can be reduced by tightening the spring and vice versa. Reconnect all wiring after testing. 38S INTEGRAL | ENGINE/COMPRESSOR | NO-FLOW SWITCH 4-1 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV COMPONENT DESCRIPTIONS & ADJUSTMENTS The time interval between lubrication failure and shut-down can be adjusted. It is done by increasing or decreasing the compression on the spring by use of the adjusting screw. Turn the screw in to decrease delay, and out to increase delay. CAUTION The no-flow sensing device is viscosity sensitive. It will operate slower in cold weather and/or with higher viscosity oils. See illustration above. JGS INTEGRAL [LENGINE/COMPRESSOR | NO-FLOW SWITCH ARTEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH10 43050REV 1 January 3, 1983 REPAIR AND OVERHAUL CRANKCASE CAMSHAFT BEARING CAM BEARING INSERTION TOOL CAMSHAFT-ASSEMBLY & TORQUING PROCEDURE. THRUST BEARING HALF SHELL MAIN BEARING HALF SHELL. CRANKSHAFT. CYLINDER LINER CYLINDER LINER HONING. POWER CYLINDER ALIGNMENT. POWER CYLINDER CYLINDER LINER INSERTION/PULLER TOOL. PISTON PISTON RING... OIL CONTROL RING PISTON AND RING INSTALLATION POWER PISTON PIN CROSSHEAD PIN.. ‘ POWER CONNECTING ROD..... COMPRESSOR CONNECTING ROD... 5 CONNECTING ROD SEARING HALF SHELL. CYLINDER HEAD VALVE GUIDE VALVE GUIDE DRIVER TOOL VALVES ROTOCOIL (VALVE ROTATOR). VALVE SPRINGS... VALVE SEAT GRINDING ROCKER SHAFT.. ROCKER ARM-EXHAUST. ROCKER ARM-INTAKE. TGS INTEGRAL} TORQUING SEQUENCE-CYLINDER HEAD ENGTNE/CONPRESSOR GEAR TRAIN... SECTION 5 INDEX ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE Avaus: REV REPAIR AND OVERHAUL IMENSTON I id = tandard 1.3135/1.3155 2.3136/2.3164 3,.2515/3.2532 aximum out-of-round | lexcept across joint 002 0005 0005 1 Maximum taper 002 0002 ~0002 4 Maximum worn 1.320 219 3.256 *Do not measure “D" the bore relief zone. ee Dimensions above are for the crankcase with the bearings installed, and with bearing bolts and tie bolts torqued correctly. OGS INTEGRAL ENGINE/COMPRESSOR CRANKCASE. : -300 5-1_| 7 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE Avaust 14, 1987 REY REPAIR AND OVERHAUL Clinch Joint See Crankcase DIMENSION D t Standard 29/16 .1233/.1247 Maximum worn 1220 Reinstallation of used camshaft bearings is not recommended. TGS INTEGRAL ENGINE/COMPRESSOR CANSHAFT BEARING potan | 5-2 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1987 REY REPAIR AND OVERHAUL CAMSHAFT BEARING: EXPANDING COLLET [ NM a EXPANDING MANDREL. i EXPLODED VIEW OF MANDREL BACKUP NUT By Darra LY CAMSHAFT BEARING INSERTION TOOL IN PLACE IN CRANKCASE Clean the back of the bearing and the mating bore in the crankcase, then pull the shell into.the bore using the tool shown] Ensure that the oi] groove on the back of each shell lines up with its drilled hole in the crankcase when finished. Avoid dropping the tool shank on the bearings. This tool can be used to remove camshaft bearings, also. ‘UGS INTEGRAL ENGINE/COMPRESSOR FT Be INSERTION TOOL Ao732 523 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE Ayaust 14, 1981 REV REPAIR AND OVERHAUL al r DIMENSION D A-B | t (4lobes) | Standard 2.3105/2.3115 | .3275/.3325. | .1e8/,19 Maximum worn 2.308 31s | 195 ASSEMBLY 1, Slide the camshaft in its bearings toward the flywheel end far enough that the camshaft gear can be slid in through the slot| in the forward end of the crankcase. Then, with the Woodruff Key jn place, slide the camshaft forward into the camshaft gear hub. 2. Remove the 1" NPT pipe plug in the forward wall of the crankcase to expose the camshaft and crankshaft gear timing marks. (See GEAR TRAIN.) | 3, Install the camshaft thrust washer and tighten. the two "Nylok" capscrews that secure it ‘after the timing marks are are aligned. During operation, driving torque is transmitted from the | camshaft gear to the camshaft primarily by friction between the | mating faces of the gear hub and the camshaft. The.Woodruff Key | contributes little to this drive- it oniy "locates" the gear on the camshaft for timing purposes; therefore, GS INTEGRAL it is important to "set" the soréw threads in ENGINE/ COMPRESSOR the drive end assembly before final torquing- = Scpecially if the bolts or camshaft are new. — & Ssuine pROCESURE 0-302 5-4 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV REPAIR AND OVERHAUL TORQUING PROCEDURE 1. Block the crankshaft to prevent it and the camshaft from rotating. 2. Oi] the threads. 3. Snug-up the four 3/8-16 bolts. 4. Torque each bolt ina "crisscross" pattern to 44 1b x ft, After they are tight, back each one off to "0" torque. 5. Finally, retorque each bolt in a "crisscross" pattern to 40 1b x ft for operation. The objective of this procedure is to cause any high spots on the threads (or cam-to-gear interface) to yield and he pushed back into their design position. Then, when the bolts are retorqued for final assembly, it is assured that there are no localized high stresses that will yield and allow loosening. OGS INTEGRAL ENGINE/ COMPRESSOR CAMSHAFT~ASSEMBLY & TORQUING PROCEDURE 0-302 | 5-5 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV REPAIR AND OVERHAUL -* Do not measure "t" in bore relief zone— DIMENSION w t Standard [2,495/2.493 | .1250/.1255 Maximum worn | 2.490 [1245 This shell, (one per engine), fits tight on the main bearing cap nearest the flywheel. The mating half-shell does not have thrust surfaces. Wipe clean the back of the shell and the mating surfaces in the crankcase and cap directly before assembly. For bearings to operate according to design intent, they must be "round" within close limits. Dimensional distortion caused by dirt, nicks, carelessness, etc. shortens bearing life. OGS INTEGRAL ENGINE /COMPRESSOR THRUST BEARING HALF SHELL & B.25 5-6, = ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050(DATE August 14,1981 RE REPAIR AND OVERHAUL Replace shells i Bearing surface is cracked or crazed. Pieces of bearing surface have been moved and accumulated in joint. Do not replace worn half-shell only-replace both with a new pair of half shells. Do not shim behind bearing shell or between cap and crankcase. Do not grind caps to adjust running clearance. Shells that have run for thousands of hours often have worn thru the lead/tin overlay and show the bronze layer that is on top of the steel back. Bearings in this condition are satisfactory for continued operation. However, crankshaft wear increases ‘when running on bronze because of reduced imbedability. It is preferred practice to replace bearings that are worn down to the bronze. UGS INTEGRAL ENGINE /COMPRESSOR THRUST BEARING HALF SHELL p25 | 5-7_| ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050(DATE August 14, 1981 REY REPAIR_AND OVERHAUL BORE RELIEF t Do not measure “t" in bore relief zone. |_ DIMENSION t Standard | 4125071255 Maximum worn 1245 Wipe clean the back of the shell and the mating surfaces in the crankcase and cap directly before assembly. For becrings to oferate according to design intent, they must be "round" within close limits. Dimensional distortion caused by dirt, nicks, carelessness, etc. shortens bearing life. JGS INTEGRAL ENGINE/COMPRESSOR MAIN BEARING HALF SHELL B=053 5-8 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV REPAIR AND OVERHAUL | Replace shells ifs Bearing surface is cracked or crazed. Pieces of bearing surface have been moved and accumulated in joint. Do not replace worn half-shell only-replace both with a new pair of half shells. Do not shim behind bearing shell or between cap and crankcase. Do not grind caps to adjust running clearance. Shells that have run for thousands of hours often have worn thru the lead/tin overlay and show the bronze layer that is on top of