Dokumen - Tips Ajax Gc600 700 900 Manual y Partes

DPC-2202 Compressor
Package Composite Manual

Contract 10011
Engine Com ressor

Model Serial Number Model Serial number
DPC-2202 84811 12" YK11F 132 99
6" YKCC 13236
Aguarico
Contents
and
Select Package Component P/Ns (in italics)
Vendor Bulletin No. OR

Ajax Part Number
Tab 1 Installation, Startup , And Maintenance
Warranty Ajax
Lube Oil & Low Temp Starting Recommendations Ajax ES-1006
Installation of Sheave and Flywheel Ajax ESS-F-961
Flywheel Installation and Ignition Timing Ajax ESS-F-963
Tab 2 Package Drawings
General Arrangement Ajax 3199-60

Foundation Plan Ajax 2336-G-272
P & lD Ajax SK-8880-605
Tab 3 Engine
Operation and Maintenance Manual - Integral Engine-Compressors

Parts Lists & Illustrations Ajax DPC-2202
Ignition System, lnstallation Altronic A1111-94
Ignition System, Shielded Altronic Al S 4-94
Ignition System, Service Altronic Al SM 1-94
Ignition Coi] Altronic 591010S
Lubricator Pump Premier Model 55U
Level Controller & Switch, 507L BM-10693-M-3
Lubricator Drive Failure Switch, NFS-6 2050 5150
Operation & Parts Bulletin Kenco
Crankcase Oil Level Controller & Switch, LM300 BM-21072
Operation & Parts Bulletin Murphy LM-92164N
Govemor, TG-13 w/8516133GH 3-15 psi input BM-11ó26-N
O & M Bulletin Woodward 54103A
Mufer, Model 141 6375 0343
Intake Air Filter Element BM-11837-19
Tab 4 Fuel Gas
Fuel Filter Piping Drawing Ajax SK-8532-678

Fuel Filter Element PECO PCHG-24
Dump Valve, DV850 2003 6222
Scrubber Dump Valve Operator, L1200NDVO 2005 9120
O & M Bulletin, L1200 & DV Series Murphy See Tab 10
Regulator, Main Fuel , 3/8" orifice, 10-20 psig outlet 2040 6430
O & M Bulletin Fisher Form 5252
Automatic Shutoff Valve, M2582-C, 1 " 2090 2510
Instruction Bulletin Murphy M-7980N
Relief Valve, Main Fuel Gas , @ 80 psig, G orifice 63M811715V36G11 0080
Operation & Maintenance Instructions Mercer 8100 Series
Tab 5 Starting System
Starting Motor, TI 128, 150 psig max BM-11679-R- I

Installation And Operation Manual TDI TI-702, reví
Service Manual TDI TI-701
Illustrated Parts Manual TDI TI-720
Ball Valve, Spring Return, 89-548-01 2549 2010
Tab 6 Cooling System
Coolant System Drawing Ajax SK-7940-668

Pump , Model F-820AM 5027 2825
O & M Bulletin Peerless 4845749
Pump Belt, 5V Ajax 1020 2131
Pump Sheave Ajax 4535 1451
Thermostatic Control Valve, 150°F 2549 9243
O & M Bulletin FPE
Liquid Level Shutdown Switch, L1200 2050 4200
O & M Bulletin Murphy See Tab 9
Butterfly Valve 2549 2290
O & M Bulletin DEMCO TC 1512
Tab 7 Cooler & Drive
Cooler, ACE C60B 62A2699

Cooler Spec Sheet ACE 2699B
Parts List ACE
Suggested Startup Procedure ACE
Operation And Maintenance Instructions ACE
Lubrication Instructions Aerovent IM-100
Adjustable Pitch Propeller Instructions Aerovent TL775
Shutter Control Temperature Sensor, T 12 2005 7318
O & M Bulletin Kimray H:10.1-10.2 c
Shutter Control Air Motor, D-3153-5 Johnson
O & M Bulletin Johnson LIT-2681054P
Cooler Drive Belt 1023 2135
Cooler Sheave 4535 1485
Idler Sheave 4535 1439
Tab 8 Compressor
Performance Letter Ajax

Performance Ajax
Pd = 450; Ps = 10, 20, & 30
Illustrated Parts List, YK1 1G, 15" cylinder w/Coated Rod Ajax G-0000
Illustrated Parts List, YK 11 EA, 10/2" cylinder w/Coated Rod Ajax EA-0000
Stem Seals For Variable Pockets Ajax ESS-S-801
Rod Packing Data C.Lee Cook TPB97U
Tab 9 Process Gas Equipment
Process Control Tubing Schematic Ajax SK-8903-133

Motor Valve Piping Drawing SK-7505-T-250
Relief Valves
Suction @ 600 psig, E orifice 63M91 17E511713N 0600
lnterstage @ 600 psig, E orifice 63M9117E511713N 0600
Discharge @ 1200 psig, E orifice 63M9117E511713N 1200
Operation & Maintenance Instructions Mercer 9100 Series
Instrument Gas Pressure Regulator, P-125 2039 3200
Scrubber Dump Valve Operator, L 1200NDVO 2005 9120
Scrubber Dump Valve, DV2100 2003 6201
Liquid Leve¡ Shutdown Switch, L1200, SS 2050 4209
Bulletin L1200 & DV2100 Series Murphy LDV-92151 N
Ball Valve, Bypass, 2" 600 RF 2549 0604N
O & M Bulletin, 310C W-K-M TC 1418
Spiral Wound Gasket, 2" Ajax 3019 0620
Ball Valve, Blowdown, 1 " 2000 WOG 2549 2071
Tab 10 Control Panel And Instrumentation
Conduit Drawing Ajax SK-7795-348

Instrument and Control Panel Murphy 50-30-3128
Annunciator, TTDJ-IGN-T Murphy TTDJ-99062N
Temperature Scanner, TDX6 Murphy TDX-91 I0N
Temperature Transmitter, DSG- 1301 DUP Altronic DSG 13 11 12-97
Pressure Swichgage, OPL Murphy OPL-9109N
Pressure Transmitter, PXMS series Murphy PXM-94091N
Vibration Switch, VS2 2050 7090
Operation & Parts Bulletin Murphy VS-7037N
Thermowell, 2.50" L Ajax 2557 7142
Thermowell, 4.50" L Ajax 2557 7162
Thermocouple, Type J, 48" L Ajax 2059 5970
Thermocouple, Type J, 36" L Ajax 2059 5971
DPC-2202 Compressor
Contract 9798
Engine Com ressor

DPC-2202 84822 12" YK11F 13371
6" YKCC 13346
Parahuacu
Contents
and

Ajax Part Number
Tab 1 Installation , Startup , And Maintenance
Warranty Ajax

P & ID Ajax SK-8880-605
Tab 3 Engine

Parts Lists & lllustrations Ajax DPC-2202
Ignition System , Installation Altronic Al 11 1-94
Ignition System , Shielded Altronic Al S 4-94
Ignition System , Service Altronic Al SM 1-94
Ignition Coi] Altronic 591 OIOS
Level Controller & Switch, 507L BM- 10693-M-3
Lubricator Drive Failure Switch , NFS-6 2050 5150
Crankcase Oil Leve] Controller & Switch, LM300 BM-21072
Governor, TG-13 w/8516133GH 3 - 15 psi input BM-11526-N
Muffler, Model 141 6375 0343
lntake Air Filter Element BM-11837-19
DPC-2202 Compressor
Contract 9799
Engine Com ressor

DPC-2202 84823 12" YK11F 13372
6" YKCC 13347
Atacapi 2
Contents
and

Ajax Part Number
Tab 1 lnstallation , Startup And Maintenance
Warranty Ajax
Flywheel lnstallation and Ignition Timing Ajax ESS-F-963

Foundation Plan Ajax 2336-G-272.
P & ID Ajax SK-8880-605
Tab 3 Engine

Ignition System, Installation Altronic Al 11 1-94
Ignition System, Service Altronic Al SM 1-94
Ignition Coil Altronic 591 O1 OS
Leve! Controller & Switch, 507L BM-10693-M-3
Crankcase Oil Level Controller & Switch, LM300 BM-21072
Governor, TG-13 w/8516133GH 3-15 psi input BM-11526-N
Mujer, Model 141 6375 0343
DPC-2202 Compressor
Contract 9800
Engine Com ressor

DPC-2202 84824 12" YK11F 13373
6" YKCC 13348
Atacapi 1
Contents
and

Ajax Part Number
Tab l lnstallation , Startup , 'And Maintenance
Warranty Ajax

P & ID Ajax SK-8880-605
Tab 3 Engine

Ignition System, Installation Altronic Al 11 1-94
Ignition System, Service Altronie Al SM 1-94
Ignition Coil Altronic 591 OIOS
Leve! Controller & Switch, 507L BM-10693-M-3
Crankcase Oil Leve] Controller & Switch, LM300 BM-21072
Governor, TG-13 w/8516133GH 3-15 psi input BM-11526-N
Muffler, Model 141 6375 0343
WARRANTY
Warranties To Original Purchaser (Non-Transferable).
a) "Material and Workmanship Warranty": The Seller warrants

to the Purchaser that the Equipment of Seller's own manufacture to
be supplied hereunder will be complete in al] its parts, and, for the
*Warranty Period - The warranty period shall extend for 12 months
from date of start-up, but shall not exceed 18 months from date of
shipment from factory. Warranty Period specified will be free from
defects in material or workmanship caused by the Seller and arising
under normal and proper operating conditions; and that such
Equipment will be delivered free from any lawful security interest or
other lien or encumbrance known to the Seller, except security
interests or other liens or encumbrances arising hereunder. The
obligation of the Seller and the Purchaser's sole and exclusive
remedy hereunder shall be limited at the Seller's option:
1) To replacement or repair of any Equipment or parts thereof

which are returned to the Seller's works within the Warranty
Period, transportation charges prepaid.
2) Should the Equipment or parts thereof be determined by the

Seller to be so defective, however, as to preclude the
remedying of warranty defects by replacement or repair, the
Purchaser's sole and exclusive remedy shall then be a refund
of the purchase price, less a reasonable charge for any
utilization of the Equipment by Purchaser.
3) Nothwithstanding the foregoing, the Seller shall have no

obligation as a result of improper storage, installation,
repairs or modifications not made by the Seller, or as a result
of removal, improper use, or misapplication of the
Equipment after it has been delivered to the Purchaser.
4) Purchaser shall pay freight charges in connection with the

return or replacement of the defective Equipment or parts.
b) "Performance Warranty": The Seller warrants that the

Equipment of its own manufacture, when shipped and/or
installed, will operate within any performance characteristics
which are expressly specified herein as a performance
guarantee. Any performance characteristics indicated herein
which are not expressly stated as guarantees are expected,
"but not guaranteed". When factory testing is conducted for
measuring any performance guarantee of the Equipment
purchased, then certified test results verifying any such
guarantees shall be considered both by the Purchaser and the
Seller as conclusive. The Purchaser may have a
representative present when such factory tests are conducted,
if requested at the time an order is placed. Should Purchaser
desire to conduct a field performance test to verify any
performance guarantee, such test must be conducted by
Purchaser, at his expense, within thirty (30) days from the
date of initial start-up of the Equipment, and in accordance
with the appropriate ASME Power Test Code, except as
otherwise agreed in writing by Seller. Seller shall be entitled
to have a representative or representatives present to witness
such test and Purchaser shall reimburse Seller for the time
and expense of such representatives at the Seller's service
yates then in effect at the time of the test. Purchaser shall
give Seller fifteen (15) days written notice prior to the date
Purchaser intends to commence such test. If the field
performance test is not conducted within the aforesaid period
all performance guarantees shall be deemed to have been
met. In the event any Equipment performance guarantee
which is to be verified by the field performance test is not
successfully demonstrated within thirty (30) days from the
commencement of such test, the obligation of the Seller and
the Purchaser's sole and exclusive remedy hereunder shall be
that set forth in paragraph (a) aboye.
c) "OSHA" Warranty": The Seller warrants for installations

within the United States that Equipment of its own
manufacture, when shipped, will be in compliance with the
Occupational Safety and Health Act, and any and all
amendments thereto and regulations promulgated thereunder
that may be in effect as of the date of the Seller's quotation
insofar as said law and regulations may pertain to the
physical characteristics of the Equipment "provided
however", the Seller does not warrant such compliance with
respect to the circumstances of use of said Equipment and
"provided further", the Seller makes no warranty with
respect to the noise level of said Equipment, when put into
operation, since such noise levels will be influenced by and
dependent upon the environment into which the Equipment
may be placed. The Seller's obligation and the Purchaser's
sole remedy with respect to this warranty shall be providing
notice of any such non-compliance is given within one year
from the date of delivery of said Equipment to Purchaser, to
repair or replace any part of said Equipment that is proven to
Seller's satisfaction not to have been in compliance with the
Act as amended and regulations thereto in effect as of the
date of quotation or, if it be determined by Seller that the
Equipment or parts thereof cannot be repaired or replaced in
such a manner as to put the Equipment in compliance,
Purchaser's role and exclusive remedy shall then be a refund
of the purchase price less a reasonable charge for any
utilization of the Equipment by Purchaser. Purchaser shall
pay freight charges in connection with the return or
replacement of any Equipment or parts that are found not to
be in compliance.
Notwithstanding the foregoing, the Seller shall have no
obligation under this warranty as a result of installation,
repairs or modifications not made by the Seller, or as a result
of removal, improper use, improper operation, or mis-
application of the Equipment after it has been delivered to
the Purchaser.
d) "Warranty As To Equipment Not Made By The Seller":

Equipment parts and accessories made by other
manufacturers and supplied hereunder by the Seller are
warranted only to the extent of the original manufacturer's
warranty to the Seller.
e) "EXCEPT AS SET FORTH HEREIN , AND EXCEPT

AS TO TITLE IT IS EXPRESSLY AGREED":
"THAT THERE IS NO IMPLIED WARRANTY OF

MERCHANTABILITY, NOT OTHER WARRANTY,
EXPRESS, IMPLIED , OR STATUTORY, NOR ANY
AFFIRMATION OF FACT, OR PROMISE BY THE
SELLER WITH REFERENCE TO THE EQUIPMENT
OR PARTS THEREOF , OR OTHERWISE, WHICH
EXTENDS BEYOND THE DESCRIPTION OF THE
EQUIPMENT AS SET FORTH HEREIN , AND (2)
THAT THE PURCHASER ACKNOWLEDGES THAT
IT IS PURCHASING THE EQUIPMENT SOLELY ON
THE BASIS OF THE COMMITMENTS OF THE
SELLER EXPRESSLY SET FORTH HEREIN".
DAMAGES. "IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL,

CONSEQUENTIAL OR INCIDENTAL DAMAGES, NOR FOR LOSS OF
ANTICIPATED PROFITS NOR FOR LOSS OF USE OF ANY EQUIPMENT,
INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THE
GOODS OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANY
SERVICES MAY BE PERFORMED BY SELLER ". " THIS LIMITATION ON
SELLER'S LIABILITY SHALL APPLY TO ANY LIABILITY FOR
DEFAULT UNDER OR IN CONNECTION WITH THE GOODS, PARTS OF
UNIT SALES OR SERVICESDELIVERED HEREUNDER , WHETHER
BASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY OR
OTHERWISE ". "ANY ACTION FOR BREACH OF CONTRACT
HEREUNDER MUST BE COMMENCED WITHIN ONE YEAR AFTER THE
CAUSE OF ACTION HAS ACCRUED".
Cooper Cameron Corporation Aiax-Supartor
Cooper- Bessemer Reciprocating Products Division Engineetm
r g Standards
LUBRICATING OIL RECOMMENDATIONS

FOR MAX ENGINES - COMPRESSORS
1..0 GENERAL
1.1 The iuhr:ication of A.jax euipment requires the use of premium quality lubricating oils designed
specifically for natural gas 2-cycle engine - compressor service, This standard describes oils which
nave proven successful in tield use.
1.2 Customers operating engines with exhaust catalyst systenis, fueis with high sulfur contents, landtili
gas, inusual fueis or non-traditional applications should contact A.jax Engineering for lubricant and
maintenance recommendations.
1..3 Recomrnendations for compressor cylínders and piston rod parking are found in Eng.íneering Standard
ES-1002.
2.0 QUALITY AND PERFORMANCE
2.1 Satísfactory oil quality is the responsibility of the refiner, biender or rebrander. Only reputable
companies w.íth proper service organizations should he used as supplíers.
2.2 Cooper Energy Services does not guarantee the quality or performance of lubricati .ng oils,
2.3 Cooper Energy Services does not endorse particular brands of oil. For customers convenience,
ínforniation on oils by brand name ís maíntained by Cooper Energy Services. Customers are inviten
to advise Ajax Engineering or service representatives what brands of oiís are preferred. Cooper
Energy Services can then cite the chis which have given satisfactory service in similar applications.
3.0 GENERAL SPECIFICATION:
3.1 A general description of oils suitable for use ín Ajax equipment is an ashless oil specifically fórmulated
for 2-cycle natural gas engines with the fibllow.íng properties:
3.2 Physical Properties:
Viscosity Index: 70 Minimum ASTM D2270

Flash Point: 400°F (204°C) Minimum ASTM D92
Pour Point : 10°F (-12°C) Maximum ASTM D97
3.3 Ash Level: Ashless oils with a sulfated ash content of up to 0.1 % maximunm by ASTM D 874 are
preferred. Oils with ash leveis up to 0.8% niay he used, but they may cause combustion chamber
deposits, especially if they contain more than 0.04% by weight zinc,
Supervisor, Ajex Engine Supervisor, Cornpreszor lssued by Date ES

,00 6
Director Manager.
Engineerrng E ineerzrrg 6í8l95 1
of Engís}ee g gua€ity Control
Sâtea,•s^,e4»., ,Xasrábvtaan LeaeF A.6.C.€
¡ 1^^^c. ^.^ .^r ^ ^-^°'x.K"R^ _ .d ^^^ .^.^ ...., f ^ . :s'
._... _^`:
._ f L. 1 7 hr ,cs j í rsnn .^., NEW Pago 1 ot 3
Cooper Canneron Corporation Ajax-Super oi
Cooper-Bessemer Reciprocating Products Divísion Engíneeríg Standards
3.4 Viscosíty Recluirements:

Ajax equipinent uses a splash lubrication system to lubricate the compressor crosshead . Lubricating
oil must. be sutfciently huid at the ambient temperature in arder to lubricate the crosshead properly,
Multigrade oils may be used to provide proper lubrication at low temperatures . The following chart
should be usen to select the proper viscosity grade tbr the lowest ambient temperature expected.
Oil Selection for Ambient Temperature
SAE 30 (Preferred)
^SAE 40
SAE 15W-40
0 20 40 60 80 100 120
Lowest Expected Temperature (F)
4.0 LOW TEIYIPERATU tE OPERATION
4.1 If freguent cold weather starts are necessary, contact vour local Aftermarket sales office for information
about heated prelube systems for your engíne.
4.2 'The following procedures are recomntended to warm the engine and oil in cold weather to prevent damage
due to insufficient oil flow. Starting the engíne arrd allowing it to run wíth the oil too coló to flow will
result in severe engine damage.
4.2.1 Units Down Less '1'han 5 Hours:
4.2.1.1 For units that nave Meen down less than 5 hours and the anbient temperatures llave been
aboye 40°F, idle (mínimum 300 RPM) the unít for 20 minutes, then run 15 minutes with
a light load befare fully loading the unit
4.2.1.2 For units that nave been clown less than 5 hours and the ambient temperatures Nave been
40°F or below, idie (mínimum 300 RPM) the unit for 30 minutes, then run 30 minutes
with a líght load before fully loading the unit.
4.2.2 Units Down More Than 5 Homo:
4.2.2.1 The following procedure is for a unit that has been clown more than five hours. This
procedure will allow the unir time for thermal expansion in arder to maintain sufhcient
running clearances.
Date Director Mannger, Supervisor. A}ax Supervisor . connpros,or lssued by

^? 10. 06
ES of C. ne rittp Quaalitty AssurarE-e Enpine fnguneerzng E ngínce
5/9(5
Gistributóun Levs3 A,f3,t:,F. Supera ... j
1: `{ G:í.. ^ »c.•ti • .,i .._ i :„..... t.+JE ..... .--
Page 2of 3 tN 1. aéxst St. a ,,,.. E.. r .p-^; G. H. V.'»eabw Hnithaetaan
^,,
r'?f-• FMI
Cooper Cameron Corporation Ajax-Superior
Cooper- Bessemer Reciprocating Products Division Eng^neering Standards
42.2.2 To properly warni the unit, find the overnight low anlbient temperature in the first column
of chart helow . Start. and idle the unit at 300 RPM for the number of minutes required
for the overnight low ambient tenperature . Then chut the unit doten the number of
minutes reciuired. Repeat this sequence the number of times Usted . Continue in Chis order
until you Nave met the requirements for that temperature range. This procedure will allow
components such as the crossheads , pies, bushines and hearings sufficient time for
expansion to maíntain proper running clearances.
Number ofTimes Minutes wíth

Overníght LQ W Ambient Minutes at ldle Mínutes Sequence to be Light Load Before
Temperature (300 RPM) Down Done Fuli Loading
90 to 70°F (32 to 21 °C) 20 0 1 15

69 to 50°F (20 to 10 OC) 30 0 1 20
49 to 40°F (9 to 5°C) 45 0 1 20
` 3 No Load
39 to 32°c (4 to 0°C)
40 0 1 30
3 3 3 No Load
31 to 18°F (-1 to -7°C) 7 3
7 No Load
50 0 1 30
3 3 5 No Load
17 to 0°F(-8 to -17"C) 7 7 4 No Load
60 0 1 45
2 2 3 No Load
-1 to -20°F (-18 ta -28°C)
5 5 4 No Load
Note : Rotor to Paragrapfts 15 15 3 No Load
4 . 1 s nd 4 . 2 .
30 30 1 No Load
60 0 1 45
Director Mafnager. Supervisor, Ajnx Erigirte Supervisor, Cornpressor issui d by Date ^C`
a7 1006
n 'ne ring Quaiity o fo Ersgineeríng }Engineeri n 5W9195
...., .,„,.^'
^ ..+^`" ¿ li i `^V 5s+parexuir rssibutwn ievel A.B,.1
. P»knw - A34ae' Gd¿.. •. :. nx 3t NEW P~ 3,4 3

r., [OAPER
ENERGY5ERV1CE5 Engineering Sales &
ESS-F-961
Title: Installation Of Sheave And Flywheel
Service Bulletin
Ajax-Superior Engines/
Oklahoma City, OK 73129 Compressors
ESS-F-961
Installation of Sheave and Flywheel

This bulletin applies to all Ajax models 2201, 2202, 2801, 2803, & 2804. The flywheels and sheaves of
these AJAX models are installed with a RINGFEDER locking device, which is inserted over the hub of
the flywheel (or sheave) and locks them to the crankshaft. The special procedures which must be
followed for installation and removal are as follows:
Installation
1. Clean the flywheel (or sheave) hub, bore and mating diameter on the crankshaft. Surfaces must be
dry and free of any burrs, rust or lubricants.
2. Remove RINGFEDER (collar, inner ring and locking screws) from shipping container. Check if
supplied locking screw threads, screw head bearing area, and the taper of the inner ring are
lubricated. If not, lubricate them with a molybdenum disulfide grease, such as MolykoteGn Paste or
similar.
3. Slide Half Shrink Disk (collar and inner ring) over hub projection and push it to required position.
The hub outside diameter may be greased.
Note
When retrofitting ringfeder on a keyed shaft, ensure inner ring split is 180 °from shaft keyway.
4. Put the locking screws with hardened washers through the web clearance holes and screw them into
the corresponding collar holes, finger tight. See Figure 1:
• Figure 1
Flywheel Collar
Hardened
Washer
Inner Ring
Crankshaft
Locking
Screw
00728
5. Slide hub over shaft to desired position.

6. Take any 3 or 4 locking screws equally spaced and snug them up to establish a parallel or
perpendicular position of the Shrink Disk collar relative to the hub web or shaft, respectively. This
will seat the collar on the taper of the Inner ring and avoid cocking of the collar.
Page 1 of 3 Released : 17 October 1996

ESS-F-961
Title: Installation Of Sheave And Flywheel
7. Using a torque wrench, tighten all locking screws gradually (no more than 1/2 turn on each screw at
one time) and all the way around, in either a clockwise or a counterclockwise sequence (not in
diametrically opposite sequence). Several passes are required until all screws are torqued to the
specified tightening torque. See Table 1:
Table 1
Part Torque ft-

Hub of Unit Model
Number lbs
BM-11878-D-1 Sheave 2201, 2202, 2801, 2802, 2803, & 2804 185
BM-1 1878-D-2 Flywheel 2201, 2202, 2801, 2802 185
BM-11878-E-1 Flywheel 2803 185
BM-11878-E-2 Flywheel 2804 185
8. Check and make sure that no screw will turn anymore by applying specified tightening torque (see
Table 1). Only then is the installation completed.
9. After final tightening of screws, check flywheel run-out. See Figure 2 for maximum tolerances. If
run-out exceeds maximum, loosen all socket head screws and tap flywheel into position using a soft
hammer on wood block. Retighten screws following same sequence as before, and check that run-
out is within tolerance.
• Figure 2
Removal
1. Gradually release locking screws all the way around. Initially each screw should be released about a
quarter of a turn only. Thus tilting and jamming of the collar will be avoided.
Note
DO NOT remove locking screws completely at this time, otherwise collar may spring off.
2. Any rust formed adjacent to hub must be removed first. Once the screws are loose, pulí hub from
shaft.
Page 2 of 3 Released : 17 October 1996
r 0 1101119 111F111 11 N 1
ESS-F-961
Titie: Installation Of Sheave And Flywheel
Re-Installation
1. Upon removal of component, disassemble Shrink Disk. Clean and Inspect all parts. Reinstall
following the Installation procedure, beginning with Step 2 of the appropriate section.
Page 3 of 3 Released: 17 October 1996

ESS-F-963
Title: Keyless Flywheel Installation And Timing
COOPER
E N E R G Y S E R V I C E S Engineering Sales &
Service Bulletin
Oklahoma City , OK 73129 Compressors
ESS-F-963
Keyless Flywheel Installation and Ignition Timing

This procedure applies to all Ajax models 2200 and 2800 series Ajax engines. It covers the installation of
the keyless ringfeder locking device fitted on flywheels on 2200 and 2800 series engines. The procedure
explains the method used to find top dead center (TDC) and proper ignition timing of the engine.
Installation
1. Stand the flywheel up on its edge, allowing access to both sides of the flywheel.
Firmly secure the flywheel to prevent it from falling over.