the steel back. Bearings in this condition are satisfactory for continued operation. However, crankshaft wear increases ‘when running on bronze because of reduced imbedability. It is preferred practice to replace bearings that are worn down to the bronze. GS INTEGRAL ENGINE /COMPRESSCR MAIN. BEARING HALF- SHELL pa53 | 5-9 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHJO 43050DATE August 14, 198) REV_1_January 3, 1983 REPAIR AND OVERHAUL * O11 Slinger: Gear Wt | ST T o D 4 DIMENSION l D(Main Journal) | d(Rod Pin) T(Thrust) Standard | 3.250/3.249 | 2.998/2.997 | 2.500/2.503| Naximum worn 3.246 2.994 2.505 | Maximum out-of-round | 20025 0025 | The gear and slinger are each held in position by shrink fits. They can be disassembled from the crankshaft with an ordinary gear puller, but they must be heated for assembly. The gear does not have an internal keyway, so a special manufacturing tool is required to position the timing marks correctly. Another special manufacturing tool is required to position the slinger "square" on its fit. If a crankshaft requires disassembly, Ariel recommends that it be replaced with a new or "exchange" Crankshaft from the factory. * Not all crankshafts have of] slingers; however, thrust length "T" remains correct, ENGINE /COMERESSOR CRANKSHAFT 0-264 5-10 | ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHI0. 43050REPAIR AND OVERHAUL u | | | een diameter “BS within ring Li DIMENSIONS B (installed) d (liner) D (liner) | | Standard 4.750/4 751 §,4523/5,4527| 5.2875. ans! os Maximum worn 1.D. 4,756 5.49 5 Maximum out-of- | round (installed) MOGs ee | Maximum allowable | | taper 006 i | [maximum taper/any | inch of length 001 l | Maximum values above are those for which a satisfactory seal may be expected when installing new rings in a properly honed used liner. UGS INTEGRAL ENGINE/COMPRESSOR CYLINDER LINER C2324 5-11DATE August 14, 198) REV. REPAIR [ND OVERHAI MMM LLL LLL Replace the liner if scuff marks or scoring are evident% Maximum wear, taper, and out-of-roundness generally occur at the top of the ring travel. i TES INTEGRAL ENGINE/ COMPRESSOR CYLINDER LINER ‘SCORING [ c.a9a _| ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OF:0 43050v REPAIR AND OVERHAUL DATE August 14, 1981 Re HONING CYLINDER LINER Bores of liners that have run satisfactorily for many hours are quite smooth. The surfaces are said to be "glazed". New rings probably will not seat well enough to form a gas tight seal on “glazed” liners. If new rings are to be installed on a used liner, it is good practice to hone the bore. Use #150 grit stones and move the tool back and forth to create a pattern similar to that shown on the CYLINDER LINER i1lustration, The tiner should be clamped.in place in the cylinder while it is being honed and left undisturbed thereafter.. Honing "roughs up" the liner surface enough to cause temporary metal-to-metal contact with the new rings. The high spots wear down quickly, and create a near perfect fit with the rings. Honing will not "true up" a liner bore. If a liner is tapered or out-of-round beyond the maximum limits given on the CYLINDER LINER illustration, a new liner should be installed and the old one discarded. New liners are furnished honed and ready for use. Always degrease and wash new or used liner bores with soap and water before blowing dry and oiling for final assembly. UGS "INTEGRAL ENGINE /COMPRESSOR CYLINDER LINER HONING o=324 5-12 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH20 43050IVERHAL later Discharge Water Manifold Manifold Power Cylinder Bolts Exaggerated. sketch showing the #2 cylinder out of position on the crankcase. The water discharge manifold and the cylinders must be aligned carefully before the cylinder hold down bolts are tightened. The following procedure ts recommended: 1) Coat cylinder and water manifold gaskets with anti- seize or equal. 2) Mount both power cylinders and pull the 1/2" bolts just snug enough that each cylinder can still be "bumped around” within its pilot. 3) Mount the water discharge manifold and tighten all eight 3/8" bolts. 4) Pull all thirteen 1/2" bolts on each power cylinder to about half their final torque. 5) Loosen the eight 3/8" bolts that hold the water manifold. 6) Tighten all thirteen 1/2" bolts on each power cylinder to their recommended torque value. 7) Tighten all eight water manifold oes INTEGRAL} bolts to their recommended vaiue. | ENSINE/COMPRESSOR POWER CYLINDER ALIGNMENT 8) Done. i ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV REPAIR AND OVERHAUL, TY ww }.—_ a, 9 UO DIMENSION é D | Standard 5.4555/5.4575} 5.2975 5.3015] Maximum worn 5.460 5.308 Discard power cylinder if bores "D" and "d" are pitted, and there is doubt that the water/lube oi1 seal will be perfect. Because of clearance between the pilot diameters "A" and the crankcase, the power cylinders must be “aligned” before they are tightened onto the crankcase. See POWER CYLINDER ALTGNMENT. Jes INTEGRAL} ENGINE/ COMPRESSOR POWER CYLINDFR p-303 | 5-14 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV REPATR AND OVERHAUL Tool shown assembled for inserting a liner. zl | Liner fit in a power cylinder is snug to loose. Installation may be easier if the liner is cooled first with ice. Remove all scale on the liner surface and in the power cS cylinder before installing. Coat the O-rings and the top seal with household soap before installation. Tool shown assenbled for removing a liner. UGS INTEGRAL, ENGINE/ COMPRESSOR CYLINDER LINER INSERT. /PULLER TOOL A-731 5-15 | ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050“DATE “August 14, 1981 REV REPAIR AND OVERHAUL, 1 Discard piston {f grooves are broken or worn as shown. rh ta : t hack for { Broken Ring : d Lands. Skirt Lp NOTE: Discard piston if grooves are broken or worn or if gas leakage between ls the ring and the bottom side of the groove is suspected. DIMENSION NEW MAXIMUM WORN Compression Ring ti -1268/.1278 131 Oi] Control Ring tz | .1255/.1265 2129 Pin Bore d 1.5009/1.5013 1.504 Skirt 0.0. D 4.746 /4.744 4.738 Before installation: Clean oi] ring grooves. Do not damage ring seating surface. Open and clean four drain holes. Examine for cracks: Penetrating dyes Dy Chek Magnetic particle-----Magnaflux Fluorescent penetrant-Magnaglo UGS INTEGRAL ENGINE/COMPRESSOR PISTON D-290 5-16 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050August 14, 1981 REV - REPATR AND OVERHAUL Anstall this side toward cylinder head. t. _____Despite their toughness in service, rings are fragile with regard to installation. Always handle them with clean tools and hands, and protect then from nicks and bending. “[UTHENSTON 7 End gan] t Free nstalled New 11/16 + 1/16 | .017/.032 | _.1242/7.1238 Maximum worn a2-- 032 21233 Measure the installed end gap with a feeler gage before placing the ring on 2 piston. Use a 4.751" diameter ring gage or place the ring in a liner and "square it up" with the bore by pushing a piston against it lightly until the ring is exactly Square with the bore. Then measure the installed end gap. In used liners that may be tapered, push the ring to the bottom of its travel before measuring. This ring will not operate on a chrome plated liner bore. | | | UGS INTEGRAL ENGINE/ COMPRESSOR PISTON RING A535 5-17 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OFIO 43050DATE August 14, 1981 REV _ REPAIR AND OVERHAUL This ring is symmetrical, Install either side toward cylinder head, a tf Install] spring latch ale A-< on this side-—————" & Ses Despite their toughness in service, rings are fragile with regard to installation. Always handle them with clean tools and hands, and protect them from nicks and bending. w e DIMENSION —GAP_*6" (w/o. fering) t WSTALL NEW 13/32 Maximum | .015/.030_ |.123/.124) MAXIMUM WORN ae 030 | 1265 | Without the sprirg-in place, measure the installed end gap with a feeler gage before placing the ring on a piston. Use a 4.751" diameter ring gage or place the ring in the liner and “square it up" with the bore by pushing a piston against it lightly until the ring is exactly square with the bore. Then | measure the installed end gap. in used liners that may be tapered, push -the ring to the bottom of its travel before measuring. In place on the piston, the spring should contact the back of the ring at all points. UGS INTEGRAL ENGINE/ COMPRESSOR OIL CONTROL RING A-536 5-18 1 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHI0 43050DATE August 14, 1981 REV REPAIR AND OVERHAUL Do not open end gaps wider than 1-1/4" to install onto the piston. Excessive stretch during installation (or removal) can stress rings beyond the yield strength of the material; then, they will be “bent” and not able to conform to the liner bore, or seal properly, and will be permanently ruined. Lock ring expander tool ta limit opening of the ring gap while sliding down over pfstun. Oi1 the rings ana ineir grooves before placing the piston into the ring compressor. (A-728) IGS INTEGRAL ENGINE/ COMPRESSOR PISTON AND OIL RING INSTALLATION h-728/729 | 5-19 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OFI0 “3050DATE August 14, 1981 REV “1_Januery 3, 1983 DIMENSION | Standard [1.5001 Maximum worn (Any place: | on length | 14985 REPAIR AND OVERHAUL OGS INTEGRAL ENGINE /COMPRESSOR POWER PISTON PIN p43 | ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050“__DIMENSTON _ l D Standard 2.5000 _| (Maximum worn (Any place | | on length L 2.4970 | UGS INTEGRAL, ENGINE / COMPRESSOR COMPRESSOR CROSSHEAD PIN A 1 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV 1 Janvary 3, 1983 REPAIR AND OVERHAUL Assemble on crankshaft with power throw numbers up. |_DIMENSTON d D Standard 155008/1.5021 | 2.9995/3.001 See Rod Maximum worn l 1.506 | Bearing Shell Maximum out-of-round 003 *.001 | *-Avoid measuring across"bore relief. Dimensions shown above are for bearing shells and pin bushing installed and with cap bolts torqued per recommendations (See TABLES, CRITICAL ASSEMBLY TORQUES.) The pin bushing is a press fit.in the rod. (See TABLES, CLEARANCES AND FITS.) Assembie with the bushing holes "Crossways" as shown. The bushing does not need to be reamed. Clean and blow dry the 1/4" of] hole thru the shank and the 3/32" hole in the small end that sprays cooling oi] into the piston. If the connecting JES INTEGRAL rod needs to be clamped or vised for torquing ENGINE/ COMPRESSOR or pressing-in the bushing, protect all rod TOMER surfaces from tool dazage with soft material | Such as hard wood, Tether, thick cloth, etc. CONNECTING ROD D-305 222 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV_1_January 3, 1983 REPAIR AND OVERHAUL ‘Assemble on crankshaft with compressor throw number up. p/ NE Assemble with Match-Marks down. i DIMENSION D d Standard 2.9995/3.001 | 2.5015/2.503 See Rod Maximum worn Bearing Shell 2.506 Maximum out-of-round *.001 2003 * Avoid measuring across bore relief. Dimensions shown above are for bearing shells and pin bushine installed and with cao bolts torqued per recommendations. (See TABLES, CRITICAL ASSEMBLY TORQUES.) The pin bushing is a press fit in the rod, (See TABLES, CLEARANCES AND Fits.) The bushing does not need to be reamed after assembly. Clean and blow dry the oi] hole thru the shank. If the connecting rod needs to be clamped or vised for torquing or pressing-in the bushing, protect all rod surfaces from tool damage with soft material such as hard wood, leather, thick cloth, etc. JGS INTEGRAL ENGINE / COMPRESSOR CUMPRESSOR CONNECTING ROD nee | 5-23 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981_ REV _1_January 3, 1983 REPAIR AND OVERHAUL t Do not measure “t" in bore relief zone. DIMENSION t Standard 0863/0868 Maximum worn 0855 This bearing is in both the power rods and compressor rod. Wipe clean the back of the shell and the mating surfaces on the rod and cap directly before assembly. For bearings to operate according to design intent, they must be "round" within close limits. Dimensional distortion caused by dirt, nicks, carelessness, etc. shortens bearing life GS INTEGRAL ENGINE/ COMPRESSOR CONNECTING ROD BEARING HALF SHELL B=2: 5224 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050(DATE August 14, 1981 REV 1 January 3.1983 REPAIR AND OVERHAUL Replace shells if: Bearing surface is cracked or crazed. Pieces of bearing surface have been moved and accumulated in joint. Do not replace worn half-shell only-replace both with a new pair of half shells. Do not shim behind bearing shell or between cap and rod. Do not grind caps to adjust running clearance. Shells that have run for thousands of hours often have worn thru the lead/tin overlay and show the bronze layer that is on top of the steel back. Bearings in this condition are satisfactory for continued operation. However, crankshaft wear increases ‘when running on bronze because of reduced imbedability. It is preferred practice to replace bearings that are worn down to the bronze. [SS INTEGRAL ENGINE/ COMPRESSOR CONNECTING ROD BEARING HALF-SHELL ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050“DATE August 14, 1987 REV} January 3, 1983 REPAIR AND OVERHAUL /o § oON\ ; 7 1 DIMENSION (inlet) 1.0. JE (exhaust) I.Did (qotde):tp.! | Standard 12,0460/2.0850 | 2.0010/2.0000 | ,6570/,6560 | Maximum worn | z * * | * When valve seat inserts or valve guides are replaced, correct interference of the parts with the head is more - .. important than the discrete dimensions of the parts involved. Careful measurement and appropriate part selection is important. (See TABLES, CLEARANCES AND FITS.) OGS INTEGRAL ENGINE/ COMPRESSOR CYLINDER HEAD p30, | 5-26 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 EY 1 January 3,19) REPAIR AND OVERHAUL DIMENSTON d D * | standard 3736/3746 65776583 {| Maximum worn 376 * * When replacing guides, correct interference with the cylinde head is more important than the discreet dimensions. (See TABLES CLEARANCES AND FITS.) UGS INTEGRAL ENGINE/ COMPRESSOR VALVE GUIDE ass39 | 5-27 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV » 1983 REPAIR AND OVERHAUL DRIFT SHOWN AS——7 | REMOVAL TOOL | . ~— DRIFT SHOWN AS | ! \ i acre J INSERTION Too.s | (" ol S t i 1 \ \ 1) xt Ss SSS I SS SSS S UGS INTEGRAL ENGINE/ COMPRESSOR VALVE GUIDE DRIVER TOOL A727. 