2. Remove the rust inhibitor paper from the inside of the machined split ring on the ringfeder. Remove
ringfeder (collar, inner ring, and locking screws) from shipping container. Verify that the supplied
locking screw threads, screw head bearing area, and the taper of the inner ring are lubricated. If not,
lubricate with molybdenum disulfide grease, such as Molykote GN paste or equivalent.
3. Place the green ringfeder and split ring assembly on the machined diameter of the flywheel.
4. The bolts to be used on the ringfeder are metric. A 16 mm (FWF2500-1600) hardened flat washer is
required for every bolt. Start each bolt into the ringfeder, but DO NOT TIGHTEN
VFigure1
5. Use a fine file or emery cloth to remove any burrs from the flywheel and crankshaft, cleaning both
for assembly.
6. Coat the flywheel and crankshaft sparingly with engine oil. The flywheel to crankshaft fit is between
.00V'-.00Y. Do not over-lubricate.
Note
Step 6 should only be performed during initial engine assembly. Do not lubricate onfield units.
7. Carefully place the flywheel on the end of the crankshaft. Do not bump the crank as this will create
a burr that can impede installation. Push the flywheel evenly onto the crankshaft until the face of the
Page 1 of 4 Released: 6/8/99

ESS-F-963
flywheel and the end of the crankshaft are even.
Note
Do not wiggle the flywheel inlout or try to turn the flywheel onto the crankshaft! It will create heat
and possibly gall the surface of the crankshaft.
8. After the flywheel is installed, snug several of the bolts in a criss-cross pattern to lock the flywheel to
the crankshaft.
9. Remove the crosshead side access door from power cylinder one.
10. Set the timing pointer on the ignition bracket, allowing 1/8" clearance from the flywheel. Adjust the
pointer until it is located in the middle of vertical slot on the bracket.
Finding TDC and Timing Degree Marks

11. Place a 4" bar or equivalent between the end of the crosshead and the pack flange. Bar the engine
over clockwise until the bar stops against the packing. Hold the flywheel in this position, keeping
the crosshead against the bar.
12. Mark the flywheel on the outer diameter (O.D.) with an ink marker at the pointer location. This is
"Temporary Mark #1".
13. Remove the tension on the bar in the crosshead and remove.
14. Rotate the engine clockwise until is has passed TDC far enough to re-insert the bar.
15. Reinsert the bar and rotate the engine counter-clockwise until the bar stops the crosshead against the
packing. Hold the flywheel in this position.
16. Mark the flywheel on the O.D. with an ink marker at the pointer location. This is "Temporary Mark
#2".
17. Release the tension from the bar and remove. Rotate the engine to allow access to both of the tempo-
rary marks.
18. Measure the distance between the marks. Divide the distance by two and, using an ink marker, cre-
ate a third mark equidistant between the two marks. This will be "Temporary Mark #T". Mark T
represents the Top Dead Center (TDC) of the crankshaft.
Note
You can verify the position of the TDC mark by measuring the distance between marks #2 and T, then
marks #2 and T. These distances should be equal.
19. It is now necessary to add the ignition timing mark. Verify that the ignition is properly set. Al12200
and 2800 engines use a 48" diameter flywheel. This means that:
♦ 3° = 1 '/4" Flywheel O.D. distance
♦ 9° = 33/4 " Flywheel O.D. distance
♦ 11° = 4-5/8" Flywheel O.D. distance
20. Using one of the aboye distances, create a temporary mark on the flywheel to represent either 30, 90
or 11° (depending on model) before TDC or clockwise from the T mark on the flywheel.
21. Rotate the engine so that the timing mark is aligned with the flywheel pointer. This sets the crank-
shaft in the general range of normal ignition timing.
22. Use the nut and stud expanders to lock and hold the crankshaft in position. These should be
installed between the sheave and end cover. See Figure 2. This picture shows the method of locking
the crankshaft used during engine assembly. Alternate methods of locking are acceptable for field
installation.
23. Check that the timing mark is still aligned with the flywheel pointer. As a double check, verify that
Page 2 of 4 Released: 618/99
¡!lb¡ 11 i.. 1181111 ip 11 . ilp 1 L.... p 1 ..^ 1 l 1' 11 {

ESS-F-963
the scribed line located on the end of the crankshaft is positioned below horizontal. See Figure 3.
24. Loosen the ringfeder bolts to free up the flywheel on the crankshaft.
Y Figure 2
Y Figure 3
Page 3 of 4 Released: 6/8/99

Titie: Keyless Flywheel Installation And Timing
C OOP E R
E N E R G Y SE R VILES Engineering Sales &
Service Bulletin
Oklahoma City , OK 73129 Compressors
ESS-F-963
Setting Timing Of the Flywheel

25. Ensure that the ignition pickup coils are in the proper holes:
♦ 3° - Top Holes
♦ 9° - Two Holes From The Bottom
♦ 11° - Bottom Holes
26. Rotate the flywheel on the crankshaft, without moving the crankshaft itself, until the recessed mag-
net is centered over the number 1 pickup coil. This is the "A" pickup coil or the one closest to the
power end.
27. While keeping the magnet aligned, re-tighten the ringfeder to the flywheel. Now place a permanent
timing mark on the flywheel and mark it either 3°, 9°, 11° accordingly.
28. Permanently mark the TDC location and then erase all of the temporary marks made on the fly-
wheel.
29. Remove all crankshaft locking devices and find TDC as in the aboye procedures to verify that the
TDC position and the ignition timing mark have been correctly located relative to the magnet posi-
tion.
30. When certain that the permanent marks are correct, tighten and torque all flywheel bolts.
31. Match mark the flywheel coincident with the scribe line on the end of the crankshaft using a chisel.
Stamp a "1" next to this mark.
32. Stamp the engine serial numbers on the crankshaft and hub of the flywheel.
33. Chisel mark a line on the OD of the flywheel at TDC. Metal stamp a "0" next to this mark.
34. Chisel mark a line at either the 3°, 9°, or 11° (depending on model) on the OD of the flywheel. Metal
stamp the correct timing value next to this mark.
35. It may be necessary after engine start-up to readjust the timing pointer. The pickup coil should be
centered over the cylinder #1 recessed magnet when the pointer is pointing at the timing mark.
2804 (DPC-800) Engines Only

These engines do not use flywheel magnets and pickup coils. When finished with Step 20 aboye go
directly to Step 29.The magneto should be adjusted via the slotted boles on the mounting flange until the
cylinder #1 is aligned with the flywheel timing marks.
Page 4 of 4 Released : 6/8/99

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INSTRUCTION MANUALS COOPER
Cooper Energy Services
WARNINGS , CAUTIONS , AND NOTES

These safety instructions and procedures are to prevent injury in the
operation and maintenance of A4ax-Superior engines, compressors, and
auxiliary equipment. These safety procedures should not be considered
as the only precautions to be taken. Good judgement and carefui safety
practices should always be used.
DO NOT OPERATE OR ATTEMPT TO REPAIR THIS EQUIPMENT
UNLESS YOU HAVE HAD THE PROPER TRAINING APPROVED BY
AJAX-SUPERIOR. FOR TRAINING INFORMATION, CONTACT THE
COOPER ENERGY SERVICES TRAINING DEPARTMENT IN MOUNT
VERNON, OHIO, 43050; PHONE (614) 393-8200.
GENERAL
1. Follow all safety rules and operating procedures put in place by the
company that owns and operates this equipment.
2. Read and understand the instruction manual prior to operating this
equipment to become familiar with the safety, design, and operating
features. If you do not have a manual, cal¡ Ajax-Superior at (513)
327-4200.
3. Always wear safety glasses or goggies , steel -toe safety shoes, and
hearing protection. Note: Other items may be required by the
equipment owner.
4. Do not wear loose fitting clothing, neckties, scarves, watches, rings,
etc., near operating equipment as they can be caught in the moving
machinery. Keep long hair tied back.
5. Locate nearest fire extinguisher to area where maintenance is to be
performed. Ensure a clear path to fire extinguisher in case it should
be needed for an emergency situation.
6. Do not open cooling or lubrication systems when engine or
compressor is hot, as steam or hot liquids can be released, which can
cause severe burns . Be aware that some surfaces can remain hot for
severa¡ hours after the unit has been shutdown.
7. When draining the coolant and lubricants, prevent contamination of the
environment by the equipment fluids. Refer to equipment owner's
material safety data sheets for additional information . ( Remember:
Antifreeze/Glycol solutions , as weil as most lubricants , are flammable.)
8. Keep the area around the unit clean and orderly with ample space to
walk safely around the unit. Clean up spills and leaks quickly to
prevent accidents caused by slipping and falling.
1 REV. 1 8/94
ÍI
9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE

GASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANING
PURPOSES. REFER TO EQUIPMENT OWNER'S MATERIAL
SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FOR
ADDITIONAL PRECAUTIONS.
10. Use fans, blowers, etc. during maintenance and clean-up work in
enclosed areas to remove fumes from cleaning solvents and vented
gases.
11. Use ladders, platforms, etc. where possible when working on elevated
work surfaces. Always stand on stable surfaces when working on this
equipment.
12. Before starting any equipment, make sure all nearby personnel are
aware of the start up and are clear of the equipment.
13. Do not use bare hands when checking for leaks of fluids under
pressure, as fluids or particles can penetrate skin. Use cardboard or a
similar material to check for leaks.
14. The control panel that starts and stops this engine or compressor
should have a safety nameplate like the one shown below mounted on
the front face. Check to see that it is in place on the panel. lf it is not,
please contact the Ajax-Superior Engineering Department at (513)
327-4200 and request that a nameplate be sent for this unit.
0AARNING AARNING AARNING0

IMPROPER OPERATION OF THIS EOUIPMENT CAN CAUSE DEATH OR
INJ. Y.
FOLLOW ALL SAFETY ROLES AND OPERATING PROCEDURES PUT IN PLACE
BY THE COMPANY THAT OHMS AND OPERATES THIS EOUIPMENT.
READ AND UNDERSTAND THE INSTRUCTION MANUALS PRIOR TO
OPERATING THIS EOUIPMENT TO BECOME FAMILIAR WITH THE SAFETY.
DESIGN. AND OPERATING FEATURES.
DO NOT OPÉRATE OR ATTEMPT TO REPAIR THIS EQUIPMENT UNLESS YOU
NAVE HAD APPLICABLE TRAINING APPROVED.BY AJAX -SUPERIOR. FOR
TRAINING INFORMATION CONTACT THE COOPER ENERGY SERVICES
TRAINING DEPARTMENT IN MOUNT VERNON. OHIO.
DO NOT OPEN COOLING OR LUBRICATING SYSTEMS WFEN ENGINE OR
COMPRESSOR IS HOT AS STEAM OR HOT LIOUIDS CAN BE RELEASED
WHICH CAN CAUSE SEVERE BURLAS. BE AWARE THAT SOME SURfACES CAN
REMAIN H0T FOR SEVERAL HOURS AFTER THE UNIT HAS BEEN
SHUTDOMM.
BEFORE ATTEMPTING ANY MAINTENANCE ON COMPRESSOR MAKE SUR( ALL
GAS PRESSURE HAS BEEN VENTED FROM CYLINDERS. PIPING. CONTROL
TUBING. UIEOADERS OR ANY OTHER PRESSURIZED GAS CONTAINING
C OMPONEN T S.
BEFORE STARTING. MAKE SUR[ ALL NEARBY PERSONNEL ARE AWARE OF
THE START UP ANO ARE CLEAR OF THE EOUIPMENT.
2 REV. 1 8/94
ENGINE MAINTENANCE
1. Shut down the engine first, then prevent it from being started before
the work is done. Close the starting block valve and remove the
tubing line to the starting pilot valve. THIS IS VERY IMPORTANT IF
THE UNIT HAS REMOTE START CAPABILITY - a remote operations
center may try to start a unit without knowing that work is being
performed on it. Note: After maintenance work is done, some
adjustments may need to be done with the engine running. Stay clear
of moving parts and follow instruction manual procedures as required.
2. Shut down the engine by SHUTTING OFF THE FUEL SUPPLY. Do

not ground the ignition system to shut down a spark gas engine. This
can leave an explosive mixture in the engine and exhaust system.
3. Do not remove engine cover doors immediately after shutdown. This

can cause a sudden inrush of atmospheric air and result in an
explosive mixture in the crankcase. Allow the engine to cool until
cover doors can be removed with bare hands.
4. Check al¡ safety shutdown devices (overspeed, low oil pressure, high
jacket water temperature, vibration, etc.) according to the procedure
and schedule in the maintenance section of this manual.
5. After completion of maintenance work, reconnect starter pilot valve

line and open block valve. REMOVE MANUAL BARRING DEVICE, if
used during maintenance.
6. Before attempting to start a gas engine, it must be cranked with the

fuel and ignition off to purge the exhaust system of combustible gases.
The engine should be cranked for a minimum of 15 seconds before
the ignition is turned on and then the fuel valve opened.
7. Be prepared to shut down the engine if an overspeed or other control

malfunction occurs on start up.
COMPRESSOR MAINTENANCE
1. Shut down the compressor first, then prevent it from being started
before the work is done . (See ENGINE MAINTENANCE section
previously if engine driven .) If electric motor driven , the electric power
supply must be disconnected and locked out. THIS IS VERY
IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a
remote operations center may try to start a unit without knowing that
work is being performed on it. Suction and discharge block valves
(see sita plan for location ) must be closed to prevent gas from flowing
into the compressor during maintenance. (Gas pressure could rotate
3 REV. 1 8/94
pp
the compressor and cause injury if not shut off and vented properly -
see compressor section of manual.) Note: After maintenance work is
done, some adjustments may need to be done with the compressor
running. Stay clear of moving parts and follow instruction manual
procedures as required.
2. Before attempting any maintenance or repair on the compressor, vent

al¡ gas pressure from the cylinders, piping, and other pressurized
components or chambers. Know the piping system associated with
this compressor. Open discharge blowdown and/or bypass valves to
vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR
AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR
INTERSTAGE VENTS. Atmospheric air can be drawn in if a vacuum
exists and can create an explosive mixture. CHECK LOCAL OR
PANEL PRESSURE GAUGES FOR ZERO READING BEFORE
REMOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES,
VALVE CAPS, OR CYLINDER HEADS. Note: UNLOADER
CONTROL PRESSURE IS TYPICALLY NOT SHOWN ON GAUGES.
Vent unloader control pressure line by loosening control line tubing
fitting.
3. IF POISONOUS OR SUFFOCATING GASES ARE BEING

COMPRESSED, FOLLOW ALL PLANT SAFETY PROCEDURES
PRIOR TO AND DURING MAINTENANCE ON ANY GAS
EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO
INHALATION OF SUCH SUBSTANCES.
4. Regularly check around compressor and piping gaskets and joints for
leaks which could result in a fire or an explosion.
5. Test al¡ pressure gauges on a periodic basis (see maintenance

schedule) to ensure accurate pressure readings. Likewise, check al¡
relief valves for design opening pressure (see manufacturer's data for
each relief valve in packaging section of manual).
6. Check all safety shutdown devices (low oil pressure, high and lów gas
pressures, vibration, etc.) per the schedule in the maintenance section
of this manual.
7. Remove electrical lockout function if motor driven when maintenance

is completed and REMOVE MANUAL BARRING DEVICE, if used
during maintenance, before starting unit.
OPERATi01V ANA MAINTENANCE
MANUAL
FOR AJAR
HORIZON TAL GAS ENGINE-COMPRESSORS
ENGINE COMPRESSOR
MODEL BORE & STROKE STROKE
C-30 ................................ 7'/2x10 8

C-42 ................................ 8'/2 x 10 8
DPC-60 ............................ 91/2 x 12 8
DPC-81 ............................ 10'/2 x 12 8
DPC-80-A ........................ 11 x 14 11
DPC-105 .......................... 12 x 14 11
DPC-115 .......................... 131/4 x 16 11
DPC-120 '
DPC-140 ......................... 131/4 x 16 11
DPC-162 ...................... 101/2 x 12 8
DPC-180 .......................... 15 x 16 11
DPC-230 .......................... 131/4 x 16 11
DPC-280 .......................... 131/4 x 16 11
DPC-300 .......................... 15 x 16 11
DPC-360 .......................... 15 x 16 11
PREFACE
The Ajax gas engine-compressor is designed spe- and precautions ro be aken ro achieve maximum per-
cifically to meet the rigorcus service requirements of formance from the Ajax origine-compressor. A compiete
continuous, heavy duty operation. Although built to review of rhe manual i, recommended for those •e-
tolerate the abuse of this service, reasonable and in- sponsible for the operation of the unir. Installation
telligent tare dunng installation and operation will add instructions shouid be studi:id before setting the engine
years to its life and keep maintenance costs to an at its location. The trouble shooting guide sectien will
absolute minimum. be helpful in correcting any operating problem which
This manual outlines rhe procedures to be followed may arise.
PARTS ORDERING INFORMATION
When ordering replacement parts for the Ajax should be recorded for convenient reference when
engir:e-compressor, it is important that sufficient ¡den- ordering parís. This information is stamped on the Ajax
tifying information be given to insure that the correct Nameplate which is installed on the engine at the
part will be supplied. Always include: factory.
Part Number When ordering replacement parís for rhe compres-
Correct Description (from Parts List) sor cylinder, rhe following information shouid be sup-
plied:
Size and Model of Unit
Serial Number of Unit Part Number
An illustrated parís list is provided with each unir, Correct Descnption (from Parts List)
which lists part numbers for al¡ parts and principal Bore and Stroke of Cornpressor Cylinder
accessories. This list also shows rhe correct description Serial Number of Compressor Cylinder
or name of the part which should be used in ordering. (stamped on nameplate zttached
The Size, Model, and Serial Number of the unit to the compressor cylinder)
Preface
Page 1
COMPRESSOR DATA TD-1326
10-29-82
C-30
Eng i ne Bore & Stroke 7-1/2" X 10"
Comp res so r S t roke 81

Horsepower @ 525 RPM 30
Fuel Injecticn System Specifications:
y Volume Tank 2 Cu. Ft.
Hose or Pipe Size (Tank to Unit) 1-1/2"
Regulatcr (Fisher S ze & Model) 1 620
Regulator Spring No. ID-8923
Maximum Irlet Pressure 500 PSI
Tank Pres ure•Required 5-12 PSI
Regul ator Orifico Size:
10-30 Inlet Pressure 1/2"
Air/Gas Start ing System, Ring Gear Starting:

A i r Pressure, Maximum 150 PSI
Volume Required Per Minuto 5 Cu. Ft.
Exhaust System:
Exh aus t Pipe Size 4"
Exhaust Pipe Length in Feet - 6475 RPM
Muffler Outlet Size 6"
Muffler - Min. to Max . Silencing

Burgess - Manning BMA-6, BEO-6
Vanec 131-06 , 141-06
Carson - *12-14
Cacacities:
Crankcase Oil 5 Gal. (Approx.)
Oil Leve] - Distante From Top of Bed to Oil Surface__ 19-7/8"
Power Cylinder Lubricating 0,1 1.2 Pints/Day
Radiater Cooling System 7 Gal.
-= Cooler Cool ing System
Engine Jacket Water 6.5 Gal.
Compressor Jacket Water 10 Gal.
Ni I. uipi 111 UM IIiN 1111' 1Î II. X, I i.. 1 Ii '.I^ ^-. ,.i^
COMPRESSOR DATA
C- 30
•Clearances:
Crankpin Searing - Engine .002 - .0064
- Compressor .002 - .0064
Crosshead Pin Bearing
- Engine .002-.0035
- Compressor .002-.0035
Crossheaá to Guide Bore ( Feeler Cl earance )
- Engine .007-.009
- Compressor .007-.009
Pistan Ski rt to Power Cyl i nder .012-%017
Piston Ring End Gap -070--%085
Piston Ring to Side of lst Two Grooves .006-.0085
to s i de of 0ther Grooves .004-.0065
Torque Values, in Ft. Lbs.
Connecting Rod Bolts 325-360
Cylinder Head Stud Nuts 200
Pistan Rod to Crosshead Nuts 1000
Special Taols
Thimble, Engine Pistan Rod T-634-D
Thimble, Compressor Pistan Rod T-634-E
Wrench, Pistan Rod Nut A-3221
Not Furnished as Standard Equipment.
Operating Instructions Are Basicaily The Same As C-42
10-29-82
C-42
.
Eng i ne Bore & Stroke 8-1/2" X 10"
8 1 1
Compressor Stroke
Fuel Injection System Specifications:

i Volume Tank 2 Cu. Ft.
;; Regulatcr ( Fisher Size & Model) 1" - 620
Regulator Spring No. ID-8923
Maximum Inlet Pressure 500 PSI
Tank Pressure Requi red 5-12 PSI
Regulator Orifice Size:
Air/Gas Starting System, Cylinder Head:
Air Pressure, Maximum 250 PSI
Volume Required Per Minute 7-10 Cu. Ft.
Exhaust System:
Exhaust Pipe Size 4"
Exhaust Pipe Length in Feet 5000 = RPM
Muffler Outlet Size 611
* Muffler - Min. to Max. Silencing

Burgess-Mann i ng BMA-6, BEO-6
Vanec 131-06, 141-o6
Ca rson ,412-14
Capac i t i es :
CranKCase Oil 8 Gal. (Approx.)
Oil Leve] - Distance From Top of Bed to Oil Surface19-7/8"
Power Cylinder Lubricating Oil 1.7 Pints/Day
Radiater Coolina System 7 Gal.
Cooler Cooling System
Engine Jacket Water 7 Gal.
, b 11111# I1II1 1111, 111 11 N 1 1 1 1 II 1'11 f.:, 0

COMPRESSOR DATA
C- 42
C 1 ea ran ces :
Crankpin Searing - Engine _ .002 - .0064
- Engine .002 - .0035
Crosshead to Guide Bore ( Feeler Cl earance )
- Engine .007 - .009
- Compressor .012-- .016
Piston Ski r*_ to Power Cyl i nder .012 - .017
Piston Ring End Gap .080 - .100
Piston Ring to Side of lst Two Grooves .006 - .0085
to side of Other Grooves .004 - .0065

Connecting Rod Bolts 325/360
Piston Rod to Crossh ead Nuts 1000
Special Tools
Thimble, Engine Piston Rod T-634-D
Thimble, Compressor' Piston Rod T-634-E
Wrench., Piston Rod Nut A-3221
y Not Furnished as Standard Equipment.
COMPRESSOR DATA TD-1 328
DPC-60 10-29-82
Engine Bore & Stroke 9-1/2" X 12"
Compressor Stroke 8 11
Horsepower @475 RPM 60

Volume Tank 3 Cu. Ft.
* Regulatcr ( Fisher Size & Model) 1" - 620
Regulator Spring No. 1 D-8923
Maximum Inlet Pressure 500 PSI -
Tank Pressure Requi red 5-12 PSI
10-30 Inlet Pressure 1/2''
Ai r/Gas Start i ng System, Cyl i nder Head:

Exhaust System:
y Exhaust Pipe Length in Feet 6175 = RPM
Burgess-Manning BMC - 8, BMB-8, BMA-8 BEO-8
Vanec 111 -08, 121-08, 131-08, 141-(
Carson T18-21
Capac i t i es :
011 Leve] - Distance From Top of Bed to Oil Surface _ 22-1/2"
Power Cy1inder Lubricating Di] 2.4 Pints/Day
Radiater Cooling System 12.5 Gal.
Coolér Cooling System
N. ^ ^ arn rukolp^ u I b i I I q
COMPRESSOR DATA
DPC-60
Clearances:
Crankpin Bearing - Engine .002 - .006
Engine .003 - .0055
Compressor .002 - .0035
Crosshead to Guide Bore ( Feeler 1 earance
- Engine .009 - .013
Piston Ski rt to Power Cylinder .016 - .021
Piston Ring to Side of lst Two Groaves .0075 - .010
to side of Other Grooves . 0055 - .008
Connecting Rod Bolts 325 - 360
Special Tools
Thimb. le, Compressor Piston Rod T-634-E
Wrench, Piston Rod Nut A-3221
DPC-81 10-29-82

Compressor Stroke 8 11
1 Volume Tank 3 Cu. Ft.
* Regulatcr ( Fisher Size & Model ) 1" - 620
Regulator Spri ng No. ID-8923
Maximum Inlet Pressure 500 PSI
Tank Pressure Required 5-12 PSI

Volume Réqui red Per Minute 10-15 Cu. Ft.
Exhaust System:
Muffler - Min. to Max. Silencing
Burgess - Manning BMC - 8, BMB-8 , BMA-8, BEO-8
Vanec 121-08, 131-08, 141- 08, 151-(
Carson #18-27
Capacities:
Crankcase Oil 17 Ga1. (Approx.)
Oil Leve] - Distance From Top of Bed to Oil Surface 22-1/2"
-rower Cylinder Lubricating Oil 3.2 Pints/Day
Radiater Cooling System 12.5 Gal.
Cooler Cooling System 24 Gal.
COMPRESSOR DATA
DPC-81
•Clearances :
- Engine .003 - .0055
Crosshead to Guide Bore (Feeler earance
- Engine .009 - .013
Piston Skirt to Power Cyl inder .018 - .022
Piston Ring to Side of lst Two Groaves .0075 - .010

Connecting Rod Bolts 325 - 360
Piston Rod to Crosshead Nuts 1000
F.,
Special Tools
Thimble, Compressor Piston Rod T-634-E
Wrench, Pistar¡ Rod Nut A-3221
Operating Instructions Are 3asically The Same As DPC-60
10-29-82
DPC-80-A
tngine Bore u, Strok 11" X 14"
11"
Compressor Stroke
Horsepower ' @400 RPM 80

* Volume Tank 3 Cu. Ft.
* Hose or Pipe Size (Tank to Unit) 1-1/2" 1-112"
* Regulatcr (Fisher Size & Model) 1" - 620 2" - 630
Regulator Spring No. ID-8923 W - 192
Maximum Inlet Pressure 500 PSI 1500 PSI
Tank Pressure Required 5-12 PSI 5-12 PSI
10-30 Inlet Pressure - 3/8 "
31-50 Inlet Pressure 1/2" -

Exhaust System:
* Exhaust Pipe Length in Feet 5600 + RPM
Burgess - Manning BMC - 10, BMB-10, BMA- 10, BEO-
Vanec 111-10, 121-10, 131-10, 141-
Carson 418-27
Caoacities:
Oil Leve] - Distance From Top of Bed to Oil Surface _ 26-7/8"
Cooler Cooling System.
COMPRESSOR DAT,a
DPC-80-A
Clearances :
- Engine .002 - .0035
Crosshead to Guide Bore ( Feeler earance
- Engine .009 - .012
Piston S k i rt to Power Cy l i n de r .017 - .023
Pistan Ring End Gap .085 - . 105
to s i de of Other Grooves .0055 - .008
Torque Val ues , in Ft. Lbs.

Connecting Rod Bolts 700 (En g .) , 360 (Compr. )
Cylinder Head Stud Nuts _ 320
Special Tools
Thimble, Engine Pistan Rod T-935-A
Thimble, Compressor Piston Rod T-939-D
'4rench, Piston Rod Nut A-2922 ( Engine).
A-2921 (Compr.)
COMPRESSOR DATA TD- 1331
DPC-105 10-29-82
Engine Bore & Stroke 12" X 14"

Compressor Stroke 11"
Horsepower @425 RPM 105
Fue] Injection System Specifications:
Hose or Pipe Size (Tank to Unit) 1-1/2'' 1-1/2"
* Regulator (Fisher Size & Model), 1" 620 2" 630
Regulator Spring No. ID-8923 W-192
Tank Pressure Requi red 5-12 PSI 5-12 PSI
Regul ator Orifice Size:
51-75 Inlet Pressure 3/811
Air/Gas Start ing System, Cy1 i nder Head:

c
Exhaust System:
Burgess - Manning BMC-12, BMB-12, BMA-12, BEO
Vanec 121-12, 131-12, 141-12, 151
Carson #24-42
CaDac i t i es :
Oil Leve] - Distante From Top of Bed to Oil Surface _ 26-7/8"
Power Cylinder Lubricating Oii 4.2 Pints/Day
IU., 1 i. u,unl upill^Nul I•. II ^..W i^ r^ ^:.p

COMPRESSOR DATA
DPC-105
•Clearances :
Crankpin Bearing - Engine _ .003 - .007
- Engine .002 - .0035
Crosshead to Guide Bore (Feeler Clearance) .009 - .012
- Engine .012 - .015
- Comp ressor
Pistan Skirt to Power Cylinder .022 - .028
Pistan Ring End Gap •095 - .115
Pistan Ring to Side of lst Two Grooves .0075 - .010
Connect i ng Rod Bo 1 ts 700 (Eng) , 360 (Compr)
Pistan Rod to Crosshead Nuts - 2000
Special Tcol
Thimble, Engine Pistan Rod T-935-A
Thimble, Compressor Pistan Rod T-939-D
Wrench, Pistan Rod Nut A-2922 (Eng), A-2921 (Compr)
Operating Instructions Are Basically The Same As DPC-80-A
COMPRESSOR DATA TD-1 332
DPC-115
10-29-82
Engine Bore & Stroke 13-1/4'' X 16"
Ho rs epowe r @ 360 RPM 115

Fue] Injection System Specifications:
j Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"
Regulatcr ( Fisher Size & Model) 1"-620. 2" - 630
Regulator Spring No. ID-8923 W - 192
Regulator Orifica Size:

Ai r/Gas Starting System, Cyl i nder Head:

A i r P re s-s u re , Max i mum 250 PSI
Exhaust System:
. Exh a us t Pipe Size 8"
Exhaust Pipe Length in Feet 6000 -. RPM
Muffler Outlet Sizi 12"
= Muffler - Min. to Max . Silencing
Buraess-Mann]ng BMC-12, BMB - 12, BMA-12, BE0-'
Vanec 111-12, 121-12, 131-12, 141-,
Carson 424-42
Capac i t i es :
Crankcase O.11 25 Gal. (Approx.)
Oil Level - Distante From Top of Bed to Oil Surface_28"
Cooler Cooling System
COMPRESSOR DATA
DPC-115
.Clearances:
- Engine .0044 - .0074
- Engine .009 - .013
Piston Skirt to Power Cyl inder .025 - -031
Connecting Rod Bolts 700
Special Tcols
Thimble, Compressor Piston Rod T-939--D
DPC-120
10-29-82
Engine Bore & Stroke (2) 9-1/2" X 12"

* Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"
Regulatcr (Fisher Size & Model) 1" - 620 2" - 630
Regulator Spring No . I D-8923 W-192
10-30 Inlet Pressure - 3/8"
Air/Gas Start i ng System, Cylinder Head:

Exhaust System:
Exhaust Pipe Size (2) 6"
y Exhaust Pipe Length in Feet 6175 = RPM
y Muffler - Min. to Max. Silencing
Burgess - Manning (2) BMC- 8, BMB - 8, BMA- 8, BE0-1
Vanec (2) 111-08, 121-08, 131-08,14'
Carson 36
Capac i t i es :
Oil Leve] - Distante From Top of Bed to Oil Surface _22-1/2"
Power Cylinder Lubricating Oii 2.4 Pints/ Day/Cylinder
Cooler Cool ing System 65 Gal.