5-28 | ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV_1 January 3, 1983 REPAIR AND OVERHAUL OC fw 299-15! + 15" aN dy f Tr * Discard when grind relief is no longer apparent DIMENSIO) | x Standard .3720/.3714|.203/.173| 29°15" + 15° | | Maximum worn Ese geeel, Remove deposits with a wire brush down to bare metal before inspecting. . Examine for cracks: Penetrating dyes y Chek Magnetic particle Magnaflux Fluorescent penetrant-Magnaglo See VALVE SEAT GRINDING for recommended seating pattern, Grind tappet end of valve stem square before reusing, The inlet valve part number is B-440, | The exhaust valve part number is B-441, ‘UGS INTEGRAL ENGINE/ COMPRESSOR VALVES : 5-29 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1987 REV 1 January 3, 1983 REPAIR AND OVERHA\ GAGE DIA. oF Dimension "H" of an operable rotator should be approximate! +29" (9/32"), approximately 1.200 (1-1/4") “Gage Diameter. : Replace the Rotocoil if: Dimension "H" is short, i.e. interior spring is broken. The center section does not rotate easily and smoothly. Individual parts of this assembly are not furnished separately, UGS INTERGRAL ENGINE/ COMPRESSOR. ROTOCOLL (VALVE ROTATOR) -550 5-30_| ARTEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050Da € August 14, 1981 REV 1_January 3, 1983 REPATR AND OVERHAUL _ 1 Ee | | \ | FLAT SURFACE DIMENSION L Free Lenath = T-15/16 With 51.25 Lb Load | 1-3/4 / 1-11/16 Maximum worn SAME Turn spring over to check squareness of each end. Discard if spring is visibly out of square, TES INTEGRAL ENGINE /CONPRESSOR VALVE SPRINGS | h5a5 | 8-3] ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, O10 43050DATE August 14, 198] REV_1 January 3, 1983 REPAIR AND OVERHAUL. D DimEnsTON | bp (intake) | D (exhaust) | WJ 2 Toa Standard | 2.048/2.049 | 2.003/2.004 | 3/32" | 30975’ + 15'| 20/259! Oversize 3/32" | 30°15" « 15'|20/25% Oversize 3/32" | 30°15" + 15'|20/25% pyn | A-537 A538 | ----- -- Performance will be best if a 20°-25° stone is used to reduce the seating face width to about 3/32". (See Dimension "W" above.) Lapping the seat, witn the valve that is to be us is advisable if there is a doubt about the excellence grinding procedure or equipment. Avoid lapping the sea than dimension "W". Always wash the head to remove all compound. An acceptable blue pattern is a uniform band of width "W" = | centered on the valve head face. ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH10 ENGINE/ COMPRESSOR VALVE SEAT GRINDING A-537/538| 5-32 ed in it, of the t_wider lapping S INTEGI 43050DATE August 14, 1981 REV 1 January 3, 1983 REPAIR AND OVERHAUL seco | DIMENSION D } Standard | .724/.722 (wax. worn | .719 | UGS INTEGRAL ENGINE/COMPRESSOR ROCKER SHAFT B-510-A 5-33 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050ATE August 14, 1981 REV January 3, 1983 DIMENSION oD Standard .7256/.7268 Maximum worn 7300 This rocker arm is special for operation on horizontal power cylinders. Replace with an Ariel Part only. REPAIR AND OVERHAUL GS INTEGRAL ENGINE /COMPRESSOR ROCKER ARM-EXHAUST 3-43 5-34 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV_1 January 3, 1983 REPAIR AND OVERHAUL ——— DIMENSION D Standard 27258) .7268 Maximum worn -7300 This rocker arm is special for operation on horizontal power cylinders. Replace with an Ariel Part only. UGS INTEGRAL ENGINE /COMPRESSOR ROCKER ARM- INTAKE 8-436 5-35 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE Ayoyst 14, 198) REV 1 January 3, 1983 REPAIR AND OVERHAUL 1. Torque all @ bolts just snug. 2. Using the sequence shown above, torque the 5/8" bolts to 60 1b x ft and the 3/8" bolts to 18 1b x ft. 3. Finally, using the sequence shown above, torque the 5/8" bolts to1301b x ft and the 3/8" bolts to 27 1b x ft. 4, Recheck torques after the engine reaches operating temperature. If the bolts move, recheck valve tappet clearances. UGS INTEGRAL ENGINE/COMPRESSOR TORQUING SEQUENCE CYLINDER HEAD D-301 5-36 | ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE Avaust 14, 1981 Rey 1 January 3, 1983 REPAI AND OVERHAUL, CRANKCASE LUBRICATOR GEAR GOVERNOR & LUBRICATOR DRIVE HOUSING ‘CRANKSHAFT GEAR TIMING MARKS LO. PUMP GEAR GOVERNOR GEAR CAMSHAFT GEAR | BACKLASH NEW MAXIMUM WORN | EACH MESH |004/.0}0] 015 ok Backlash is distance "X" that one gear can be moved when the mating gear is fixed. Backlash is generally measured with a Dial Indicator. (See illustration above.) When measuring backlash, hold one gear fixed and move the other back and forth thru the tooth clearance "X", Rotate the gears to various positions and OGS INTEGRAL measure backlash to ensure that there are no ENGINE/COMPRESSOR "tight spots". | GEAR TRAIN 5-37 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REV _1_January 3, 1983 REPAIR AND OVERHAUL All JGS gears. have fixed center distances except the camshaft and lubricator gears. Distance between these two gears is adjustable by sliding the governor and lubricator drive housing up or down on the crankcase. At original factory assembly, each housing and crankcase are positioned and dowelled to maintain correct backlash. Unless a new governor and lubricator drive housing is installed, there should be no need to Feaajust or Teseowet ee CAMSHAFT TIMING The camshaft and crankshaft gears must be assembled with their timing marks adjacent as shown in the ftoure. Mesh of all other gears is random. There is an 1" NPT plugged hole in the forward wall of the crankcase adjacent to these timing marks. Remove the plug when timing the camshaft. See CAMSHAFT. GS TNTEGRAL ENGINE/ COMPRESSOR GEAR TRAIN 5-38 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050OATE August 14, 1981. REV. TABLES ARIEL BOLTING..... CLEARANCES AND FITS... CRITICAL ASSEMBLY TORQUES. 6-3 VALVE CENTER BOLT TORQUES. 6... sesceeeeersereereaneree en s6-4 LOCKWIRE, eee ets a ee oad PISTON/CYLINDER CLEARANCE.. 6-6 PISTON RING END GAPS-P & M CYLINDERS... 6-7 PISTON RING END GAPS-JG CYLINDERS..... ee eee a8 BACANCE GCHAR fete eee eee ee UGS INTEGRAL ENGINE/COMPRESSOR SECTION 6 | twoex ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050ry DATE August 14, 1981 REV 1 December 2, 1982 TABLES: Bolting has been selected that will meet the strength and elongation requirements, locking features, and mechanical clearance| required. Proper bolting must be used and torqued to specified values. a Hex Head Grade 8 BOLT IDENTIFICATION Hex Socket meets or exceeds Grade & specifications © tH "Nylok" Locking Device ARIEL BOLTING Hex, Head Grade 5 © gR 12 Point meets or exceeds Grade 8 specifications JGS INTEGRAL ENGINE /COMPRESSOR ARIEL BOLT=NG Bel ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 1981 REY 1. 8-23-82 TABLES Part Description Standard Clearance Interference Main bearing to crankshaft- 0015 - .0042 Rod bearing to crankshaft- 0014 - .0039 Rod bushing to conn-rod (Engine)- o> -0005 - .0015 Rod bushing to conn-rod (compressor) -- +0015 - .0025 Crosshead pin to conn-rod- 0015 - .0035 o-- Piston pin to conn-rod-~ 0005 - .0022 Crosshead pin to crosshead- 0015 - 0025 Piston pin to piston--~ 0002 - .000 Crosshead to crosshead guide-- 1008 - .012 ee Top ring, side- +0025 - ,0040 O41 ring, side- 0008 - .0020 Top ring, end gap 017 = .032 O11 ring, end gap- 015 - .030 Piston to liner, skirt- 004 - ,007 eS Valve stem to guides 0016 ~ .0032 7 Valve seats to head- 002 - .004 Valve guides to head- oo 0007 - .0023 Crankshaft end thrust Camshaft end thrust- Camshaft bearing to camshaft-- +005 - .010 +004 - .010 002 - .006 =o +0015 - 0045 Gear to crankshaft-- Rocker arms to rocker shaft +0008 - .0028 Valve tappet, exheust-- 018 - .022 Valve tappet, intake-- -013 = .01 Spark plug electrode gap -014 - .01 GS INTEGRAL INP CLEARANCES AND FITS 6 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE: August 14, 1981 REV: 4 December 27, 1983 TABLES TORQUE LB x FT Part Description Dia. - TPT ENGINE COMPRESSOR Connecting rod - - - - - - - - 20 58 ose Connecting rod - - - - - - ~ - 13 --- 58 Main bearing cap - - - - - - - 13 58 58 Cylinder to crankcase - - - 13 58 --- Cylinder head to cylinder -u 130 ee Spacer bar bolts - - - - - - - 18 92 92 Flywheel-to-crankshaft - - - 5/8 - 18 140 --- Cam gear-to-camshaft - - - - 3/8 - 16 SEE "CAMSHAFT" Boo Crosshead pin thru-bolt - - 24 oe 2 Rod packing bolts - -- - -13 me 33 Piston nut - -------- - 12 oo 222 Crosshead nut - - - - - - 1-12 ose 300 Guide-to-cylinder bolt - - = 1/2 - 13 oo 58 Crosshead guide-to-crankcase 1/2 - 13 oo 58 Distance piece bolt - - - -- 1/2 - 13 ce 58 Spark plug adaptor - - - - - 90 --e Spark plug-to-cylinder-head- 14 H.M. 25 --- Valve cap bolts, 3/8 - 16 UNC Hex Head Grade 8 18 7/16 - 14 UNC Hex Head Grade 8 29 1/2 - 13 UNC Hex Head Grade 8 44 5/8 - 11 UNC Hex Head Grade 8 79 Tabulated values are based on clean, smooth, rust free threads, that have been oiled or greased directly before torquing. ENGINE/ COMPRESSOR | IGS INTEGRAL CRITICAL ASSEMBLY TORQUES 6-3 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DAT: March 3, 1983 REV 1 August 3, 198. TABLE! FASTENER re late raetoatine Spiralock 3/B-26 UNE | Drake Lock Nut 2-20 {Gotvon hei?) Set WF Drake Lock Nut 38-26 UNE Drake Lock Nut | _g és inc | @ ft. bs. (Top Locking | 20 ft. Lbs. | 20 fr. ibs. 40 ft. ups. | a0 f Top{Locking) ht we UGS INTEGRAL, ENGINE/ COMPRESSOR VALVE CENTER BOLT TORQUES 6-4 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE August 14, 198] REV 1 December 2, 1982 TABLES Lockwiring is used to keep fasteners from working loose. This type of locking device is used ‘ on fasteners that must remain in place. These fasteners are located inside an assembly or where their integrity is vital to the assembly. Three basic rules for use of lockwire are: 1. Lockwire, when installed properly, will use one fastener to keep another tight. 