COMPRESSOR DATA
DPC-120
C l ea ran ces
: .002 - .006
Crankpin Bearing - Engine
- Engine .003 - .0055
Crosshead to Guide Bore ( Feeler 1 earance
- Engine .009 .013
- Como ressor .012 - .016
Connecting Rod Boits 360
Special Tcols
Thimbie, Engine Piston Rod T-634-D
Thimble , Compressor Pistan Rod T-634-E
'.Jrench, Piston Red Nut A-3221
L Not Furnished as Standard Equipment.

DPC-140 10-29-82

Horsepowe r @ 400 RPM 140
Fuel Injection System SDecifications:

1 Volume Tank 4 Cu. Ft.
Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"
* Regulatcr (Fisher Size F. Model ) 1" - 620 2" - 630
Maximum Inlet Pressure 500 PSI - 1500 PSI
31-50 Inlet Pressure 1/2" _
51-75 Inlet Pressure 3 /81"

Volume Required Per Minute 13-20 Cu...Ft.
Exhaust System:
j Exhaust Pipe Length in Feet 6000 = RPM
y Muffler - Min. to Max. Silencing
Burgess - Manning BMC-12, BMB-12 , BMA-12, BEO
Vanec 121-12, 131-12, 141-12, 151
Carson #24-42
Capacities:
Oi 1 Leve] - Distance From Top of Bed to Oi 1 Surface_28"
Radiator Cooling System 39 Gal.
11, 1 1 ;1 1 411111*41011111 11, 11 pd 1 1 1 i 11 1 1, 1.^, u

COMPRESSOR DATA
DPC-140
• C l ea ran ces :
Crankpin Searing - Engine .003 - .006
- Engine .0044 - .0074
Crosshead te Guide Bore (Feeler earance
- Engine .009 - .013
- Compressor .012 .015
Piston Skirt te Power Cyl inder .025 - .031
Pistan Ring End Gap .100 - .120
Pistan Ring te Side of lst Two Gro oves .010 - .0125
te side of Other Grooves .008 - .0105
Piston Rod te Crosshead Nuts 3200
Special Tools
Thimble, Engine Pistan Rod T-939-D
Operating Instructions Are 3asically The Same As DPC-115
DPC-162 10-29-82


• Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"
• Regulatcr (Fisher Size & Model) 1" - 620 211 - 630
Maximum Inlet Pressure 500 PSI - 1500 PSI
10-30 .Inlet Pressure -- 1/2"

Exhaust System:
* Exhaust Pipe Length in Feet 6400 = RPM

Muffler Outlet Size
Burgess - Mann i ng
Vanec
Ca rson
Caoacities:
Oil Level - Distance From Top of Bed to Oil Surface_22-1/21"
Power Cylinder Lubricating Oil 3.2 Pints/Day/Cylinder
1 1 1 ^ûu1 u011 111111, 1 . 1111 1 1 1

COMPRESSOR DATA
DPC-162
Clearances
.002" - .006"
Crankpin Searing - Engine
- Compressor .002" - .006"
Crosshead Pin Searing
- Engine .003" - .0055"
- Compressor .002" - .0035"
- Engine .009" - .013"
- Comp ressor .012" - .016"
Piston Skirt to Power Cylinder .018" - .022"
Piston Ring End Gap .075" - .095"
Piston Ring to Side of lst Two Grooves .0075" - .010"
to side of Other Grooves .0055" - .008"
Torque Valles, in Ft. Lbs.
Connecting Rod Boits 325 - 360
Special Tools 1
Thimble, Compressor Piston Rod T-634-E
Not Furnished as Standard Equiprnent.

Operating Instructions Are Basically The Same As DPC-120
DP C-180 10-29-82
Engine Bore & Stroke 15" x 16"

Comp res so r Stroke 11"

• Hose or Pipe Size (Tank to Unit) 1-1/2" 1-1/2"
;; Regulatcr ( Fisher Size & Model ) 1" - 620 2" - 630
Regulator Spring No . ID-8923 W-192

Exhaust System:
Exhaust Pipe Length in.Feet 6400 = RPM
:: Muffler - Min . to Max. Silencing
Burgess - Manning BMC - 14, BMB-14, BMA- 14, BEO-
Vanec 121-14, 131-14, 141-14, 151-
Carson 430-60
CaDac i t i es :
.Crankcase 0 i 1 25 Gal. (Approx.)
Oi 1 Leve] - Distance From Top of Bed to Oi 1 Surface_ 23"
COMPRESSOR DATA
DPC-180
•Clearances:
- Engine .0044 - -0074
- Compressor .0035 - .0055
Crosshead to Guide Bore ( Feeler Cl earance)
- Engine .009 - .013
Pistan Ring End Gap .115 - -135
Pistan Rod to Crossh ead Nuts 3200
Special Tools
Wrench, Pistan Rod Nut A-2921

Operating instructions Are Basically The Sane As DPC-115
DPC-230 10-29-82


* Hose or Pipe Size (Tank to Unit) 2" 2"
* Regulatcr (Fisher Size &. Model) 1" - 620 2" - 630
Regulator Spring No. I D-8923 W-192
Air/Gas Start i ng System, Cylinder Head:

Exhaust System:
Exh aus t Pipe Size (2) 8"
* Exhaust Pipe Length in Feet 6000 = RPM
* Muffler - Min. to Max . Silencing
Burgess-Manning ( 2) BMC-12, BMB - 12, BMA-12,BE
Vanec (2) 111-12, 121-12, 131-12, 1
Carson 748-84
Capac i t i es :
Oil Leve] - Distance From Top of Bed to Oil Surface 28"
Power Cylinder Lubricating Oi l `4.6 Pints/Day/Cylinder
* Cooler Cool ing System 92 Gal.
11- , 1 1 1 1 1 1,1111 1 609111 1 V 11^ 111 11 04 '1 1 ,- 1 I 1, ,, 1 , 1,

COMPRESSOR DATA
DPC-230
Clea rances :
- Engine .0044 - .0074
- Comp res s o r .002 - .0035
Crosshead to Guide Bore ( Feeler earance
- Engine _ .009 - .013
- Comp res s o r .012 - .015
Piston Ski rt to Power Cy1 i nder .025 - .031
Piston Ring End Gap .100 - . 120
Piston Ring to Side of lst Twwo Grooves .010 - .0125
Torque Va l ues , in Ft. Lbs.
Piston Rod to Cros sh ead Nuts 3200
Special Toals
Wrench, Piston Red Nut A-2921
y Not Furnished as Standard Equipment.
DPC-280 10-29-82
Engine Bore & Stroke

(2) 13-1/4" X 16--
1111
Come res so r Stroke
Horsepower @ 400 RPM 2 80

2" 2"
Hose or Pipe Size (Tank to Unit)
;; Regulatcr ( Fisher Size & Model) 1" - 620 2" - 630
10- 50 I n l e t Pressure 1/2"
Air/Gas Starting System, Cyl inder Head:

Air Pressure , Maximum 250 PSI
Exhaust System:
Exhaust Pipe Size (2)
8 11

Burgess-Manning (2) BMC-12, BMB-12, BMA-12, E
Vanec (2) 121-12, 131-12, 141-12, 1
Carson X48-84
Capacities:
C-ankcase Oil 30 Ga1. (Approx.)
Oil Leve] - Distante From Top of Bed to Oil Surface_ 28"
Power Cylinder Lubricating Oil 5.6 Pints/Day/Cylinder
Cooler Cool ing System 95 Gal.
;^.,1, 111 U lIfIIN(11[^,.II 11 oli 1 1 1 , p 0 , i

COMPRESSOR DATA
DPC-280
Clearances:
- Compressor 003 - .006
- Engine .0044 - .0074
- Compressor .003 - .OC55
Crosshead to Guide Bore (Feeler Cl earance )
- Engine .009 - .013
- Comp ressor .012 - .015
Piston Ski r*_ to Power Cyl inder .025 - .031
Piston Ring to Síde of lst Two Grooves .010 - .0125
to s i de of Other Grooves .008 - .0105
Torque Va l ues , in Ft. Lbs.
Special Tocis
{ Not Furnished as Standard Equipment.
Operating Instructions Are Sasically The Same As DPC-230
DPC- 300 10-29-82
Engin e Bore & Stroke (2) 15" X 16"
Comp res so r Stroke 11"

Volume Tank - 5 Cu. Ft.
Regulatcr ( Fisher Size & Model ) V' - 620 2" - 630
Regulator Spri ng No . ID-8923 W-192
Tank Pressure Requi red 5 - 12 PSI 5-12 PSI
76-150 I n l et Pressure 3 /8"
Air/Gas Start i ng System, Cyl i nder Head:

Air Pressure , Maximum 250 PSI
Exhaust System:
y Exhaust Pipe Length in Feet
6400 = RPM
Burgess-Manning ( 2) BMC-14,BMB - 14,BMA-14,BEC
Vanec (2) 111-14,121-14,131-14,141
Carson #60-108
Capacities:
Crankcase Oil 30 Gal. ( Approx.)
Oil Leve] - Distance From Top of Bed to Oil Surface_ 28"
Power Cylinder Lubricating Oil 6 Pints / Day/Cylinder
Cooler Cool ing System

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

COMPRESSOR DATA
DPC-300
.
•Clearances:
- Engine .0044 - .0074
- Compresso r .002 - .0035
Crosshead to Guide Bore (Feeler Cl earance )
- Engine .009 - .013
- Comp res s o r .012 - .015
Piston Skirt to Power Cylinder .027 - .033
Pistan Ring End Gap .115 - •135
to side of Other.Grooves .008 - .0105
Torque Values , in Ft. Lbs.
Special Tools
Wrench, Fiston Rod Nut A-2921
DPC-360 10-29-82
Engine Bore & Stroke (2) 15" X 16"

* Regulatc r (Fisher Size & Model ) 1" - 620 2" - 630
Regulator Spring No . ID-8923 W-192
10-50 Inlet Pressure - 1/2"

Volume Requi red Per Mi nute 35-45 Cu. Ft.
Exhaust System:
* Exhaus t Pipe Length in Feet 6400 = RPM
Burgess - Manning (2) BMC-14,BMB-14,BMA-14,5E
Vanec (2) 121-14,131-14,141-14,15
Carson r6o-108
Capac i t i es :
Crankcase 011 30 Gal. (Approx.)
Oil Leve] - Distante From Top of Bed to Oil Sur ace _ 28"
Power Cylinder Lubricating 011 7.2 Pints/Day/Cylinder
* Cooler Cooling System 125 Gal.
1 11 1 „H 1110,1111111[x. 111 11 114 1 1 II ^..1 ; 1 ,1

COMPRESSOR DATA
DPC-360
.Clearances
r .003 - .006
Crankpin Bearing - Engine
- Compresscr .003 - .006
- Engine .0044 - .0074
- Compressor .0035 - .0055
- Engine .009 - .013
- Comp res s o r .012 - .015
Pistan Ski rt to Power Cyl i nder .027 - .033
Pistan Ring to Side of lst Two Grooves .010 - .0125
Torque Val ues , in Ft. Lbs.
Piston Rod to C ros sh ead Nuts 3200
-= Special Tools
Thimble , Engine Piston Rod T-939-D
Thimble, Compresscr Piston Rod T-939-D
Operating Instruct icns Are Sas ical ly The Same As. DPC-300
CONTENTS
SECTION PAGE SECTION PAGE
1 DESIGN AND APPLICATION IV CRANKCASE ASSEMBLY .......................... 5

CRANKSHAFT OIL SEALS ................ 5
BASIC DESIGN ........................................ 1
CRANK PIN BEARINGS .................... 5
PRINCIPIE OF ENGINE OPERATION ........ 2
CROSSHEAD .................................... 5
ENGINE- COMPRESSOR APPLICATION .... 2
CROSSHEAD PIN BEARINGS .......... 5
LAYSHAFT DRIVE ............................ 5
II INSTALLATION LAYSHAFT ROTARY OIL SEALS ...... 5
INSTALLATION DESIGN .......................... 1 POWER CYLINDER ASSEMBLY ................ 6
FOUNDATION ........................................ 1 CYLINDER WEAR ............................ 6
SETTING THE ENGINE- COMPRESSOR ...... 2 MIXER MANIFOLD .......................... 6
ENGINE PISTON AND RINGS .......... 6
COOLER DRIVE INSTALLATION .............. 2
ENGINE PISTON ROD
GROUTING .............................................. 2
STUFFING BOX ........................ 7
FABRICATED PIPING ERECTION .............. 3
SPARK PLUGS .................................. 7
FLYWHEEL INSTALLATION ...................... 3 ACCESSORIES .......................................... 7
FIELD CONNECTIONS .............................. 5 AIR CLEANERS ................................ 7
FUEL VOLUME TANK ...................... 5 BREATHER CAP .............................. 8
AIR AND GAS STARTING .............. 5 GOVERNOR .................................... 8

ALTRONIC IGNITION ...................... 10
EXHAUST SYSTEM .......................... 6
MAGNETO IGNITION .................... 11
INSTRUMENT PANEL ...................... 11
111 ENGINE -COMPRESSOR START-UP
SAFETY DEVICES ............................ 12
PRE-START-1.0P SERVICING ...................... 1 COMPRESSOR CYLINDER ASSEMBLY ...... 12
START- UP PROCEDURE ............................ 1 PERFORMANCE .............................. 12
COMPRESSOR CYLINDER START - UP ........ 1 CLEARANCE ADJUSTMENT ............ 13
PERFORMANCE CURVES ................ 13
IV MAINTENANCE SINGLE ACTING OPERATION ........ 13
HYDROGEN SULFIDE GAS .............. 13
LUBRICATING SYSTEMS .......................... 1
COMPRESSOR
CRANKCASE LUBRICATION ............ 1 CYLINDER MAINTENANCE ...... 13
FORCE FEED LUBRICATOR .............. 1 COMPRESSOR CYLINDER BODIES.... 13
POWER CYLINDER LUBRICATION.... 2 COMPRESSOR CYLINDER LINERS .... 13
COMPRESSOR PISTONS .................. 14
POWER END
COMPRESSOR PISTON RINGS ........ 14
LUB OIL SPECIFICATIONS ...... 2
COMPRESSOR PISTON RODS .......... 14
COMPRESSOR COMPRESSOR PRESSURE PACKING 14
CYLINDER LUBRICATION ........ 16 COMPRESSOR VALVES .................... 15
COOLING SYSTEM .................................. 3 COMPRESSOR TORQUE VALUES .... 15
ENGINE CYLINDER COOLING ........ 3 V PREVENTATIVE MAINTENANCE

COMPRESSOR CYLINDER COOLING 3 MAINTENANCE PROGRAM .................... 1
PRECAUTIONS ................................ 3 VI SERVICING FOR EXTENDED

PERIODS OF STORAGE
SERVICING RADIATOR
FAN BEARINGS ...................... 4 PREPARING FOR EXTENDED STORAGE .. 1
SERVICING AFTER STORAGE .................. 1
SERVICING COOLER FAN
SHAFT BEARINGS .................... 4 VII TROUBLE -SHOOTING GUIDE
Index
1-73 Page 1
ILLUSTRATIONS
FIGURE-TITLE SECTION-PAGE FIGURE-TITLE SECTION-PAGE
1.1 TOP VIEW, SINGLE CYUNDER 11-8 EXHAUST PYROMETER INSTALLATION .. 11.6
ENGINE-COMPRESSOR .................... 1-1
IV-1 OIL LEVEL, DC-22, DC-30 UNITS .............. IV-1
1.2 TOP VIEW, TWIN CYUNDER IV-2 OIL LEVEL, C.42 & LARGER UNITS .......... IV-1
ENGINE-COMPRESSOR .................... 1.1
IV-3 INSTALLATION SLEEVE, LAYSHAFT
1.3 OPERATING, SIDE VIEW .......................... 1.1 ROTARY OIL SEAL ............................ IV-6
1.4 COMPRESSION STROKE .......................... 1-2 IV-4 LAYSHAFT ROTARY OIL SEAL INSTALLED IV-6
1.5 POWER STROKE ...................................... 1-2 IV-5 CORRECT PISTON POSITION .................. IV-6
1-6 SCAVENGING .......................................... 1-2 IV-6 PISTON RING TAPERED FACE ................ IV-7
11-1 TYPICAL INSTALLATION .......................... 11.1 IV-7 PISTON RING INSTALLATION ................ IV-7
11.2 FLYWHEEL WEDGES ................................ 11-3 IV4 PISTON ROD THIMBLES .......................... IV-7
11.3 FLYWHEEL POSITION .............................. 11-4 IV-9 THROTTLE CONTROL LINKAGE,

EA SERIES ENGINES .......................... IV-9
11.4 FLYWHEEL KEY ........................................ 11.4
1V-10 THROTTLE CONTROL LINKAGE,
11.5 FLYWHEEL INSTALLED ............................ 11-4 C-42 COMPRESSORS ........................ IV-9
114 FUEL VOLUME TANK .............................. 11.5 IV-11 ELECTRONIC BOXES ................................ IV-10
11.7 GAS STARTING SYSTEM ........................ 11-5 IV-12 CRANK ANGLE, PROTRACTOR CHECK .... IV-11
TABLES
TABLE-TITLE SECTION-PAGE TABLE-TITIE SECTION-PAGE
II-A FUEL SYSTEM - VOLUME TANK IV-C LUBE OIL TRADE NAMES-
AND REGULATOR SPECIFICATIONS ....... 11.7 REFINERS RECOMMENDATIONS
11-B AIR STARTING - VOLUME TANK FOR POWER CYUNDERS .......................... IV-20
AND COMPRESSOR DISPLACEMENT ........ 11-7
II-C EXHAUST SYSTEM SPECIFICATIONS ........ 11-8
IV-A LUBRICATING AND COOLING IV-E LUBRICATION BATES FOR

SYSTEM CAPACITIES ................................ IV-19 COMPRESSOR CYLINDERS ...................... IV-22
IV-F LUBRICATION BATES FOR
IV-B RUNNING CLEARANCE PISTON ROD PRESSURE PACKING .......... IV-22
CRANKSHAFT AND CROSSHEADS .......... IV-19 IV-G POWER END PISTOLA RING CLEARANCE IV-21
Index
Pago 2 1-73
Ip,^ n ^^ruiaauplÛlopî^.^F^ 4tii 1 I^ ;^,p {

SECTION 1
DESIGN AND APPLICATION
BASIC DESIGN
The Ajax gas engine-compressor units covered in Simplicity of operation and maintenance has been
this manual use the proven Ajax standard two-cycle, stressed throughout the design of the basic engine-
crosshead type, single or twin cylinder engine com- compressor unir and related accessories. The crosshead
ponente as the power end. The compressor end is a construction with sealed power end piston rod elimi-
conventional horizontal reciprocating design. The pow- nates contamination of the crankcase by producís of
er and compressor cylinders are mounted on a common combustion. Power end intake and exhaust valvas and
integral frame except for units rated at 22 and 30 related componente are eliminated by the trouble free
horsepower. These small engine-compressor units use port-scavenging design of the engine end. Fuel systems
separate frames for the engine end and the compressor are selected for optimum performance and simplicity
end. The crank throws are on a one-piece crankshaft for each sine unir. A low pressure fuel system is
for all units except the smaller non-integral units which standard equipment on all engine-compressor units. A
use separate crankshafts directly connected through a high pressure fuel injection system is available as
flexible coupling. optional equipment on engine-compressor units rated
at 42 horsepower and higher.
Figures 1-1, 1-2, 1-3 show outline views typical of
Ajax engine-compressor units. The power end cooling system employs a fan
cooled radiator or unitized fin tuba cooler and depend-
In identifying various components of the engine-
able thermo-syphon circulation on all units except the
compressor, reference may be made to the flywheel
DPC-300. Coolant circulation is induced by the differ-
side and the cooler or radiator side of the unit. When
standing at the flywheel side of the unit, the power ence in density that existe between hot and cold water
which causes the hot water to flow from the power
end is to the left while the compressor end is to the
cylinder to the higher elevation of the radiator or
right. Viewed from the power cylinder end, the cooler
jacket water section of the unitized cooler. The cooled
or radiator side of the unit is to the left while the fly-
wheel side is to the right. When viewed from the fly- water flows downward and returns to the power cylin-
der. This system eliminates an engine jacket water
wheel side, the crankshaft rotation is clockwise. On
pump and increases efficiency by causing the power
twin cylinder units, the number one cylinder is on the
flywheel side; the number two cylinder is on the end to operare at the proper temperatura. The DPC-300
cooler or radiator side. unir utilizas a forced circulation cooling system.
The lubrication system uses a combination of
splash, flood and forced feeding of oil to the required
points. The crankcase splash system provides ample
îR QEAMER COwPRESSOR C''LMOER lubrication to the crossheads, crankshaft and layshaft
//^`
°OWER 1r-^ assemblies. The flood system provides a bath of oil
_^^^.oER a I r
for all componente in the control box. The rotary driven
force-feed lubricator insures proper lubrication to the
power end piston, compressor cylinder pistons and
compressor cylinder piston rod pressure parkings.
suc1iOR sUUe&R
^fCY^ME El
Altronic capacitar discharge salid state ignition is
standard equipment on all Ajax engine-compressor
units; low tension ignition systems are optional for al¡
Figure I-1 units.
Top View - Single Cylinder Engine-Compressor
Figure 1-2 Figure 1-3

Top View - Twin Cylinder Engine-Compressor Engine-Compressor Operating Side View
Section 1
1-73 Page 1
PRINCIPLE OF OPERATION
The two-stroke cycle has one working stroke of the

piston for each revolution of the crankshaft. Compres-
sion, firing, expansion, exhaust, and scavenging take
place in that order, and because these events are com-
pleted in two strokes of the piston , this is called the
two-cycle design. As the piston moves toward the
cylinder head, it first closes the intake ports, then the
exhaust ports, trapping a fresh charge of fuel and air
mixture. The piston compresses this charge, which is
ignited by the spark near the firing end of the com-
pression stroke. This burning produces a rise in pres-
sure which forces the piston toward the crank end on
its power stroke. Expansion of the gases continues
until the piston uncovers the exhaust ports, permitting
Figure 1-4 Compression escape of the burned gases . As the piston moves fur-
ther toward the crank, the intake ports open and the
entering fuel mixture displaces remaining burned
gases. After reaching the crank end of the stroke, the
piston starts toward the cylinder head on another cycle.
The crosshead construction of this engine-compres-
sor permits complete isolation of the crankcase from
the engine cylinder chamber. By this design, the crank
end of the piston and cylinder forms a scavenging
chamber and provides an efficient scavenging pump.
On the compression stroke, a partial vacuum is
created in the scavenging chamber at the crank end of
the cylinder. The differential in pressure opens the
check valves and- a fresh fuel-air charge enters until
the piston reaches the firing end of the stroke. The
Figure 1-5 Power power stroke of the piston snaps the check valves
closed and compresses the mixture in the scavenging
chamber to a few pounds pressure. When the intake
ports are opened in the cylinder, the slightly com-
pressed charge transfers to the combustion chamber.
Figures 1-4 and 1-5 illustrate the two cycle principie
which provides one power stroke for each revolution
of the crankshaft, or one power stroke for each two
strokes (compression and power) of the piston. Figure
1-6 shows the scavenging process which takes place
while exhaust and intake ports are uncovered at the
conclusion of the power stroke.
ENGINE-COMPRESSOR APPLICATION
Ajax engine-compressor units are designed for con- in an ambient temperature exceeding 60° F, deration
tinuous heavy duty operation and perform best when of the rated horsepower must be taken into considera-
loaded to the rated capacity at the operating speed. tion in applying the engine-compressor unit to the
Performance curves furnished for each unit show com- anticipated conditions of loading.
pressor capacity versus suction and discharge pressures The power that any gas engine can deliver de-
at maximum rated unit speed. The rated horsepower creases with an increase in altitude and/or temperature
of the engine-compressor unit is conservatively based of the air at the intake due to the reduction in air
at 65% of maximum horsepower, and can be used as density and weight of oxygen for combustion in a
the continuous duty design capacity at sea leve) and given volume. The calculated reduction in horsepower
60° F Ambient temperature without further deration. is 3% per 1,000 feet aboye 1,500 ft. elevation and
When the engine-compressor installation is to be 1 % for each 10° F temperature rise aboye 60° F.
located at an appreciable elevation aboye sea leve¡, or
Section 1
1-73
Page 2
11- [ 1 ' 1 1 ., 0 1 km IFI1l11 U 111 1 1 b 111 1 1 1 1' i .1, 0 i 11

SECTION II
INSTALLATION
INSTALLATION DESIGN
When designing the engine-compressor installation, of a second unit radiator or air cleaner.
severa) factors should be taken into consideration which Installation of units inside buildings should be de-
can affect the overall performance of the installation. signed to allow for the passage of hot air from the
An adequate foundation must be provided to assure radiators and/or coolers to the outside through ade-
a stationary mounting base for the engine-compressor quate natural ventilation or through ducting to the
skid and any accessory equipment not mounted on outside of the building. Unitized vertical discharge
the skid. If the unit is installed inside a building or coolers may frequently be installed outside the build-
adjacent to other machinery, sufficient space must be ing to ease the disposal of heated air. The exhaust
allowed around the unit to facilitate maintenance and system must be properly designed for the operating
service work to be accomplished. In outdoor locations, conditions of the engine-compressor, both for proper
units equipped with engine radiators should be orient- scavenging of the power cylinders, and for correct
ed in relation to the prevailing winds so that the dissipation of exhaust heat. Recommended exhaust pipe
natural air flow is from the flywheel side of the unit size and length are established for each engine-com-
to the cooler; i.e., in the normal direction of air flow pressor unit at various operating speeds. Muffler type
through the engine radiator. The orientation of units and size are also critica) to good operation, and recom-
equipped with vertical discharge unitized coolers may mendations have been established for this equipment.
be to suit other requirements. In multiple unit installa- See Table ll-C.
tions, arrangements should be avoided which result in
hot air from one unit radiator flowing to the air inlet
FOUNDATION
The size and construction of the foundation must soil is encountered, the foundation design must be
be selected to suit the soil conditions at the unit loca- changed to accommodate the soil. In designing the
tion. In well compacted, high load capacity soils, (6 foundation, the static and dynamic loads must both be
tons square foot minimum) the mínimum dimensions considered. The unbalanced forces and couples of each
shown on the appropriate foundation drawing supplied engine-compressor unit are available on request fror.
should be adequate for a reinforced concrete founda- the factory.
tion. In soils having a low load support capacity, a In most installations, it is recommended that the
wider and longer foundation or one which angles out engine-compressor skid and accessories be placed on
at the bottom should be used to distribute the load grouting on the foundation to insure full even bearing
over a larger area on the bottom face of the foundation. support under the equipment. The grouting is poured
In general, it is poor practice to economize on the after the equipment has been set and aligned on the
amount of concrete used on the engine-compressor unit foundation. For Chis type installation, the top surface
foundation. of the foundation should not be troweled, but should
If the soil bearing capacity is questionable, it is have a rough finish to insure a better bond with the
highly recommended that a soil analysis be made prior grouting.
to designing or pouring the foundation. If unsuitable
Figure 11-1
Engine-Compressor Typical Installation
Section II
1-73
Page 1
SETTING THE ENGINE - COMPRESSOR shaft between the compressor and the cooler must be
aligned and coupled to the cooler drive shaft. The
The engine-compressor mounted on its skid is nor- installation procedure is outlined as foliows:
mally set directly on the foundation block with the
(1) Shrink coupling hub on cooler shaft. End of hub
primary precaution being certain that the unit is set
should be flush with end of shaft.
leve¡, accurately aligned with the cooler where appli-
cable, aligned with any other off-skid accessories where (2) Fill grooves in al¡ hubs with grease.
applicable, and adequately supported so that all bear- (3) Install grid members between hub bolted to
ing surfaces on the bottom of the skid have fuil contact driven sheave and hub on floatíng fine shaft. Gap
to avoid deflections in the bed or skid. between the two hubs should be approximately
1/800.
In setting the engine-compressor on the foundation,
necessary to place foundation bolts in the founda- (4) Slip gasket over grid members up to hub flange
tion, either by pouring the foundation with bolts in and pack grease into spaces around grid members.
place, or by sulphuring in the bolts after the foundation (5) Draw the cover up and fasten in place with bolts
has been poured. The location and sizes of the founda- provided. Use nail or small screw driver under
tion bolts are shown on the appropriate foundation sea¡ ring for venting during assembly of cover.
drawing. The bolts must extend aboye the foundation Add lubricant with grease gun. Make cure that
to insure fuil thread engagement in the nuts, taking Neoprene sea¡ is squarely seated on hub and not
into account the space required for adequate grouting. pinched under cover.
To allow for adjustment in the location of the bolts if (6) Bolt split aligning fixture, furnished with unit, to
placed before the block is poured, a common practice sheave. This will fine up floating shaft with
is to center the boli inside a piece of 2" or 21/2" pipe, coupling hub, which is bolted and doweled to the
positioned so that the top of the pipe is flush with the inside of the sheave.
top of the complet. d foundation. The bottom of the (7) By clamping dial indicator to the hub on the cooler
pipe should be closed to kc:Ep out the foundation con- shaft, indicate run out on floating shaft by re-
crete. The pipe must be filled with grout after the volving this shaft while the cooler shaft is held
engine is set. stationary. If necessary, bump floating shaft into
After the foundation has thoroughly set, as re- line.
quired by its size, climatic -onditions and the concrete
(8) After floating shaft is running true, fasten indi-
mixture used, the engine-:-,--rnpressor skid (and cooler cator to floating shaft or extended hub on shaft
when applicable; can be placed on the foundation and and indícate outside flange and face of hub on
leveled, using wedges or leveling screws. The engine-
cooler shaft. Shift cooler into position so that the
compressor should then be accurately aligned with the hub runs true when the floating shaft is rotated.
unitized cooler where applicable and the cooler drive Leveling screws are provided for lining up cooler.
connected. Accurate alignment is essential to insure (9) After final lining up of cooler, tighten down cgol-
acceptable service life from the drive components, and
er to its base.
to eliminate detrimental loads and vibrations to the
(10) Recheck to make sure nothing has moved out of
engine-compressor and the driven unitized cooler
position.
V-BELT COOLER DRIVE INSTALLATION (11) Install grid members, grease, and bolt in cover
The V-belt sheave for the cooler drive should be as done before on sheave end of shaft.
Use good grade of wheel bearing grease with
installed as close to the shaft supporting bearing as
non-fluidity at temperatures up to 150' F.
possible . The farther the outer edge of the sheave is
located from the bearing , the greater the side loading GROUTING
becomes which leads to premature bearing failure.
Accurate alignment between the driver and driven After the cooler drive has been connected and
sheaves contributes to longer belt ¡¡fe and a smooth rechecked for alignment, the engine-compressor and
running accessory drive . The alignment of the drive cooler can be grouted to the foundation. A thin mixture
is checked by drawing a line taut between the adjacent of grout should be used to fill the grout tubes around
faces of the two sheaves , lined up to intersect the two the foundation bolts, and to fill under the skid. A
hubs . When the drive is properly aligned, the string thicker mixture can be used to fill under the bearing
will just touch the face of each sheave at the points areas of the skid. This should be forced in under the
where it crosses the sheave rims. skid, and compacted to eliminate air holes and to
assure full bearing support for the unit skid. The grout-
LINE SHAFT COOLER DRIVE INSTALLATION ing around the outside of the skid should have enough
Some cooler drives are supplied with a long fine slope to drain oil and water away from the unit.
shaft between two flexible couplings with the V-belt After the grouting has thoroughly set, the founda-
drive components rigidly mounted on the engine-co-n- tion bolts should be tightened evenly in rotation, then
pressor bed. The alignment of the cooler, cooler drive the leveling screws should be backed off two turns
shaft and couplings must be held within specified and finally the foundation boits should be evenly re-
limits. tightened. The leve¡ of the unir and the alignment of
After the basic unit has been leveled and the the unit should be rechecked again.
unitized cooler mounted on its foundation block but Single cylinder unit skid mounted installations are
not tightened down nor grouted, the floating drive generally arranged so that the entire unir and al¡ ac-
Section II
Page 2 1-73
N, ^: ^NMo ^p , ^r ,:
essorv eq;,ioment are instalied on a single L'nitizln:, tec?:v aiigned eauipment can easily become misaligned
sKici. Tre avive oetween the engine-commpressor unir ir handl ing, ,vi-¡ e mo,-ing the skid unto the aundation
and the auxiliarv cooler should be rechecked again or in securing the skid to the foundation.
after the skid has been secured to the foundation. Per-
FABRICATED PIPING ERECTION
Ajax engine-compressor units are sold as complete- compressor job cite. Exhaust piping, gas or air starting
¡y packaged units, including al¡ water piping and al¡ piping and the fuel piping connecting the unit fuel
gas piping between the unit suction flange and final bottle to the unit are not supplied by Cooper Penjax
discharge flange. Twin cylinder engine-compressor unit on al¡ units and are generally fabricated in the field to
piping is prefabricated at the shop and shipped to the suit the specific job location requirements. The cooling
job site for installation. By following the piping layout system must be filled with coolant and the lubricating
furnished with the unit, it is a routine job to connect system filled as required with suitable lubricants as
the prefabricated lines. specified hereafter.
Air cleaners must be installed on the unit at the
FLYWHEEL INSTALLATION
The flywheel must be installed at location on ali drive them into the siot evenly. Wedges can most
engine-compressor units. This is due to the size and easily be driven when the flywheel is being sus-
weight of the flywheel which would create excessive pended in an upright position.
handling problems if mounted before shipment.
The flywheel is cast with a split hub having a
(2) Check end of crankshaft and bore in flywheel.
straight bore which is machined to have a slight inter-
File burrs if necessary, clean and oil bore and
ference fit on the straight crankshaft extension. This
shaft.
split hub is opened slightly by wedges to facilitate
mounting on the crankshaft extension. A straight key-
way on the shaft matches a tapered keyway in the
flywheel hub to accept a tapered key which is installed
after the flywheel is in place on the shaft. This tapered
key design contributes to a more secure mounting of
the flywheel. The split hub is secured to the shaft alter
positioning by tightening a bolt through the split in
the hub.
At final factory assembly of al¡ Ajax engine-com-
pressors, the tapered key is custom fitted to the crank-
shaft and flywheel to assure accurate alignment and
positioning of the flywheel and key. The serial number
or the unit is then stamped on the flywheel, crankshaft
end, and the tapered face of the key so that these
custom fitted parts will remain with the unir. The large
end of the tapered key, which is tapped with 1/2"-13NC
threads to facilitate removal, is installed to the outside
of the flywheel.
Installation of the flywheel on the crankshaft is not
difficult, however the correct procedure must be fol-
lowed to prevent splitting the hub when wedging for
installation. The appropriate flywheel wedge or wedges
are included in the box of parts shipped with the unit.
The DC-22 and DC-30 units use a single wedge which
is to be inserted in the center of the flywheel hub.
Larger units are furnished with two wedges. A wedge
(and píate if required) to be inserted at each end at the
wheel hub siot.
The following steps must be carefully followed
when installing the flywheel:
(1) Insert the wedge as shown in Figure 11-2, and drive

into the slot using a ten-pound sledge. Be sure the
wedge entes the slot squarely, and drive only
deep enough to open the hub bore sufficiently to Figure 11-2
slip over the shaft. Where two wedges are used, Flywheel Wedges
Section II
1-73 Page 3
(3) To install flywheel , slide it on shaft by rotating
back and forth and pushing manually until the end
of the shaft is flush with hub Pace. On the DC-22,
DC-30 and C-42 units , the flywheel hub should
butt up against the shrink collar . Do not sledge or
attempt to drive flywheel onto shaft with any other
device . If it has been wedged properly, no diffi-
culty should be encountered in sliding wheel into
place.
Figure 11-3
Flywheel Position on Shaft
(4) After wheel is in place and before removing

wedge(s), insert key loosely approximately one-
half its length. Place key so that tapered surface
(stamped with serial number) faces wheel. Clear-
ance should be noted between top of keyway in
wheel and key.
(5) Remove wedge(s) and tighten flywheel bolt secure-

ly. Extreme cara must be exercised in knocking out
wedges to be sure that no personnel are in the
immediate vicinity . Remember , the wedges are un-
der extreme pressure and Nave a tendency to fly
when knocked out of slot.
Figure 11-5
(6) Drive key Nome . Key should seat with end flush to Flywheel Installed
the shaft face or extending up to approximately
beyond shaft end . If it seats before reaching
this point , do not siedge , but remove to find and
correct the problem.
If these instructions are carefully followed , the re-
sult will be a true running wheel which will never
work loose on the shaft.
Section II
1-73
Page 4
FIELD CONNECTIONS
FUEL VOLUME TANK AIR OR GAS STARTING SYSTEM

Every engine-compressor unit is supplied with a Air startinq equipment is standard on al¡ engine-
two compartment fuel volume tank of a size suitable lo compressors. This permits the use of air or gas, at
the size of the unir. Al¡ units are equipped with the approximately 150 lo 250 p.s.i., for starting the unit.
standard low pressure fuel system which requíres fuel An air valve, which is cam operated from the layshaft,
gas delivered lo the unir throttle valve at 4 lo 6 ounces introduces the starting air or gas directly into the cylin-
per square inch (7 lo 10 inches of water). The fuel der ¡ust after the piston begins its power stroke. This
volume tank must be installed as close as possible lo turns the crankshaft at sufficient speed to permit start-
the engine-compressor unit lo insure a clean dry fuel ing as fuel is introduced.
supply at a constant pressure. The tank can be installed When air is used for starting, a volume tank or air
in a vertical or hoizontal position, either on the com- receiver should be installed near the unit to provide
presscr skid or on the concrete foundation block adja- sufficient air at the required starting pressure. Pressure
cent lo the skid. The low pressure regulator fvrnished can be maintained ¡n this tank either by a compressor
with the fuel bottle is sized to reduce fuel gas at 5 mounted on the tank or on a service vehicle. Minimum
to 12 psi from the small high pressure compartment tank volume required for each engine and recommend-
lo the 4 lo 6 ounce pressure required at the low pres- ed minimum compressor displacement is tabulated in
sure throttle valve. High pressure regulators are avail- Table II-B.
able lo reduce fuel gas of any inlet pressure lo the 5 If an adequate supply of field gas is available at
lo 12 psi required at the inlet of the high pressure 200 p.s.i., or more, no volume tank should be required
compartment of the fuel bottle. at the unir for starting purposes. If field gas pressure
lf the enqine-compressor unit is equipped with the ís greater than 250 p.s.i., a regulator must be used to
optional fuel injection system, the fuel required is taken reduce the pressure lo 250 • p.s.i. maximum. A '/a"
from the high pressure compartment of the fuel bottle orifice should be used in Chis high pressure regulator.
at 5 lo 12 psi.
A fue¡ shutoff valve may be used lo ciose off the
fuel aas supoly lo the unit in event of an emeraencv
shutdown. This fuel valve should be located between
the high pressure fuel regulator and the high pressure
compartment of the fuel bottle. In Chis location, the fuel
shutoff valve will close the fuel system regardiess of
which of the two fuel systems may be in use at the
moment of unit shutdown. Figure 11-6 illustrates a
typical two compartment fuel volume tank arrange-
ment.
Table II-A tabulates volume tank capacity, gas con-
nection sizes and pressure regulator specifications for
al¡ engines, both low pressure and high pressure fuel
systems. In all cases, the recommended sizing and
hook-up should be strictly followed as any deviation
from these standards can greatly impair engine per-
formance. Particular attention should be given to orifice Figure 11-7
sizing and spring selection in the regulator lo insure
Gas Starting System
maintenance of correct fuel pressure lo the engine.
NEGULATOR-8»
TO GAS INJECTION
TO LP INLET
INLET ON UNIT
O UN1T
RECOMMENDED LOCATION
PRESSURE GAUGE
ORESSER LOUPLING PRESSURE GAUGE
1
OF FUEL SMUT-OFF. 1F USED
Figure 11-6
Fuel Volume Tank
Section II
1-73 Page 5
4
EXHAUST SYSTEM twin cylinder units, each cylinder will be developing
the same power when exhaust temperatures are main-
Exhaust Pipe and Mufflers
tained at the same leve).
Because of the port scavenging design of Ajax en-
For this reason , an exhaust pyrometer and thermo-
gines , the design and installation of the exhaust system couples are provided as standard equipment on twin
is critica) to satisfactory performance of the engine- cylinder units . The pyrometer as furnished is installed
compressor . Recommendations as to size and length of in the instrument panel when the unit leaves the factory
the exhaust pipe and the size and type muffler used and exhaust thermocouples are included in the box of
must be strictly followed. parts shipped with each unit. The required connecting
The full length of the exhaust pipe must be the wire is installed in conduit on the unit. An exhaust
same pipe size as the exhaust flange on the power pyrometer and thermocouple are optional equipment
cylinder . Use as few elbows as possible , preferably no for single cylinder units.
more than two, and aiways use long radius elbows. To accommodate installation of the thermocouples,
The exhaust pipe must not be covered or insulated it will be necessary to attach '/z" half couplings in the
as this will backup excessive heat to the cylinder. exhaust pipes . These should be installed six inches be-
lf mufflers are required , they should be installed low the exhaust flange and radially located to facilitate
at the end of the recommended length of exhaust pipe. installation of wiring.
Table ll-C tabulates al¡ recommended sizing for The thermocouples are equipped with an adequate
exhaust pipes and mufflers . Exhaust pipe length is stem permitting their use in exhaust pipes of a great
stated as a function of engine speed . Maximum antici- range of sizes and should be inserted in the pipe
pated speed should be used to determine this• length. couplings with their position in the couplings adjusted
and fixed so the tip of the thermocouple líes in the
Exhaust Temperature Thermocouples
center of the exhaust line . After installing the thermo-
The exhaust gas temperature will vary with the couple, the wiring should be connected from the
load the engine-compressor is carrying . Therefore, on thermocouple to the panel mounted pyrometer.
Figure 11-8
Pyrometer Installation
Section II
Page 6 1-73
1 1 1 11 1 ^Î, 11 14, 1111 II I f: 11,.11 dlii 1 1 11 i.;1

TABLE 11-A
FUEL SYSTEM
VOLUME TANK AND REGULATOR SPECIFICATIONS
UNIT SIZE ( H.P. RATING) 300 230 160 120 115 60 42 30
80
22
VOLUME CU. FT. 5 4 3 3 4 3 3 2 2
HOSE OR PIPE SIZE (BOTTLE TO UNIT) 2" 2 2" 2" 2" 2"
2" 2" 2"
FISHER SIZE & MODEL NO. l"-620 1"-620 l"-620 l"-620 1"-620 l"-620 l"-620 l"-620 l"-620
SPRING NO. (RED) ID 8923 ID-8923 ID-8923 ID-8923 0 -8923 ID-8923 ID-8923 ID-8923 ID-8923
R MAX. INLET PRESS . (P.S.I.) 500 500 500 500 500 500 500 500 500
E BOTTLE PRESS. REQ'D . ( P.S.I.) 5-12 5-12 5-12 5-12 5.12 5-12 5-12 5- 12 5-12
G 1030 INLET PRESSURE USE 2" -630 BELOW 1/2 1/2"
LU
1/2""
30-50 INLET PRESSURE '/2 " 1/2" 1/2" '/2 " 3/a""
u
L 50-75 INLET PRESSURE 1/211 '/2"" 1/2" 3/a"" 3/8"" 3/8
^Ñ 1/a 1/a""
Ñ óÑ 76-150 INLET PRESSURE 3/8 3/8 '/4"" '/4'" 1/4 1/a'" 1/a '/a""
A
151-300 INLET PRESSURE 1/4"" 1/4"" 1/4" 1/4"" 1/4 1/4" 1/4" 1/4"
T 300500 INLET PRESSURE 1/4 1/4 1/4" 1/4" '/a" 1/4" 1/4" 1/4
O O FISHER SIZE & MODEL NO. 2"-630 2"-630 2"-630 2"-630 2"-630 2"-630
x
R SPRING NO. (RED STRIPE) W-192 W-192 W-192 W-192 W-192 W-192
MAX. INLET PRESS . (P.S.I.) 1500 1500 1500 1500 1500 1500
" B" BOTTIE PRESS. REQ'D. (P.S.I.) 5-12 5-12 5-12 5-12 5-12 5-12
10-30 INLET PRESSURE 1/2 1/2" 1/2" 3/a 3/8
O'^ 30-50 INLET PRESSURE '/2 '/2" USE 1"-620 ABOYE
VOLUME CU. FT. (RECOMMENDED ) 13 10 6 4 10 6 4 4 2
2".
HOSE OR PIPE SIZE (BOTTLE TO UNIT) 2" 2"" 2"" 2" 2" 11/2" 11/2" 1""
W
FISHER SIZE & MODEL NO. 2-5201 2-S201 11/2-5201 11/2-5201 11/2-S201 11/2-5201 11/2-S201 11/25201 1-5100
-8927 cAD. V E PLArED
u SPRING NO. 1D
I E - 9840 --OL I ID-8927 ID-8927 ID-8927 ID-8927 ID-8927 ID-8927 ID-8927 ID -8927 IE-9840
,^ MAX. INLET PRESS. (P.S.I.) 50 50 50 50 50 50 50 50 50
O
d á BOTTIE PRESS. REQ'D . ( P.S.I.) 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ. 4-6 OZ.
5-12 INLET PRESSURE 1 1 1" 1" 1" 1" 1/2"" 1/2 Ss
Ó
", 13-25 INLET PRESSURE 3/4 3/4" 3/4 3/a""
ÓÑ
26-50 INLET PRESSURE 1/2" '/2" 1/2 1/2" '/2" 1/2" 1/4" 1/4" 1
IF INLET GAS PRESSURE EXCEEDS 50 P.S.I. ADDITIONAL REGULATORS ARE REQUIRED.

FOR REGULATOR MODEL NO'S., SIZES AND PRESSURE LIMITATIONS SEE REGULATOR "B" ABOYE.
TABLE 11-B
AIR STARTING
VOLUME TANK AND AIR COMPRESSOR DISPLACEMENT
200 psi
SORE AND STROKE AIR COMPRESSOR VOLUME TANK

MODEL
DISPLACEMENT (CU. FT.) (MIN. CU. FT.)
6112 x 8"" DC-22 7.10 - 4
71/4 x 8" DC-30 7-10 4
81/2" X 10" C-42 7-10 4

91/2 x 12" DPC-60 10-15 7
11 x 14" DPC-80-A 10-15 10

----- -- -- ----- - ---
131/4x 16" DPC-115 13-20 11
91/2x 12" TWIN DPC-120 20-30 12
11x 14" TWIN DPC-160-A 20-30 12
131/4" x 16" TWIN DPC-230 20-30 14
15" x 16" TWIN DPC-300 35-45 16
Section II
1-73 Page 7
TABLE II-C
EXHAUST SYSTEM SPECIFICATIONS
SINGLE CYLINDER UNITS

CARSON
EXHAUST MUFFLER bURGESS• MANNINO SILENCER VANEC SILENCER
BORE EXHAUST SILENCER
AND MODEL PIPE PIPE LENGTN OUTLET
STROXE SIZE (FT.) SME A a C D A d C 0 A
61/2" x 8" DC-22 4" 5000/RPM 5" BMA-5 BMA-5 BEO-5 BEO-5 131.05 131-05 131-05 141-05 #12
71/4" x 8" DC-30 4" 5000/RPM 5" BMA-5 BMA-5 BEO-5 BEO-5 131-05 131-05 131-05 141 -05 *12
81h" x 10" C-42 4" 5000/RPM 6" BMA-6 BMA-6 BEO-6 BEO-6 131-06 131.06 131.06 141-06 *12
91/2" x 12" DPC-60 6" 5900/ RPM 8" BMC-8 8MB-8 BMA-8 BEO-8 111-08 121-08 131 -08 141-08 #18
e*.
11" x 14" DPC-80-A 6" 5600/ RPM 10" BMC-10 BMB- 10 BMA- 10 BEO- 10 111-10 121-10 131.10 141-10 #18
131/4" x 16" DPC-115 a" 6000/RPM 12" BMC-12 =- 12 BMA- 12 BEO.12 111-12 121-12 131-12 141-12 *24
TWIN CYLINDER UNITS
(2) ** ** ** (2) :. .. ** e•
91/2" x 12" DPC- 120 (2) 6" 5900/RPM 8"
* •** BMC-8 BMB-8 BMA-8 BEO-8 111-8 121-8 131-8 141-8 #36
*• *e •* (2) *• ee e. **
11" x 14" DPC- 160 (2)6" 5600/RPM 10" (2)
• BMC-10 BMB-10 BMA- 10 SEO- 10 111-10 121 -TO 131-10 141-10 *36
•* ** •* (2) e* ** e•
131/4 x 16" DPC-230 (2) 8" 6000/RPM 12" (2)
• BMC-12 BMB- 12 BMA- 12 BEO-12 111-12 121.12 131-12 141-12 #48
15" x 16" DPC-300 (2) 10" 6400 / RPM 14" (2) ** " '* (2) ** ** •* **
• BMC-14 BMB-14 BMA-14 BEO-14 111-14 121-14 131 - 14 141-14 #60
Note: Muffler supplier must be advised that muffler is for an Alax unit lo insure proper construction.
'Twin cylinder engine requiring two exhaust pipas and two mufflera or twin inlet single muffler.
''Single muffler with twin ini*% for twin cylinder enginsa.
"*Exhauat pipe sine changad from 5" lo 6" with engine Serial No . 63476.
A Commercial -Industrial.
8 Standard, Metropolitan, Semi-Resideritlai.
C Residential.
D Critica¡, Ultra-Critlal, Hospital Zona.
Section II
Page 8 8-75
SECTION 111
ENGINE- COMPRESSOR START-UP
After the installation has been completed, a general wire from spark plug before rotating flywheel. The
inspection should be made of the unit as the first step keyway in the crankshaft is in fine with the throw, so
in the starting procedure. Be certain that al¡ installation that the keyway can be used as a positioning referente.
details have been properly completed. Inspect the On single cylinder units, rotate the flywheel until the
crankcase to be sure no sand, water, or other foreign key is toward the cylinder and just past dead center.
matter has collected. On twin cylinder units, the keyway gines up with the
Before inspecting the unit when not in operation, throw on the flywheel side of the crankshaft. For start-
be sure to disconnect ignition Ieads from spark plug ing twin units, the key can be at either end of the
terminals as a safety precaution. stroke, just past dead center, since the two throws are
PRE-START-UP SERVICING located 180° apart.
After the flywheel key is positioned, the pet cock
Before starting the engine-compressor, the follow-
and air relief valve should be closed. Be sure the ig-
ing servicing steps must be performed. Refer to Table
nition lead is reconnected to the spark plug terminal.
IV-A in Section IV for capacities of crankcase, radiator,
etc., for each unit. (1) Air Starting . Open air valve to rotate the unit. After
the engine-compressor is rolling over with air, open
(1) Fill crankcase with recommended oil until leve¡
the fuel gas cock halfway untii the power cylinder
reaches mark in dip stick.
fires, then open fully. As soon as firing occurs, close
Do not switch dip sticks from one unit to another
the air valve.
as casting irregularities could result in improper oil
leve¡ if this practice is followed. See "Lubricating (2) Gas Starting . When starting with gas, the gas start
System" in Section IV for additional information valve should be opened fully, then closed after the
and oil recommendations. unir is turning over. When the engine fires, then
the gas cock on the fuel gas inlet should be opened.
(2) Remove side cover plates and throw oi¡ on cross-
Always remember to open pet cock on relief valve
head guide surfaces. Pour oil on piston rod. after the unit is running.
(3) Pour 1 "2 quarts of oil in control box.
4) Pour oil in bottom pan oí air filter in accordance COMPRESSOR CYLINDER START- UP PROCEDURE
with instructions oh filter.
(1) Clean and remove any debris and dirt from in-
Do not use crankcase oil. Use 10 weight oil only.
coming piping before connecting to the unit.
Heavier oil will restrict air flow.
(2) Remove ail suction vaive covers and cages from
5) Fill cooling system with a solution of water contain-
the first stage •_ylinder.
ing a rust inhibitor or anti-freeze which must be
mixed before pourino finto the cooling system. As (3) Open inlet fine vaive and blow gas through unit
°he oower end is ccoied bv 'he 'hernio-syphon pioing and suction oassages of the first stage
.vstem, ailure 'c mix he rusa nhibitcr or anti- cy iinder untii no debris blows from the cyiinder
'reeze with ',he .valer vill cause difficuity in cir- vaiu..e norts.
culation. (4) Remove suction valves and clean off any debris
Consult cooler manufacturer's instruction sheets for which may Nave collected.
recommendations for rust inhibitors. (5) Turn the machine over until the first stage com-
Always tightly replace the 7 P.S.I. pressure cap pressor is at the outer end of the stroke. Using
after filling radiator or cooler surge tank. feelers, lead, or wax tapers determine the clear-
(6) Tighten al¡ capscrews and head stud nuts. Gaskets ance between the face of the piston and the head
shrink in time. After engine is up to heat, tighten end head.
head stud nuts again. (6) Turn the machine over until step 5 can be repeat-
(7) Disconnect al¡ lubrication gines at cylinders and ed on the crank end.
prime lubricator pumps by hand until oil completely (7) Loosen the lock nut and set screws on the piston
fills fines. If necessary, remove bleed screw at top rod at the crosshead in the frame.
of sight feed and fill from oil can to get rid of air (8) Turn the piston rod with a strap wrench to obtain
lock. twice as much clearance on the head end (step 5)
(8) Bleed fuel fine at or close to engine until gas has as on the crank end (step 6). The result will be
replaced air in fine. that two-thirds off the total end clearance is on the
head end and one-third is on the crank end. Great-
START- UP PROCEDURE
er clearance on the head end compensates for
Ajax engine-compressor units are started by com- expansion of the piston rod and drive gear to give
pressed air or gas. To start the unit, the crankshaft must approximately equal clearance at operatiog tem-
be positioned to place the piston just past dead center perature.
on the power stroke. To relieve compression when (9) Tighten the lock nut and set screws on the piston
rotating the wheel by hand, open pet cock and relief rod at the crosshead.
valve on cylinder head. Be sure to disconnect ignition (10) By looking through suction port holes (valves were
Section III
1.73 Page 1
removed in step 4) sight across bore to insure each cylinder.
that each discharge vaive is installed properly.
Remember that a vaive opens in the same direc- (14) Consult unit performance curve and make ciear-
ance adjustments to compressor cylinders based
tion as the fiow of the gas. A long dowei rod run
on existing operating conditions.
down through the suction port and across the
bore will move the discharge valve piafe back (15) Pressurize compressor cylinders and check for
leaks . Replace or tighten as required to stop leaks.
and forth if the valve has been installed properly.
(lf a dowel rod can open a valve, so can the gas.) CAUTION ! Make sure all pressure is relieved from
(11) Replace suction valves, cages , and covers on the the cylinder before removing any part.
first stage cylinder. Just before replacing the
valve covers, insure each vaive is installed prop- (16) Open biow down vaive and purge compressor
eriy by moving the suction vaive piafe back and cylinders and piping to remove all air.
forth with a screw driver. (17) Position line valves according to furnished start-
(12) Repeat steps 2 through 11 for the second stage up arrangement.
cylinder and succeeding stages. (18) Compressor cylinders are now ready for start-up.
(13), By manually operating lubricator pumps, remove (19) It is recommended the unit be turned over one
all air from the lubrication tubing lines and pre- revolution by hand before starting. This procedure
lube the piston rod packing and cylinder bore of will insure freedom of movement.
Section III
Page 2 1-73
p4, 1 1 i1 1 r 1. 11 1 0#11 (11 II .1111 1 k IM 1 11 1 1 1, i r.1i 1 .n.