2. Lockwire must be tight and never overstressed. 3. Lockwire must not cross or obstruct a passageway. Ariel recommends the following guidelines be followed when installing lockwire: 1. Use only wire designed exclusively for this Purpose. 2. Wired fasteners should be installed in pairs; if an odd number of fasteners exists, only one 4 group of three is permitted. + 3. The hole drilled in a fastener must be between { 2 and 6 o'clock in relationship to a plane fs passing through the centers of the two fasteners. i (Right hand threads only.) See Step # 1. 4. Insert one end of the wire through the hole, then : wrap the other end around the fastener in a clockwise direction. (Right hand threads.) See i Step # 2. 5. Twist the wire in a clockwise direction, keeping tension on the wire. See Step # 2. 6. Push one end of the wire through the hole in the second fastener, wrap the other end around the fastener in a counterclockwise direction, then finish twisting both ends of the wire counterclockwise. See Step # 3. 7. Trim the excessive length, and turn the twisted ends in along the side of the GS INTEGRAL fastener to avoid projecting sharp ends. See |_ENGINE/ COMPRESsoe ee LOCKWIRE * For left hand threads, C.W. and C.C.W. references used on R.H, threads are rever 6-5 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050a february 21. 1983 TABLES Cylinder bore diameter Diawetral clearance (cyl, 1.D.-Piston on.) P Cylinders zaye oor = TT 2007" 011" 2007" — 011 007" =. 0TT™ 2013" — OTE" [013-018 2013" - 018 2013" ~ O18" M cylinders z 007-011" z 007" =. OTT™ 3 EAL 3 00I" — OTS" 3-1/2 200g" 013" f 3-7/8 OT" = 014" 4-1/8" OT" = 01g" I a-3/e ore" =. 017" 5-1 /er 2012" 017" =3/a O13" = 018" 6-1/8" O13" = 019" G-% ¥ Je cylinders 2-37" 00s = 01 ae oa” =. 01 3-378" 2010" 015" 3-5 >O10" 015" | 3-7/8" OTT = 016" | a-1/8" Or = 016" a-3/a" ore" = 018" 3-1/8" O12" O18" 6-1/8 Ors" = 019" 6-1/2, ora" = 020" 7-1/8" OTs" = 021" =1 Ors" = 021" | K fe enduce cyaar PISTON END CLEARANCE ToS INTEGRAL ‘ ENGINE /COMPRESSOR Crank end Sof total : Head end 73 of total Dan eANceEae 6-6 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 21, 1983 REV. TABLES, Step Cut Angle cut Piston Bronze Bronze Bronze Teflon Diameter | Two-piece _}| _ Segmental _One-piece One-piece New _Max.[ Kew Max.) New _JMax. | New __[Max. P Cylinders 21/2" TOE"7022"T, OBB. 030"7.036"]. 144" =3/4" 0127/7. 022" |. 0887}. 033" /. 040" |. 160"| Ku O14". 024] 096". 036" /. 044" ]. 1767] =e" -039"7. 047". 186" 4-3/0" TOZT"7 OST" | Tea O57". 077" | 308" 3-1/8" 0237033" | 132"). 061". 081" |. 3247) Ba172" 2026" /. 136" |. 144" 065"/. 085" |. 340" =3 78 026" / 036" |. 144]. 068"/. 088" |. 352" MH cylinders = 1/2" DIZ" 7022" |. 0BS"LOS0'7. 036". =3/8 z O12"7,020" | 088". 033°/. 0407] = -O1a" 7.028" |.096").036"/.046" |. ye 039"/.087" |. 317 [082"7. 052" |. 3-7/7 O86" 7.056" e178" 049"7.060" |. a-3/e" OTT OST [TEE OST*7.077 5-1/e 023" 7.033" |. 1321 061"7. 081. 5-1 2026"7.036" |. 144"| 065"/ 085" |. 53/a -026"/.036" |. 142" 06877. 088" e178" 027"7.037" |. 148"L 073/093" |. Y eK TeS_ INTEGRAL Re eee ene ENGINE/ COMPRESSOR PISTON RING END GAPS P & M CYLINDERS 6-7 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050"DATE February 21, 1983 REV TABLES qr A Step cut Angle Cut Piston Bronze Bronze Bronze Teflon Diameter Two-piece Segmental One-piece One-piece New Max. New | Max. New _|Max. New _|Max. j 36 Cylinders | 37 OU" 7 BIOS oT. 03s" [3"_——[-0025"7- 0090" 0360" ~030"7.036"| 144" 35/8 o12"7.020" |. 068" 7034"7- 041" T68"] 3 O1a"/. 0241. 096" 2036"7. 044" [176 4-1/8 bora"7. 024" 1-036 20397. 047". 188" 2-3/8 TO2T"7 OBI] 124} 057°. 077". 308") 5-1/8" I 2025"7.033"Y.132"|- 0617-081". 3287) 6-1/8" 2027°7.037"f-148" | O73" 7.093". 3727 6-1/2 =030"7-040" |; 160". 077"7.097" |. 386"| 7-178 { 2032"7,042"| 168". 085". 105 |. 4097 rev CL 203877, O42]. 176" |. 0897. 109". 430" | JGS INTEGRAL ENGINE /COMPRESSOR NG END JG CYLINDERS 6-8 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE: October 11, 1984 REV: April 2, 1984 CYLINDER DIA(s) TOTAL WEIGHT CROSSHEAD HE cE PISTON¢ROD PTF = LBS. P cy) (ay) LBS @) a - 19.7 D-149 10.9 20.4 D-149 10.9 21.5 D-149 10.9 23.3 D-149 10.9 5.125 2.5 21.3 D-149 10.9 5.125 2.75 21.5 D-149 10.9 5.125 “3 22.3 D-149 10.9 5.125 3.25 24.1 D149 10.9 5.5 2.5 23.2 10.9 5.5. 2.75 23.9, 10.9 og 24.6 10.9 5.5 3.25 25.8 10.9 5.75 2.5 23.4 10.9 5.75 2.75 24.1 10.9 otis. 3) 25.0 10.9 5.75 3.25 25.1 10.9 3.5" JOM 2.5 7.8 D-89 24.9 2.75 8.8 D-89 24.9 3 9.7 D-150 19.2 3.25 11.4 D-150 19.2 3.5 12.6 D-150 19.2 3.875 14.8 D-150 19.2 4.125 16.4 D-150 19.2 4.75 19.0 D-149 10.9 5.125 20.4 D-149 10.9 5.5 20.9 D149 10.9 5.75 22.6 D149 10.9 6.125 25.1 D-149 10.9 * Total (ACTUAL) weight should fall between 35.0 lbs and 37.5 lbs. variance in actual weights, actual balance must be done by weighing assemblies. Use table above to select parts and judge weights. Th BIS B15, B15, B15 A-52 ASL £53 £52. AP52 B15 B15, 4-53 An52 Ae52 A-51 BelS BALANCING NUT LBs WEIGHT (co) LBS (ateto) 47 35.3 47 36.0 2.7 35.1 7] 34.9 2.7 34.9 2.7 35.1 2.7 35.9 Ey, 35.7 od 34.8 a 35.5 eal 36.2 ef 37.4 el 35.0 BD 35.7 7 36.6 a 36.7 47 37.4 27 36.4 6.7 35.6 47 35.3 47 36.5 au 34.7 a] 36.3 6.7 36.6 47 36.0 47 36.5 2.7 36.2 oo 36.7 Due to TABLES TOTAL (IDEAL) UGS INTEGRAL, LENGINE/ COMPRESSOR | BALANCE CHART LIGHT POWER P: Ire. tof 4| 6-9DATE: March 2, 1984 REV: April 2, 1984 TABLES CYLINDER DIA(s) TOTAL WEIGHT © CROSSHEAD HE cE PISTON¢ROD = PIF LBS. aN) ay) LBs @) (a) 2.75 10.1 D-89 24.9 3 15 D-150 19.2 3.375 13.8 D-150 19.2 3.625 15.5 D-150 19.2 3.875, 16.7 D-150 19.2 4.125 18.8 D-149 10.9 4.750 19.0 D-149 10.9 5.125 20.3 D-149 10.9 6.125 23.2 D-149 10.9 6.500 24.2 D-149 10.9 7.125 24.1 D-149 10.9 7.500 25.1 D-149 10.9 * Total (ACTUAL) weight should fall between 35.0 Ibs and 37.5 lbs. Due to variance in actual weights, actual balance must be done by weighing assemblies. BALANCING NUT Pre B15 A-52 ASL Bel5 B15 A-53 A-53 A-52 Use table above to select parts and judge weights. *TOTAL (IDEAL) LBs WEIGHT (© LBs. (A¥B+C) 7 35.7 47 35.4 27 35.7 ay 35.4 a 36.6 6.7 36.4 6.7 36.6 AT 35.9 a7 34.8 7 35.8 7 35.7 7 36.7 JGS INTEGRAL, BALANCE CHART LIGHT Pg. 2 of 4 §-9 |DATE: March 2, 1984 REV: April 2, 1984 TABLES CYLINDER DIA(s) TOTAL WEIGHT - CROSSHEAD BALANCING NUT TOTAL (IDEAL) HE cE PISTONHROD PTF LBS) PT LBs WEIGHT ax) aN) LBS @) (c) LBS «@ (A+B+0) 3.5" Joep ao 2S) 19.7 D150 19.2 A+53 6.7 45.6 4.75 2.75 20.4 D150 19.2 A-53 6.7 46.3 4753 21.5 D-150 19.2 A-52 47 43.4 mes anos) 23.3 D150 19,2 A-SI 2.7 45.2 5.125 2.5 21.3 D-150 19.2 47 45.2 i 5.125 2.75 21.5 D-150 19.2 4.7 45.4 seios 22.3 D150 19.2 47 46.2 | 5.125 3.25 24.1 D150 19.2 A+SI 2.7 46.0 | 5.5 2.5 23.2 D150 19.2 +52 4.7 47d | 5.5 2.75 23.9 D-150 19.2 A-SI 27 45.8 5.5 3 24.6 D-150 19.2 ASSL er 46.5 5.5 3.25 25.8 D150 19.2 BIS