SECTION IV
MAINTENANCE
LUBRICATING SYSTEMS
The lubrication system is a combination of splash,
flood, and force feed. The splash system in the crank-
case provides ample lubrication for crank pins, main
bearings, crossheads, crosshead pins, crankshaft gear,
layshaft gear, and layshaft bearing at the flywheel
end. The fiood system in the control box provides a
bath of oil for the gears, etc. The force feed lubricator
pumps oil to the power cylinders, compressor cylinders
and pressure packings.
CRANKCASE LUBRICATING SYSTEM
Before starting up the unit initially, remove the side
cover piafes and fill reservoirs until oil overflows into
the bottom of the crankcase and reaches the leve)
marked on the dip stick. Thereafter, oil is added to
crankcase when required, by removing breather cap. DISTANCE 7 APPROX.OUAN.
SIZE UNIT
Do not switch dip sticks from one engine to another ( INCHES) OIL
as casting irregularities could result in improper oil KC-4z 19 - 7/e e GALLONS
level. These dip sticks are marked at the piant for in- DPC- 60 22-1/2 17 GALLONS
dividual engines and will not be correct for other units. OPC-80A 26-7/8 23 GALLONS
DPC-115 25 22 GALLONS
The marking is accomplished by removing the DPC- 120 22 - 1/2 25 GALLON S
breather place on all single cylinder engines, adding OPC-160A 26-7/8 30 GALLON S
oil to the crankcase until che oil reaches the bottom DPC-23D 28 30 GALLONS
of the crank pin (when crank is down) as shown in DPC-300 2e 30 GALLONS
Figure IV-1.
Figure IV-2
Oil Level, C-42 and Larger Units
A special chamber cast at the cylinder end of the

crosshead guides act as settling sumps for the crank-
case lubricating oil. Occasionally, remove the pipe
plugs on the cooler side of the unit near che bottom of
the side cover places and drain these chambers. Drain-
ing remover the impurities that have settied out of the
oil. Removing these impurities lengthens the interval
between oil changes. Experienced operators change
oil completely after 5,000 to 10,000 hours of continuous
operation . Do not drain with unit running.
An oil drain plug will be found on the cooler side
of the bed at fhe end near che power cylinder. This
plug should be removed occasionally to permit any oil
which may Nave accumulated in the scavenging cham-
ber to run out. Do not drain with unit running.
Figure IV-1 On twin cylinder units only, a third drain plug will
be found on the cylinder end of the bed immediately
Oil Level, DC-22, DC-30 below, and to the right of the flywheel side power
cylinder mounting flange. The same precautions given
aboye to the second drain plug, also apply to chis
On the C-42 and larger units, the proper oil leve) third drain plug.
can be checked by measuring the distante from the When changing oil, wipe out crankcase with clean
machined surface on top of crankcase to the oil. See rags . Do not use waste . Approximate crankcase capaci-
dimension "A" on Figure IV-2. ty is tabulated in Table IV-A.
Oil leve¡ should be read from che dip stick when Inspect condition of oil in the crankcase regularly.
the unit is stopped. When the unir is operating at rated FORCE FEED LUBRICATOR
speed, che oil leve) will be centered in the bull's eye
sight gauge. A force feed, rotary drive lubricator is used to in-
Section IV
1-73 Page 1
¡ect oil into the cylinders, providing lubrication to the (7) After correct clearance has been attained, bolt
pistons, piston rings, cylinder walls, and compressor lubricator securely in place and recheck freedom
piston rod pressure packing. of lubricator drive.
Should the lubricator reservoir be allowed to run (8) Replace control box flange.
dry, it may be necessary to prime each pump again. (9) Replace magneto or alternator.
Remove the vent screw at top of pump sight glass and (10) After al¡ parts have been returned to original
fill from an oil can to get rid of air lock.
position, be sure to re-time the engine ignition
The hand flushing unit assembly incorporates feed when magneto ignition is used.
adjustment and indicates the plunger stroke. Feed ad- Before connecting the oil lines to the cylinder,
¡ustment is accomplished by first loosening the lock operate the lubricator by means of the hand flushing
nut. The rate of feed is decreased by turning the ad- units to fill and flush the lines, also to demonstrate that
justing sleeve clockwise, and increased by turning the the pump units are operative and that the check valves
sleeve counterclockwise. Be sure to tighten the lock are in good order.
nut after the feed adjustment.
Should a pump unit become inoperative , it is rec- POWER CYLINDER LUBRICATION
ommended that it be cleaned in a can of gasoline, The amount and type of lubrication required to
hand flushing while the suction tube is submerged. . provide safe and ample cylinder lubrication is based
The lubricator drain cock should be checked regu- on years of operating experience . A number of vari-
larly for condensaté. ables , such as the gas being used as fuel, have a great
Periodical cleaning of the reservoir, with clean bearing on both the quantity and the characteristics of
gasoline, is recommended. the lubricating oil best suited. As a guide, normal
All lubricators used on Ajax engine-compressors are lubricator oil consumption is tabulated in Table IV-A.
equipped with visible sight chambers, which instantly In most cases , this consumption will be the maximum
disclose the exact amount of lubricant flowing from the amount required. These rates can frequently be cut
drip tube to the lubricant well. This makes it possible back and still maintain adequate lubrication.
to accurately gauge the amount of lubricant being Over lubrication is not only costly from the stand-
forced under pressure unto the system. point of quantity oí o¡! consumed, but siso it is the
h u tdow a nd ^f! w• vú,
A !ow oil leve! s ^wv••^^ ntrclw;s r.v greatest single cause of rarbon build up. Inasmuch as
vided as standard equipment on the C-42 and larger the number of drops of oil in one pint is so dependent
units. upon such things as temperature and viscosity of oil,
The lubricator should be removed, cleaned and the amount of oil used for cylinder lubrication should
fiushed whenever changing oil in the engine crankcase. always be based on the recommended pints per day
On al¡ single cylinder units, the lubricator mounting rather than the drops per minute or stroke. Due to the
and drive connection require no special precautíons poor reliability of the force feed lubricators at very low
other than alignment. rates , it is recommended that in no case should the
lubricator feed rase be reduced to less than two drops
When replacing the lubricator, the lubricator shaft
per stroke of the lubricator pump.
must be lined up to match the layshaft. No other ad-
justment is necessary. COMPRESSOR CYLINDER LUBRICATION
The lubricator. on the twin cylinder units has a
bottom rotary drive which is gear driven from the For lubrication of compressor cylinders and pres-
layshaft. sure packing refer to TD-1163 lubrication instructions
In replacing this lubricator, the following procedure in Section IV.
should be followed:
LUBRICATING OIL FOR POWER CYLINDERS
( 1) Remove magneto or alternator.
AND CRANKCASE
(2) Remove control box flange.
(3) Remove bronze drive gears and keys in control Traditiona¡ly, Cooper Penjax has relied upon the
box. various refiners for recommendations as to any par-
(4) -'aplace lubricator drive gear without key so that ticular brand of lubricating oil to be used either in
gear will move freely on shaft. crankcase or lubricator of its engines. We have simply
(5) When slipping on gears , pul¡ layshaft away from supplied general specifications of an oil which has
crankshaft so that it will not move toward fly- proved to be satisfactory. The general characteristics
wheel. This assures that proper end clearance is of this oil, commonly known to refiners as a "neutral"
maintained and will not allow excessive axial oil, are as follows:
movement of layshaft when in operation. If it is
necessary to replace the bronze drive gear(s) on Lubrication Specifications
the layshaft, proceed as follows: Flash .................................... 4350 Minimum
(6) With lubricator in position, turn bronze gear by
Fi re ...................................... 495 ° Minimum
hand to make sure sufficient tooth clearance is
present between the pinion and layshaft gear. Viscosity S.U.S . .................... 100° F - 300 - 550
Adjustment can be made by shimming under the 210° F - 52 to 65
lubricator front mounting lugs and /or adjusting Pour Point ............................ 0° F, or below
the nuts under the mounting stud5;. Conradson Carbon .............. . 2%, or less
Section IV
4
This oil contains no detergent, and the carbon that or cooler to the power cylinders. The advantages of
forms from it is of a soft, fluffy nature which is readily Chis system are that the engine jacket water pump is
blown from the cylinder. eliminated and peak efficiency is realized by permitting
Most refiners, in an effort to provide suitable oils the power end to operate at the optimum temperature.
for automotive type engines equipped with trunk type The DPC-300 unir requires a forced circulation system
pistons, have developed motor oils containing deter- utilizing a water pump.
gente and other additives, often in large quantities. As COMPRESSOR CYLINDERS
a result, many of the refiners whose recommendations
for a suitable oil for our engines we seek, are not in a The cooling system on the compressor end may be
position to supply a non-additive oil. This does not either a thermostatic, thermo-syphon or a forced circu-
mean, necessarily, that the oil recommended and con- lating system depending upon the amount of heat
taining detergents are unsuitable for use in Ajax power which must be dissipated. The following are general
cylinders. In general, however, where the additive recommendations for compressor cylinder cooling
content is high, their use results in a tendency for rings systems.
to stick, exhaust ports to fill up and become plugged Compressor cylinders may be operated with dry
with hard, gummy substances which -are difficult to jackets providing gas discharge temperature is less
remove. than 140° F and differential between suction and
Ali of this, of course, results in higher maintenance discharge gas temperatures is less than 80° F. Dry
COSTS and, in some instances, unsatisfactory service. jackets must be vented.
Moreover, operators have a tendency to rely on the When the discharge gas temperature is between
recommendation of dealers, who, in some instances, at 140 F and 199' F and the differential between suc-
least, not only do not understand the lubrication re- tion and discharge gas temperature is less than 170°
quirements of a crosshead type, port scavenged engine, F, the compressor cylinder jacket must be filled with a
but who, sometimos are uninformed as to the actual suitable líquid. A vented standpipe should be provided
tests or specifications of the oil being recommended. to handie expansion of the liquid when the cylinder
For the foregoing reasons, Cooper Penjax has con- reaches operating temperature.
tacted refiners giving them detailed information as to When the discharge gas temperature is between
the type of engine we build, the specifications for 200' F and 249- F a thermo-syphon system may be
what has proved to be a satisfactory oil in the past, as used. This type system is described under "engine
shown aboye, and have asked for the brand name of cylinder" cooling system.
the lubricating oil produced by each such refiner most When the discharge gas temperature is 250° F
closely paralleling these specifications, which the re- and higher, or the differential between suction and
finer recommends for use in the power cylinder of discharge gas temperature is 170° F or greater, the
the Ajax units.
compressor cylinder must be provided with a forced
It will be noted 'hat we show only SAE =20, and circulation cooling system.
=30 weight oils. This is because that, generally speak- A circulating cooiing system should be used in al¡
ing, =10 wwnieight oil dces not meet the 435 flash, cases regardless of temperature if both ends of the
95 tire cpec`.fications ir, the typical oil discussed doubie 3cting cviinder are equipped with valve lifters
aboye. Where engines are to be operated n tempera-
and or su--'ion valve unioaders. (For exceptions, seo
tures be;ovw zero, it will, of course, be necessary during Technical cervices.)
the winter periods to select an oil having a pour point
at, or below, the lowest temperature to be encountered-
NOTE: For al¡ non-lube applications, Technical Ser-
A list of oils recommended by the respective re- vices approval must be obtained before a thermo-
finers is tabulated in Table IV-C. It should be under
syphon system is used.
stood that this list of oils is not to be considered an
endorsement or approval by Cooper Penjax. It is mere- General limitations on water temperature are:
ly submitted as a guide. (A) Minimum water supply temperature should be at
least 90° F but not greater than 160° F.
LUBRICATING OIL FOR COMPRESSOR CYLINDER
(B) To prevent condensation of gas constituents on
AND PRESSURE PACKING
cylinder walis and sticking pistons, water supply
Refer to TD-1163 in Section IV for recommended temperature must be at least 10° F aboye suction
oil specifications. gas temperature.
(C) In order to limit capacity reduction, water supply
COOLING SYSTEM temperature should be no more than 30' F aboye
ENGINE CYLINDERS suction gas temperature except when suction gas
temperature is below 60° F.
The cooling system used on the power end is a (D) Required water flow is to be based on a 10° F
thermo-syphon system on al¡ Ajax engine-compressors temperature rise.
except the DPC-300 unit. Circulation of the coolant is
accomplished by the difference in density between hot PRECAUTIONS
and cold water which causes the hot water to rise from
the power cylinders to the radiator or cooler and, con- Precautions to be taken with the cooling system are
versely, the coid water to flow down from the radiator as follows:
Section IV
1-73 Page 3
(1) Use cean, soft water: free from salt and other (3) Remove enough grease to permit inserting grease
corrosive compounds. plug without compressing grease.
(2) Keep the radiator or cooler fui¡ of water or anti- (4) Lubricate every 4,000 to 5,000 hours of service.
freeze. The following is the proper procedure for dis-
(3) Keep pressure cap at top of radiator or surge tank assembly when repair or re-packing with grease is
screwed down tight. Replace if leaky. necessary (for drawing of fan hub assembly, refer to
(4) Keep fan belt(s) from slipping. respective Parts List Book):
(5) Water and ethylene glycol mixture is a suitable Dis-assembly:
liquid for either filling an uncooled cylinder or a Remove the fan assembly from the bracket. Remove
thermo-syphon system. It should be used if freez- the lock wire holding the sea( retainer in the pulley.
ing temperatures are to be encountered and is very Unscrew retainer. Now the c"lley can be pushed off
satisfactory in non-freezing applications because of the shaft and bearing asser— ,r., The bearings can be
the inclusion of corrosive inhibitors. Plain water washed on the shaft or rep_" d:ed, as required. Wash
should have a corrosive inhibitor added. the interior of the pulley.
If an anti-freeze is to be used, it must be mixed Assembly:
with the water before being poured into the cool-
ing system . The concentration of the mixture of Fill the hub and cap half full with a high grade
anti-freeze does not affect the system. bearing grease . Put some grease between the two
bearings. Drive the shaft and bearing assembly in
(6) Clean dirt and insects from outside of the radiator
place in the pulley. Always use a new oil gasket be-
or cooler regularly.
tween the rear bearing and sea¡ retaining washer.
If aboye instructions are followed, there will be no Replace sea¡ and retainer. Tighten retainer and replace
scale. lock wire.
The pressure cap on the Ajax cooling system pre- Listed below are specifications of greases approved
vents water from escaping alter the engine reaches by the bearing manufacturers. By observing these
operating temperature after the initial filling. When specifications, your refiner will be able to furnish a
checking water leve¡ in radiator or surge tank, be sure suitable grease.
the radiator cap is screwed down securely when re-
The grease shall be a smooth, well compounded
placed.
product, componed of a high grade soap and a refined,
This system, with a pressure cap in good conditio.i, filtered mineral oil. It shall be free from corrosive
should require very little or no additional water for matter, grit, rosin, waxes, talc, mica, graphite, c(ay, or
normal operation. other fillers of any kind.
The approximate quantity of coolant required for Consistency
the -ooling system is tabulated in Table IV-A.
ASTM Penetration @ 77° F.
57 V ICING RADIATOR FAN BEARINGS No. 1 Grease 310-340
(For Units with Radiators) No. 2 Grease 265-295
Under no circumstances should a grease pressure Ash: 2 percent maximum
fitting be substituted the grease plug in the fan Corrosion: A br nt copper plate shall show
bearing housing ; the uz., of this fitting, in combination no discoloration subrnerged in the
with a grease gun, will. almost inevitably result in grease for 24 hours at normal room
premature bearing failure and resultant radiator de- temperature.
struction. Moisture: 1 percent minimum
It is recommended that lubrication be applied to The oil from which the grease is compounded shall
the fan bearings as follows: conform to the following specifications:
To Lubricate with Oil: Flash: 340° F. Minimum
(1) Turn fan so that the grease plug hole is in a hori- Fire: 380° F. Minimum
zontal position. Viscosity: 200 Saybolt Universal Seconds
(2) Use a pump •type oil can filled with SAE -*30 or minimum at 100° F.
heavier oil. Cold Test (Pour) Plus 30° F. Maximum
(3) Add oil until leve¡ reaches hole in hub. A list of approved greases will be supplied upon
(4) Re-oil every 30 days when operating engines in- request.
termittently.
SERVICING OF COOLER FAN SHAFT BEARINGS
(5) Re-oil every 4,000 to 5,000 hours of service when
operating 24 hours per day continuous service. Due to varied recommendations and warranties by
different manufacturers, it is not feasible to list any
To Lubricate with Grease: one set of instructions.
(1) Use hand grease gun with nozzle small enough to Refer to the composite instruction manual supplied
allow excess grease to escape through annular with the engine-compressor unit for instructions sup-
space between spout and I.D. of grease hole. plied by the cooler manufacturer for the lubrication and
(2) Lubricate lightly with high grade bearing grease. service of the specific cooler fan shaft bearings.
Section IV
Page 4 1-73
^ 1 o- 1 Po111111 (1 111 111 1 1 1 ,w 1 11 1 1 1 H ,,., 1 , 0

PRECSON TYPE•
_c:
,`... .. s h s ^^.. >,rnke Nave
uni
Cranksnaft oli seais use0 on C--^2 dnd srnailer u,-,jis -.^r'.r ec :ng roGS 'Wi'`1 rBciSion tupe crank pin bearings.
are of the s'arionary lip tvpe and use leather for *he Precision bearings are :-nanufac,,ured to closer tolerantes
sealing edce. This learher sea! is mounted i n a steel than ihe shim adjusted bearings and therefore no
case and installed on !he unit so t hat ihe lip o ihe adjustment is required or provided with ihe precision
sea¡ points in or toward ihe crankcase.
bearings. This eliminates the necessity of "fitting-up" a
installation of Crankshaft Oil Seals:
connecting rod when changing the bearings. Al¡ that is
( 1) Check thet the leather of the sea¡ is not dry or hard.
For best service it is recommended that the sea¡ is required is to insta¡¡ the precision bearings and tighten
thoroughly soaked in Neatsfoot oil for a few hours the connecting rod bolis to 650-700 foot-pounds tor-
before installation. que as shown in tabie V.B.
(2) AII burrs and sharp edges on the bronze oil slinger IPrecision bearings are prevented from turning in
should be removed before oil sea¡ is installed. the rod by a dowel between the bearing shell and the
(3) The sea¡ is to be pressed squarely in position ap- cap of ihe connecting rod.
plying press -fitting force as closely as possible to Conrecting rod assemblies with precision bearings
ihe outside diameter of the seal , so that the seal
are interchangeable with connecting rod assemblies
does not become cocked and when in place ihe
sea¡ must be square with the shaft. Use a coned or which have shim adjusted bearings, however, due to
tapered assembly sleeve so as to prevent damaging differen.ces in design 'he individual components are
the lip of the sealing element. not interchangeable.
(4) When fastening spiral gear shield to the bearing Since the crank pin bearings and bolts are not in-
support , carefully center the oil sea¡ to the crank- terchangeable, it will be necessary for the persons
shaft. ordering parts to determine which type of connecting
CRANK PIN BEARINGS - SHIM ADJUSTED TYPE rod assembly they are servicing.
Precision bearing connecting rod assemblies are
The crank pin bearings are bronze-backed, centrifu-
gally-cast babbitt lined shells in haives, with la.ninated easily recognized by the absence of shims between
metal shims. In addition to being used to adjust clear- the bearing halves and the twelve point- external-
ance , ihe shims prevent the bearing from turning socket-type heads on the connecting rod bolis.
within the rod. For taking up bearing wear, peel off as
many layers as required to obtain proper clearance. Be CROSSHEAD
careful to remove an equal number at top and bottom The crossheads operate in bored guides, and there
of pin. Correct clearances for the crank pin bearings should be clearance at the top of each guide after the
are shown in Table IV-B. piston and connecting rod have been securely fastened
To check this clearance, ¡ay a short length of ihin. in the crosshead. This crosshead guide clearance is
soft lead wire in the half shell in the connecting rod shown in Table IV-B. Measure by using long feelers
cap and tighten securely on the crank pin. The thick- at the top and with crosshead at various positions for
ness of ihe compressed wire will be the clearance in the enrire length of *he guide. Shims are sometimes
the bearing. From this total clearance, as measured inserted between ihe piston rod nut and the face of
with the micrometer, subtract the running clearance to the crosshead ro maintain alignment of crosshead in
obtain the thickness of the shims to be removed at the the guide and insure clearance.
top and bottom of the bearing. If the thickness of the On C-42 and smaller units, either the power end
compressed lead wire is less than the correct running crosshead alone, crosshead and piston with metallic
clearance , then shims must be added to increase the packing, or complete assembly of connecting rod,
clearance . Replace the shims and shell, and tighten crosshead and piston can be removed through the
down the cap.
power cylinder bore.
To be certain that the bearing is not loo tight, in-
CROSSHEAD PIN BEARING
spect as follows:
Place finger partly on ihe connecting rod and partly This bearing consists of a removable bronze bush-
on the web of the crank. Have flywheel rocked slightly ing which is pressed finto the connecting rod. When
and note by feel whether or not there is a slight but this bearing becomes excessively worn, it must be re-
definite movement (play) of the crank pin bearing. If placed by a new bushing, which is lined up and forced
bearing is too tight, replace a layer of ihe shim on each finto the rod, using a piece of wood or block of soft
side and try ágain . Total side clearance between flange metal as a cushion. Fil bushing to crosshead pin by
of the bearing and crankshaft is .023 to .035 inches scraping. The clearance between the bushing and the
on the DPC-60 and larger units only. crosshead pin is given in Table IV-B.
Since there is no flange on the crank pin bearing The crosshead pin bearings on C-42 and larger
on the DC-22, DC-30 and C-42 units, check the side units are locked in position in the connecting rod by
clearance by using a small pinch bar or screw driver means of a hollow dog point set screw. This prevenís
and pry the connecting rod from one side to the other. the bearing from working loose in the connecting rod.
A slight but definite play should be noticed. This feature is not required on the DC-22 and DC-30
Caution: Do not use ihe connecting rod bolts as a units.
means of adjustment; Chis error has been the cause of
LAYSHAFT DRIVE
nuts backing off and wrecking engine -compressors. To
assure correct tightening , a torque wrench should be The layshaft drive gear on the crankshaft has "0"
used . Correct. connecting rod boli torques are shown stamped on two adjacent teeth and the driven qear on
in Table IV-B. the layshaft has "0" stamped on one tooth. When re-
Section IV
8-75 Page 5
assembling che engine after dismantling, be careful to POWER CYLINDER ASSEMBLY
mesh gears with the marked tooth on the layshaft gear
located between the two marked teeth on the crank- CYLINDER WEAR
shaft gear. Cylinders should be checked for finish and wear
each time the piston is pulled. It is difficult to make
LAYSHAFT ROTARY OIL SEALS recommendations regarding the point of wear at which
the cylinder shouid be rebored. It is evident, however,
Although there is seidom a need to replace the
that such a point of wear depends to a large extent
rotary type oil sea¡ in the control box rear plate on upon the fuel load and fuel cost conditions under
single cylinder units, tare must be taken to assure
which the engine is required to operate. Because of
proper installation in those instantes where such field these variable factors, any given point of wear could
replacement is necessary. be economical under one set of conditions and un-
As indicated in Figure IV-3, a sleeve should first economical under another.
be made to facilitate installation of the oil sea¡. This On the average, however, it is recommended that
sleeve should be made up with dimensions approxi- cylinders be rebored if worn:
mating a 3" O.D., 23'a" I.D., and 11/2" length.
(1) Eccentric, or out of round, more than .002" per inch
The sleeve should then be used to press the oil sea¡ of nominal cylinder bore.
into the control box rear plate. Extreme tare should be (2) Tapered more than .002" per inch of nominal cylin-
taken in pressing in the oil sea¡ to be certain that it is der bore. Only reputable machine shops who Nave
experience in doing this type of work should be
selected for reboring cylinders and fitting oversize
pistons. Before reboring and ordering oversize pis-
tons and rings, refer to Ajax Bulletin 601-B.
MIXER MANIFOLD
The air and gas enter the mixing chamber, then
the mixture is sucked into the scavenging chamber
where it is compressed to a few pounds pressure. The
mixer check valves prevent the compressed mixture
from returning to the mixing chamber. Each "feather"
rype valve is a thin fíat blade of steel which is held
against its seat by smail coil springs.
PISTON AND PISTON RINGS, POWER END
The engine pistons are finish machined on the rod
to assure accurate concentricity and alignment.
Figure IV-3 When réplacing a piston and rod assembly, adjust
Installation Sleeve it so that the set screw in the crosshead finds its origi-
Layshaft Rotary Oil Sea¡ nal seats on the fiat of the rod. If the set screw is
tightened down on the threads instead of the fíat,
pressed in straight, making sure that no pressure is both the piston rod threads and crosshead threads wiil
exerted on the "0"' ring retainer hub, until it bottoms be damaged. Care should be taken to avoid droppinq
in the control box rear place ccunterbore. Figure IV-4 the piston and rod assemblies during handling. Rough
shows the oil sea¡ correctiy positioned. After the oil handling will cause misalignment between the rod and
seal is placed into the rear place as described aboye, piston.
tare must be exercised when bolting the píate to the The cylinder head end of the piston has a crown
control box to line up the rol¡ drive pin in che leal to configuration which varíes slightly for each engine.
the keyway in the bronze layshaft gear as shown in When the piston and rod have been properly installed,
Figure IV-4. and with the crankshaft at firing dead. center, this
crown will extend out of the cylinder, with the edge
of the fui¡ piston diameter flush with the end of the
cylinder. This correct position is illustrated in Figure
IV-5.
TNIS EDGE OF PISTON

TO BE FLUSH WITH
ENO OF CYUNDER AT
FIRING OEAO CENTER
Figure IV-5
Correct Piston Position
If piston has been removed for inspection or repair

and if the oíd rings can be re-used, scrape carbon off
all cides of rings and ring grooves, also wash piston
and rings in kerosene or fuel oil. Replace each ring in
Figure IV-4 the same groove from which removed and with sane
Layshaft Rotary Oil Sea¡ Installed side toward firing end of piston.
Section IV
Page 6 8-75
l i , 1 1 .1 1 , ItI 4 ¡¡mil 111 II 1.p 1 IU 1!11 1 1 1 1' 1 .,, 0 1 I

Rings which become stuck reduce the compression Before re-assembling the stuffing box on the rods,
pressure and cause hard starting, imperfect combus- carefully inspect the piston rod Tfor any roughness or
tion, loss of power and blow-by, which later destroys nicks. Al¡ marks must be removed from the rod with a
the lube oil film on the cylinder wall. An engina can- fine stone. If the marks cannot be removed, the piston
not operate properly with stuck rings . Such a condition and rod should be replaced.
requires an immediate shut down for servicing. Use a thimble, which slips over the piston rod and
When necessary to replace the rings, fit each new prevents the packing rings from being marred by the
ring to the cylinder. threads on the rod, when the rod is being removed or
Check carefully that the gap or end clearance at inserted through the packing rings.
ring joint is sufficient . The recommended end clearance
Thimbles for piston rod installation are listed below:
of standard or over-size piston rings , when coid, are
listed in Table IV-G.
lf this precaution is not taken and there is insuf- UNIT SIZE ENGINE COMPRESSOR
ficient clearance , when the rings heat and expanda the
ends may come in contact producing outward pressure DC-22, DC-30 T-633- B T-633-B
which will score the cylinder. C-42, DPC-60
T-634-D T-634-E
The joints in the rings should be staggered, and DPC-120
arranged so the ring gap does not pass over the ports. DPC-80-A
T-935-A T-939-D
Engine piston rings on al¡ units have tapered faces DPC-160-A
as shown in Figure IV-6. DPC-1 15, DPC-230
T-939-D T-939-D
DPC-300
..TÁPERED
1 Figure IV-8
Piston Rod Thimbles
To remove the power end stuffing box, the cylinder

J L-GAP USTED IN TABLE IV-G head, piston and rod assembly must be detached from
the bed. The stuffing box is removed through the
Figure IV-6 power cylinder bore on all units except the DPC-115,
DPC-230 and DPC-300. On these units the stuffing box
Engine Piston Ring Tapered Face is removed through the side cover opening after re-
moving the piston and rod assembly and cylinder head.
Care should be exercised in installing new rings to SPARK PLUGS
be certain that the smaller diameter of the rings on the
Units equipped with Altronic capacitor discharge
cylinder head end of the piston face the cylinder head.
ignition svstem, should Nave spark plug gap set at
On 'he skirt end of the piston, the smaller diameter
.030 inches.
faces the crankshaft. The smaller diameter can be readi-
ly dentified as it is marked TOP. !mproper installation If unit is equipped with magneto ignition, the spark
of these rings will materially increase break-in time piug gap should be checked weekly as excessíve
and shorten their life. See Figure IV-7. opening throws an overload on the magneto, and on
the insulation in general, and results in a weak spark.
The gap must be kept within the range of .015 and
.020 inches, the latter being maximum.
The spark plug must be kept clean, also check to
see that the porcelain insulation is not cracked.
Starting is facilitated by removing the spark plug
and drying the entire end, which is sometimes shorted
by moisture accumulating thereon after a shutdown.
Warming the spark plug will dry it.
Spare spark plugs should always be on hand.
Figure IV-7 W-14 7/8"-18 or equal should be used on DC-22,
Engine Piston Ring Installation DC-30 and C-42 units. W-18 '/8"-18 or equal should
be used on all other units.
ENGINE PISTON ROD STUFFING BOX The spark plug cable must also be inspected regu-
larly and replaced when insulation has failed.
The stuffing box seals off the crankcase from the
scavenging chamber at the crank end of the piston, in ACCESSORIES
which pressure and vacuum are alternately developed. AIR CLEANERS
The stuffing box contains metallic packing, which pre-
vents products of combustion from entering crankcase Fill cup with oil before starting the unit according
and contaminating the lubricating oil, and, at the same to the directions given on the instruction plate attached
time, prevents leakage of lubricating oil from the to air cleaners. Caution : Do not use oil heavier than
crankcase to the scavenging chamber. SAE X10, in alI weather.
Section IV
8-75 Page 7
Changing Oil Linkage Adjustment
Empty cups and refill when oil becomes too thick 8" Stroke EA-22 and EA-30 Engines Used on
to spray readily, or when about 1/4 of the oil is dis- DC-22 and DC- 30 Engine-Compressor Units
placed by sediment. The frequency of this. service Refer to Figure IV-9
operation depends on the severity of the dust condi-
tions. In rainy weather, or in a climate with heavy (1) Disconnect linkage from air butterfly stem lever
rainfall, water may collect in the cups, and, in time, (K-3725- A). Rotate lever counterclockwise until lug
form a sludge which may plug the cleaners . The air contacts stop on air manifold . Set screw in stop
cleaner cups, therefore , should be inspected frequently should be flush with contact face.
until the operator is able to judge how often the oil (2) With lever in this position , rotate butterfly stem
should be changed. with screw driver until slot in end of stem is straight
up and down . Lock lever to stem in this position.
Filter Compartment (3) Pull governor arm wide open and adjust linkage
rod (K-6247-A) to fit while lever and stem is in
The main filter element is a self-cleaning type that
aboye position.
is not removable. However , the air cleaner on al¡ en-
gines , 12" stroke and larger, has a pre-filter that can (4) With gas throttle linkage disconnected, rotate gas
be removed . It should be cleaned in fuel oil or kero- throttle valve stem lever (A-2770) clockwise until
sene as required , blown dry with compressed air and lever hits stop . With lever against stop, position
then dipped in lubricating oil before re - assembling. screw driver slot in end of throttle valve stem at
approximately 45' from vertical. Lock in place.
Replacing the oil in the cup as recommended and
cleaning of the pre-filter will assure clean air to the (5) With governor in wide open position and gas
engine. throttle valve lever as aboye, set throttle valve to
jack shaft linkage so that distante from inside of
The proper oil leve ) in air cleaners cannot be
nut to inside of nut measures 3'/2". To obtain this
checked with the engine running.
dimension , you will note that no threads will show
between the nuts on one end to the nuts on the
BREATHER CAP othet end. Set linkage length from governor to
jack shaft so that it measures 23/11" inside of nut to
Saturate the breather cap filters with oil before inside of nut.
installing at the crank end of the bed or on crankcase
top covers. C-42 Engine-Compressor
Remove and clean the breather caps at least each Refer to Figure IV-l0
time the oil in the crankcase is drained; more often if
necessary. (1) Disconnect linkage from air butterfly stem lever
(K-3725-A). Rotate lever counterclockwise until lug
The crankcase breather is cleaned by removing and
contacts stop on air manifold. Set screw in stop
shaking in a bucket of fuel oil, kerosene, or light lubri-
should be flush with contact face.
cating oil. If compressed air is available, breather may
then be further cleaned and blown dry. Be sure to (2) With lever in this position, rotate butterfly stem
re-oil the filter element after washing. with screw driver until slot in end of stem is straight
up and down. Lock lever to stem in this position.
(3) Pull governor arm wide open and adjust linkage
GOVERNOR rod (M-1853) to fit while lever and stem is in
aboye position.
Description
(4) With gas throttle linkage disconnected, rotate gas
The governor is a vertical flyball, centrifugal type, throttle valve stem lever (A-2770) clockwise until
self-lubricating, and gear driven from the Iayshaft. The lever hits stop. With lever held against stop, posi-
threads on the spindle pump oil from an oil pocket tion screw driver slot in end of throttle valve stem
on the governor body to the governor weight pins, at approximately 20° from vertical. Lock in place.
sleeve, and spindle bearings. (5) With governor in wide open position and gas
The governor spring wing nut or adjusting knob throttle valve lever as aboye, set throttle valve to
is turned clockwise to increase speed of the engine; jack shaft linkage so that distante from inside of
counterclockwise to decrease speed . Speed changes are nut to inside of nut measures 41/4". Set linkage
made while the engine is running. length from governor to jack shaft so that it mea-
The governor is connected to the throttle valve sures 43/s" inside of nut to inside of nut.
through the linkage to regulate the speed of the Note: Use the top hole on the jack shaft lever
engine-compressor. (K-3725) on the governor side and use the second
On 8" stroke EA-22 and EA-30 engines and 10" hole down on the jack shaft lever on the throttle
stroke C-42 engine-compressors, this linkage connects valve side. The top hole of the governor lever
the governor to the gas throttle valve and an air but- should be used to connect air linkaqe and the
terfly valve. The correct method of adjusting this middle or second hole down goes to the gas link-
linkage on these engines is as follows: age.
Section IV
Page 8 1-73
111411111111 11111 1 r.,, 1111

O DISCONNECT UNKaZE , ROtATE IEVER
U PULL GOVERNOR ARM WIOE OPEN COUÑTERCCNWISE UNTIL LL& TACTS
ARO_AOJUST UNIIAGE ROD TO FIT STOP.. SET _MF_W I / q 5OUID BE FLUS
WNILÉ BUTTERFLY LEVER IS IN WITN CONTACT FACE ... LEVER 15 NOW
POSITION A PQSITI N
WITH GAS TNROTTLE LINKAGE

DISCONNECTED ROTATE GAS TRROTTLE
VALVE LE VER"8 " GIDGKWISE UNTIL
LEVER HITS STOP . WITN LEVEN NELO IN
TRIS POSITION TURN SGREW DRIVER
S_LOT APP-ROXLMATELT 4 5' FROM
VERTICAL _ PIN IN TRIS POSIT10N-
ISEE NOTE)
NOTE-
AFTER SETTINGS ARE COMPLETED
DRILL 5/ 32 DIA TNRU EACROF FOUR
LEVÉ 4t ANO INSERT 8M-10293 ROLL
PIN TO LOCK SETTINGS IN PLACE.
LINKAGE SETTING FORFUEL ANO AIRCONTROL

8'STROKE EA SERIES AJAX ENGINES
Figure IV-9
Throttle Control Linkage
For EA Series Engines Used on
DC-22 and DC-30 Engine-Compressors
DISCONNECT UNKAGE ROTATE LEVER

3 PULL GOVERNOR ARM WIDE OPEN COUNTERCLOCKWISE UNTII+ LUG . CQNTACT5
ANO ADJUST UNKAGE ROO TO FIT STOP SET SCREW IN LUG SROUU BE FWSN
WNILÉ BUTTERFLT LEVER WITN CONTACT FACE. LEVER IS NOW
POSITION Ij-POSITIQN •^
wITR LEVER_ 1N POSITION Â^

IÑOTATE BUTTE LT 5 T[4 WIT
IA $CREW DRIVER UNTIL SLOT 15
$TRAI RT U P ANO W PI LE V ER
IN TRIS POSITION .ISEE NOTE BEL)
TRROTTLE VALVE
LEVER
WITN GAS TRROTTLE UNKAGE

OISCONNECTED.ROTATE GAS TNROTTLE
VALVE LEVER-0- CLDCKWISE UNTIL
- COM*CT TO LEVER HITS STOPWITH LEVER HELD IN
CENTER ROLI TRIS POSITION TURN SCREW ORIV_ER
SLOT APPROXIMATELY Q'FROM
VERTILAI. PIN IN TRIS PQSITIQI
ISEE NO )
mº U -
AFTER SETTINGS ARE COMPI.ETED
DRILL S / 32 DIA TNRU EACÑ OF FOUR
LEVE RS ANO INSERT 8M-10293 ROLL
RIN TOLOCK SETTINGS IN PLACE
LINKAGE SETTING FOR FUEL AND AIR CONTROL

C-42 AJAX ENGINE COMPRESSOR
Figure IV-10
Throttle Control Linkage
C-42 Engine-Compressors
Section IV
1-73 Page 9
ALTRONIC IGNITION ignition. (NOTE: Electronic ignition is more suscep-
tible to shorting out from this source due to its low
Altronic ignition is standard equipment on all Ajax primary current output.) Also remove capacitor lead
engine-compressors. The Altronic ignition system is a if one is present.
solid state capacitor discharge ignition system consíst-
3. Remove wire from spark plug and hold approxi-
ng of an alternator with electronic component box,
mately '/a" away from the spark plug terminal to
ignition coi¡, pick up coi¡ assembly and flywheel
check for spark with the engine cranking over. If
mounted timing magnets.
the ignition system is functioning properly, the
The assembly of alternator and component box is spark should jump at least 1/4" to the spark plug
installed on the control box replacing the magneto. The terminal.
alternator is driven at twice engine speed and gen-
4. If there is no spark or a weak spark in test 3, check
erates power which is stored in a capacitor located in
for output at the etectronic box center terminal us-
the component box. During operation the magnets
ing a screwdriver to short to the alternator housing.
mounted on the flywheel pass a pick up coi¡ assembly
(a) A strong flash indicates that the alternator-con-
located near the inner face of the flywheel and induces
trol box unit is OK. In this case , first replace the
a voltage which is sufficient to trigger a solid state
ignition coil; if this does not solve the problem,
switch. This switch releases the energy stored in the
replace the pick-up coil assembly. In general, a
capacitor which is then transmitted through wiring-to
bad ignition coil will produce a weak spark in
the ignition coil located on the engine cylinder head.
test 3. A bad pick-up coil assembly will usually
The ignition coil transforms the energy to a voltage
result in no spark. Replace any pick-up coi¡
high enough to fire the spark plug.
where the gray cable insulation has been cut
The position of the magnets on the flywheel estab- or damaged.
lishes the ignition timing of the Altronic system. Since (b) A weak flash or no flash indicates a problem in
these magnets are installed in holes drilled into the either the alternator or electronic box. Any type
flywheel face at the factory, the timing of the Altronic of erratic firing or continuous firing is usually
ignition cannot be readily changed. the result of a fautty electronic box. Remove the
The spark produced by the solid state ignition is of Altronic unit from the engine; then remove the
very short duration and high intensity. This permits electronic box from the alternator and discon-
successful firing of plugs with wider gaps or partial nect the two leads. The alternator's stator wind-
fouling than woutd be possible with magneto ignition, ing may be easity checked in the following way:
thus giving a much longer spark plug life. Spin the alternator shaft with the two leads
shorted together. A definite loading effect will
ALTRONIC IGNITION-TROUBLESHOOTING be noticed as compared with spinning the shaft
1. If ignition problems are suspected , first check that with the two leads separated if the alternator
al¡ ignition wiring is in good condition. Make sure stator is OK. Replace stator winding if this is not
a ground leed is run from the negative terminal of the case. Replace the etectronic box if the stator
the ignition coil(s) back to the alternator housing. winding checks OK.
Check that gap between pick-up coi¡ and flywheel
magnets does not exceed '/4".
2. If system appears to be installed correctly with al¡ DO NOT disconnect the blue wire from the ignition coi¡
wiring in good condition, first remove alt shutdown and short to ground to check for spark. This :an dam-
wires from center terminal of the etectronic box age the etectronic box.
on the alternator . This will isolate the shutdown
switches and wiring which may be causing the DO NOT disturb the nut on thé etectronic box illustrat-
problem by partially or completely shorting out the ed below . See Figure IV-11.
1-cy1. box 2-cvl. box
NUT SHOULD BE TIGHT;

DO NOT DISTURB TRIS NUT IF TIGHT.
Ground vires should be connected under one of

the two screws holding the box to the alternator.
Figure IV-11
Electronic Boxes
Section IV
Page 10 1-73
6111ko01111111 1 11 ^' 1 X11 1141

MAGNETO (On Units Equipped with Magneto Ignition) the magneto, remove the magneto drive and rotate
the drive gear to properly mesh with the gear on the
Single low tension or high tension magneto ignition layshaft when the magneto is in the proper position
is optional equipment on al¡ Ajax engine-compressors. to correctly time the spark.
Units with 14" or 16" power strokes may be
furnished with modified dual low tension ignition. Timing the Magneto
Modified dual low tension equipment consists of one
low tension magneto and two spark plugs and coils It is important to make sure that the starting spark
for each cylinder. from the impulse coupling is properly timed, as fol-
lows:
The low tension, rotary type, gear driven magneto,
which operates at twice engine speed, is equipped with When adjusting the timing, tghten only the top
impulse coupling for starting. Facing the drive coupling capscrew.
on the magneto, the direction of rotation is clockwise. Turn crankshaft very slowly, in normal direction
of rotation, past firing dead center. Stop turning in-
Impulse Coupling stantly on hearing the click of the impulse coupling,
The impulse coupling automatically retards the which should occur at 3° to 5° after passing center.
spark 20° so that the spark occurs 3` to 5° after firing The exact angle can be measured by a bevel protractor
dead center at cranking speed. At cranking speed, this on the flywheel key, which is in line with the crank
impulse coupling causes a stop to impede the rotation pin. See Figure IV-12.
of the magneto armature for a part of a revolution If the ignition cable is disconnected at the spark
while a spring is wound up. When the stop is released plug and terminal heid at a shight distante, .010 inches,
by further rotation, the armature springs forward for from the engine base (or other grounded metal surface
a part of a revolution producing a strong spark. As on the engine) the same objective can be attained by
the engine gains speed, centrifugal force throws the observing the spark, which will occur simultaneously
impulse coupling out of action, changing the magneto with the click of the impulse coupling.
back to normal operation with the spark automatically Adjust the magneto until the spark occurs at 3° to
advanced. With the engine running and impulse cou- 5° past firing dead center.
pling disengaged, the spark should occur 17° to 15° Moving the top of the magneto toward the engine
before firing dead center. retards the spark. Tighten both capscrews after the
If the clicking noise of the impulse coupling cannot spark is correctly timed. Install the weather cover on
be heard when the engine is turned by hand past the magneto.
firing dead center, the coupling is inoperative and
probably dirty. Remove the magneto and wash impulse
coupling in cleaning fluid. Do not pound the magneto
to make the coupling work, because it will not be
effective, and will damage the magneto.
If the magneto is purchased from any other source
than Ajax, a careful check must be made to determine
that the impulse coupling has a 40° lag. AII information
in this manual is predicated on the magneto having a
40` lag. No other magneto impulse lag will work
properly with Ajax engines. (40° lag is usually stamped
on the nameplate. lf not marked, check with an au-
thorized dealer.) Figure IV-12
When the magneto has been removed for repairs Crank Angle, Protractor Check
or cleaning, it must be retimed when installed on the
engine as follows:
(1) Position the crankshaft so that the piston is 3° to Servicing of Magneto
5° past firing dead center. In the event of difficulty with the magneto, it is
(2) Holding the magneto in hand, facing the impulse recommended that you contact your nearest authorized
coupling, turn impulse coupling clockwise until a magneto service station. A list of authorized service
spark jumps from the ignitíon cable to the ground. stations in your area will be furnished upon request.
Do not turn the impulse coupling further. Premature magneto failure will occur if spark plug
(3) Install the magneto to the magneto bracket with gap becomes excessive.
a 3/8" x 11/2" capscrew and fíat washer at the top
of the magneto (siotted hole) and a %" x 1'/a" INSTRUMENT PANEL
capscrew and fíat washer in the bottom hole. Ajax engine-compressors are normally equipped
(4) Check magneto timing by procedure outlined be- with a custom enciosed weatherproof instrument panel
low: that provides all necessary information for daily opera-
The siotted SAE mounting fiange permits angular tion. Usually included in the panel are the following
adjustment of the magneto to any fraction of the drive gauges: (1) Engine jacket water temperature, (2) Com-
gear pitch. If greater adjustment is required to time pressor jacket water temperature, (3) Discharge gas
Section IV
1-73 Page 11
temperature, (4) Suction pressure, (5) Discharge pres- pose; first, these switches act as a float operated valve
sure , (6) Interstage pressure ( when required for multi- to permit automatic refilling of the unir crankcase and
stage operation). The jacket water temperature gauges force-feed lubricator reservoir, and second, they act as
are equipped with adjustable high temperature shut- a shutdown switch that will ground the ignition through
down contacts , while the pressure and discharge gas the tattle tale relay in the event that the refill operation
temperature gauges are fitted with adjustable high is not completed. The refill function is not normally
and low shutdown contacts. supplied on the DC-22 and DC-30 engine-compressor
Additional items included on the instrument panel crankcases. These units are supplied with low leve)
shutdown switches only.
are a 15- minute spring wound start -run timer switch
and an emergency stop button . The 15- minute start-run High Engine Jacket Water and Compressor Jacket
timer is used at starting to deactivate all of the safety Water Temperatures-These combined indicating ther-
shutdown switch functíons except engine overspeed. mometers and high temperature shutdown switches
At the end of the start- run period , the timer auto- protect the power and compressor cylinders from dam-
matically reconnects the remaining shutdown function age due to possible Ioss of coolant and consequent
switches into the instrument panel system . The stop overheating. These devices use capillary tubes move-
button is used to'stop the engine -compressor during ment to actuate the temperature indicators. The capil-
the 15- minute interval that the automatic shutdown lary tubes should be protected from damage by being
switches are not operating. instalied in such a manner that the tubes will not be
stepped on by mistake. The capillary tube bulb should
SAFETY DEVICES be inserted in the top (outlet or hot) side of the engine
or compressor jacket water system at the point where
Ajax engine-compressor instrument paneis have a
complete set of safety devices to shut down the unit the jacket water leaves the cylinder. The compressor
in the event of malfunction . Unit shutdown is accom- cylinder jacket water shutdown switch should be ad-
plished by grounding out the alternator or magneto. ¡usted to shut the unit down if water temperature
exceeds 160 ° F. The engine jacket water shutdown
Each safety switch is connected to its individual
switch should be adjusted to shut the unit down if the
indicating relay known as a "tattle tale." This relay is
water temperature exceeds 206° F.
identified by a nameplate and if a specific malfunction
Abnormal Gas Temperatures and Pressures - The
occurs , the relay that is - connected to the specific
switch closes the grounding circuit connected to the gas temperature and pressure indicating gauges are
ignition system thus stopping the unit . A red button equipped with separately adjustable contacts to shut
pops out on the front of the panel to identify which down the unit on excessively high or Iow gas pressure
malfunction shut the unit down . This red button must and final discharge temperaturas. Each panel is nor-
be pushed in by hand to reset the relay before the mally supplied with suction and discharge pressure
unit can be started . The tattle tale relay requires only gauges (and interstage pressure gauges when required)
a momentary closing of the safety device , thus the as well as a temperature gauge to indicate the gas
unit will still shut down even in the event of a mal- temperature at the outlet of the final stage of compres-
function which then corrects itself. sion on the unit. (interstage discharge temperature
gauges and shutdowns can be supplied where re-
The safety switches furnished on the unit should quired.)
never be disconnected. The cause of a recurring mal- High Liquid Level in Separators - It is common
function should be determined and corrected before practice on gas compressor packaging to install sepa-
restarting the unit. Any other action could cause serious rators in the lines before the intake of each stage of
damage to the unit. compression. The separator removes liquids from the
Safety devices normally included on the Ajax en- gas passing through and prevenís possible damage
gine-compressor include the following: to the compressor cylinders.
Overspeed Shutdown Device-Thé unit overspeed AII separators are fitted with automatic dump traps
shutdown device uses a spring loaded weight , located to remove the collected liquid. In the event of a mal-
in the rim of the flywheel, installed in such a manner function , the float operated high liquid leve) shutdown
that the centrifuga ) force of the weight is opposed by switch will ground out the ignition through its respec-
the action of the spring . As the speed of the engine
tive tattle tale relay before the liquid in the separator
increases, the weight compresses the spring and the
rises to a dangerous leve).
plunger extends outward from the rim of the flywheel
until it strike1 and trips a lever on the overspeed switch Other shutdown devices are available and may
usually be instalied in the field. The instrument panels
assembly . The lever being tripped releases a spring
loaded plunger which thén closes the overspeed switch, are usually equipped with spare openings to install
thus grounding the ignition system through its related additional tattle tales and possible temperature shut-
panel mounted tattle tale relay . The overspeed switch down gauges.
bolt spring is factory adjusted to trip the switch at COMPRESSOR CYLINDER ASSEMBLY
25-50 RPM over maximum.
PERFORMANCE
The overspeed trip lever must be manually reset
before the unit can be restarted alter a shutdown. By using a few simple checks, the operator can
Low Oil Level - Float operated safety switches are quickly determine if the compressor cylinder is operat-
provided on the crankcase and the force -feed lubri- ing properly. The most obvious indication of trouble
cator. These float operated switches serve a dual pur- is reduced capacity.
Section IV
1-73
Page 12
When a capacity reduction is noticed, feel the in- illustrate the proper clearancing required to fully load
take valve covers. A warm or hot intake cover indicates the unit over various ranges of suction or discharge
a leaking valve. The discharge valve covers will nat- pressures. Sometimes unpredictable situations occur
urally run hot. However, if one cover is hotter than which are not covered by the performance curve and
others, valve leakage is indicated. adjustments are made by "feel". The problem with
For a unit having two or more stages, it is a good operating out of the scope of an appropriate per-
idea to record the normal interstage pressures and formance curve is that the operator can easily exceed
temperatures. Many times a change of interstage con- the allowable rod load or encounter a very low or
ditions is merely the normal reaction to a change in negative volumetric efficiency without having knowl-
the unit's overail compression ratio. However, if the edge of doing so. A typical problem encountered is
first stage suction conditions and the final stage dis- the result of adding too much clearance volume to the
charge pressure have not changed, then any change head end of a cylinder. A point is reached (between
in interstage conditions should be investigated. 20% and 0% volumetric efficiency) where the head
end is incapable of producing a specific capacity. The
An abnormal increase in interstage pressure indi-
cates problems in the higher stages; whereas, an crank end of the cylinder will still be producing, but
the head end will be erratic or non-producing. In this
abnormal decrease in interstage pressure indicates
problems in the lower stages. situation, the head end works continuously on the
lame volume of gas and generates undesirable heat.
Temperature gauges may be installed to show the
A better arrangement producing the same capacity
operating gas temperature cut of each stage. Any
wouid be to operate single acting.
significant rise in temperature from a cylinder indicates
an abnormal condition, such as a leaking valve or
a broken ring. SINGLE ACTING OPERATION
CLEARANCE ADJUSTMENT-COMPRESSOR When the required capacity drops the volumetric

efficiency of the cylinder below 50% it may be de
One of the methods used to alter the horsepower sirable to operate single acting with one end of the
and capacity of a compressor cylinder is to change its cylinder unloaded. This can be accomplished by re-
head end clearance percent. "Normal" clearance per- moving the suction valves from the end to be unload-
cent is by definition the mínimum possible and will ed. The cylinder will then compress gas only on the
result in maximum horsepower requirement and ca- loaded end.
pacity. Reduction of horsepower and capacity is ac-
complished by the addition of clearance volume to
the head end of the compressor cylinder. Various
HYDROGEN SULFIDE GAS
devices such as bottles, plugs and pockets are available
to add clearance volume. Compressor cylinders are specially built whenever
the gas contains more *han 32 grains of hydrogen
PERFORMANCE CURVES-COMPRESSOR sulfide (.05% by volume ). Higher percentages of
Performance curves are normally furnished which hydrogen sulfide increase the precautions taken.
COMPRESSOR CYLINDER MAINTENANCE