oe 45.7 5.75 2.5 23.4 D150 19.2 ASSL a 45.3 3.75 2.75 24.1 D-150 19.2 ASI 2.7 46.0 3.753 25.0 D-I50 19.2 ASI 2.7 46.9 | 5.75 3.25 25.1 D-150 19.2 A-SI a 47.0 \ 3.5"SP | 6.125 3.5 34.6 D149 10.9 BS 7 46.2 | 6.125 3.75 34.6 D-149 10.9 B15. a7 46.2 6.125 4,125 34.6 D-149 10.9 BLS. oT 46.2 6.125 4.375 34.6 D149 10.9 BIS ST 46.2 | 6.5 3.5 34.6 p-149 10.9 BIS. cy 46.2 6.5 3.75 34.6 D149 10.9 BS 7 46.2 6.5 4.125 34.6 D149 10.9 BS. a 46.2 6.5 4.375 34.6 D149 10.9 BIS 7 46.2 1S 3.5 34.6 D149 10.9 BIS. Tl 46.2 7.5 3.75 34.6 D149 10.9 BIS 7 46.2 | 15 4.125 34.6 D-149 10.9 BelS a 46.2 75 4.375 34.6 D149 10.9 BIS 7 46.2 8 3.5 34.6 D-149 10.9 B15 a 46.2 8 3.75 34.6 D149 10.9 BS Ey 46.2 | 8 4.125 34.6 D-149 10.9 B15 a7 46.2 8 4.375 34.6 D-149 10.9 B15 7 46.2 * Total (ACTUAL) weight should fall between 45.0 lbs and 47.5 lbs. Due to variance in actual weights, actual balance must be done by weighing assemblies. Use table above to select parts and judge weights. UGS INTEGRAL, ENGINE BALANCE CHART sof 4 6-9DATE: March 2, 1984 REV: April 2, 1984 TABLES ——9 CYLINDER DIA(s) TOTAL WEIGHT | CROSSHEAD ‘BALANCING NUT —*TOTAL (IDEAL) HE cE PISTON#ROD PTF LBS PT# Bs WEIGHT ay) a) LBs @) (c) LBS « (A+B+C) 3.5" Jon 4.75 19.0 D890 24.9 ASSLT 46.6 5.125 20.4 D-ISO 19.2 A530 6.7 46.3 5.5 20.9 D899 24.9 B15 ay 46.5 5.75 22.6 D-I50 19.2 AS20047 46.5 6.125 25.1 D-150 19.2 AST 247 47.0 6.5 26.6 D-150 19.2 BS. 7 46.5 7.5 27.6 D-149 10.9 AW53_ 647 45.2 8 28.9 D149 10.9 A-536.7 46.5 3.5" JG 4.125 18.8 D-89 24.9 ASL 2.7 46.4 4,75 19.0 D899 24.9 ASL 247 46.6 5.125 20.3 D150 19.2 A537 46.2 6.125 23.2 D150 19.2 ANS27 47.1 6.5 24.2 D-150 19.2 ASL 247 46.1 7.125 2h. D-150 19.2 ASL 247 46.0 15 25.1 D150 19.2 A-SI 2.7 47.0 8.5 31.3 D149 10.9 A527 46.9 8.875 32.4 D149 10.9 ASL 247 46.0 3.5"IGS 4.75 2.75 26.8 D-150 19.2 Bel5 7 46.7 is 3 28.1 D149 10.9 = A-S3 6.7 45.7 5.125 2.75 27.9 D149 10.9 A-S3_ 647 45.5 $.125 3 28.6 D149 10.9 A-53 6.7 46.2 6.125 3.375 34.1 D149 10.9 Bel 7 45.7 6.125 3.625 35.4 D149 10.9 BIS 7 47.0 6.5 3.375 35.4 D149 10.9 BS. 7] 47.0 * Total (ACTUAL) weight should fall between 45.0 Ibs and 47.5 lbs. Due to variance in actual weights, actual balance must] JCS INTEGRAL be done by weighing assemblies. Use table above to select parts and judge weights. ‘BALANCE CHART HEAVY POWER Pe. 4 of 4] 6-9DATE February 25, 1983 REV PISTON AND ROD-REMOVAL...... PISTON AND ROD-DISASSEMBLY PISTON AND ROD-REASSENBLY....... PISTON AND ROD-INSTALLATION....... ae PISTON RINGS-DETERMINING RING WEAR & REMOVAL. BouopopdooL PISTON RINGS-INSTALLATION. PISTON ROD PACKING-REMOVAL PISTON ROD PACKING-REASSEMBLY PACKING RINGS-TYPE "P" PRESSURE BREAKER. . PACKING RINGS-TYPE "TR" SINGLE ACTING.... PACKING RINGS-TYPE "BD" DOUBLE ACTING....... PACKING RINGS-TYPE "3RWS" WIPER SET ARRANGEMENT OF PACKING RINGS...... PACKING RING MATERIAL...... eee VALVES-REMOVAL... VALVE MAINTENANCE. . VALVES-REASSEMBLY. . VALVE ASSEMBLY... ee eal IGS INTEGRAL ENGINE / COMPRESSOR SECTION 7 INDEX ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 REV CYLINDERS ¢ CRANKSHAFT Before performing any maintenance, completely vent system. (See Packager's Standards.] Before removing a cylinder head, back off all capscrews 1/8". Make sure the head is loose and the cylinder completely vented. Remove the crosshead guide side covers and the cylinder head. It has already been loosened per the instructions above. Move the crosshead to its inner dead center position.and back off, but do not remove, the piston rod locking nut set screws. Loosen the crosshead nut with the special slugging wrench. See illustration above left. Use the open-end wrench for hexnuts and the peg wrench for round nuts. Use the Piston Nut Torquing Adaptor to screw the piston rod out of the crosshead. The two dowels on the tool fit the holes in the piston nut, See illustration above right. Turn the crosshead nut off the piston rod. As the piston leaves the cylinder, be careful in handling the durable piston rings. Despite their toughness in service, rings are fragile with regards to removal. Aiways handle them with clean tools and hands-protecting the rings from nicks, marring, and bending. Move the piston out of the cylinder until a fraction of the first ring clears the cylinder. Encircle the ring by hand until it is clear and remove it. Use this same procedure to remove the succeeding rings. Segmental rings on 2-3/4" through 4-1/8" JG pistons will fall off. Move the piston out JGS INTEGRAL of the cylinder until enough of the piston ENGINE/ COMPRESSOR extends to allow removal by hand at the head |»; : end. Pull the piston forward slowly until a See ree fraction of the ring clears the cylinder. 7a ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 REV. CYLINDERS. Remove the set screws from the piston nut. Even though the piston nut has been prick-punched to lock in the set screws, they can be forced with an Allen Wrench past the small lip that has formed. Ariel recommends exclusive use of the Piston Torque Fixture (P/N B-121) for disassembly and reassembly of the piston from a piston rod. This fixture can be purchased from Ariel, Mount Vernon. Do not use a discarded crosshead because there is not enough support of the piston rod and threads may not be satisfactory. This fixture will prevent bending the piston rod during disassembly and reassembly. The Piston Torque Fixture must be securely bolted down to prevent its turning with the piston. It should be at a convenient height, (around three feet.) Wit the piston rod screwed in the holding device and locked in place with the crosshead locking nut, the piston nut can be removed from the piston using the special piston nut wrench illustrated above. Make sure all threads are clean. A small amount of pressure may have been built up within the piston during operation. This will vent when the piston nut is loosened. After the piston nut has been removed, the piston and collar will slip off the end of the rod. Ariel recommends exclusive use of the special tools sent with each unit. GS INTEGRAL ENGINE/ COMPRESSOR, PISTON AND ROD- DISASSEMBLY ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050February 25, 1983 REV CYLINDERS Assemble the piston, collar, and nut by hand. One end of the piston is machined .001" smaller than the other for.3/4" of its length. This is the head end of the piston. Screw the piston rod into the holding device and lock the rod with the crosshead locking nut. Tighten the piston nut to the recommended torque found in TABLES, CLEARANCES AND TORQUES. Install the set screws and prick-punch the piston nut to lock them in. The set screws should be so tight that the Allen Wrench is slightly deformed (twisted) after tightening. Jes INTEGRAL ENGINE / COMPRESSOR PISTON AND ROD- REASSEMBLY ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH10 43050983 REV DATE February 25 Install the piston and piston rings into the cylinder. See Page 7-6. Since the threaded crosshead end of the rod is 1/8" smaller than the inside diameter of the packing, it will not be necessary to use an entering sleeve over the end if reasonable care is taken. Replace the crosshead nut onto the rod and use the Piston Nut Torquing Adaptor illustrated to screw the rod into the crosshead. Remove a crank end suction valve. With the crosshead at its inner dead center position, screw the piston into the crosshead far enough to give the approximate recommended clearance at the crank end head. Measure the clearance with the crosshead nut well snugged up. To readjust, loosen the crosshead nut and screw the piston in or out in order to have the clearance conform with that recommended in TABLES, CLEARANCES AND FITS. Tighten and torque the crosshead nut to the