COMPRESSOR CYLINDER BODIES out of the body, the unit should be barred over with
the end of the piston rod pushing against a wooden
Cylinder bodies are provided with water jackets block in the valve ports of the liner. Once the liner
which are accessible by removing the cover plates. is out far enough for a man to get hold of the liner
Cover places should be removed periodically for in- flange, remove the piston and rod assembly. The liner
spection and cleaning of the cooling surfaces. can now be removed by hand.
Some cylinder groups are solid bore types and Use new "O" rings, new back-up rings, and new
the piston runs directly on the cylinder body bore. liner flange gaskets when installing a slip liner. Be
If the gas is clean and proper lubrication is maintained, cure factory flange gaskets are used since improper
solid bore cylinders will rarely need reconditioning materials and sizes contribute to flange failures.
or replacement.
Slide the inner flange gasket over the liner O.D.
The walls of solid bore cylinder bodies are thick before installing back-up rings and "O" rings on the
enough to allow reboring to a maximum of ','a" larger liner. Slide the liner into the cylinder body making
diameter as a preparation for building the cylinder sure the oil hole in the liner is aligned with the oil
bore back to original size . Oversize pistons and rings hole in the cylinder body. Replace the cylinder head
are not normally recommended. and torque the cylinder head nuts to 300 foot pounds.
SLIP LINERS
SHRINK LINERS
Slip liners are held in place by the cylinder head
pressing against the flange portion of the liner. Slip Shrink liners are held in place by an interferente
liners do not Nave interferente with the cylinder bore fit between the O.D. of the liner and the I.D. of the
and can be removed easily after the cylinder head cylinder body. Shrink liners do not Nave flanges or
has been removed. In order to get the liner started "O" ring grooves.
Section IV
1-73 Page 13
To remove a shrink Iiner from the compressor MICARTA
body, it is necessary to place the body off center on
a boring mili and cut out part of the Iiner. Usually the Diameter End Gap Side Clearance
Iiner will collapse due to the interference fit stresses 3" to 6'/s" 1/8 to 3S6 Approximately .015
'.'..hen the Iiner wall becomes thin. 7" to ] 1" 3f6 to '/a Approximately .015
CAUTIONI Do not apply heat to the compressor body 12" to 17" '/a to 5 6 Approximately .015
in an attempt to remove the liner . Distortion 18" to 20" 3f6 to 3/8 Approximately .015
and warpage of the compressor body can
result. TEFLON
Prepare the cylinder body for a new liner by hea- Minimum End Gap _ .014" per inch of diameter
ing the body in a 350° F oven for three hours. The Maximum End Gap _ .015" per inch of diameter
cylinder body must be stood on end and a provision Minimum Side Clearance _ .020" per inch of groove
made to locate the liner in the body in the same posi- width, but never less
tion as the original liner . The Iiner must be dropped
than .008"
into the heated body immediately (in a matter of
Maximum Side Clearance = minimum plus .005"
seconds) before the liner can start heating due to con-
tact and radiation of the hot cylinder body. Cooling If the outer corners of the ring are sharp, these
of the liner with dry ice can be employed to gain should be broken with a fine file to prevent the
edditional assembly time. If cooling is used to shrink scraping of lubrication from the cylinder wall. Rings
'he !iner, beware of frost action which may cause the should be checked for roundness to insure a minimum
iner -o srick while being instailed. wear in time. Also check that the ring can be de-
Cnce the new Iiner has been instailed and the pressed below the diameter of the piston at al¡ points.
cylinder body has cooled off, drill lubricator holes in Coat the rings and ring grooves liberally with
the Iiner by using the holes in the body as a pilot. clean oil before inserting the piston into the cylinder.
.n cases where heating the cylinder body is im- Stagger the end gaps of the piston rings with respect
practical, a hydraulic press can be employed to install to one another.
the Iiner if adequate precautions are taken to prevent
damage to the mating surfaces. COMPRESSOR PISTON RODS
COMPRESSOR PISTONS Piston rods are generally high strength alloy steel.
Special materials or coatings are used when the gas
The design and- material of the piston will vary is corrosive . It is essential that the rod be free from
considerably with the class of compressor. Generally, scratches.or nicks to prevent damage to the oil scraper
cast ¡ron pistons are used in the smaller diameter and or packing rings.
slower speeds while aluminum pistons may be used The piston rod is screwed into the crosshead and
in the larger diameter and higher speed cylinders.
locked by set screws . Be sure to loosen set screws
End clearance between piston and cylinder heads sufficiently to prevent damage to threads when re-.
should be adjusted as outlined in start-up procedure. moving piston rod. Whenever removing or installing
COMPRESSOR PISTON RINGS the piston rod, use a thimble which slips over the
crank end of the piston rod and prevents the threads
The piston rings should be fitted to the cylinder on he rod from damaging the wiper packing or pres-
separately to check for proper end gap. Too small a sure packing. See Figure IV-8 for a listing of piston
gap will allow the ends of the ring to butt together rod thimbles.
when the ring is heated to operating temperature and
cause excessive wear of both the ring and the cylinder. COMPRESSOR PRESSURE PACKING
A gap too largo will allow blowby to wipe the lubri- Particular care should be taken during the initial
cant from the cylinder wall. break-in period of a compressor piston rod pressure
The side clearance between the ring and the groove packing. It is recommended that the lubricator feed
in the piston should also be checked. Make sure the rate for the packing be set at twice the normal rato
ring is free in the groove in all positions and that the and the unit ran without pressure in. the compressor
side clearance is not excessive . Rings and grooves cylinder for thirty minutes.
should be cleaned to remove al¡ dirt or carbon that If a satisfactory seal is not obtained during break-
may have accumulated during previous operation. A in, Time Saver Number 80 fino compound has been
ring having too much side clearance tends to tip in used successfully as follows: Mix ¡he powder with
the groove causing wear while a tight ring can stick lube oil to form a light paste. Apply with a small
and fail to seal. brush to the upper half circle of the rod with the unit
End gap and side clearance of new pistons and running at a reduced speed. Under normal conditions
new rings vary according to ring material and diameter: the Iapping can be continued as long as there is no
Section IV
Page 14 8-75
NI ' p f^ - i lo411IIIII 111 1,1 i111 1 1 1 1 1.11 1 ild 1

overheating. It is preferable to make the appiication suction valves are not installed in discharge ports or
of short duration and repeat as often as necessary vice versa. Trace che flow of the gas and remember a
After lapping action has been completed, flush the valve opens in the same direction as the flow of the
rod with a t,16" stream of clean lubricating oil on the gas. Use a screw driver to verify the flow of gas
rod outside the case. lf the lapping does not show through each vaive before it is installed in the cylinder.
results, then something else is wrong and it is not just To get the maximum efficiency from a compressor
a question of rod contact or fit. It is not necessary to cylinder, the inlet and discharge valves must be clean
disassemble the packing after lapping and flushing and tight. Valves should be inspected periodically.
if the packing seals properly. Experience will tell how often they must be cleaned
Periodic inspections should be established to detect under che particular operating conditions.
packing malfunctions before they cause major damage. If valves require frequent cleaning, the cause may
It is good practice not to disturb the packing as long be one of che following:
as it does not leak. However, continued use of a (A) Excess oil, or an improper grade of oil. This
leaking packing can result in damage to the piston will cause carbon to deposit on the valves,
rod. Inspect the piston rod for surface defects such as and also throughout the compressor cylinder.
scores or shoulders. lf the rod is not in good condition, Use only enough oil to properly lubricate the
it should be refinished or replaced. cylinders and be sure to use the best grade
Normally Ajax compressors are furnished with oils.
either micarta packing rings or teflon rings depending (B) High gas temperature, which is usua ^ ly the
upon the cylinder group. result of leaking valves as explained in previ-
A. Micarta Packing Rings-The most common use ous discussion under compressor cylinders.
of micarta rings is the radial tangent pair. The Leaking valves should be repaired or replaced.
radial cut ring faces the pressure and covers Also check for improper cooling water cir-
up che leak paths in the tangent cut ring. culation.
B. Tefion Packing Rings - The most cornmon use (C) Dirty intake qas. This situation can be reme-
involves a teflon,'metal pair. The teflon ring died by installing a filter in the intake line.
faces the pressure; whereas, the metal ring The underside of cylinders have valve cages with
backs up the teflon ring to prevent the pressure set screws to keep the valve seat gasket, valve assem-
from extruding che teflon between che rod and bly, and vaive cage from falling out of the cylinder
the packing case. while the valve cap gasket and valve cap are being
COMPRESSOR VALVES installed.
Tighten ail valve cap nuts finger tight before
AII Ajax compressor valves are the píate type.
applying a wrench to them. Using a toque wrench,
Some valves have a separate plate covering each port
tighten the nuts opposite each other a little at a time
in che seat and are called " individual ring " píate valves.
so the valve cap will be brought down evenly on the
Other valves have the individual places webbed to-
valve cap gasket.
gether to form a single place and are called "web"
piafe valves. In all cases, the place or rings seal on the
smoothly ground surface of the seat. The vaive guard TORQUE VALUES
houses the springs which hoid the place or rings
against the seat.
Valve cap studs and nuts should be torqued as
Valves should be removed periodically for inspec-
follows:
tion and cleaning. Check the valve plates for tracks,
indentations, wear, and distortions. lf any of these Stud Diameter (In.) 5/a 3/a 7/8
conditions exist, replace the valve place as well as Torque (Ft.-Lbs.) 70 125 200 225
the springs. New valve platel are finished on both
sides so either side can be used initially. If plates are
reused, they should be assembied in the vaive the
same way they carne out. Places should not be "turned The nut holding the piston on the rod should be
over" since the guard and springs remove the srnooth torqued as follows:
surface from the guard side of the vaive plate.
Thread Size
Examine the gasket seating surfaces on the vaive (I n.) 7/8 11/8 11/4 13/8 13/a l ?/a
as well as in che cylinder body. These surfaces should
Torque (Ft.-
be free from nicks, scratches, and dirt.
Lbs.) 230* 500* 500 680 1500 2000
When compressor valves are assembled, a screw
driver should be used to lift each place off the seat *Only che bottom part of drake lock nuts are torqued
at various points around the piafe to insure each piare to full value. Top parts are torqued to half value; i.e.,
is free at al¡ points. Assemble che valve into the com- with a '/s drake lock nut, torque the bottom part to
pressor cylinder with extreme caution making sure 230 ft.-lbs. and the top part to 115 ft.-lbs.
Section IV
1-73 Page 15
TD•1 163
Page 1 of 3
COMPRESSOR CYUNDER AND PRESSURE PACKING LUBRICATION

CAUTION: READ THESE INSTRUCTIONS THOROUGHLY BEFORE SELECTING A LUBRICANT.
1. OIL SPECIFICATIONS Oils containing rapeseed oil should never be used when
sour gases, such as H.S., are present as severe gumming
For clean dry gases such as air, natural gas, helium, may result.
hydrogen, nitrogen, and temperatures up to 350° F,
Again it should be emphasized that a reputable
a high grade 100% distilled, solvent refined, straight
lubricant manufacturer be consulted and given allí the
mineral oil containing an oxidation and corrosion or
conditions of the application before a final lubricant is
rust inhibitor will generally provide satisfactory com-
decided upon . These conditions should include bore
pressor cylinder lubrication. It should have good polar
size, stroke, RPM, pressures, temperatures, complete gas
characteristics, good wetting ability, high film strength,
composition, cleanliness of gas, "wetness" of the gas,
good chemical stability, be resistant to sludging, and
miscibility of the lubricant with the gas being compres-
should contain as low a carbon content as possible.
sed, and any effects a specific lubricant may Nave on
Since petroleum or hydrocarbon lubricants always con-
the end product. It would also be well to mention piston
tain some carbon, the oil selected should be of the type
ring, rod packing, rod, and liner materials.
that produces loose, flaky carbon in order to keep valve
deposits at a minímum. For the same gases mentioned, When changing lubricant grades or manufacturers,
the following viscosity ranges have generally proved drain Iubricators, (and crankcases) of existing oils. Do
satisfactory: not mix different grades or brands of lubricants.
Cylinder Pressures-PSIG Viscosity @ 2100 F 2. CYLINDER LUBRICATION QUANTITIES

0 - 1000 55 to 75 SSU Wide variations in actual field operating conditions
1000 - 1500 75 to 95 SSU such as the cleanliness of the gas, the "wetness" of the
1500 - 2000 95 to 115 SSU gas, and even the type of gas make it almost impos-
2000 - 3500 115 to 150 SSU sible to specify the exact quantities of lubricants required
for compressor cylinders. However, for dry, clean gases
3500 Up 150 SSU Minimum
such as those mentioned under "Oil Specifications", the
Since it is virtually impossible for a compressor following rules will generally suffice to provide ample
manufacturer to test al¡ of the lubricants on the market lubrication alter initial run-in:
today, with al¡ the various gases and compressor ap- (a) The actual volume of lubrication used is generally
plications encountered , these specifications are given expressed in pints-per-day. Since the rubbing sur-
as a guide only. face of a reciprocating motion is involved, an
Because customers or end users are usually more amount of oil equivalent to 1/2 pint per day per one
familiar with ' actual gas compositions and final million square feet of swept area plus a "pressure
results expect .f the entire process application, it is factor" amount will give satisfactory results. From
a must that th., make initial contad and work with a this rule the following formula can be used:
lubricant suppiier of their choice to obtain a specific
recommendation for the lube oil. However, when re- (31.4 x Bore Dia. x Stroke x RPM) + (333 x Disch . Press.)
quested to do so, Cooper Penjax will work with our
customers and a refiner of their choice in a coordinated The answer to this formula gives a factor which
attempt to arrive at a suitable lube oil recommendation. represents the relative amount of lubricant required
per cylinder. To convert this lubrication factor to
It should be noted, however. that since different pints/day/cylinder, move the decimal point six (6)
oils do have different characteri :s and lubricating places to the left. Another conversion that will
qualitíes, some with specifications siightly different than express the quantity in approximate drops/minute
those mentionec may prove perfectly satisfactory. is to move the decimal point only five (5) places to
It is generally safe to say that napthenic base oils the left.
give better results for reciprocating compressor applica-
(b) Since cylinder lubrication is nearly always supplied
tions than paraffinic base oils. However , Chis may not
by a sight feed lubricator which permits visual ob-
aiways be the case and the entire application must be
servance of pump strokes and "so many drops
reviewed thoroughly before a final decision can be
per-minute" of lubricant being supplied to each
made. As a rule , napthenic base oils have lower VI's,
cylinder point or points, it is convenient to be able
and lower flash points than paraffinic oil, and they are
to express "Pts./Day" in "Drops/Min." A rough
essentially wax free.
rule of thumb for making this conversion is to con-
Whenever " wet" gas is encountered , i.e., gases sider approximately 10 Drops/Min. equal tó 1 Pt./
containing the heavy hydrocarbon ends, a compound- Day. This is equivalent to about 14,400 drops per
ed oil of such nature that it is not readily washed from pint, considering the drops to be approximately
the rubbing surfaces should be used. A mineral oil 5/32" in diameter which is the average size put
containing 3 to 5% lard, or a hydrocarbon oil contain- out by most gravity and vacuum sight feed lubri-
ing 2 3% of tallow oil should prove satisfactory. cators.
These a. itives are less soluble in butanes , pentanes,
etc. than straight hydrocarbon lubricants. lf any greater For lubricators having the glycerine filled sight feed,
amount of compounding is used than necessary to about 3 to 4 "drops," or expulsions per minute up
keep cylinder walls and rings in good condition, a gum- the wire is equivalent to 1 Pt./Day.
ming condition of the valves and rod packin may result. (c) On the initial start-up of new compressors, and
Section IV
Page 16 5-73
- 4 1010 111 11 )pVM 1 114 1

iv-i loo
Page 2 of 3
especially if high humidity and/or "wet" gas con- 3. PACKING LUBRICATION QUANTITIES
ditions are encountered, the aboye rases should be
Since many lubricated applications require rod
nearly doubled for the first few hours of operation,
pressure packings having one or more points of lubri-
and then cut back generally to the point of suffi-
cation supplied by individual pumps on the same
cient lubrication.
lubricator supplying the cylinders, the same notes
(d) Since it is always less expensive to start out over- applying to "Cylinder Lubrication Quantities" generally
lubricated than it is to replace or repair scored hold true. However, a safe quantity of "rod oil" for
cylinders, rings, rod packing, and rods, it is never- the same dry, clean gases listed previously is 3/a pint
the-less undesirable and uneconomical to continue per day per million square feet of swept area plus a
at such a rate. Over-lubrication can cause excessive "pressure factor" amount. This is expressed by the
oil carry-over into air ¡fines, instruments, and even formula:
to the end producís, plus resulting in over-carbon-
(47 x Rod Dia. x Stroke x RPM) + (75 x Disch . Press.)
ing and gumming of valves and rod packing.
Therefore, after the first few hours of lubrication, The answer to this formula gives a factor which
and it is observad that more than sufficient lubri- represents the relative amount of lubricant required
cation has been achieved, the rate can be cut back per rod. To convert this lubrication factor to pints/day/
by steps of 2 to 3 drops per minute, until the de- rod, move the decimal point six (6) places to the ieft.
sirable oil film as noted in the next paragraph is Another conversion that will express the quantity in
attained. approximate drops,'minute is to move the decimal point
only five (5) places to the left.
(e) By shutting the compressor down, and removing
one or two of the valves, inspection of the cylinder Drops minute, start-uo rates and final lube rates
interior can be made for sufficient lubrication. are determined in the same manner as that outlined
Over-lubrication is the result of excessive oil and under "Cylinder Lubrication Quantities".
small puddles of oil will collect in the cylinder low TD-1166, Table IV-F Chart for estimating rod lube
spots. This indicates a cut-back in lube rate is re- retes in accordance with the aboye formula can be
quired. On ¡he other hand, if surfaces are dry, and used for conveniente.
no oil film appears present, the rase should be in-
creased. A generally accepted test for sufficient
4. FIRE-RESISTANT LUBRICANTS
lubrication is to wipe the rubbing surfaces with 3
or 4 layers of tissue or cigarette paper immediately Quite often in air compressors and certain process,
after removing a valve, and following a shutdown. applications, synthetic or fire resistant lubricants such
A yellow stain or clear oily discoloration through as Pydraul AC, Fyrquel (formerly Cellulube) and
the first ¡ayer and finto the second ¡ayer of tissue is Houghto-Safe are used for cylinder and rod lubrication.
indication of proper lubrication. Lube rases should General experience to date indicates that these lubri-
be adjusted up or down according to the indication cants will do a fair job providing the compressor is
of this test. Any evidence of gray, black, or bronze properly prepared, the lubricant is carefully selected
discoloration in the oil may indícate abrasion, scuf- and is supplied in sufficient quantity.
fing, or some other malfunction which should be Initial preparation of the machine is very important
investigated prior to stars-up. since gaskets, seals, o-rings and paints must be com-
(f) Certain air compressors having rod packing lubri- patible with the particular ¡ubricant being used. A check
cated by carry-over from the compressor cylinders with the particular lubricant manufacturer will reveal the
can be checked for sufficient lubrication by apply- necessary compatible materials.
ing tissue test to the rod surface through the dis-
When synthetic lubricants are to be used, it is
tance piece opening. The lube rases as calculated
recommended that the cylinders be broken- in using a
by the formula in paragraph "a" are sufficient for
heavy mineral oil, (SAE-60 or greater) and running for
such cylinders and packing arrangement, bus the
at least 150 hours or until the cylinders have taken on
final lube rase will generally be dependent upon
a glazed appearance . After break-in, the proper grade
maintaining a proper oil film on the rod surface,
of synthetic lubricant can then be used . Since the syn-
rather than on the cylinder surface. However, siñce
thetic lubricants may vary in density from those of
appiicaticns and cylinder sizes can vary, both sur-
hydrocarbon lubricants, the required lube rate at initial
faces should be• periodically checked for determina-
use should be increased by 11/2 to 2 times those rates
tion of which surface takes precedence in deciding
established in Articles 2 and 3 for cylinder and rod
the final lube rete.
pressure packings. However , the same general tissue
(g) To summarize the aboye: test for sufficient surface film is usually satisfactory,
1. Careful selection of the lubricant for the specific and a possible cut back in lubrication rete may be
application is most important. realized after a few hours of operation.
2. Periodic examination of the cylinder and rod is In cases where it is absolutely impossible to break-
required to ascertain that the proper lube rase in the compressor cylinders on a mineral oil and the
is being applied. synthetic lubricants must be used , it should be noted
that the danger of cylinder scoring does exist. Extreme
3. Extended over-lubrication is as detrimental as cleanliness of suction piping is an absoluta must if
under-lubrication. The formar will result in ex- scuffing is to be avoided since the film thickness of
cess oil and heavy carbon deposits while the synthetic lubricant is generally less than with the
latter may result in scoring and scuffing. mineral oils. It is further recommended that the par-
(h) TD-1165, Table IV-E Chart for estimating lube oil ticular grade of synthetic lubricant be on the higher
rases in accordance with the formula given in Para- side of the available viscosity range and that the
graph A can be used for convenience. highest lube rase possible be used for the first 100-150
Section IV
5-73 Paga 17
Page 3 of 3
hours. This initial lube rase must be at least 1'h to 2 much or too little for the next. It is also possible to
times the rases established in Articies 2 and 3. have non-lube construction as outlined aboye and supply
Occasionally, units must be started-up and broken- normal Iube to the cylinders and packing even though
in during iow ambient temperature conditions. When the sealing and rubbing trim is Teflon. However, normal
this is the case , lubricator heaters are usually necessary Iube in this case would be less than normal Iube for
to insure that the lubricant is warm enough to flow the same application with metallic rings.
properly. This requirement is due to the generally higher "Semi-Iube" is generally considered as one-half the
viscosity index of most synthetic lubricants as compared "normal-Iube" rase. Sometimes Chis can be accomplished
to that of hydrocarbon lubricants. by special lubricants. It can also be accomplished by the
If it is decided to change from a hydrocarbon lubri- use of suitable Teflon piston rings and packing rings
cant to a synthetic lubricant on a machine that has with no rider rings on the pistons.
operated for a period of time with the former lubricant, "Min-Iube" is defined as a controlled amount of oil
it is best to select a fire resistant fluid that is compatible at about one-quarter the normal rate of lubricant as
with most standard materials of construction. Ore-lube spelled out aboye. For special applications, this can
is one such lubricant. If such a fully compatible fluid sometimes be accomplished by use of the exotic Fluoro-
is not going to be used , then gaskets , seals, o-rings silicone lubricants where the lube rate may even be
and paints may have to be changed out since the lubri- as low as one pint per month with metallic sealing and
cant may have a deteriorating effect on these items. rubbing materials. However, the standard cylinder con-
When making such a change , it is advisable to check struction for min-Iube consists of suitable Tefion rider
cylinder internals and to remove al¡ carbon deposits on and seal rings on the piston and Teflon rod pressure
valves , etc., to prevent their being loosened by the packing. In other words, construction is identical to
new lubricant. that defined for non-lube, the exception being that the
Since there are a number of different synthetic cylinders and packing are supplied with lubrication
lubricants on the market today, it is best to get al¡ the points. When this is done and lubrication is applied
available information about the specific lubricant to properly, long ring and packing life results with little
be used prior to establishing materials of construction, or no rod or cylinder wear. (This, of course, results only
start-up and normal operation rases . For example, if the gas is free of dirt or fine abrasives which is always
Flurosilicone lubricants are coming into use in com- detrimental regardless of the type of construction and
pressor applications and the Iube rates for this particu- lubrication used.)
lar synthetic material may be as low as one (1) pint per For min-Iube, viscosities of the lubricant should be
month; therefore, it must be stressed that the lubricant lower than for normal lubricated services. The following
manufacturer be consulted prior to the use of any new is recommended.
and unfamiliar synthetic lubricant.
Viscosity @ 100 °F Viscosity @ 210 °F
130 to 160 SSU 40 to 45 SSU
5. ADDITIONAL COMMENTS AND GENERAL INFOR-
MATION: (These viscosities are equivalent to SAE 5 to 10 weight
oil.)
The terms "non-Iube", " normal-Iube ", " semi-Iube",
"min-Iube" are often applied to compressor applications. A straight napthenic oil will generally be a better
A brief description of each of these terms is as follows: choice than a paraffinic oil; however, here again the
lubricant must meet the specifics of the application.
"Non-Iube" is described as those applications where
the compressor cylinders are constructed so that no It may be detrimental to the Teflon trim to use lubri-
lubrication need be supplied to, the cylinder and rod cants with higher viscosities than those listed. Also
pressure packing. Construction may even be such that proper min-Iube construction can sometimes be oper-
it is impossible for any accidental lubrication to reach ated non-Iube if all parameters are receptive to such
the rod pressure packing and cylinder . The sealing and operation with Teflon trim.
rubbing materials for piston rings and packing rings are One important word of caution with regards to
of a suitable filled Teflon material that has self-lubri- min-lube applications: too little Iube may cause a gum-
cating characteristics, and is specially selected to meet ming and high wear condition that is worse than no
all the operating conditions of each specific job. The Iube at all. Some min-Iube applications will require as
piston is supplied with rider rings _or bands of the same much as what is normal Iube for others, while other
material so that there will be no metal -to-metal rubbing min-Iube applications may work satisfactory at low
parts in the cylinder. Iube rases.
"Normal-Iube" applications generally have suitable "Accidental-lube" is some oil that gets to the pack-
metallic piston rings and packing rings that depend on ing and /or cylinders in an unknown and uncontrolled
an oil film to prevent metal-to-metal contact in the seal- amount.
ing and rubbing area . The normal Iube rate is that "Mínimum-Iube" is that quantity of oil which reaches
amount supplied to the cylinders and rods in accordance the packing and cylinders in a controlled amount that
with the rules of Articles 2, 3 and 4. Remember though, has been determined to be the Ieast amount necessary
what may be normal for one application may be too for satisfactory ¡¡fe of the rubbing parts.
Section IV
Page 18 5-73
1 .p ^... N 1010 11111 1 11 ^ 11, 1 1111

TABLE IV-A
LUBRICATIWG AND COOLING SYSTEM CAPACITIES
COOLER COOLING
CRANKCASE POWER CYLINDER RADIATOR COOLING SYSTEM CAPACITY
MODEL
CAPA C I T Y** LUBRICATING OIL SYSTEM CAPACITY
E .J.W. C.J.W.
DC-22 6 Quarts* .8 Pints Per Day 25 Quarts
DC-30 6 Quarts * . 9 Pints Per Day 26 Quarts
C-42 8 Gallons 1.7 Pints Per Day 7 Gallons 7 Gallons 11 Gallons
DPC-60 17 Gallons 2.4 Pints Per Day 121/2 Gallons 13 Gallons 11 Gallons
DPC-80-A 23 Gallons 3.2 Pints Per Day 14 Gallons 14 Gallons 13 Gallons
DPC-1 15 22 Gallons 4.6 Pints Per Day 26 Gallons 26 Gallons 13 Gallons
DPC-120 25 Gallons 2.4 Pints Per Cyl. Per Day 39 Gallons 20 Gallons
DPC-160-A 30 Gallons 3.2 Pints Per Cyl. Per Day 31 Gallons 55 Gallons 24 Gallons
DPC-230 30 Gallons 4.6 Pints Per Cyl. Per Day 45 Gallons 68 Gallons 24 Gallons
DPC-300 30 Gallons 6 Pints Per Cyl. Per Day 53 Gallons 95 Gallons
Per Each Bed on DC-22 or DC-30 Units.

" Capacities are 3pproximate.
TABLE IV-B
RUNNING CLEARANCE - CRANKSHAFT AND CROSSHEADS
CRANKPIN CONNECTING ROD CROSSHEAD PIN CROSSHEAD TO

UNIT SIZE BEARING BOLT TORQUE FT . = TO BEARING GUIDE CLEARANCE
ENGINE i COMPRESSION
ENGINE COMPR . ENGINE COMPR . ENGINE COMPR . COLD MIN . COLD MIN.
HOT HOT
DC-22 .003 11 .003 75-85 75-85 .001-.0025 .001-.0025 .005-.009 .003 .005-.009 .003
DC-30 .003 .003 75-85 75-85 .001-.0025 .001-.0025 .005-.009 .003 .005-. 009 .003
C-42 .004 .004 325-360 325-360 .002-.0035 .001-.0025 .008-.011 .004 .013-. 017- .008
DPC-60 .004 .004 325-360 325-360 fi .002-.004 .002-.0035 .008-.012 .005 .013-. 017 .008
DPC-80-A .005 .004 650-700 325-360 .002-.004 .002-.004 .009-.013 .007 . 013-.017 .008
DPC-1 15 .005 .005 650-700 650-700 .004-.006 .002-.004 .008-.012 .005 . 013-.017 .008
DPC-120 .004 .004 325-360 325-360 .002-.004 .002-.0035 .008-.012 .005 .013-. 017 .008
DPC-160-A .005 .004 650-700 325-360 .002-.004 .002-.004 .009-.013 :007 . 013-.017 .008
DPC-230 .005 .005 650-700 650-700 .004-.006 .002-.004 . 008-.012 . 005 .013 -. 017 .008
DPC-300 .005 .005 650-700 650-700 .004-.006 .002-.004 .008-.012 .005 . 013-.017 .008
Section IV
4-82 Page 19
TABLE IV-C
LUBRICATING OIL TRADE NAMES - REFINERS ' RECOMMENDATIONS
Section IV 5-75
Page 20
FMGIME S R/NG - SA L ES - SER VICE DATA
Engines Pumps
4' COOPER ENERGY SERVICES
COOPfR
W«XbT1t1ES CORRY PENNSYLVANIA 16407
Compressors
ESS-L-811
LUBRICATING OIL RECOMMENDATIONS FOR
ENGINES AND COMPRESSORS
1. GENERAL
This specification is intended as a guide for our customers in selecting the
best available lubrication for their Ajax machinery.
Ajax cannot guarantee specific lubricant quality or performance; thus, the

intent here is only to describe those types of lubricants which have proven
successful in our equipment through many hours of field use.
The quality and performance of a lubricating oil is the responsibility of the

lubricant supplier, whether refiner, blender, or rebrander; thus, only reputable
companies with established customer-service organizations should be used as a
source of supply.
Unusual applications and/or conditions not covered by Chis standard should be

referred to the Ajax Engineering Department for specific lubrication recommen-
dations.
2. LUBRICATING OIL FOR POWER CYLINDERS AND CRANKCASE

In general, power cylinder + crankcase lubrication for Ajax équipment is best
accomplished using oils which have been specifically formulated for two-cycle
gas engine service.
Such lubricants are formulated from 100% distilled , soivent-refined natural

base-stocks and should contain sufficient additive treatment to enable the
finished lubricant to meet A.P . I. Engine Service Classification CA or CS.
A general specification is as follows:
Viscosity * at 100 ' F S.U.S. - 450 - 650

at 210 'F S.U.S. - 58 - 70
at 37.8'C cST. - 37.0 - 140.2
at 98.9'C cST. - 9.64 - 12.96
Viscosity Index - Min. - 70