value given in TABLES, CRITICAL ASSEMBLY TORQUES. Tighten the crosshead nut set screws and replace the cylinder head and gasket. Tighten all capscrews evenly to the proper torque given in TABLES, CRITICAL ASSEMBLY TORQUES. Replace the valves, tighten all capscrews evenly to the proper torque given in TABLES, CRITICAL ASSEMBLY TORQUES, and replace the crosshead guide side covers. OGS INTEGRAL ENGINE / COMPRESSOR PISTON AND! ROD- INSTALLATION 7-4 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 REV CYLINDERS Ariel recommends replacing rings when the end gap has increased three times its original distance. To measure the end gaps, insert the rings (including springs in the case of Segmental rings) in cylinders without pistons. See TABLES, PISTON RING END GAPS. To remove piston rings, follow steps under PISTON AND ROD- REMOVAL. GS INTEGRAL ENGINE/ COMPRESSOR PISTON RINGS- RING WEAR & REMOVAL ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 REV. THREE PIECE SEGMENTAL RINGS Insert the piston in the cylinder up to the crank end ring groove. Place the inner spring over the grooves. Hold the ring segments by hand (with their matchmarks in the proper relative positions) and push the piston in the cylinder until the ring i inside. Install the other rings in the same manner. Follow steps under PISTON AND ROD-INSTALLATION in this section. TWO PIECE RINGS Ring gaps should be staggered around the piston, rather than lined up. Insert the piston into the cylinder up to the crank end ring groove. Hold the ring segments by hand (with their match-marks in the proper relative positions) and push the piston in the cylinder until the ring is inside. Install the other rings} in the same manner. Follow steps under PISTON AND ROD-INSTALLATION in this section. . UGS INTEGRAL ENGINE /COMPRESSOR PISTON RINGS- INSTALLATION lL 7-6 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE february 25, 19! SLUSDERS ONE PIECE RINGS (Bronze) Ring gaps should be staggered around the piston, rather than lined up. Place the rings over the grooves in the piston. Slip a standard automotive ring compressor over the rings and tighten. (Compress Teflon rings by hand.) With the rings fully compressed in the grooves, insert the rod and piston in the cylinder. The ring compressor will not be able to enter the cylinder, of course, but while it is being held tight against the mouth of the cylinder, the rings will be prevented from springing loose while the piston is being pushed in. Follow steps under PISTON. AND ROD-{NSTALLATION in this section. Whenever installing a piston into a cylinder, since the threads on the end of the rod are 1-1/8" in diameter, an entering sleeve is not necessary. However, you should reach into the packing with a finger, from the crankshaft side, and guide the rings onto the piston rod. Follow this procedure so that the end of the piston rod does not bang into the edge of a packing ring and bend it. UGS INTEGRAL ENGINE / COMPRESSOR PISTON RINGS INSTALLATION 7-7 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 REV CYLINDERS Remove the piston and piston rod. See Page 7-1. Disconnect the lube of1 U-tube from the top of the packing gland and the primary vent U-tube from the bottom of the gland. Remove the four twelve point capscrews that hold the packing gland to the cylinder. At this point do not remove the smal] nuts from the studs in the wiper cup. These studs hold the entire packing case together so it can be removed as an assembly. Screw two short 3/8 - 16 NC capscrews into the two tapped holes provided in the crank end face of the gland. A screwdriver or pry bar under the heads of these capscrews can be used to pull the entire packing out into the crosshead guide It will then come out through the side opening of the guide. The packing may now be taken to a clean place for disassembly. Set the packing on a clean surface on its nose cup or cylinder end. Three long tie studs hold the packing together The stud holes are not equally spaced. This prevents the stack of parts from being aligned incorrectly. Remove the stud-nuts an the packing can be unstacked. Replace these nuts each time the packing is serviced. Ring wear can be determined by placing the assembled rings (note match marks) on the piston rod. Check end gap clearance If the ends butt, or nearly butt, they should be replaced by new ee ‘TGS INTEGRAL Fins.or wire edges on the rings due to ENE wear should be carefully filed off so that al1 [PISTON ROD PACKING- matching edges will be Square. REMOVAL 7-8 | ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 REV CYLINDERS The metal gasket on the end cup can be pried loose with a sharp awl. Be careful not to scratch the sides of the gasket groove. Before reassembly be certain all parts are perfectly clean. OGS INTEGRAL ENGINE/ COMPRESSOR ISTON ROD PACKING- REMOVAL, 7-9 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050a“ DATE February 25, 1983 CYLINDERS Be sure to refer to the packing assemb1 our parts book. Ariel supplies four parts books with each u Piease contact your distributor if you do not have a parts book. Install a new end gasket. Restack the assembly, taking special care that the oi] cup is in its proper location and that the rings are installed with the correct side toward the pressure. After the stud nuts are tightened, al] rings should be free to "float" radially in each cup. Be sure to use clean, fresh oil on parts to be assembled. Before installing the packing into the cylinder, be sure the gasket surface in the packing counter bore on the crank end of the cylinder is clean and not scratched. Put a new O-ring on the gland and oi] it liberally Reinstall the complete assembly with the of] supply point on top.| Using the four capscrews, pull the packing into place. Tighten the four capscrews evenly to the recommended torque in TABLES, CRITICAL ASSEMBLY TORQUES. This procedure will ensure that the packing comes up square on its nose gasket. Retighten the small tie stud nuts. Reinstall the U-tubes for the oil supply and primary vent. Take care not to cross- thread the tubing nuts. Follow steps under PISTON AND ROD-INSTALLATION in this section. UGS INTEGRAL ENGINE /COMPRESSOR PISTON ROD PACKING- REASSENBLY L 7-10 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE february 25, 1983 REV CYLINDERS After installing the new packing rings, refer to COMPONENT DESCRIPTIONS & ADJUSTMENTS," FORCE FEED LUBRICATOR for instructions for filling the force feed lube system. Follow jnstructions in COMPONENT DESCRIPTIONS & ADJUSTMENTS, FORCE FEED LUBRICATOR for lubrication rates that are recommended for break- in of @ new machine. UGS INTEGRAL ENGINE / COMPRESSOR REASSEMBLY PISTON ROD PACKING- Lia ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 CYLINDERS. Pressure Breaker MATERIAL: CAST IRON IDENTIFYING PACKING RINGS AND THEIR ARRANGEMENTS Types of Packing Rings: A. Type "P" Pressure Breaker This is a single ring, It is cut radially into three equal segments. It may be installed with either face toward the cylinder. This ring breaks down or slows the gas flow without seating it completely. See illustration above. UGS INTEGRAL ENGINE /COMPRESSOR PACKING RINGS-TYPE "PY PRESSURE BREAKER 7-12 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 19% REV CYLINDERS vn cut Radial oy cast iron Pressure Side TFE Single Acting ™ MATERIAL: PRESSURE SIDE-TEFLON/BACK-UP SIDE~CAST IRON B. Type "TR" Single Acting This set is made up of a pair of rings. It seals in one direction only. The first ring (pressure: side) is tangentially cut and made of Teflon. The second ring is called a back-up ring and is radially cut. The bore in this ring is larger than the rod diameter. This