Flash Point 'F ('C) - Min. - 400 (204)
Pour Point ' F ('C) - Max. - 10 (-12)
Preferred lubrtcants for Ajax engine -compressors are oils meeting the aboye
general specifications but which contain an essentially ashless additive
package . These lubrtcants , generally termed "Ashless Gas Engine Oils", will
exhtblt sulfated ash contents , per A.S.T.M. D874, of less than 0 .1% by weight.
Acceptable lubricants for AJax engine -compressors are oils meeting the aboye
general specifications but containing not more than 0.80% by weight of sulfated
ash per A.S.T.M. D874, Lubricants of this type should not contain zinc dithio-
phosphate in their additive package in excess of 0.04% by weight of zinc.
Use of oils containing significantly higher amounts of this addIti" may result
in accelerated ash deposition on combustion surfaces.
*Specified viscosity is for SAE 130 grade oil, which is applicable for normal
conditions. Certain applications involving start -up and operation with very
low (or very high) ambient temperatures may dictate the use of viscosity grades
other than SAE 130.
CAUTION : The crankcase oil temperature must be aboye pour point temperature
before attempting to start unit. Equipment failure will result due to lack
of lubrication when oil temperature i s below pour point temperature. Where
low temperature oil starts are required, provision should be nade to either
hect the oil or use a multi-viscosity oil that meets the aboye requirements.
Section IV
Page 20.1
3. LUBRICATiNG OIL FOR COMPRESSOR CYLINDERS ANO PISTON ROD PRESSURE PACKING
For ciean , dry gases such as natural gas, helium, hydrogen , and nitrogen with
outlet temperatures up to 350 ' F (149'C ), a high quality , solvent refined straight-
mineral oil will usually provide satisfactory lubrication . Crankcase oiis
specified in Point 12 are satísfactory.
Reciprocating compressors in air service are often trcubled by hard carbon

deposits which i nterfere with dischargs valva operation . Such a problem mey
oftsn be alleviated by usa of so - callad naphthenic or low viscosity-index *¡la
which tend to produce less carbon , and of a softer natura , than the more
paraffinic .or high viscosity - index olla . For air compressor service in which
discharge temperaturas exceed 300'F , but do not exceed 350'F , a fire -resistant
synthetic lubrlcant is recommended dus to the fire hazard present.
CAUTION : Synthetic lubricante must not be used without specific permission from
Ajax. A11 compressor cylinder non -metallic components must be reviewed to make
sure they are compatible with the specific brand of synthetic lubricant.
Under certain conditions , ere oil filma may be washed or displaced from
lubricated surfaces , either by light hydrocarbon liquids or entrained water,
coa ounded oiis (1.. ., petroleum olla containing acidless animil , vegetable,
or synthetic fatty oils) are recommended. In most cases 3% to 5% compounding
should prove satisfactory.
The following tabla lista recommended oil viscosity for various cylinder pressures:
CYLINDER PRESSURE - PSÍG VISCOSITY S.U.S. 9 210'F VISCOSITY cST e 98.9'C
0 - 1000 55 - 75 8.77 - 14.26
1000 - 1500 75 - 95 14.26 - 19.18
1500 - 2000 95 - 115 19.18 - 23.83
2000 - 3500 115 - 150 23.83 - 31.68
3500 t Up 150 Mínimum 31.68 Minimwn
Since Is it virtuaily i mpossible for a compressor manufacturar to test ail of

the available lubricants on today ' s market, with all of the various gases and
coepressor applicatlons encountered , this standard is offered as a guide only.
It is suggested that each customer request a specific lubricant recommendation

for his application froe the oii supplier of his choice . Of ccurse , if requested
to do so, Ajax Engineering will work with che customer and his lubricant supplier
i n a coordinated atta" t to arrive at a suitable lube oil recommendation.
11
Section IV
11111 111 ^,11 1 1111 1 1 1 11 1ja1 1 ^ 119

TABLE IV-G
POWER END PISTON RING CLEARANCE
MINIMUM
UNIT SIZE ENGINE
BORE X STROKE RING ENO CLEARANCE
COLD
DC-22 61/2 x 8 .020
DC-30 71/4 x 8 .030
C-42 81/2 X 10 .038
DPC-60
91/2 x 12 .040
DPC-120
DPC-80-A
DPC-160-A
11 x 14 .040
DPC-115
131/a x 16 .075
DPC-230
DPC-300 15 x 16 .110
8-75
TABLE 1V-E
LUBRICATION RATES FOR COMPRESSOR CYLINDERS
4 ,5 0 RG E-
PR É—S U ° °
COMPRESSOR CYUNDER LUSE RATES
Tu determine amount of lubricont required, follow
= vertical lino up from specific "cylinder boro" tu prop-
er "stroke", thence horizontally tu operating "RPM",
and then vertically tu "discharge pressure" lino. Fol-
_ ó low horizontally tu left from this point and reod "pints
° per doy". Follow horizontally tu right and read ap-
proximote equivalent in "drops per minuta".
- Exomple: An 18" cylinder with un 11" stroke
1 14,1, / y =
c -9 operating al 327 RPM at 200 P51G dischorgo
o pressure requires about 2.1 pts./day or about
21 drops/min.
- - - NOTE - Read instructions on TD-1163, in Seetion IV,
before using Chis chut.
P
6 O
70 II
9 0
0
C NE í
13
TABLE IV-F
LUBRICATION RATES FOR COMPRESSOR PISTON ROD PRESSURE PACKING
IS NR E TD-1166
q ó
ROD PRESSURE PACKING LUBE RATES
To determine amount of i': bricont required, follow
I i o vertical Iine up from specific 'rod diameter" tu proper
o "stroke", thence horizontally to operating "RPM",
° and then vertically tu "discharge pressure " lino. Fol-
low horizontally tu left from this point and read "pints
= per day". Follow horizontally tu right and read ap-
equivolent in "drops per minuté'.
44, 1
Exomple: A 21" diameter rod with un 11
stroke operoting el 440 RPM at 1500 PSIG
discharge pressure requires about 7 pint per
doy or about 7 drops per minuto.
NOTE - Reod instructions on 141163, in Section IV,
before using ibis chart.
I M
1-73
jI 1, 1 1n 1, ^ ^0@lo 111 11 .111 u 1111 1 1 1 II 1,1 1

SECTION V
PREVENTIVE MAINTENANCE
A good preventive maintenance program can add Once fuel pressure has been adjusted for smooth
years of trouble-free performance at minimum operat- operation, further adjustment should be required only
ing cost. The first requirement for this kind of main- when appreciable load changes are made.
tenance is consistent observance of good operating Check spark plug and maintain proper gap. When
practices. In the operation of Ajax engine-compressors, operating on magneto ignition, spark plug gap should
the following points will contribute to maximum per- be set at .015 inches. When operating on capacitor
formance and economy. discharge ignition system (altronic) spark plug gap
Cleanliness is most essential in the operation and should be set at .030 inches.
maintenance of the unit. Clean air, clean water, free
from scale-forming minerals, and clean lubricants
should be th.e rule - always. Note : Some operators report exceptionally long
life from platinum point plugs with magneto ignition
When starting a cold engine, allow to idle until
system. When these plugs are used, period between
warm before applying load.
inspections can be increased to thirty days . Because
Before starting, it is always good practice to lubri- of greatly increased spark plug life gained with the
cate cylinder walls by pumping lubricator hand flush- capacitor discharge ignition system, the economic ad-
ing units with the piston at various positions. vantage of platinum point plugs with this system is
Observe that the cooling water system is fui¡ and questionable.
operating properly before starting. Be sure that al¡ Drain any accumulation of fluid from fuel gas
water connections are tight. volume tank.
Under no circumstances should a iarge amount Check water leve¡ in radiator or cooler.
of cold water be allowed suddenly to enter a heated
engine cylinder. MONTHLY
In freezing weather, al¡ parts which contain water
and which are subject to freezing should be carefully Replace oil in the air filter. Use -210 weight oil.
drained and anti-freeze added. Aiways mix anti-freeze While monthly changes are normally ail that is
and water in clean container before adding to the required , filters should be checked after heavy dust
cooling system. storms.
Aiways be certain that there is sufficient oil in the Check water leve¡ in cooling system, keep pressure
crankcase and in the force feed lubricator before start- cap tight. Replace if leaky.
i ng. Drain the scavenging chamber to remove accumu-
Every precaution should be taken to prevent the lation of spent iubricating oil.
entry of water into the lubricating system.
Do not exceed the rated speed for normal opera- DO NOT DRAIN WHILE ENGINE IS RUNNING.
tion.
The cause of any unusual noise or knocks should SEMI-ANNUALLY
be investigated immediately. Locate the cause instead
of experimenting with adjustments. Test al¡ safety devices to make sure they are
properly set and operating.
SUGGESTIONS FOR PREVENTIVE Inspect and change spark plugs if necessary.
MAINTENANCE PROGRAM Inspect and tighten al¡ exposed nuts and fasteners.
Inspect and clean compressor valves; replace worn
DAILY
or broken parts.
Check the lubricator oil leve¡ to make sure that
the oil from the reserve tank is maintaining proper ANNUALLY
leve) through proper functioning of float valve in Iubri-
cator compartment. Replace spark plugs and cables.
Check sight feeds to make sure each pump is Check magneto at reliable authorized service
functioning. station.
Check crankcase oil leve¡. When adding oil bring Inspect governor and replace worn parts.
oil oniy up to the running leve) mark when unit is in
Clean and inspect lubricator and replace worn
operation . If too much is added, drain back to the run-
parts.
ning mark. Carrying oil too high a leve) will not only
waste oil, but will also cause ring sticking, excessive Clean breather caps on the crankcase, and fuel
port carboning, rapid ring and cylinder wear, and loss injection reservoirs (if used).
of power. Thoroughly clean al¡ dirt accumulation from the
radiator and check for leaks.
WEEKLY
Inspect and replace worn cooling system fan drive
Check fuel gas pressure and adjust if necessary. belts.
Section V
1-73 Page 1
Drain and flush crankcase. thoroughly cleaning piston and ring grooves.
Remove cylinder head . Inspect intake and exhaust Inspect and, if necessary, adjust crank pin bearings.
ports and remove al¡ carbon in ports. Inspect and, if necessary, replace crosshead pin
Check compressor piston rod pressure packing. bearing.
BI-ANNUALLY Check cooler tubes and remove any accumulated
deposits.
Inspect and, if necessary, replace worn piston rings
Section V
Page 2 1-73
b11 * 10111111111.. 1 ii 1 111 1

SECTION VI
SERVICING FOR EXTENDED PERIODS OF STORAGE
PREPARING FOR EXTENDED STORAGE clean and apply oil to plunger and bore before
re-assembling. Oil overspeed shutdown mech-
(1) Drain cooling system by removing pipe plug at anism.
bottom of cylinder(s). Make sure complete cooling (15) Remove distance piece covers and wipe chamber
system is drained at all low points. clean . Thoroughly wipe compressor piston rod
(2) Drain oil from crankcase, and ahead of crosshead with a rust inhibiting oil . Rotate crank to cover
guide(s). Remove side cover and wipe crankcase maximum length of rod. Pump lubricator feeds
clean with rags. DO NOT USE WASTE. Using an by hand to flood stuffing box(es) and cylinder(s).
oil can with a good grade lubricating oil, squirt (16) Remove compressor valves and coat al¡ compo-
oil on piston rod(s) and around stuffing box and nents with oil. Before replacing valves, squirt oil
connecting rod bearing(s). Wipe oil on both upper on cylinder wall and on piston rod.
and lower guide(s) and replace cover. (17) Pump each lubricator pump ten or tweive times
(3) Remove breather cover píate or crankcase top by hand to lubricate compressor piston and pres-
cover(s) and wipe remainder of crankcase clean: sure packing. Rotate crankshaft to distribute oil.
Squirt oil in and around main bearings and crank (18) On cylinders equipped with variable volume
pin bearings. Remove breather cap or caps and clearance pockets, oil piston and threaded rod.
wash in solvent and blow dry with air. Then re- Cover exposed rod with grease.
oil filter element and install on unit.
(4) Drain scavenging chamber and if equipped with (19) AII exposed valve stems should be protected
side clean-out, remove cover and remove sludge with grease.
and wipe clean , and replace cover and plug. (20) Cover all flange openings with plywood covers
(5) Swab engine piston rod with oil while piston is at cut to suit.
back dead center. On twin cylinder units, make (21) Plug all threaded openings.
certain that both rods are oiled with piston in
(22) Disassemble trap, clean and oil orifice and seat
back dead center. before reassembling.
(6) Remove engine cylinder head(s) and swab cylin- (23) Grease fan shaft and bearings.
der bore(s) with oil while piston is at back dead
center. Install cylinder head and rotate crank so (24) Loosen fan adjusting screw or idler pulley to re-
that piston is about midstroke. Pump each cylinder move load from V-belts. -
lubricator pump ten or twelve times by hand, (25) Protect instrument panel and any other exposed
thus flushing oil around piston and rings. area which might be damaged during storage.
(7) Using 3/1' plywood, cut a disc that will fit incide SERVICING AFTER EXTENDED PERIODS IN STORAGE
tapped holes for the exhaust fiange. Insert disc
over exhaust opening. Draw flange capscrews up Cooper Penjax has taken every practical precaution
tight, thus sealing cylinder from dust and other to prevent corrosion or rust in bearings, piston rods,
foreign matter. crossheads, metallic packing, cooling system, etc., by
(8) Apply liberal amount of grease to all ball and treating all of these parts with approved rust inhibitors.
socket joints used in. linkage arrangement for fuel However, the following additional precautions should
system. be taken when placing engine-compressors in service
(9) Remove mixer manifold(s) and apply a light rust alter long periods in storage after shipment from the
inhibiting oil to the seating surfaces of valve factory, or other extended storage periods.
strips. (1) Remove side and top covers and see that the
(10) Remove spool from throttle valve(s) and thorough- crankcase is clean . Fill crankcase with oil. See
ly oil spool and bore in body before re-assem- lubrication recommendations in Section W.
bling. (2) Remove cylinder head and clean cylinder bore.
(11) Remove cup from air cleaner and wash thorough- Swab the cylinder with clean lubricating oil to
ly with solvent, removing al¡ sediment. Wipe dry. provide initial lubrication for piston and rings.
Re-fill to proper leve) with #10 weight oil and (3) Inject a light oil in the various bearings, as well
install on engine.. as around crosshead and on piston rod. For a
(12) If engine is equipped with gas injection, DO NOT completely thorough job of reconditioning, the
drain fluid from system . Do not drain oil from metallic packing should be cleaned and oiled.
control box and lubricator. Packing on lubricator shaft should be loosened
(13) If unit is moved from foundation and flywheel is and oiled, and the governor lever shaft outer
removed from crankshaft, coat the crankshaft, and bearings should be oiled.
flywheel bore with grease. Also plug all openings (4) Al¡ screws and nuts which hold gaskets should be
such as air starting valve and rotary throttie valve tightened, as with lapse of time the various gas-
inlets. kets may have shrunk. This applies particularly to
(14) Remove overspeed• switch bolt from flywheel, cylinder heads.
Section VI
1-73 Page 1
(5) Carefully drain the lubricator before filling. Alter (9) Tighten fan adjusting screw or idier to apply
filling the lubricator, disconnect each of the oil proper tension to V-belts.
feed lines, operate the lubricator flushing units by (10) Be sure to check adjustment of overspeed shut-
hand and see Ibat oil flows freely through each down switch and adjust if necessary.
oil line, and through the check valve. ( 11) Refer to Section III for startup instructions.
(6) Remove governor cap and inspect governor
weight pins and remove an- òrrosion which has
accumulated during storage --^riod. Oil and make Cooper Penjax feels it is a poor practice to disturb
sure that all working parts are operating freely. factory assembly and testing of the unit by robbing
(7) Clean air filter and refill to proper leve) with SAE parts while the unit is in storage . We strongly oppose
X10 oil. this practice . If the engine-compressor has been robbed
(8) Remove all plywood storage covers and plugs during storage , a thoroughly experienced serviceman
from flange openings and threaded connections. should inspect the unit and supervise startup.
Section VI
Page 2 1-73
p,D ep419111 9111 1 s in 101 1 1 1 11 111 ,11,1 ,1 11 W

SECTION VII
TROUBLE-SHOOTING GUIDE
MANUAL
DIFFICULTY POSSIBLE CAUSE OF DIFFICULTY
REFERENCE
( 1) Engine will not fire. Ignition.

a. Check ,spark plug gap. IV-7
b. Check altronic ignition. IV-10
c. Check magneto. IV-1 1
d. Check timing. IV-11
e. Check for incorrect ignition coil. IV-10,1V-11
Shutdown switch grounding out ignition. IV-12
Lack of compression. IV-6
Faulty gas regulator. 11-5
Linkage to throttle valve improper length, thus

not opening throttle valve when governor calls
for more gas. IV-8
Fuel pressure too high or too low. 11-5
Volume tank filled with fluid. 11-5
Regulator flow off or too small orifice. 11-5, 11-7
Air flow restricted. IV-7
Air cleaner plugged. IV-7
Too heavy oil in air cleaner. IV-7
Reed valve broken in mixer manifold. IV-6
Blind gasket between exhaust flange and

cylinder was not removed at installation. VI-1
(2) Lubricator fails to pump. Air lock in lubricator pump. IV-1
Check valves to the cylinder plugged. IV-2
Faulty check valves in lubricator. IV-2
No oil in the lubricator. IV-2
Lubricator drive failure. IV-2
Suction strainers in the lubricator plugged off. IV-2
Section VII
ias Page 1
MANUAL
REFERENCE
(3) Excessive crankcase oil Oil leve) too high. IV-1

consumption.
Wom stuffing box packing. IV-7
Scored piston rod. IV-7
Oil used in air cleaner too heavy. IV-7
Air cleaner plugged. IV -7
When both the Iubriator and crankase are connected up to

a single auxiliary oil supply , check to make sure that high
oil consumption la not a result of excess oil through the
lubricator.
(4) Racing or irregular Improper spark plug gap. IV-7

operation.
Gas volume tank too small . II-5, II-7
Faulty gas regulator . II-5, II-7
Magneto dirty or wom. IV-11
Govemor binding. IV-8
Wom connection in governor linkage. IV-8
(5) Detonation or pinging. Overload. 1-2
Oil used for cylinder is too light and is burning. IV-2, IV-20
Fuel gas pressure too high. 11-5
Wet fuel. 11-5
Timing too early. IV-11
Air cleaner plugged or oil in air cléaner too heavy. IV-7
(6) Knock in engine . Restriction of air through air cleaner. IV-7
Wet fuel. 11-5
Air-fuel mixture too rich. 11-5
Section VII
Page 2 1-73
1 ,1 ln1,,op411111 p4 11 1 1 1011 1 1 1 11 1P,1 1 1,1 11 lo

MANUAL
REFERENCE
(6) Knock in engine . Improper timing. IV-10,1V-11
Loose crank pin bearings or crosshead pin bearings. IV-5
(7) Engine slows down. Excessive load. 1-2

(While firing regularly.)
Pistons or rings sticking because of

improper lubrication. IV-2
Hot bearings. IV-5
Ports plugged with carbon. 1-2, IV-2, IV-20
Insufficient fuel system. 11-5
(8) Engine will not pull load. Overload. 1-2
Improper air-fuel mixture. 11-2
Improper timing. IV-11
Volume bottle and/or fuel line regulator and

orifice in regulator inadequately sized. 11-5, 11-7
Loss of compression due to worn or stuck rings. IV-6
Ports plugged with carbon. 1-2, IV-2, IV-20
Exhaust pipe improper size or length. 11-6,11-8
Air cleaner plugged, or oil in air cleaner

too heavy. IV-7
Muffler too smail or carboned up. 11-6, 11-8
(9) Overheating. Overload. 1-2
Improper exhaust pipe length. 11-6, 11-8
Oil in air cleaner too heavy or air cleaner plugged. IV-7
Muffler or exhaust ports plugged. 1-2
Air passage through the radiator or cooler

restricted. IV-3
Recirculation of hot air through the radiator

or cooler. 11-1
Section VII
1.73 Page 3
MANUAL
REFERENCE
(9) Overheating . Improper running timing. IV-11
Loss of water caused by faulty pressure cap. IV-3
Radiator or cooler plugged. IV-3
Excessive carbon build up in port and rings . 1-2, IV-2, IV-20
Entrained Iiquids in fuel gas. 11-5
(10) Excessive carbon deposit Entrained liquids in fuel gas. 11-5

in ports and rings.
Oil feed ratos from lubricator too high . IV-1, IV-19
Leakage of oil from crankcase past

piston rod stuffing box. IV-7
(11) Hot main or crank pin Oil too heavy or used too long . IV-1, IV-20
bearing.
Water in oil. IV-1
Crankcase oil low. IV-1
Insufficient bearing clearance given

alter an inspection or overhaul . IV-5, IV-19
(12) Burning of engine piston . Gas pressure too high. 11-5
Too rich mixture. 11-5
Excessive carbon deposits . 1-2, IV-2, IV-20
Oil in lubricator too light . IV-1, IV-20
Section Vi¡
Pago 4 1-73
i
b1 piU **lo 11 i 11 0 11 1, 1 1111

MANUAL
REFERENCE
(13) Backfiring. Improper timing. IV-11
Replacement magneto of wrong design. IV-11
Impulse coupling timing off. IV-11
Excessive carbon deposits in ports. 1-2, IV-2, IV-20
(14) Engine stops. Spark plug gap excessive. IV-7
Air cleaner plugged. IV-7
Faulty ignition. IV-10,1V-11
Overload. 1-2
Loss of fuel gas pressure. 11-5
Regulator frozen up. 11-5, 11-7
Safety switch grounding out ignition. IV-12
Broken spark plug wire. IV-7
Worn magneto drive coupling. IV-1 1
(15) If engine stops when op- Dirty or improper type of hydraulic fluid.
erating on gas injection,
also check the following. Air entrained in hydraulic fluid. See Gas
Injection Manual
Lost motion in linkage.
Wallowed out seat in nylon ball check valve.
Section VII
1.73 Page 5
DIFFICULTY MANUAL
POSSIBLE CAUSE OF DIFFICULTY
REFERENCE
(16) Out of balance - twin Reed valves broken in mixer manifold. IV-6
cylinder units.
IV-2, IV-10,
Spark plug fouling or ignition problems.
IV-11,IV-20
Port carboning. 1-2, IV-2, IV-20
Throttle valve linkage out of adjustment. IV-8
(Note: If in the procesa of balancing it becomes necessary to

set linkage so that the throttle vaive settings between cylin-
ders is considerably different , it is an indication of broken
reed mixer valve(s).
(17) H gher fuel pressure than Insufficient fuel system . II-5, II-7
'recommended is neces-
sary in order to pull Regulator too small or not equipped with proper orífice.
rated load.
Regulator spring selection wrong.
Volume tank too small or too great a pressure drop

between tank and engine throttle vaive.
(18) Muffier glowing red. Overfueling (see 17 aboye). 11-5, 11-7

Using oil with too low flashpoint . IV-2, IV-20
Plugged muffler. 11-6,11-8
Overload. 1-2
Section VII
Page 6 1-73
Lnr M*lo o 1 fl{11 1, 1, ItllI 1 1 1 II I,11I

TD-1169
COMPRESSOR
TROUBLE SHOOTING CHART
POSITIVE DISPLACEMENT COMPRESSORS

Check List for Compressor Inspection and Observation
or-^p' ^nl+s
NUMBERS IN PROBLEM COLUMN

INDICATE ORDER IN WHICH 3 °Li g ; ; "+ om t
e= 'c `c ¡ bw é S ¡ ¡ á =_ - C _ 's:2 >
POSSIBLE CAUSES SHOULD
BE TRACED ! w 0 p g» I =` i E
. n: "é = r á^
Ew Ei Ee Ea N é^ y ,•,° ót î
': _.EE ^w "w
UU JO UY V> W ú ^d OCS G^- U ^H ^_ ]•_ <VC WV°C ^3
Restricted Suction Une 4 4

Dirty or Defective Air Filter 3 3 3 5 5
Worn or Broken Valves L. P.
2 1 2 2 1 1 3 4 3 3 d 6
Worn or Broken Valves H. P. 1
Defective Unioading System L. P. 2

I 2 1 8 4 1 2 4 3 4 5 7
Defective Unloading System H. P. 2
Excessive System leakage 5 3
Speed Incorrect 6 6 3 3 7 8
Worn Piston Rings L. P.
7 4 5 9 6
Worn Piston Rings H. P. 3
System Demand Exceeds Compressor Capacity 5
Inadequate Cooling Water Quantity 4 4 1
Excessive Discharge Pressure 4 1 12 9 2 3 1 5 2 1 6
Inadequate Cylinder Lubrication 6 l0 8 8 I I
Inadeq •.; ate Running Gear Lubrication 1 ¡ 1 j I 5
Incorrect E'ectrical Characteristics 2
Motor Too Small 5 1
Excessive Belt Tension 2i 7 7
Ñ
Voltage Low 6 6
V Loose Flywheel or Pulley 7 2
Excessive Bearing Clearance 5
Loose Pistan Rod Nut 4 _
Ó Loose Motor Rotor or Shaft 9 6
4. Excessive Crosshead Clearance 3
Insufficient Head Clearance 2
Loose Piston 6 i
Running Unlo3ded Too long 2-
Irnp-aper Foundation or Grouting 8 5
Wedges left Under Foundation l0
Misalignmenr (Duplex Type) 3
Piping Improperly Supported 1
Abnormal Intercooler Pressure 7 7
Dirty Intercooler 4 6 6 I1
Dirty Cylinder lackets 5 5 2 10 _ _
Motor Overload Relay Tripped 1
Excessive Cylinder Lubrication 2 8
Incorrect Lubncating Oil 7 II 1 2 2
Discharge Gas Temperature Too High 7

liquid Carry-over 3 3
Diri, Rcsi Entering Cylinder 4 4
Resonanr Pulsation (Inlet or Discharge) 9
' Inler Valves
1-73
Index of Assemblies
DPC-2202
Assy # Description Qty/unit

0102-000 Frame & Crosshead 1
0202-000 Crankshaft & Flywheel Assy 1
0300-000 Power Connecting Rod 2
0512-100 ,- Power Cy1, Head, Piston w/Rod 2
0802-001-00 ` Fuel System 1
0902-000 Control Box & Layshaft 1
1002-000-01 Air Intake 1
1102-100 / Cooling System 1
1202-000-01 Lubrication System 1
with Two Compartment Lubricator
1302-000-02 ' TG- 13 Governor & Linkage 1
Note: uses pneumatic input assembly # 8516133GH
1402-000 Compressor Crosshead & Guide 1

1512-000 Compressor Connecting Rod 2
1802-000-04 Shielded Ignition System 1
2300-000 " Special Tools 1
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Dokumen - Tips Ajax Gc600 700 900 Manual y Partes

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DPC-2202 Compressor

Package Composite Manual

Engine Com ressor

Vendor Bulletin No. OR

Tab 1 Installation, Startup , And Maintenance

Tab 2 Package Drawings

General Arrangement Ajax 3199-60

Operation and Maintenance Manual - Integral Engine-Compressors

Fuel Filter Piping Drawing Ajax SK-8532-678

Tab 5 Starting System

Starting Motor, TI 128, 150 psig max BM-11679-R- I

Tab 6 Cooling System

Coolant System Drawing Ajax SK-7940-668

Tab 7 Cooler & Drive

Cooler, ACE C60B 62A2699

Performance Letter Ajax

Tab 9 Process Gas Equipment

Process Control Tubing Schematic Ajax SK-8903-133

Tab 10 Control Panel And Instrumentation

Conduit Drawing Ajax SK-7795-348

Engine Com ressor

Vendor Bulletin No. OR

Tab 1 Installation , Startup , And Maintenance

Tab 2 Package Drawings

General Arrangement Ajax 3199-60

Operation and Maintenance Manual - Integral Engine-Compressors

Engine Com ressor

Vendor Bulletin No. OR

Tab 1 lnstallation , Startup And Maintenance

Tab 2 Package Drawings

General Arrangement Ajax 3199-60

Operation and Maintenance Manual - Integral Engine-Compressors

Engine Com ressor

Vendor Bulletin No. OR

Tab l lnstallation , Startup , 'And Maintenance

Tab 2 Package Drawings

General Arrangement Ajax 3199-60

Operation and Maintenance Manual - Integral Engine-Compressors

Warranties To Original Purchaser (Non-Transferable).

a) "Material and Workmanship Warranty": The Seller warrants

1) To replacement or repair of any Equipment or parts thereof

2) Should the Equipment or parts thereof be determined by the

3) Nothwithstanding the foregoing, the Seller shall have no

4) Purchaser shall pay freight charges in connection with the

b) "Performance Warranty": The Seller warrants that the

c) "OSHA" Warranty": The Seller warrants for installations

d) "Warranty As To Equipment Not Made By The Seller":

e) "EXCEPT AS SET FORTH HEREIN , AND EXCEPT

"THAT THERE IS NO IMPLIED WARRANTY OF

DAMAGES. "IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL,

LUBRICATING OIL RECOMMENDATIONS

2.0 QUALITY AND PERFORMANCE

3.0 GENERAL SPECIFICATION:

3.2 Physical Properties:

Viscosity Index: 70 Minimum ASTM D2270

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

Supervisor, Ajex Engine Supervisor, Cornpreszor lssued by Date ES

3.4 Viscosíty Recluirements:

Oil Selection for Ambient Temperature

4.0 LOW TEIYIPERATU tE OPERATION

4.2.1 Units Down Less '1'han 5 Hours:

4.2.2 Units Down More Than 5 Homo:

Date Director Mannger, Supervisor. A}ax Supervisor . connpros,or lssued by