allows the radial joints to be tight together forming a gas seal. No dowel is necessary. See illustration " above. UGS INTEGRAL ENGINE/ COMPRESSOR PACKING RINGS-TYPE TRY SINGLE ACTING 7213 43050 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIDATE February 25, 1983 REV. CYLINDERS lee VE Double Acting BD MATERIAL: TEFLON c. Type "BD" Double Acting This set consists of two tangentially cut rings. The rings are doweled so the tangential cuts are staggered from one ring to the other. The set is double acting in that it will seal in either direction. It i used in cylinders operating near atmosphere pressure to prevent air entering the cylinder. See illustration above. UGS INTEGRAL ENGINE /COMPRESSOR PACKING RINGS-TYPE "BD" DOUBLE ACTING 7-14 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OH10 43050DATE February 25, 1983 REV CYLINDERS crankcase Side Wiper Set MATERIAL: CAST IRON D. Type "3RWS" O11 Wiper Set This set uses three radial cut rings. They are doweled to provide a staggered arrangement. Their purpose is to keep crankcase 011 out of the packing and cylinder. Assemble with the blank face towards the oi] (crankcase) and the slotted side towards the packing. See illustration above. Jos INTEGRAL ENGINE / COMPRESSOR PACKING RINGS-TYPE "3RWS" OIL WIPER SET| 7-15 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 430501983, REV. CYLINDERS ENGINE/ COMPRESSOR ARRANGEMENT OF PACKING RINGS Ariel supplies packing in three pressure ratings. Ring, of1 supply, and vent locations are illustrated in the chart below, starting from the pressure side: r 3-69 E=20 B=38 | 0-350 PSIG 350-1250 PSIG 350-2000 PSIG = -- Pressure Breaker Pressure Breaker One Single One Single One Single | Acting Ring Acting Ring Acting Rin: t | 041 Supply | 011 Supply. O41 Supply | Two Double Three Single Four Single Acting Rings Acting Rings Acting Rings Primary Vent Primary Vent Primary Vent One Double One Double One Double Acting Ring Acting Ring Acting Rin Secondary Vent Secondary Vent Secondary Vent One Double One Double One Double Acting Ring Acting Ring Acting Rin Wiper Set | Wiper set Wiper Set | GS INTEGRAL [7-16 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050ATE February 25, 1983 REV CYLINDERS Some years ago bronze was the standard material for al Ariel packings. Bronze, however, is totally unsatisfactory for sour gas service, (hydrogen sulfide in the gas). Cast Iron and Teflon provide outstanding service with sour gas, and since they perform equally well with sweet gas, they are now standard materials. A typical packing will have a Cast Iron pressure breaker, Teflon/Cast Iron single acting rings, all Teflon double acting rings, and a Cast Iron wiper set. The Teflon is glass reinforced and impregnated with molybdenum disulfide. This provides a strong, slick material to reduce friction and wear. Bronze is still available on special request. Another arrangement has been devised for moderately wet gas service. It is called Washout Resistant. A typical packing arrangement would be: A Bronze pressure breaker, Teflon/Cast Iron single acting rings, all Teflon double acting rings, and @ Bronze wiper set. OGS INTEGRAL ENGINE/ COMPRESSOR PACKING RING MATERIAL 7-17 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 REV CYLINDERS Before attempting to remove any valve cap, be very certain that all pressure has been vented from the cylinder. Pressure must be completely vented from both the suction and discharge passages of the cylinder. A typical valve assembly is shown on Page 7-21. On each valve cap loosen all of the bolts slightly. With all the bolts loose, the cap should stay in its original position. If it pushes out on its own accord-stop!! Take steps to completely vent the cylinder. After all the above safety checks, remove the valve bolts A pair of screwdrivers, one on each side of the cap, will help pry it loose. With the retainer still in place, screw a valve tool over the valve center bolt. See illustration above. Now the valve and retainer can be pulled out together. In most cases the flat metal gasket will remain.in the pocket. It is difficult to see. A flashlight and a small mirror on an adjustable rod are the best tools to see the gasket clearly. On cylinders with horizontal valves, the gasket may fall into the gas passage. A small magnet on a flexible extension rod will help fish it out. This gasket should be replaced after several uses. OGS. INTEGRAL ENGINE / COMPRESSOR VALVES- REMOVAL, 7-18 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050February 25, 1983 REV CYLINDERS Ariel uses valves manufactured by Hoerbiger Corporation. Before servicing any valve refer to the correct valve assembly and Hoerbiger's literature in the Parts Book. See Page 7-10. On | the valve assembly you will notice that valves have different springing for different pressure levels. The valve group sheet i the Parts Book shows the valve originally supplied with the unit and its selected pressure range. If different operating pressure: are encountered, then different springs may be required The suction valve must be selected on the basis of operating suction pressure and the discharge valve for operating discharge pressure. Valves are not selected on the basis of the maximum working pressure of the cylinder. If the operating pressure falls between the recommended pressure ranges, then select the valve for the higher range. Some valve assemblies may not have the pressure ranges stated. Contact Ariel, Mount Vernon, for assistance in valve selection. When rebuilding any valve, always use a new lockbolt on the centerbolt. See TABLES, VALVE CENTER BOLT TORQUES for the recommended valve torques. ‘OGS INTEGRAL ENGINE / COMPRESSOR VALVE. MAINTENANCE 7-19 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050February 25, 1983 REV cuinpeRs Be certain all parts, gasket faces, and mating surfaces are absolutely clean. The 1/32" thick metal gasket should be coated with an anti-| seize lubricant. It can then be either inserted into the valve pocket or stuck on the valve. In either case, care must be taken to keep this gasket from falling into the gas passage. The retainer keeper is a piece of Viton O-Ring stock ina threaded hole. This should be screwed out just far enough to provide friction so that bottom retainers will not fall out while| the cap is being installed. Using the valve tool illusérated above, the valve and the retainer may be inserted into the pocket together. When installed correctly, the distance from the outer retainer face to the surface of the valve boss on the cylinder will be 1/8" shorter than the length of the nose on the valve cap. Inspect the valve cap O-Ring for cuts or gashes and replace it if necessary. Lubricate the O-Ring and the nose of the valve cap. Insert the cap and tighten the bolts evenly to the recommended torque in TABLES, CRITICAL ASSEMBLY TORQUES. If the assembly is correct, the distance from the underside of the cap to the valve boss surface on the cylirder will be 1/8". GS INTEGRAL ENGINE / COMPRESSOR Always use clean, fresh of1 on the vavESs threads before reinstalling bolts. REASSENBLY 7-20 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050DATE February 25, 1983 __REV CYLINDERS Valve Cap O-Rins Tm P 1 ‘Suction Valve Springs a Typical Suction Valve See illustration above _ Cylinder Discharge Valve Springs Discharge Valve Plate Bore | Typical i Discharge | Valve ¥ of a typical valve assembly. ‘UGS INTEGRAL ENGINE / COMPRESSOR VALVE ASSEMBLY 7-21 ARIEL CORPORATION, INDUSTRIAL PARK, MOUNT VERNON, OHIO 43050

212JGS PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

212JGS PDF

Uploaded by

Copyright:

Available Formats

You might also like